802SHO 2010 Build

Remade my anti tire scrub pads with all HDPE. High-Density Polyethylene. Used in conveyer belts and like cutting boards. It’s slippery. Durable stuff.

I used the rear window glass this time and also calibrated the surface of the rear glass before I started. A feature I never used last time.

My last settings held solid. Reset thrust slightly toe-in for high speed stability.
The app is slightly finicky sometimes but overall it’s consistent which is vital.

Had to have Stefanie hold the steering wheel on the front. The tires move freely so the steering wheel wants to turn on me.
Perfect! Yes! I celebrated and asked Stef if it was fighting her? I showed her how I wanted her to hold the wheel with both hands before we started.

She said yes, only at first. I said sweet, well good job.

Then I looked at the steering wheel…it moved slightly to the right …not much but…I’m like…I mean literally don’t let it move

Lmfao leaving it here will recheck the front tomorrow

Had a good talk with Ryan this morning. The Green Oak 2368K strategy in this car is just so damn interesting to me. I really want to share what we’re learning because this is on another level compared to how I used to think about tuning.

This thing is not some dumb PCM that just sees boost and lets it rip. It’s constantly modeling torque, airflow and predicted load trajectories in real time and making decisions based on whether the event stays inside the operating envelope it expects. The wild part? We’ve now watched it happen repeatedly in clean logs.

What we discovered is the PCM is actually perfectly happy allowing 100% throttle as long as actual air load stays BELOW desired load. The moment actual air load meets or exceeds desired load, Green Oak steps in and takes throttle authority. That’s exactly what it did in my last pull.

What’s crazy is even while the PCM was actively holding the throttle shut into the high 30-low 40% range, the car STILL continued overshooting desired load. Think about that for a second. WG spring only. 0.000 WGDC the whole pull. The throttle blade heavily closed. And the car STILL wanted more load than the current modeled fence allowed.

That’s why this has become so interesting to me. We are no longer chasing “what’s broken.” The system is coherent now. The logs are clean. The PCM behavior is understandable. The car is literally showing us what it wants.

And honestly? This is why I keep saying this build is still basically Stage 1 Level 1 calibration-wise despite being physically built for way more. No E85R yet. No 100% methanol online yet. No Stage 3 converter yet. We are still just trying to let the car fully run on wastegate spring without the strategy stepping in early.

Meanwhile my OLD setup peaked around 2.0 load at full effort. This NEW setup appears to need somewhere around that same load level just for the PCM to stop choking WG spring airflow.

That’s insane lol.

This is the most I’ve ever understood this car to date and honestly it’s pretty awesome seeing the strategy finally wake up instead of fighting ghosts. The car is becoming trustworthy, repeatable and coherent. Now we can finally start asking it for more.

Green Oak strategy 2368k goes active 5/20/2026!

FrankK said:

Green Oak strategy 2368k goes active 5/20/2026!

Click to expand...

**** yeah Brother

This looks rad
A buddy randomly squeezed my post IC silicone coupler and was like…that’s soft. I felt it and I agreed. I used an included cheap silicone coupler there from the universal 3” IC piping kit it was made from. I think it’s 3ply.

I bought a PPE 5ply 200psi rated 3” silicone 90 coupler to replace it with. Here I’m pushing them together…the PPE isn’t collapsing at all but the one I was using absolutely does
So…out with that….the rest are 4ply, which is totally fine. I could have bought 4ply but since I was shopping why not get 5?
And look at that…there’s a big radiant heat source…radiator end tank kissing the charge pipe
Now to do something about that. Soon before we really start turning it up. Still waiting on Ryan

With HP Tuner’s VCM Editor logging milliseconds the logs are so easy to understand the Engine and PCM’s wrestling match it’s a Meme now.

If 40% throttle is 1.4 load what’s 100% throttle? That implies the unrestricted airflow event could be VERY substantial.

Could it be 1.8, 2.0, 2.3, etc? That’ll depend on VE, compressor efficiency, turbine drive pressure, cam timing, temperature, fuel and how much of the current airflow is being held back by ETC intervention.

