Freak-O-Boost Ford F-150 EcoBoost Dyno Tuning Session 1

all right guys I am trying to get we are live all right guys so we’re live here we are on day one and we’ve got Jeff oh wow that’s really dark we’ve got Jeff and Jeff we picked the two most introverted people to interview here right now so we’re gonna get started with some freako boost this is always free caboose this is our 2013 Ford f-150 EcoBoost we built it were floored for SEMA in 2013 and originally had a single turbo on it I used to really like single turbos and then working with the IndyCar teams we learned that single turbos on 6 & 8 cylinder engines to hold a candle to twin turbos so once we saw some data we ripped the single turbo off we completely rebuilt the truck with twin turbos my friend Eric from leading-edge tuning in Texas came out he helped us put a tune on it and that was out in Arizona so out less we have 91 octane and it’s very very poor quality fuel so the tune that he put on it was super conservative it was dumping a lot of fuel and it was not running much ignition but it was the safest and kind of most we could push that 91 octane so I came out to the East Coast’s we put some 93 octane in it we brought it up here today just put a couple base runs on it Jeff’s helping me kind of dial it in and the thing I really liked about Evans tunings dino is they have a dynapac and the dynapac allows us to do load sweeps versus a dyno jet which is just a roller and kind of just gives you a wide-open throttle this will allow you to hold engine rpm and sweep through load so we’re able to kind of tweak the tune quite a bit more and this is a really really complicated computer to work with so I don’t think there’s really any groundbreaking things that are going to happen today but we’ll just get the truck running fairly well and we have a few future tuning and revision dates set up where we’re going to come back and really start giving it the stick but for now it’s the beginning dick nice so what what have been done so this truck is being pretty much the most extreme I’m gonna go boost v6 bill people will look here we’re aware of injustice street-legal f-150 I know that there are some more extreme EcoBoost sin tube chassis race cars but as far as Street little goes this represents kind of everything that we know so we use a bunch of our full-time products we have upgraded intake upgraded intercooler down pipes exhaust and cash camp and all these things are real popular for our full-time customers but what we do beyond that is we put a pair of PFR 62-58 on and that’s that’s pretty much that 850 capable 850 horsepower capable para Toros and we’re just still working to find out what the limits are of the stock engine so this will hopefully let us let us get there safely we’ve built a couple other trucks with the same setup and this one is just our dedicated test mule I’ve seen it has 29,000 miles on the truck probably 10,000 miles without or maybe 8,000 – and I know it’s trailer with the big turbos it’s been across the country Nevada California Texas and we just we beat the hell out of it to see what it does and so far it hasn’t missed a beat the motor is really really strong we’ve made mistakes early on where I thought maybe we would have hurt the motor and its lift just fine through it also I have a spare motor just in case we had to swap it in and I did not want to unfortunately everything’s been good the two years that we’ve worked with her really really cautious and conservative and right now Jeff’s gonna he’s just making a couple minor tweaks to the to the tune and he’s trying to get his his hands around how this thing works so he just had so many the question wanting to know if we have any quarter-mile times no we it’s just been on the dyno really we’re not looking to brag we’re not looking – yeah we’re just a billion yeah we’re just developing the product so truthfully when it’s all said and done and once I’m done with product development we’ll put on the track and we’ll try to break it but right now it’s just improving the product fits all us about no tourists sh o has a similar engine but it’s sitting transverse so any front-wheel drive

