What Tune you like the most?

Does their standard timing package come with trans tune?


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My truck was built in Nov 2016....as soon as it became available I installed the Whipple Stage 1 in mid 2017, base tune from Gearhead in late 2018 and the recent updated Whipple Stage 2 tune. ....those were all better than stock but I wanted a better combo of HP, TQ and shifting ...like what this truck should have came with from the Factory....the ORA 550 pulls and shifts better than the others I tried....perfect combo IMO.

What's more favorable guys ORA550 gearhead tune or Goose Tune?

Goose all the way

Cobb with Goosetuned. Power is amazing.

So I have an 18’ and at 2500 miles I went Cobb stage 1. At 5000 miles I went Goose tuned and had been until 14000 miles. Loved the tune from Goose. Great power and really woke the truck up. Honestly got tired of waiting on Cobb for the trans tuning as it is a huge weak point on the truck so I just upgraded my intercooler and plugs and installed the ORA550 tune a couple days ago. It is a crazy good tune! Trans shifting is so much better and truck is faster based on shift patterns alone. Really smoothed out my trans too. Power is really good and pulls very hard. I only have about 350 miles on the tune so far, but so far I am very impressed! I have AMS boost tubes coming in this week which should be good for even more torque and power on this tune. I will say I prefer the accessport over the SCT device but that’s a minor issue. Honestly you can’t go wrong either way and once Cobb comes out with the trans tuning I may give Goose another try.


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TYRCS said:

What's more favorable guys ORA550 gearhead tune or Goose Tune?

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If you are using pump gas then the ORA550. If you are using E50,E85 etc then goose

TK85 said:

If you are using pump gas then the ORA550. If you are using E50,E85 etc then goose

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I’d have to disagree, but I’m biased. I just happen to make 50whp more than them on E50. But make 10hp less on 91oct. And 10hp more on 93

wgr73 said:

There are several ways to skin a cat and tune a vehicle. One tuner’s methods may differ from another’s in how they make power. I prefer using boost or air to make power and Gearhead uses timing to make power. Both methods work and both methods don’t work depending on how aggressive the tuner wants to be.

I don’t like to use timing because these trucks heat soak very easily and advancing ignition timing can bring the truck that much closer to pre detonation. That mixed with “auto octane” can be extremely dangerous.

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You want to go there? Okay let's go there. Let's dispel some myths on a few subjects. I will address pump gas tuning here, because we all know using higher E blends makes it easy to produce big power safely......

You talk about heat soak. The biggest contributor to heat soak is ELEVATED BOOST! When we tuned the first raptor back in 2017 we had lots of experience on the ecoboost platform previously and we tested our raptor for a 6 months before ever releasing to the public. We quickly found that the turbos would reach their design speed limit of 220000 rpms very quickly so we stopped boost there and thus the reason we limit boost at that level first and foremost. Timing actually keeps things cooler in boost so your cats don't cook as we actually measured cat midbed temps on the dyno to verify this is true. Lots of boost and no timing = hot cats! You even melt a cat? It is easy to do.

Obviously you don't understand how our auto octane feature works. It is a similar way to the way the factory does it (but different at the same time) and takes months of development to make it work like ours does. Instead of just running the same boost all the time no matter what the inferred octane is, our calibrations will run full boost on 93 octane (actually 91) but if it can't run enough timing it will ratchet back the max allowed load somewhere between stock and the premium fuel levels to save the cats. It doesn't ride the knock sensors like you are insinuating. Our calibrations will be + or - 2 degrees at all times on the KR activity but sometimes the knock sensors add more over the base calibrations where the trucks are detonation prone. Once the "long term timing trim" also known as OAR adjusts for inferred octane, the calibration automatically changes the maximum boost allowed. This gives maximum safety for anyone running our calibrations even if you think you are getting premium fuel and the station owner is cheating when they have a few hundred gallons of cheap stuff left and just dump it in their premium tanks.....

Even with the auto octane features we employ, we even felt the need to improve intake temperature compensations so that when you sit in traffic and gouge on the loud pedal you don't get crazy KR before the intercooler has a chance to do its job. We spent a whole lot of time working on the base calibration behind the scenes before we even started going for max power. This way the customer ends up with a reliable, fun truck that they don't have to watch their data screen on their tuner like a hawk the whole time they are driving. Also the customer won't have turbos that die a premature death from constantly being overspeed at wot from running too much boost....

Matt
www.ghtuning.com

wgr73 said:

I’d have to disagree, but I’m biased. I just happen to make 50whp more than them on E50. But make 10hp less on 91oct. And 10hp more on 93

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We don't have any E50 tunes released, so I'd say you should make more power..... LOL