Well my business name Small Time Drywall, LLC ….abbreviated is STD…lmfao
802SHO 2010 Build
- Thread starter 802SHO
- Start date
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FrankK
SHO Member
STD’S at your service.
Just had a chat with Ryan but this is all backwards. Yes it was very smart to start off with model limits to verify the system. But we keep smashing into gates setup while simultaneously trying to learn what the hardware limit is on 93 and 0% duty cycle.
Let it eat. Let it eat. Raise the limits high, all of them. The hardware on 93 and 0% duty will find its own limit and show us. That’s the data point we haven’t found that we need to plot. Strip away the fence and the car will tell us exactly what we have been searching for.
93 + 0% duty full throttle. Limits so high no intervention. Then those data points are what we protect higher than that…then we add boost.
I believe I have an aggressive intermediate map he wants me to log with but he said, “I got you.”
Get out of the way and the car will tell
Us. This map or the next I believe we will know what base airflow actually is.
Let it eat. Let it eat. Raise the limits high, all of them. The hardware on 93 and 0% duty will find its own limit and show us. That’s the data point we haven’t found that we need to plot. Strip away the fence and the car will tell us exactly what we have been searching for.
93 + 0% duty full throttle. Limits so high no intervention. Then those data points are what we protect higher than that…then we add boost.
I believe I have an aggressive intermediate map he wants me to log with but he said, “I got you.”
Get out of the way and the car will tell
Us. This map or the next I believe we will know what base airflow actually is.
Pics on the ground. The service panels look intentional and the graphic is stealth, what I was going for. Something seen much closer or in directly sunlight or headlights 
I took my DJII along for the ride.
I didn’t use the mic….its just all wind. What I did capture though is my passenger side uppipe (exhaust wrapped) must have touched and kept contact on my vinyl wrapped wood splitter …smoke show at the end of the pull. I pulled over and I couldn’t make sense of it until I remembered it touched there before which is why I added thermal tape with a thin layer of fiberglass …time trim the wood in that spot away completely. Can see I reinforced it but everything must have slightly moved with all the front end mods. It’s all very much adjustable so it can land slightly off..better to just remove the wood material too close completely.
I’m expecting to find the passenger side heat tape is black from burning. Close call.
Here is R7 Results:
R7 Diagnostics: The 125mph Pull & The Phantom Overspeed
We finally isolated exactly why the car has been fighting the twin G25s so ******* base spring pressure. If you look at the expanded plot from the R7 datalog, you can see the exact timeline of Ford's torque-management logic choking the engine, followed by a total mathematical failure.
1. The Chokehold (The 368 lb-ft Ceiling)
From the hit all the way to 115+ mph, the Desired Brake Torque (green line) is flatlined at exactly 368 lb-ft. Because the turbos are mechanically spooling to 15psi on the wastegate springs, the ECU has to fight the hardware to maintain that low torque target. It does this by aggressively shutting the Throttle Position (red dotted line) down to 40-60%. The ECU is basically using the throttle blade as a restrictor plate, compounding pressure in the charge pipes and making the engine feel incredibly lazy.
2. The Torque Model Break (FMEM Intervention) As the car crested 124 mph, the RPM and physical airflow finally crossed a hidden threshold in Ford’s inverse "Engine RPM Speed Limiter" tables. The ECU’s mathematical model broke. Believing the engine was mechanically running away, it flagged another Engine Overspeed Condition (P0219). You can see exactly where this happens at the red arrow…the ECU goes into panic mode, violently snaps the throttle shut, and Actual Brake Torque plummets to save the engine.
The Fix For R8:Ryan isolated the specific inverse RPM limit table that caused the overspeed panic at the top end, and is raising the main torque requests so that 368 lb-ft flatline goes away.
For the R8 revision, the ECU will finally allow the throttle blade to stay pinned at 100%, the Air Load and Torque traces will actually be allowed to climb naturally, and the engine will stop fighting itself. As a massive bonus, he is also making TCM (Transmission Control Module) adjustments. Because modern automatics rely entirely on accurate torque reporting to calculate hydraulic line pressures, raising these false torque ceilings should finally wake up the low- and mid-load shifts!
I also forgot to log turbo lb/min. So I’ll be removing splitter material, adding back the PID’, rescale my Rife300 psi sensor for EMP and grabbing a fire extinguisher to live in the car.
