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Old 03-27-2011, 09:13 AM
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8178A
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Default Boss 302 Track Key

Anyone know what kind of changes are made to the cam timing when the Boss 302 Track Key is used?

Expect they must advance the intake cam and retard the exhaust cam to increase the valve timing overlap duration.

http://www.2012boss.com/blog/ford-tr...302-race-mode/ and http://www.youtube.com/watch?v=PiWSr-Ax8K4

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Old 03-27-2011, 12:08 PM
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JWButler14
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that video makes me want a Boss even more
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Old 03-27-2011, 12:20 PM
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JIM5.0
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Originally Posted by 8178A View Post
Anyone know what kind of changes are made to the cam timing when the Boss 302 Track Key is used?

Expect they must advance the intake cam and retard the exhaust cam to increase the valve timing overlap duration.
Actually, to add more are under the torque curve in the low RPM bandwidth, which is all TracKey tune does, you want less cam lobe overlap so as far as cam LSA timing changes, they increase the LSA some to mitigate waste of raw unburnt fuel-air from being over scavenged out of the cylinder. So, in reality, they will either advance the intake came, or retard the exhaust cam, or both, in relation to crank angle to get that wider LSA.
But I am sure their is much more to it: tweaking the spark to RPM curve, throttle setting to RPM curve, fuel injection to RPM curve, and possible several more tables are adjusted in the TracKey tune to get that lower end torque increase.

Now, as for simply the cam timing as far as cam profile (lift, duration, ramp opening and closing rates), the Boss 302 only has the exhaust cam modified with a different profile (lobe cut). I believe the intake cam is exactly the same profile as the stock 5.0 GT Coyote engine cam.
Just exactly what are the exhaust cam profile specs, nobody knows right now, at least not until someone gets their hands on a Boss 302 engine, breaks it open, extracts the exhaust cam, and degrees it in detail

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Old 03-27-2011, 02:37 PM
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wcgman
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And why would I ever need the stock key again? lol.
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Old 03-27-2011, 04:51 PM
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JIM5.0
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If you like the improved low end torque performance of TracKey, you don't need the stock key.

What you can do is this: load up an aftermarket race tune in the stock key tune's position so with TracKey, you have a stock performance tune which you can use for cruising around and showing off, but in the normal tune position, the race tune will be there just by switching the keys! No plugging into the OBD2 port to load up another tune!
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Old 03-27-2011, 08:17 PM
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8178A
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Originally Posted by JIM5.0 View Post
Actually, to add more are under the torque curve in the low RPM bandwidth, which is all TracKey tune does, you want less cam lobe overlap so as far as cam LSA timing changes, they increase the LSA some to mitigate waste of raw unburnt fuel-air from being over scavenged out of the cylinder. So, in reality, they will either advance the intake came, or retard the exhaust cam, or both, in relation to crank angle to get that wider LSA.
But I am sure their is much more to it: tweaking the spark to RPM curve, throttle setting to RPM curve, fuel injection to RPM curve, and possible several more tables are adjusted in the TracKey tune to get that lower end torque increase.

Now, as for simply the cam timing as far as cam profile (lift, duration, ramp opening and closing rates), the Boss 302 only has the exhaust cam modified with a different profile (lobe cut). I believe the intake cam is exactly the same profile as the stock 5.0 GT Coyote engine cam.
Just exactly what are the exhaust cam profile specs, nobody knows right now, at least not until someone gets their hands on a Boss 302 engine, breaks it open, extracts the exhaust cam, and degrees it in detail
I was referring to the idle setting of the cam timing.
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Old 03-27-2011, 08:23 PM
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8178A
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You would think that Brenspeed and others should be able to offer the two key solution too.
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Old 03-28-2011, 06:13 AM
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Originally Posted by 8178A View Post
I was referring to the idle setting of the cam timing.
In idle, you can decrease LSA to get the big block hotrod lop, which I assume some tuners purposefully do. But that lop unfortunately destroys low end torque at the line. At idle, the LSA would be set wider and all the other parameters adjusted accordingly tfor a smooth idle, least fuel burned, but when you step on it from a stop sign, you get as much instant torque as possible.
Once you hit higher RPM bandwidths, that is when the LSA is closed in for the much quicker opening and closing rates of the valves and to also account for the inertia exhibited by the mass of the fuel-air mix.
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