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My, this looks strangely familiar…

Pedal torque response, shift firmness, shift rpm, and active exhaust position can all be changed as a function of drive mode, but that’s about it. Burble, using the stock logic, can only be activated in sport mode. There are workarounds here but they involve hacking up stuff.

This was a garage build and someone’s first one, done step by step using the ford manual. I helped some but he did 80% of it. Is this for a Mustang or f150?

Pcmtec is cheaper, around $150 for the software and another $150 for the dongle. It works similar to hptuners. It reads and writes the calibration and you can make changes. There are pros and cons to both. I have both but use Pcmtec 95% of the time.

If it were me, I'd return it to the FRP tune. Then use PCMTec to read it and you can start making changes at will. Skip-shift is very easy to get rid of. If you want to discuss what does what, post your questions up here and we can discuss.

What all mods does the car have?

I don't know about all that "expert" stuff, but I did a quick check in PCMTec. "Sleep" is only mentioned 3 times and it's related to transmission shifting. However, "Key off" shows up in 22 parameters. I'm curious, what is Wengerd changing in sleep?

My friend’s engine we just finished uses a stock crank and 10.4/1 compression. Breaking in and tuning now. I made an initial 4% tweak to the torque tables and he reports that the part throttle torque and pedal response feels the same as it did at 12/1.

Ive installed the GT500 pan on two so far. It’s a good upgrade with oem quality, validation, and engineering.

Be careful. The existence of the “di equipped” switch in hptuners leads you to think tuning to delete gdi is simple. It is not. A commercial tuner I associate with attempted to tune a DI delete and never could get it to stay in closed loop. He contacted hptuners, who told him this is normal...

My bet is bad gdi injector.

I'm pretty sure the gen3 heads will work on a 5.2 block. I built one, at least, but I haven't run it yet. As a side note, the engine has the "noisy" 2618 pistons and they aren't audibly different from stock and don't set off the knock sensors.

Back in 2015 they decided to use the “boss” con rods in everything for a similar reason. Wouldn’t it be great if the same 5.2 block/crank/rods were used in everything, with the only difference being pistons/compression.

I don’t know if the Predator uses different bolts but the gen3 bolts work in the predator block. The gen3 head bolts are so big and deep, and the torque spec is so high, I have a hard time imagining the heads would lift.

Yes they were definitely beefier and the bolts are bigger with different torque specs.

Those are all oem. I have this thing about using oem parts as much as possible. Note the gt500 rods, oil pump, pan, plus mahle is an oem piston supplier.

Interesting thing is that in the course of the failure aftermath, something knocked the head off of one of the #1 rod bolts (#5 is the one that failed). That means that the #1 big end stayed together at high rpm with only one rod bolt!

Owner got the car running today with the following: Stock block Stock crank Gt500 rods Mahle 10.4/1 forged pistons Stock heads and cams Boss tensioners Gt500 oil pan and pump The idea was to make it tough and also have more tolerance to and power on pump gas. We made some simple tune changes...

I have no knowledge of what’s in the DHSC but it’s hard to beat the gt500 pumps, which is really just two stock GT pumps in one bucket. What I’m really interested in is the upcoming dw550. I don’t think it will have the ultimate capacity of the gt500 assembly but for the cost, simplicity, full...

Use at your own risk, but I believe where I landed was to use the Gen3 bucket with the GT500 hat/hanger/pumps. Final numbers for the DS were .026" nozzle and .280" throat. Final numbers for the PS were .016" nozzle and .215" throat. I trimmed maybe 1/4" off the top of the standpipe but I...