I took my DJII along for the ride.
I didn’t use the mic….its just all wind. What I did capture though is my passenger side uppipe (exhaust wrapped) must have touched and kept contact on my vinyl wrapped wood splitter …smoke show at the end of the pull. I pulled over and I couldn’t make sense of it until I remembered it touched there before which is why I added thermal tape with a thin layer of fiberglass …time trim the wood in that spot away completely. Can see I reinforced it but everything must have slightly moved with all the front end mods. It’s all very much adjustable so it can land slightly off..better to just remove the wood material too close completely.
I’m expecting to find the passenger side heat tape is black from burning. Close call.
Here is R7 Results:
R7 Diagnostics: The 125mph Pull & The Phantom Overspeed
We finally isolated exactly why the car has been fighting the twin G25s so ******* base spring pressure. If you look at the expanded plot from the R7 datalog, you can see the exact timeline of Ford's torque-management logic choking the engine, followed by a total mathematical failure.
1. The Chokehold (The 368 lb-ft Ceiling)
From the hit all the way to 115+ mph, the Desired Brake Torque (green line) is flatlined at exactly 368 lb-ft. Because the turbos are mechanically spooling to 15psi on the wastegate springs, the ECU has to fight the hardware to maintain that low torque target. It does this by aggressively shutting the Throttle Position (red dotted line) down to 40-60%. The ECU is basically using the throttle blade as a restrictor plate, compounding pressure in the charge pipes and making the engine feel incredibly lazy.
2. The Torque Model Break (FMEM Intervention) As the car crested 124 mph, the RPM and physical airflow finally crossed a hidden threshold in Ford’s inverse "Engine RPM Speed Limiter" tables. The ECU’s mathematical model broke. Believing the engine was mechanically running away, it flagged another Engine Overspeed Condition (P0219). You can see exactly where this happens at the red arrow…the ECU goes into panic mode, violently snaps the throttle shut, and Actual Brake Torque plummets to save the engine.
The Fix For R8:Ryan isolated the specific inverse RPM limit table that caused the overspeed panic at the top end, and is raising the main torque requests so that 368 lb-ft flatline goes away.
For the R8 revision, the ECU will finally allow the throttle blade to stay pinned at 100%, the Air Load and Torque traces will actually be allowed to climb naturally, and the engine will stop fighting itself. As a massive bonus, he is also making TCM (Transmission Control Module) adjustments. Because modern automatics rely entirely on accurate torque reporting to calculate hydraulic line pressures, raising these false torque ceilings should finally wake up the low- and mid-load shifts!
I also forgot to log turbo lb/min. So I’ll be removing splitter material, adding back the PID’, rescale my Rife300 psi sensor for EMP and grabbing a fire extinguisher to live in the car.
It wasn’t the splitter. 
It was my oil return after the pump. Route an oil return on this car AFTER the fabrication was done and every turn it’s in the way.
Smoked the fiberglass tape which was reinforcement for the 500 degree thermal sleeve. But I’m going to flip one hose bracket to raise the hose up. And for now add DEI sleeve. This is the hottest spot. Post manifold pre turbo. It’s turning the exhaust wrap white. I’ll reroute this possibly since now I can relax, it’s post scavenger pump so gravity doesn’t matter
I got ReV8 I’m looking to go test it.
It was my oil return after the pump. Route an oil return on this car AFTER the fabrication was done and every turn it’s in the way.
Smoked the fiberglass tape which was reinforcement for the 500 degree thermal sleeve. But I’m going to flip one hose bracket to raise the hose up. And for now add DEI sleeve. This is the hottest spot. Post manifold pre turbo. It’s turning the exhaust wrap white. I’ll reroute this possibly since now I can relax, it’s post scavenger pump so gravity doesn’t matter
I got ReV8 I’m looking to go test it.
Flipped the oil return hose bracket. It lifted the hose off the exhaust wrap and gave me a 1/4” air gap. It’s taunt too. Added DEI sleeve and stainless zip ties. 
On the ground, flash power supply on 13.8 volts. Cleared DTC’s. Rescaled Rife, added back Turbo airflow and average air mass. R8, loaded.
On the ground, flash power supply on 13.8 volts. Cleared DTC’s. Rescaled Rife, added back Turbo airflow and average air mass. R8, loaded.
