Tach Face Turning Red at Redline?
11-22-2010, 02:54 AM
#11
1st Gear Member
Join Date: Jan 2009
Location: Texas
Posts: 142
Yep, this is on mine as well and it is definitely not a shift indicator. It is to go along with the theme of the rest of the premium "My Color" dash. That is at any point things get into danger level on any gauge then the gauge pod indicates by turning to red from whatever color it is. Let your fuel run low enough and it too will turn red. However, only with the headlights on.
Basically by turning red it is saying "you are hitting the rev limiter idiot! Let off the gas." During aggressive acceleration it is normal to see it flicker though.
Basically by turning red it is saying "you are hitting the rev limiter idiot! Let off the gas." During aggressive acceleration it is normal to see it flicker though.
11-29-2010, 01:01 AM
#12
Join Date: Sep 2010
Location: Colorado
Posts: 7
Yeah, Ford does do stress tests to failure. And I am sure that they did so with the Coyote, since the engine was made in-house.
Since the mainstream production Coyote is outsourced to Exeter Canada, I hope they sample the Canadian engines and stress test those to failure to make sure that the Canadian guys are not cheating the specs.
That is a major problem with outsourcing to another country. The sub-contractors in more than one case cheat and build things to sub-specs and try to pass it to the the hiring entity as an in-spec product.
Look at all the crap that is a outsourced to China: from toys to tires we put on our cars, the Chinese sub-contractors often cheated in the past and put lead in the toy paint when Hasbro, Mattel or whatever requires a different paint.
And Chinese made tires? They were a few years back tested and the poor materials used by the Chinese makers failed minimum USDOT safety standards. And as such, they are not allowed to be sold in the US. These Chinse makers had the nerve to complain to the Chinese Communist Government which in turn had the nerve to accuse the US of trade protectionism.
Since the mainstream production Coyote is outsourced to Exeter Canada, I hope they sample the Canadian engines and stress test those to failure to make sure that the Canadian guys are not cheating the specs.
That is a major problem with outsourcing to another country. The sub-contractors in more than one case cheat and build things to sub-specs and try to pass it to the the hiring entity as an in-spec product.
Look at all the crap that is a outsourced to China: from toys to tires we put on our cars, the Chinese sub-contractors often cheated in the past and put lead in the toy paint when Hasbro, Mattel or whatever requires a different paint.
And Chinese made tires? They were a few years back tested and the poor materials used by the Chinese makers failed minimum USDOT safety standards. And as such, they are not allowed to be sold in the US. These Chinse makers had the nerve to complain to the Chinese Communist Government which in turn had the nerve to accuse the US of trade protectionism.
11-30-2010, 04:45 PM
#17
1st Gear Member
Thread Starter
Join Date: Aug 2010
Location: Indiana
Posts: 75
06-18-2011, 12:03 PM
#19
+1
Additionally, when you are already in the 6000 RPM and above bandwidth, you are already leaving the meat of the torque curve. That is assuming a bone stock Coyote with stock tune.
However, if you have mods that add power and extend the meat of your torque curve into above 6000RPM, that is the time it would actually be beneficial to stay in the gear just a tad longer. But you had better rebuilt the lower end with better conrods, pistons, piston rings, journal bearings, etc, the 7000RPM (or really, 6800RPM) was actually installed by Ford to prevent placing high RPM stresses on the innards.
Additionally, when you are already in the 6000 RPM and above bandwidth, you are already leaving the meat of the torque curve. That is assuming a bone stock Coyote with stock tune.
However, if you have mods that add power and extend the meat of your torque curve into above 6000RPM, that is the time it would actually be beneficial to stay in the gear just a tad longer. But you had better rebuilt the lower end with better conrods, pistons, piston rings, journal bearings, etc, the 7000RPM (or really, 6800RPM) was actually installed by Ford to prevent placing high RPM stresses on the innards.
Last edited by parchisi; 06-18-2011 at 12:05 PM.
06-18-2011, 02:09 PM
#20
Actually, you only want to downshift to redline or very close to redline if your intent is to use the engine to assist with slowing down.
If your intent is to downshift for better acceleration, you want to downshift to an RPM bandwidth quite a bit less than redline so you have room to accelerate. If you think about it, let's say you downshift and you hit 6500RPM; you only have 300rpm to accelerate with which is pretty useless. You will want to downshift to maybe 4500-5500rpm bandwidth so you have 2300-1300rpm to play width before you hit redline.
If your intent is to downshift for better acceleration, you want to downshift to an RPM bandwidth quite a bit less than redline so you have room to accelerate. If you think about it, let's say you downshift and you hit 6500RPM; you only have 300rpm to accelerate with which is pretty useless. You will want to downshift to maybe 4500-5500rpm bandwidth so you have 2300-1300rpm to play width before you hit redline.