Revolution Automotive embarks on an EcoBoost S550 build with SCT tuning and JLT induction mods
By Steve Turner
Photos courtesy of Revolution Automotive
Lost in the recent excitement about V-8-powered performance Mustangs is that the EcoBoost 2015 Mustang might just be the most intriguing offering in the lineup. We believe that, so far, the aftermarket has only scratched the surface of the performance possibilities offered by the 2.3-liter Gas Turbo Direct Injection engines in these cars.
That said, the crew at Revolution Automotive in Baltimore, Maryland, have a new 2015 Mustang project designed to push the EcoBoost envelope. To get things started, main man Adam Browne worked on custom tuning to support JLT Performanceâ€™s new cold-air intake. He worked his way back from this combo to the stock configuration to learn how the car reacted.
While tuning is crucial on all modern Mustangs, apparently the computer that controls these turbocharged Mustangs sets the limit on the carâ€™s output no matter what the mods are.
â€œAll of the Ecoboost Mustangs use a torque-based logic, so if in the calibration you are requesting 400 Newton Meters the ECU will deliver that amount to the flywheel; If things are set up properly,â€ Adam said. â€œThis comes into play when adding less-restrictive parts like a JLT Intake. We know that it flows more than the factory intake system but if we are only requesting the same 400 Nm then that is what the ECU will deliver.â€
Clearly that means working up a proper calibration to sync the mods with the target output is more important than ever for maximizing an EcoBoost combo. Adam did this work using SCT Performance software and hardware.
â€œThat being said the gains from tuning are huge!â€ he said. â€œWith our custom tune and the stock intake it made 285 rear-wheel horsepower and 335 rear-wheel torque, with the JLT Intake it went to 288 rear-wheel horsepower and 339 rear-wheel torque.â€
You can watch the car run on the dyno right here:
Along the way to these gains, Adam took the time to log and study the inlet air temperatures. He learned that heat soak is an issue with EcoBoost Mustangs.
â€œThe lesson learned from all our of testing is that the Downstream Intake Air Temps (IAT2) get out of hand quickly with back-to-back pulls… You can see how the Downstream Intake Air temps start at 140 degrees and end at over 190 degrees by the end of the pull,â€ Adam explained. â€œThis is with the hood open and a fan in front of the car as well. Wait until we have some 100-degree days this summer! All of this heat translates into lower power from decreased ignition timing and the hotter, less dense air charge.â€
With that in mind, the next modification for the Rev Auto EcoBoost Mustang is one of Full Race Motorsportsâ€™ intercooler upgrades and a high-flow downpipe to open up the exhaust. We will document the results from that testing right here, so stay tuned. For now, however, enjoy the gains Adam achieved with the tuning and induction mods.