The car doesn’t smoke anymore. Man, on the hit it took off hard. I thought for a moment it was BACK….took it all the way to the gear change …AND…dropped the ball, spark and/or throttle cut…recovered ok….ramped back up some and next gear change was better but down on power and I let out.
I’ll go over the logs tomorrow and Ryan is going to call HP in the am bc I got the same overspeed code. But I got full throttle on the hit and it flew the best so far. Logs will show it. Getting closer
I’ll go over the logs tomorrow and Ryan is going to call HP in the am bc I got the same overspeed code. But I got full throttle on the hit and it flew the best so far. Logs will show it. Getting closer
R8 Datalog Analysis - The Hardware vs. The Unmapped Table
Alright guys, we have the data from the R8 datalog, and it is easily the most informative pull of the entire project so far. It gave us a massive win on the hardware side, and finally showed us the exact edge of the ECU's currently mapped software.
Here is the breakdown of exactly what the data is showing.
The Good: Megatron is an Air Pump
The biggest win here is the raw airflow. Back in Rev6, the airflow was clipping around the low-40 lb/min range. In Rev8, Ryan made some adjustments to the inverse RPM tables, and the car woke up. It climbed to roughly 55 lb/min.
Keep in mind, this is on:
93 octane
0% WGDC (absolute base spring pressure)
11.8 lb wastegate springs
That is a huge improvement. The car is breathing hard. Knock control is essentially a non-story, and timing remained completely healthy.
The Golden Metric: RIFE Sensor & EMP
I finally got the voltage scaling correct on my RIFE pressure sensor in the VCM Scanner, and for the first time, we have believable EMP (Exhaust Manifold Pressure) data to compare against manifold boost.
Boost was roughly 16-17 psi
EMP was roughly 13-15 psi
That puts EMP around a 0.8:1 to 0.9:1 ratio versus boost. For a twin-turbo V6….especially compared to OEM stock-location systems that can see 2:1 or worse….that is absolutely outstanding. It proves the hot side is incredibly efficient, the G25s aren't working hard at all, and the exhaust flow isn't choking the engine.
The Restriction Reality: Why Boost is High on a Low Spring
Seeing 16-17 psi on an 11.8 lb spring doesn't mean the hardware is wrong; it means the PCM is interfering. A turbo doesn't just make "boost"….it moves mass airflow. Boost is simply the measurement of that airflow backing up against a restriction.
Right now, the turbos are easily moving 55 lb/min of air, but the PCM is actively closing the throttle blade to govern power. The throttle becomes a literal brick wall. Air stacks up in the charge pipes, pressure rises, but actual engine consumption drops. We still haven't seen what boost this hardware naturally settles at, because we are measuring boost while the PCM is choking the intake tract.
The Bad: The PCM is Functioning Flawlessly (And That's the Problem)
Despite the massive jump in airflow, we hit the exact same wall at the top of the pull:
P0219 (Engine Overspeed) returned.
Desired Brake Torque flatlined at exactly 368.78 lb-ft.
The PCM isn't broken. It is 100% functional and doing exactly what its programming tells it to do. The ECU's math hit a hardcoded torque limit, realized the physical airflow was exceeding that limit, assumed the engine was mechanically running away, and triggered an FMEM (Failure Mode Effects Management) intervention to save itself. It violently slammed the throttle shut from 100% down to 20% to **** the pull.
The Next Step: Calling HP Tuners
Ryan immediately said, "I’ve got to call HP Tuners in the morning." To me, this is actually the most encouraging part of the entire revision.
Ryan is a high-level pro. If he is picking up the phone to call HP, it means he has successfully exhausted every single visible torque, airflow, and RPM limit mapped in his software suite. When you build a highly custom setup like this, you push the ECU into obscure background limiters that have never been hit before. Because 99% of tuners never hit them, HP Tuners never bothered to map them out in their graphical interface.
Ryan is going to send them my stock read and this R8 log. He will point to the 368 lb-ft ceiling and the P0219 code, and the HP Tuners engineers will dig into the raw hex code of my specific OS to find that background FMEM limit. They will write a User Defined Table to expose it, and Ryan will finally be able to lift that ceiling out of our way.
