My family SUV is the sleeper nobody sees coming.

First I had to know what stock really was.

I never got the truck on a datalog stock — by the time I started recording, the tune was already on it. What I have is what Ford published: 351 whp, conservative on purpose. EcoBoost engines run hot under boost, and the factory tune answers that by pulling timing before charge temps get out of hand. Power was there. The factory just wasn't going to risk giving you all of it.

The gauges below are the honest scorecard, and right now they are set to bone-stock, the starting line. As you scroll, the dashboard walks forward through every revision with the story: base tune, then rev 2, rev 3, and the final rev 4. Watch the peak-power number climb as each chapter loads its own data.

The intercooler changed the shape of the car.

My first custom map was the GooseTuned base 91 calibration, and it came with the mod that mattered most: a bigger CVF intercooler. Here is the thing nobody tells you when you are on the fence. The intercooler did not just add a number, it changed how the whole powerband behaved. On the stock cooler, power peaked early and then faded as heat soaked in. With the big core, charge temps went flat and the engine kept pulling all the way to redline. The tuner could finally give back the timing the factory was too scared to run.

Once you can see the data, tuning stops being magic.

This is the part that hooked me. Every one of these channels, boost, timing, charge temp, air-fuel ratio, is the engine telling you exactly what it is doing and how hard it is working. It is also where I learned this method's real limit, and where I fixed it. Averaging a pull's whole rpm range, 2,500 to 6,200, meant tunes that spool later got penalized for a trait that has nothing to do with their peak output. Every figure on this page now comes from the 4,500 to 6,200 rpm window instead, the range where every tune is actually making full boost, spool differences included or not. Base, Rev 2, and Rev 3 come out at 445, 429, and 442 whp. One more thing while I was fixing the window, two of Base's eight logged pulls never actually reached 6200 rpm in 3rd gear, so they do not belong in this dataset at all, that drops Base to 6 clean pulls. Even those 6 split into a hot day and a cool one though, and a plain average still got dragged above Rev 4's own real number by that split. Every tune here uses its median instead of its mean now, which barely moves anything with only 2 or 3 logs but sets Base right. You do not need to become a tuner to get value from this. You just need to understand enough to see what your tuner is seeing, ask better questions, and appreciate the calls being made on your behalf. Flip through the tunes and the channels below and you will start to follow the conversation between the car and the person calibrating it.

Three revisions on the same fuel. Watch the chess match.

This is where a real tune separates from a canned one. Same 91 octane, same hardware, three revisions, and each one made a deliberate move against a single hidden constraint: how hard the fuel injectors are working.

Rev 2 made no extra power on purpose. It pulled injector duty back from 93 to 91 percent and cleaned up fuel delivery. Run through the same method as everything else on this page, it estimates around 429 whp, a touch under Base, and given the honest error margin on any single one of these numbers, I would not stake anything on that gap being real. What did change, measurably, is the injector duty and how much cleaner the knock trace got. It banked margin instead of chasing a number. It looked boring on paper and it was exactly the right call.

Rev 3 spent that margin. Richer top end, a degree more timing, and duty climbed back to 94 percent. Estimated whp comes out around 442. I used to write this chapter like that was a clear step up over Base. It might be. It might not be, the two numbers are close enough that this method genuinely cannot tell you which is true. The real story is the fuel system: duty banked, then spent, cleaner knock the whole way. The one number that actually breaks away, with real margin, is next.

Rev 4 found the ceiling. A touch more boost, timing eased to stay safe, and injector duty hit 97 percent. That is as far as 91 octane gets. Close enough to the wall to see it, and knock was the cleanest of the entire build. This is what "done" looks like, measured, not guessed.

91 octane is finished. Ethanol is where it gets loud.

Rev 4 proved the pump-gas story is complete. Every limiting system is maxed, and the only knock left is the kind that comes from octane, not heat. That has one clean answer: ethanol. The deep telemetry below is the full mechanical picture of that final 91 pull, cam timing, both fuel pumps, oil pressure, the whole nervous system of the engine at its pump-gas ceiling.

So I did the only thing left to do. I flashed the ethanol file and went back to the exact same road, the same gear, the same stretch of pavement that produced every number you just read. The final 91 telemetry below is the last word on pump gas. Then keep scrolling.