The WG spring base airflow is more powerful than anticipated. The funny part is it clearly doesn’t have an airflow problem, it has a too much airflow problem and that’s exactly what I built it to do, Mop the floor with the last iteration.

I decided to test my theory against data.

I fed Chuck a November 2020 SCT .CSV file of my old setup doing a 1/4 11.43 data log on no prep Asphalt. The theory just got backed by data boys!



Let’s F go! Goal is run it back until the PCM agrees to allow WG spring 0.000 duty cycle to mechanically flow at 100% throttle with no ETC (electronic throttle control) intervention. And we will see how much airflow the new setup makes on WG spring, no boost control, base airflow

I took 5 2020 data logs and took the average sustained load and throttle angle and compared it to the 2026 new setup.

The Data shows this car is an animal and I can’t wait to find out exactly how much airflow it flows with no intervention.

Pretty clear why it intervened too. It didn’t expect THAT!

It’s funny how quiet it is after Data was shared. This dash/paddles/steering wheel looks awesome imo.

Service panels taking shape.
3/16 hardboard and 1/8 cleco pins for templates. Once I had this on I took it off and had holes I drilled and outline of the cover for reference points to measure off from.

First filter and cover fitment works. Needs a trim. Then it’s the WG dump’s turn.
Hopefully I can flip it and it fits the passenger side bc it’s pretty damn symmetrical. Transfer to HDPE 1/8” plastic.

Going to use M5 brass rivnuts in the plastic (I tested the bumper pieces I cut off. Rubber stripped the brass out of them, stainless was smaller OD and puckered the plastic …brass was perfect and slightly larger OD)

Then nylon clear washers and stainless M5 bolts. Then it’s vinyl wrap time.

New map let’s GO!
I’ll cut the WG dump opening but after dinner, abandon the access panels and get a WOT log on the new map. I’m excited to see the PCM believe more of the event, allow longer open throttle, less ETC intervention and continue to shift clean. See Air Actual rise higher with a scaled higher Load Desired.

My guess is it’ll be the best so far but not quite 100% yet.

I’m going to rearrange our Channels for a better “decode the strategy” layout.

Ryan + Andrew Hybrid Layout

DRIVER / VEHICLE CONTEXT
1.Vehicle Speed
2.Engine RPM
3.Trans Commanded Gear
4.TCC Slip

DRIVER REQUEST
5.Accelerator Pedal Position
6.Throttle Control Pedal State

ETC / THROTTLE AUTHORITY
7.Throttle Angle
8.Throttle Desired Angle
9.Relative Throttle Position
10.Throttle Position Sensor
11.Throttle Angle Source

AIRFLOW / LOAD CORE (“Money Cluster”)
12.Air Load
13.Desired Load
14.Average Air Mass
15.Turbo Airflow
16.TIP Base from Desired Airmass
17.Throttle Inlet Pressure Desired
18.Throttle Inlet Pressure Actual
19.Manifold Absolute Pressure
20.Barometric Pressure
21. Rife300 EMP

TORQUE MODEL / INTERVENTION
22.Driver Demand Limit Source
23.Torque Source
24.Scheduled Torque
25.Desired Brake Torque
26.Engine Brake Torque
27.ETC Torque Request

FUEL / COMBUSTION
28.Fuel Rail Pressure Desired
29.Fuel Rail Pressure Actual
30.Injector Pulse Width
31.WB EQ Ratio Bank 1
32.WB EQ Ratio Bank 2
33.Timing Advance
34.Knock Retard
35.Knock Octane Modifier

CAM / ENGINE STATE
36.Intake Cam Desired Angle
37.Intake Cam Angle

THERMAL / SUPPORT
38.Intake Air Temp
39.Intake Air Temp 2
40.Engine Coolant Temp
41.Cylinder Head Temp
42.Trans Fluid Temp
43. Regulator Voltage

This layout now tells the ENTIRE story in order: Driver asks → ETC decides → airflow reacts → torque model evaluates → fuel/spark confirms safety → thermals validate stability.