Rev8 didn’t solve the problem, but it proved beyond a shadow of a doubt that the hardware is an absolute monster. The turbos are ready. We just need HP Tuners to give Ryan the keys to the final door
Decoding the R8 Data (What You're Looking At in the Graphs): I put together a 4-panel breakdown to visualize exactly the tug-of-war happening between the hardware and the PCM during this pull.
Top Left (Airflow vs. Throttle): The solid navy line is our Turbo Airflow, and you can see it beautifully climbing straight up to that 55 lb/min peak. But look at the red dashed line (Throttle Position). Even as airflow climbs, the throttle is desperately trying to close to hold the car back, before finally getting slammed shut at the end.
Top Right (Boost vs. EMP): This is the RIFE sensor paying for itself. The orange line is manifold boost (~16-17 psi), and the green line is the Exhaust Manifold Pressure (~13-15 psi). They track beautifully together at a roughly 0.8:1 ratio. This visually proves the hot side is incredibly happy and the G25 turbine housings aren't a bottleneck at this power level.
Bottom Left (The 368 lb-ft Brick Wall): This is the smoking gun for the PCM intervention. The green dashed line is the PCM's "Desired Brake Torque"—the absolute maximum torque the computer is allowing. It hits 368.78 lb-ft and flatlines perfectly. It doesn't matter how much air the turbos push; the ECU is mathematically capping the party right there.
Bottom Right (The FMEM Overspeed Cut): This is the exact moment the P0219 code triggers. The blue line is Vehicle Speed climbing past 125 mph. The black dotted line is my foot (Accelerator Pedal) pinned to the floor. The red dashed line is the actual Throttle Blade. Right at 28 seconds, the PCM math breaks, assumes the engine is overspeeding, and violently snaps the throttle blade down to 20% while my foot is still demanding full power.
The hardware wants to fly, but the software threw the emergency brake. Let's see what HP Tuners comes back with!
Alright guys, we have the data from the R8 datalog, and it is easily the most informative pull of the entire project so far. It gave us a massive win on the hardware side, and finally showed us the exact edge of the ECU's currently mapped software.
Here is the breakdown of exactly what the data is showing.
The Good: Megatron is an Air Pump
The biggest win here is the raw airflow. Back in Rev6, the airflow was clipping around the low-40 lb/min range. In Rev8, Ryan made some adjustments to the inverse RPM tables, and the car woke up. It climbed to roughly 55 lb/min.
Keep in mind, this is on:
93 octane
0% WGDC (absolute base spring pressure)
11.8 lb wastegate springs
That is a huge improvement. The car is breathing hard. Knock control is essentially a non-story, and timing remained completely healthy.
The Golden Metric: RIFE Sensor & EMP
I finally got the voltage scaling correct on my RIFE pressure sensor in the VCM Scanner, and for the first time, we have believable EMP (Exhaust Manifold Pressure) data to compare against manifold boost.
Boost was roughly 16-17 psi
EMP was roughly 13-15 psi
That puts EMP around a 0.8:1 to 0.9:1 ratio versus boost. For a twin-turbo V6….especially compared to OEM stock-location systems that can see 2:1 or worse….that is absolutely outstanding. It proves the hot side is incredibly efficient, the G25s aren't working hard at all, and the exhaust flow isn't choking the engine.
The Restriction Reality: Why Boost is High on a Low Spring
Seeing 16-17 psi on an 11.8 lb spring doesn't mean the hardware is wrong; it means the PCM is interfering. A turbo doesn't just make "boost"….it moves mass airflow. Boost is simply the measurement of that airflow backing up against a restriction.
Right now, the turbos are easily moving 55 lb/min of air, but the PCM is actively closing the throttle blade to govern power. The throttle becomes a literal brick wall. Air stacks up in the charge pipes, pressure rises, but actual engine consumption drops. We still haven't seen what boost this hardware naturally settles at, because we are measuring boost while the PCM is choking the intake tract.
The Bad: The PCM is Functioning Flawlessly (And That's the Problem)
Despite the massive jump in airflow, we hit the exact same wall at the top of the pull:
P0219 (Engine Overspeed) returned.
Desired Brake Torque flatlined at exactly 368.78 lb-ft.
The PCM isn't broken. It is 100% functional and doing exactly what its programming tells it to do. The ECU's math hit a hardcoded torque limit, realized the physical airflow was exceeding that limit, assumed the engine was mechanically running away, and triggered an FMEM (Failure Mode Effects Management) intervention to save itself. It violently slammed the throttle shut from 100% down to 20% to **** the pull.
