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Well if you wanted you could fix those things rather easily in hptuners. Some things are hard to tune out yourself but those are rather simple fixes. The vast majority of aftermarket tuners will start sacrificing roush’s built-in safety features to get more power, and the end user doesn’t...

You can run the bap without altering the tune. However, the pwm pressure control stops working. It can be fixed in the tune but the vast majority of tuners done know how.

As of 2018 the truck and car compression ratios are identically 12/1. Edit: I just looked up the block/crank/rod/piston part numbers and they are the same for the mustang and f-150 in 2018.

Wot shift points or part throttle?

What do you want changed in the Roush tune?

I explained it in post 27, which vlad also referenced. Vlad explained the downsides of locking the pcm into one drive mode, but that’s only one option you can use in hptuners. Hptuners allows you to be your own tuner so a lot of creativity and options become available.

What do you want to know?

The pcm forces the throttle wide open and reads airflow with the maf. Everything else in the tune follows. If you get more flow, it will make more power even on the stock tune. This is not true for the ecoboost series of engines.

Stock gen3 short block. This came from a low mile f-150, but I’m nearly certain they are identical to the mustang. It is stock except that I regapped the top ring to .018-.020. Pick up only in the Baton Rouge area. $1500

Fwiw cam phaser duty cycle is a function of oil temperature.

Just daily.

I think the longevity depends largely on spark timing and OP is running fairly conservative. Most e85 cars seem to run 23+/-. Spark timing has a huge effect on peak cylinder pressure.

Man that’s awesome. I’m assuming e85? Any idea what spark timing numbers you’re running?

Somehow dodge is able to flood the market with specialty vehicles and ford isn’t. Watch what happens next….rebel trx starts at 75k and my tiny local dealer has one in the lot. Raptor r starts 30k higher, has less power, will get markups, and they will be sold out and hard to get. The real...

I found what I believe to be the correct part number for an assembled short block, but when you call most dealers they say not available. A limited number of web sites list it as available with a price, but the description doesn’t indicate what it is exactly. Iirc it was $7500 plus $1000 core...

It’s possible, but they didn’t see the monetary incentive when they had the chance. We know from watching what they did from the late 70’s until the early 90’s that they were extremely resistant to clean-sheet designs and stuck with lame old tech with minimal improvements because it was cheap...

I would love to see a supercharged 10.5/1 compression dual-injected 5.0 with the 10r80 but ford is selling more gt500’s than they can make at over list price so they have no real incentive.

@bauern posted some time back that the only difference between the m52b block and production predator is that the m52b comes with dowels/plugs/squirters and production does not.

Everything there seems to points out differences between the m52b and the gen3 coyote, not the production predator.

Please share.