R5 update

This map is absolutely better. Not solved, but clearly better.
Compared to the last WG spring log:

Previous WG spring log:

• Avg load: ~1.45
• Peak load: ~1.49
• Avg throttle: ~35.6%
• Peak MAP boost: ~10.4 psi
• TIP/MAP delta at peak: ~3.9 psi

R5:

• Avg load: ~1.60
• Peak load: 1.736
• Avg throttle: ~45.7%
• Peak MAP boost: ~14.9 psi
• TIP/MAP delta at peak load: only ~0.5 psi

That last part is huge. Before, the throttle blade was acting like a dam. This time at peak load, TIP and MAP are almost equal. More of the pressure behind the blade is actually making it into the manifold now.

But Green Oak is still intervening.

Throttle Angle Source still reports:
“TQ Red. < Driver Demand”

Torque Source was mostly:
“Engine Speed Limit”

Desired Load peaked at:
1.896

Actual Load peaked at:
1.736

So Ryan clearly opened the fence a lot. The PCM is allowing way more than before, but it still hasn’t fully given the car permission to run free yet.

Seat feel matched the log perfectly:
more power, cleaner throttle authority, harder carry… but still not fully released.

Interesting part:
3-4 had a noticeable pause during the handoff and spark appears to drop there in the log. After that though the 4-5 shift was clean and the car carried hard.

Then afterward back on normal streets from stop signs around 1/2 throttle, the 1-2-3 shifts felt lazy/soft/delayed like the PCM/trans was still hanging onto some torque-managed/protective behavior after the WOT event.

This is the first revision where it genuinely feels like:
we solved the FIRST limiter and exposed the NEXT limiter

will you post your data logs? Also, apologies but I’m not fully up to date on your beginning to current build. You recently posted an air load vs throttle angle post, what were the big changes there? Ported heads? Not much to pick up VE on this platform from the limited aftermarket available but your car isn’t exactly standard.

Zinprogress said:

will you post your data logs? Also, apologies but I’m not fully up to date on your beginning to current build. You recently posted an air load vs throttle angle post, what were the big changes there? Ported heads? Not much to pick up VE on this platform from the limited aftermarket available but your car isn’t exactly standard.

Click to expand...

Honestly the biggest airflow changes aren’t just “ported heads.” The entire combo fundamentally changed how the engine breathes and how quickly it moves air.

Major airflow/VE related changes:
-Mirror image Garrett G25-550 twin turbos .72 A/R
-Full 3” turbo fender dump exits
-TIAL 44mm external wastegates (11.8lb springs) with bumper dump exits
-Ported + thermal coated 2013+ manifolds
-Completely custom hot side fabrication
-Treadstone intercooler 1453 cfm flow rate
-OEM TB
-Split/ported/welded intake manifold
-bellmouth style air filter per turbo
-CNC ported heads
-Performance 5-angle valve job
-Supertech valve springs
-WPC treated cams
-Closed deck built motor
-Full return-style fuel system conversion
-XDI60 HPFP + XDI 2,000cc injectors
-Aeromotive Spur gear brushless 3.5gpm TVS LPFP
-Massive increase in fuel overhead
-Vent-to-atmosphere PCV conversion
-Extensive thermal management everywhere

The old setup was basically:
“keep adding throttle/WGDC/boost ramp to carry load.”

This setup behaves completely differently. It moves a huge amount of air extremely early and efficiently, which is exactly why the current tuning phase has become so interesting.

The PCM clearly wasn’t expecting this airflow profile and now we’re actively recalibrating the torque/load model around what the engine is ACTUALLY doing instead of old platform assumptions. Which are honestly getting rewritten here.

I’m probably not going to publicly post full raw logs while we’re still actively calibrating it, but if you want to look through a raw HPT file privately I don’t mind sharing one.