The Next Step: Calling HP Tuners
Ryan immediately said, "I’ve got to call HP Tuners in the morning." To me, this is actually the most encouraging part of the entire revision.
Ryan is a high-level pro. If he is picking up the phone to call HP, it means he has successfully exhausted every single visible torque, airflow, and RPM limit mapped in his software suite. When you build a highly custom setup like this, you push the ECU into obscure background limiters that have never been hit before. Because 99% of tuners never hit them, HP Tuners never bothered to map them out in their graphical interface.
Ryan is going to send them my stock read and this R8 log. He will point to the 368 lb-ft ceiling and the P0219 code, and the HP Tuners engineers will dig into the raw hex code of my specific OS to find that background FMEM limit. They will write a User Defined Table to expose it, and Ryan will finally be able to lift that ceiling out of our way.
Rev8 didn’t solve the problem, but it proved beyond a shadow of a doubt that the hardware is an absolute monster. The turbos are ready. We just need HP Tuners to give Ryan the keys to the final door
Decoding the R8 Data (What You're Looking At in the Graphs): I put together a 4-panel breakdown to visualize exactly the tug-of-war happening between the hardware and the PCM during this pull.
Top Left (Airflow vs. Throttle): The solid navy line is our Turbo Airflow, and you can see it beautifully climbing straight up to that 55 lb/min peak. But look at the red dashed line (Throttle Position). Even as airflow climbs, the throttle is desperately trying to close to hold the car back, before finally getting slammed shut at the end.
Top Right (Boost vs. EMP): This is the RIFE sensor paying for itself. The orange line is manifold boost (~16-17 psi), and the green line is the Exhaust Manifold Pressure (~13-15 psi). They track beautifully together at a roughly 0.8:1 ratio. This visually proves the hot side is incredibly happy and the G25 turbine housings aren't a bottleneck at this power level.
Bottom Left (The 368 lb-ft Brick Wall): This is the smoking gun for the PCM intervention. The green dashed line is the PCM's "Desired Brake Torque"—the absolute maximum torque the computer is allowing. It hits 368.78 lb-ft and flatlines perfectly. It doesn't matter how much air the turbos push; the ECU is mathematically capping the party right there.
Bottom Right (The FMEM Overspeed Cut): This is the exact moment the P0219 code triggers. The blue line is Vehicle Speed climbing past 125 mph. The black dotted line is my foot (Accelerator Pedal) pinned to the floor. The red dashed line is the actual Throttle Blade. Right at 28 seconds, the PCM math breaks, assumes the engine is overspeeding, and violently snaps the throttle blade down to 20% while my foot is still demanding full power.
The hardware wants to fly, but the software threw the emergency brake. Let's see what HP Tuners comes back with!
Ryan shared this last night the results from his dyno work at his shop. Idk if ppl realize he co-owns Engineered Motorsport Solutions.
He said I remind him of his partner Jesse, bc if a shop car isn’t right he can’t turn off…he keeps analyzing. I admitted I can’t turn off and he said yeah I can tell lol. Remind me of my partner Jesse.
This was the dyno results. He forgot to say the car but I’m assuming Mustang.
One thing that’s been cracking me up lately is how Megatron behaves in normal traffic. Everybody sees the exposed twins, giant intercooler, louvers, fuel cell, splitter, and all the other nonsense and assumes it must be loud and obnoxious all the time. It’s actually the opposite.
If I leave it in Drive, the thing is asleep. At 35-40 mph it’ll grab 5th or 6th gear and just loaf along. On my logging route there’s a long downhill section where it genuinely feels like an electric car. No exhaust note. No engine noise. No turbo noise. Just tire noise and wind. If I want to hear the car, I have to manually hold 3rd or 4th gear because left to its own devices it wants to quietly commute.
The funny part happened right after the latest log. I was cruising down the highway when a car started merging ahead. Around here, people seem to think yielding is optional, so I maintained my lane and rolled into the throttle in 4th gear to preserve my right-of-way. No drama, no downshift theatrics, no screaming engine. Just moderate throttle.
A few seconds later I looked up and realized I was about eight car lengths ahead and moving 15-20 mph faster than I intended. Oops.
