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Ford sample Tune Report
A real report format, built from a 2018 Mustang GT 5.0 Coyote test order. The file and the log are both test data. No customer file is used.
Your goal
The report starts with what you asked about. The file and the log are read before any paid change.
The file and the log are read. Three items need a check before more load. One is final spark and knock. Another is a throttle that closed under pedal. The third is the cam request against the cam actual. This test order did not have a close Coyote match in the comparison set it used. The report names that limit; it does not rank the car against another build.
| Setting | File | Comparison | Log | Status |
|---|---|---|---|---|
| Generation / family | GEN3 | not compared | - | OK |
| Model year | 2018 | The generation gate | - | OK |
| Injection | port + direct | not compared | DI rail | OK |
| Ti-VCT | present | not compared | desired / actual | Watch |
| Knock | present | no timing target | KR / final spark | Watch |
| Transmission | 10R80 | separate controller | gear / slip | OK |
| Comparison set | no close Coyote match | not a target | - | OK |
What the file and the log show, in the order we would check it.
What the data shows. Knock correction reached 3.0 degrees. The Spark Advance channel is final timing, so the correction is already included. Adding it back would double-count it.
What we would do. Do not disable the knock system or zero the learning scalar to make a timing number look better. Check final spark, knock correction, lambda, air charge and cam position together.
What the data shows. The pedal asked for at least 50% while actual throttle was 15 points or more lower for 1.0 second, with knock quiet.
What we would do. Check the torque request and the torque model before adding spark. Adding timing will not fix a blade that is closing.
What the data shows. The worst intake pair separated by 10.0 degrees for about 1.9 seconds. One separation is evidence in this log, not a universal fault threshold.
What we would do. Check oil condition and the phaser before changing a cam table. Do not zero the stability or emissions scheduling as a default.
What the data shows. The high-pressure rail median was 13,583 kPa against a 13,790 kPa target on 100 loaded samples, about 2% low.
What we would do. Check the low-side feed, the high-pressure pump control and the injection window before raising a rail target.
| Area | Status | What the file and log show |
|---|---|---|
| Engine and airflow | Checked (file) | 29 tables read. MAF transfer present; no speed-density model. |
| Fuel and injectors | Checked (file) | Injector flow, low-side pressure and DI allocation are separate checks. Low-side pressure was not in this test read. |
| Spark and knock | Checked (file and log) | Borderline knock, knock retard and final spark were read. The log shows a 3.0 degree correction. |
| Ti-VCT | Checked (file and log) | Cam tables are present. The log shows a 10.0 degree intake separation for about 1.9 seconds. |
| Transmission | Checked (file) | 10R80 named in the build sheet. The TCM is a separate read; this engine report does not edit shift tables. |
| Log channels | Checked (log) | The channel set is under Logging steps. |
Load the Coyote profile for the exact year and application. Add engine rpm, MAP, pedal, throttle, spark, knock retard, requested torque, gear, output-shaft speed, TCC slip and vehicle speed first. Add MAF, commanded throttle, fuel trims, measured lambda, low-side pressure and DI rail desired and actual. Also add DI percent, all four cam desired and actual channels, estimated torque, torque reduction and transmission temperature when the strategy exposes them.
Log a warm idle for two to three minutes. Add light and medium takeoffs, a steady 45 to 65 mph cruise, three or four upshifts and a coast to a stop. Keep the native .hpl and the CSV. Do not turn on Interpolate Data Gaps; the analyzer needs the real sample times.
Test data, real format. This page uses a Ford test order, a test file and a test log. It contains no customer name, VIN, email or order. A Tune Report is free and does not include a new tune file.