So don't get a 2018 heads, get some 2015-2017 heads, port them and get the benefit of flow and VVT without the hassle of trying to shoehorn the '18 spec in.
Ok, let me put it another way. What makes you think they're better heads for your application? How do the benefits of these heads, which are designed for N/A (NOT boosted) direct injection (plus port), outweigh the costs of dealing with a high pressure fuel pump, new ECU, all the hassle...
I'm curious how the active exhaust in the '18 and later GT sounds in person. I've been concerned about the GT's having engine failures, so I think I'm going to stay away from an '18 or '19 until some kind of fix comes out from Ford.
Turned in my leased Ecoboost 50 years (manual trans) back in 2017, looking for a used GT ('15 to '17) right now. The main thing I didn't like about the Ecoboost was the awful sounding exhaust. I mean it's bad. It really wears on you how terrible it sounds, even compared to other turbo 4...
We would have to see actual datalogs to know. You can reduce knock sensor response and add timing. You can lean it out enough to deteriorate the cats faster (which some people don't care about, but this is tune only so maybe they do) or even overheat exhaust valves. Anything with direct...
Usually when they say "Crank HP" it's some calculated number from a chassis dyno with assumption of parasitic loss. I HIGHLY doubt they got this engine to run on an engine dyno, unless they got a special engine dyno calibration directly from Ford. You either have to trick the engine into...
We have zero data on this thing. As has already been pointed out, there's a lot you can learn just by doing a baseline and then flashing to the new tune. You could do a pull on the street, a chassis dyno, or a drag strip, and record parameters on the PCM.
For all you know they desensitized...
If you're reducing restriction to make more power, that's one thing. If you're beating the crap out of the stock hardware to make the power then what is that doing for the owner of the vehicle?