The current tuning phase is honestly becoming more about understanding/reconciling the torque/load model with the new airflow behavior than traditional “add boost” tuning at this point

As far as I got last night with the panel. It’s pretty much ready to see if it flips and works on the other side

Green Oak is basically an old engineer from 2009 suddenly waking up in 2026.

Ford engineers:
“Okay buddy. Here’s your safe little AWD family sedan. Tiny twins. Mild airflow. Nice predictable torque. You’ll be fine.”

Green Oak:
“Wonderful ”

17 years later…Ryan opens the log.

Green Oak sees:
G25 twins
external wastegates
1.7+ load
15psi on spring pressure
giant fuel system
manifold pressure actually matching TIP
and airflow arriving VIOLENTLY early

Green Oak:
“…what year is it? ”

Ryan:
“2026.”

Green Oak:
“THEY SAID THIS WAS A FAMILY SEDAN.”

Ryan:
“Not anymore.”

Green Oak starts sweating :
“SPARK TO 2 DEGREES.”
“TORQUE REDUCTION.”
“OVERSPEED.”
“ELDERLY DISTRESS DETECTED.”

Ryan calmly opens another table:
“No grandpa. Breathe. This is normal now.”

Ford’s 1st iteration torque based logic is cute. So it actually threw a P0219 Engine Overspeed condition flag as well. No point whatsoever was there an actual mechanical event for that. Unsupported in the log. The 3-4 hard spark drop there may have been a threshold violated and engine overspeed flagged via protocol not literally bc it mechanically happened.

Spark source was telling on the system. Tip in deton….torque reduction. Borderline — torque reduction then throttle closed base/mbt. The 3-4 it took spark from 14 to 2 degrees. Peak rpm under 6200.

The ETC hasn’t moved from 369. So airflow is scaled but torque doesn’t appear to be. ETC torque request 369
Brake torque desired 369
Engine Brake Torque <
Scheduled Torque >

If Engine Brake torque gets too close to 369 spark source reports torque reduction. Throttle is chopped too. Idk about Ryan but that’s where I’m analyzing.

Peeling back the layers one by one. If this was SCT visibility would be missing.

802SHO said:

Honestly the biggest airflow changes aren’t just “ported heads.” The entire combo fundamentally changed how the engine breathes and how quickly it moves air.

Major airflow/VE related changes:
-Mirror image Garrett G25-550 twin turbos .72 A/R
-Full 3” turbo fender dump exits
-TIAL 44mm external wastegates (11.8lb springs) with bumper dump exits
-Ported + thermal coated 2013+ manifolds
-Completely custom hot side fabrication
-Treadstone intercooler 1453 cfm flow rate
-OEM TB
-Split/ported/welded intake manifold
-bellmouth style air filter per turbo
-CNC ported heads
-Performance 5-angle valve job
-Supertech valve springs
-WPC treated cams
-Closed deck built motor
-Full return-style fuel system conversion
-XDI60 HPFP + XDI 2,000cc injectors
-Aeromotive Spur gear brushless 3.5gpm TVS LPFP
-Massive increase in fuel overhead
-Vent-to-atmosphere PCV conversion
-Extensive thermal management everywhere

The old setup was basically:
“keep adding throttle/WGDC/boost ramp to carry load.”

This setup behaves completely differently. It moves a huge amount of air extremely early and efficiently, which is exactly why the current tuning phase has become so interesting.

The PCM clearly wasn’t expecting this airflow profile and now we’re actively recalibrating the torque/load model around what the engine is ACTUALLY doing instead of old platform assumptions. Which are honestly getting rewritten here.

I’m probably not going to publicly post full raw logs while we’re still actively calibrating it, but if you want to look through a raw HPT file privately I don’t mind sharing one.

The current tuning phase is honestly becoming more about understanding/reconciling the torque/load model with the new airflow behavior than traditional “add boost” tuning at this point

Click to expand...

Yeah I’d be interested in that. A lot of the torque reduction strategies manufacturers use are to keep transmission and drivetrain components alive especially on the shifts. I’m pretty familiar with GM’s strategies but I haven’t looked at a ford tune since my old terminator days.