Hello
I'm Toni from Barcelona Spain.
I would like to begin this new thread to help all the people having problems, like I have, with his gt350 whipple charged.
My history: car is a 2016 mustang GT350 whipple charged and since arrived to Barcelona the car was never running good. Engine suddenly stops when driving on hiway, unstable idle, when start the engine (cold) goes to 3000rpm and then stall, lack of power…engine goes very bad.
The car was new and the whipple where installed in USA by a well-known shop. I have pictures and a video of the car on a Dyno.
First I check the exhaust as the reading of the left O2 sensor after the cat was bad, left cat was not working properly. I removed the cat and my surprise was when I saw the inside honeycomb was melted. Probably a bad tune when was on a Dyno.
Install a new set of cats but engine still not running good.
I check twice all the engine sensors with the help of Ford VCM, snapon Verus and more electronic devices I already have. The conclusion was all the sensors where working good.
So I decided to go for a new custom tune as the tune the car have from whipple was no good. The well-known shop sends the ECM to whipple to install the tune when did the supercharger install.
I contact to Jon Lund to do a new tune, they told me this cars have problems with this whipple supercharger kits and need some parts to be changed to work properly.
New Brisk plugs and Dynamics 1050x injectors was a must so I changed the actual injectors and sparkplugs. Actual injectors had the reference erased and have no idea about them.
Once the custom tune was done by Jon Lund, need only 4 times Tune/data log sending, the car was a beast. Now the car runs strong and very well.
Every time you install a new tune, the ECM need to do a new idle relearn cycle so need to do some traffic light driving and start stop sequence to let the ECM learn the new engine working parameters.
Now the car runs good but when cruising at light throttle I have some engine hesitations.
If I do normal or hard throttle acceleration the transition between vacuum and boost are linear with no hesitation.
I check the bypass valve and all was good. No mechanical issue as the butterfly runs free.
I check the vacuum values where the butterfly (actuator) works. When 5"of Hg (vacuum) actuator begins to move the bypass butterfly, as increase the vacuum the butterfly increase the opening angle since 10"of Hg (vacuum) when the butterfly is fully open.
Engine idle vacuum is 20” of Hg, If I'm cruising at 11"ofHg vacuum (bypass valve fully open) and road goes up and do a very slow throttle acceleration then vacuum decrease and when arrives at 5"ofHg and the bypass is fully close then the vacuum suddenly increases and goes to 11"ofHg and bypass fully open again and power of the car goes down, If then I following increasing throttle suddenly pass from 11"of vacuum to 5"of boost and the car do a hard acceleration.
It’s a mechanical issue and not a tune adjustment problem.
Here I send to you a picture of what I'm trying to explain.
Doing some evaluation of the problem I have, I arrived at the following conclusion:
When I’m cruising and engine arrives at 5” of Hg vacuum the bypass is closed and the blower is working as an inlet restriction so the intake vacuum increase and goes very fast to 11” of vacuum so bypass fully open and power goes down.
So I think the solution will be a vacuum actuator that closes the bypass at 0” of Hg, a low vacuum actuator from 1”hg vacuum closed to 5”hg vacuum open Kevlar reinforced VA816 from JB Performance.
If the bypass valve closes near 0”hg vacuum, the blower begins to work and do not act as an inlet restriction so inlet vacuum will not increase again.
This is my theory, I will buy this vacuum actuator and try if it works.
Will be good to know the open/closed vacuum actuator values of someone who have a whipple supercharger on his GT350 and don’t have this cruising issue.
Thanks
I contact to whipple from different email address I have and never respond to me. I think they are very busy solving the problems his products have.
I'm Toni from Barcelona Spain.
I would like to begin this new thread to help all the people having problems, like I have, with his gt350 whipple charged.
My history: car is a 2016 mustang GT350 whipple charged and since arrived to Barcelona the car was never running good. Engine suddenly stops when driving on hiway, unstable idle, when start the engine (cold) goes to 3000rpm and then stall, lack of power…engine goes very bad.
The car was new and the whipple where installed in USA by a well-known shop. I have pictures and a video of the car on a Dyno.
First I check the exhaust as the reading of the left O2 sensor after the cat was bad, left cat was not working properly. I removed the cat and my surprise was when I saw the inside honeycomb was melted. Probably a bad tune when was on a Dyno.
Install a new set of cats but engine still not running good.
I check twice all the engine sensors with the help of Ford VCM, snapon Verus and more electronic devices I already have. The conclusion was all the sensors where working good.
So I decided to go for a new custom tune as the tune the car have from whipple was no good. The well-known shop sends the ECM to whipple to install the tune when did the supercharger install.
I contact to Jon Lund to do a new tune, they told me this cars have problems with this whipple supercharger kits and need some parts to be changed to work properly.
New Brisk plugs and Dynamics 1050x injectors was a must so I changed the actual injectors and sparkplugs. Actual injectors had the reference erased and have no idea about them.
Once the custom tune was done by Jon Lund, need only 4 times Tune/data log sending, the car was a beast. Now the car runs strong and very well.
Every time you install a new tune, the ECM need to do a new idle relearn cycle so need to do some traffic light driving and start stop sequence to let the ECM learn the new engine working parameters.
Now the car runs good but when cruising at light throttle I have some engine hesitations.
If I do normal or hard throttle acceleration the transition between vacuum and boost are linear with no hesitation.
I check the bypass valve and all was good. No mechanical issue as the butterfly runs free.
I check the vacuum values where the butterfly (actuator) works. When 5"of Hg (vacuum) actuator begins to move the bypass butterfly, as increase the vacuum the butterfly increase the opening angle since 10"of Hg (vacuum) when the butterfly is fully open.
Engine idle vacuum is 20” of Hg, If I'm cruising at 11"ofHg vacuum (bypass valve fully open) and road goes up and do a very slow throttle acceleration then vacuum decrease and when arrives at 5"ofHg and the bypass is fully close then the vacuum suddenly increases and goes to 11"ofHg and bypass fully open again and power of the car goes down, If then I following increasing throttle suddenly pass from 11"of vacuum to 5"of boost and the car do a hard acceleration.
It’s a mechanical issue and not a tune adjustment problem.
Here I send to you a picture of what I'm trying to explain.
Doing some evaluation of the problem I have, I arrived at the following conclusion:
When I’m cruising and engine arrives at 5” of Hg vacuum the bypass is closed and the blower is working as an inlet restriction so the intake vacuum increase and goes very fast to 11” of vacuum so bypass fully open and power goes down.
So I think the solution will be a vacuum actuator that closes the bypass at 0” of Hg, a low vacuum actuator from 1”hg vacuum closed to 5”hg vacuum open Kevlar reinforced VA816 from JB Performance.
If the bypass valve closes near 0”hg vacuum, the blower begins to work and do not act as an inlet restriction so inlet vacuum will not increase again.
This is my theory, I will buy this vacuum actuator and try if it works.
Will be good to know the open/closed vacuum actuator values of someone who have a whipple supercharger on his GT350 and don’t have this cruising issue.
Thanks
I contact to whipple from different email address I have and never respond to me. I think they are very busy solving the problems his products have.