That’s when it hit me. The car doesn’t feel like it’s trying anymore. It feels like it’s annoyed that I’m making it wear loafers when it clearly wants warp speed. The best part is the latest log still shows Engine Speed Limit intervention, P0219 overspeed nonsense, and the PCM pulling on the leash. It’s already flowing 55+ lb/min on wastegate spring, 0% WGDC, clean knock, and excellent EMP while still being told to calm down.
If this is what partially leashed feels like, I have a feeling things are about to get very interesting.
He said I remind him of his partner Jesse, bc if a shop car isn’t right he can’t turn off…he keeps analyzing. I admitted I can’t turn off and he said yeah I can tell lol. Remind me of my partner Jesse.
This was the dyno results. He forgot to say the car but I’m assuming Mustang.
One thing that’s been cracking me up lately is how Megatron behaves in normal traffic. Everybody sees the exposed twins, giant intercooler, louvers, fuel cell, splitter, and all the other nonsense and assumes it must be loud and obnoxious all the time. It’s actually the opposite.
If I leave it in Drive, the thing is asleep. At 35-40 mph it’ll grab 5th or 6th gear and just loaf along. On my logging route there’s a long downhill section where it genuinely feels like an electric car. No exhaust note. No engine noise. No turbo noise. Just tire noise and wind. If I want to hear the car, I have to manually hold 3rd or 4th gear because left to its own devices it wants to quietly commute.
The funny part happened right after the latest log. I was cruising down the highway when a car started merging ahead. Around here, people seem to think yielding is optional, so I maintained my lane and rolled into the throttle in 4th gear to preserve my right-of-way. No drama, no downshift theatrics, no screaming engine. Just moderate throttle.
A few seconds later I looked up and realized I was about eight car lengths ahead and moving 15-20 mph faster than I intended. Oops.
That’s when it hit me. The car doesn’t feel like it’s trying anymore. It feels like it’s annoyed that I’m making it wear loafers when it clearly wants warp speed. The best part is the latest log still shows Engine Speed Limit intervention, P0219 overspeed nonsense, and the PCM pulling on the leash. It’s already flowing 55+ lb/min on wastegate spring, 0% WGDC, clean knock, and excellent EMP while still being told to calm down.
If this is what partially leashed feels like, I have a feeling things are about to get very interesting.
Sounds like he’s been down this path before. He already has 3 options reserved for their response.
Let’s F Go and remove this limit.
Imagine a police interceptor OS? Safe to assume the civilian OS is governed more to preventing warranty claims, whereas the PI is built to sacrifice itself to not lose pursuit. I wonder, since some of those limit codes might not even exist in that OS. Very excited to hear next steps.
SM105K
Streetlight Grand Prix Champ/ IG @fafomotorsports
Be careful on the freeway and know it is only going to get worse. I pass people in the Merc while we are cruising about 75 mph. As I change lanes and roll normally into the throttle and by the time I pass them, I am cresting 95 to 100 mph. Just keep that in mind.....
Zpak
Es Aich Oh!
Hate when that happens.
SM105K
Streetlight Grand Prix Champ/ IG @fafomotorsports
It isn't a matter of if, it is when......
Zpak
Es Aich Oh!
Allow me to preface with, 80/94 70mph speed limit and at 80 your basically keeping up with traffic…
I got the, “you want to tell me why you’re going a hundred miles an hour with your daughter in the car!?”
It was just a pass, whoops.
I got the, “you want to tell me why you’re going a hundred miles an hour with your daughter in the car!?”
It was just a pass, whoops.
Still waiting to hear what HP says. But right now I’m happy about the consistency. I’ve gone out and I have ran 4 100mph pulls. 1 exactly to 100, 3 over 100mph and 2 were over 120mph. Drive back home and wait for the next map.
That’s very different than where I was 6 months ago doing lift tests troubleshooting trans power drop out. Spending all winter jumping down the electrical diagnostic rabbit hole, isolated A/B tests and all the things corrected is paying me back dividends right now.
Edit: I’ll just wash the bugs off for now
Edit: Ryan gave me an update.
That’s very different than where I was 6 months ago doing lift tests troubleshooting trans power drop out. Spending all winter jumping down the electrical diagnostic rabbit hole, isolated A/B tests and all the things corrected is paying me back dividends right now.
Edit: I’ll just wash the bugs off for now
Edit: Ryan gave me an update.
Last edited:
Chuck is funny but it’s true. 
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