engine you’ve seen sits this way and so the Ford Taurus sh o the flex or what a Ford Flex EcoBoost the Explorer EcoBoost and there’s a couple others that get that weird 3.5 liter v6 this one is their longitudinal 3.5 liter v6 so it gets a little bit better valvetrain some bigger turbos much bigger intercooler it’s kind of their heavier duty version so it’s a higher output engine and this is actually more similar to what’s going to be in the new 2016 Ford GT supercar do you want to do some talking to the mass is about at least a little bit about the dyno Jeff had mentioned before a little bit about it but maybe you want to kind of yeah sort of new for I guess some people they’re not its hydraulics twenty thirty gallons of hydraulic fluid it gets controlled by the dyno PC so equal and opposite load whatever it’s work is applied to the pod I’d puts it back you know so you can be um you enter the gear ratio that you want to operate the engine in and there is no rpm pick up leads like a dyno jet would have so it calculates everything off of hub speed but based on the gear ratio it also knows you know engine rpm vehicle speed and all that other good stuff so you can tell it you know I want to make a run from 2,000 rpm into seven of them 7000 rpm and you want to do it over six seconds four seconds eight seconds 20 seconds whatever it will apply the load to hold it within that rpm sweep that you want to do it in and it won’t let it go above that so if your rev limiter is at 7500 you know and you don’t want to go above 7,000 it’s not like a dyno jet or the roll under show you have to make sure you pop it out of gear quick or else you’ll tap it off the rev limiter this this will actually stop it some engines that’s really critical like touching limiter can potentially really do something very bad at high boost so the dyno is actually it’s super controllable it has its own you know hub brake so as soon as it sees the load that’s not applied it immediately stops the the hubs from spinning it’s like a really really trick system I mean the dyno this dyno is 10 years old I have to – Dinah Paxton house there are two two-wheel drives or I have I can combine all four pod to do all Layla’s hodgins superzeroes Jeeps so you know this time has served me well but for the last 10 years I used the hell out of it and I’ve got my money out of it so this time it was kind of key for tuning these EcoBoost because part of the calibration of the ECU’s you have to know you have to know what the engines work is and you have to know it versus loading rpm so with this Dino you can hold it at a fixed rpm and you can actually do load sweeps so I can watch in real time on the dyno and see what my my output is and you know foot-pounds of torque and I can populate the torque tables I can fill all of them out accurately so the ECU knows have control throttle angle and all other calculations it does based on knowing foot-pounds or Newton meters so this dyno is probably cheated to do an EcoBoost or any kind of load dyno I mean this is not certainly the only one that can do it you know you can do load brakes on on dyno jets but it doesn’t load it quite the same Mustang Dino Dino dynamics main like Dino I’m sure they they all can do it but I mean I’ve been using the the Dino Packer for 10 years and it’s it’s great so just real quick because one we had someone here asked just why did we choose to just do two-wheel drive for today’s just we’re trying to get some basic stuff are we not going to the drag race no monster and four-wheel drive and I switched it down to two but one thing that we caught did right here we had to make some billet on the doctors just because Jeff has a five lug pick up on his dynapac so we got these billet hub adapters which is going to convert from six love to five lug and this is really just day one so we’re just kind of seeing how this goes we’re not making a major changes the first time we’ve ever put a f150 on dynapac maybe it is the first f150 that’s been on and on the fact that we’re no aware of so it’s a little bit of a learning curve and we’re just kind of figuring out how to make it work and I think once we get to the point where we’re really gonna start pushing it we’ll we’ll try put in four-wheel drive and see how much the losses are and what changes but right now to Bill drivers getting us all the loads and all the information with me yeah it’s not gonna matter I mean you can calibrate the thing properly within in two-wheel drive mode and then populate the data at all wheel drive if need be but it’ll do its job right now

I mean mode is load yeah I mean it’s it’s loading the motor properly that’s really what matters to get get the figures that we need to to do all the calibration to these you and these ECU’s are super complex may I work with a lot of the newer cars they tuned to these Evo’s like jeeps you know whatever Mopar stuff like I gotta say that like my head spinning a little bit right now learning all of it today I went through like insane amount of data and and and looking over dialogues and just figuring out where we’re at so it’s it’s not impossible to tune but it’s gonna take a seasoned tuner that has you know knowledge of tuning and knowledge of kind of various motors to put it all together and then sort of knowing the Ford programming side and how they do all the programming it’s sort of similar to like the newer Mustangs that I’ve worked with but it’s still unique being an EcoBoost being turbocharged so there’s there’s a lot of info what Jeff just touched on about being you go do some turbocharged a really insignificant deal because for computers as they are they’re complex and in this particular instance we’re inputting points from the compressor maps we’re actually have to plot where the operating points are on the map and then we’re able to tell the computer what this turbo is going to do so we’ll go back to the port 1 ounces page called mascot where you can put the displacement of an engine what it’s max rpm operating points are going to be its max boost and then you can go back and solve for where we think what the corrective mass air flow rate is we’re given pressure increase you and so basically we’re able to tell the computer the size of the turbo how much airflow that turbo is going to move and the computer is able to automatically kind of compensate and give its best calculations on what we’re going to see you’re not all just attest to the fact that you guys were like for like what five hours in the bathroom yeah like you’re going through you might build the documentation and building a mass like so yeah we basically start it with a stock you could lose calibrations how it would be from Ford and wanted and try to recalibrate as many of the tables that made sense to us as possible just to get something to baseline to get this truck up and running like Jeff said it’s been previously – no 91 octane from another tuner that was from Texas they came in there’s a real experience that’s 150 turn we just wanted to start from scratch and I know Eric he’s cool I can pick up the phone he’s great Turner but we just want to see what we could do on our own yeah and I wanted to learn new platforms new products new you know just push for it with the business so you know we’re branching out from the import stuff doing domestic and the Ford stuff is significant I mean the production numbers on EcoBoost there are tremendous time expense so just looking at sheer volume I mean these this is a great market and hopefully I can break into it and you can start tuning these and doing properly and doing it safely and picking up a bunch of power and you know it’s hopefully gonna win-win for everyone a lot of guys in this market f-150 market they’re a little different from the other markets we’re like if you have a modified hollander or a Nissan or Evo you know you’d have to bring it to someone and they need to tune it and the f-150 market you know a lot of these guys have mostly stock trucks so the world of email Tunes has been kind of the predominant way to do you guys tune in and you know really for a truck that’s modified out this level emailing on tuned is very very difficult to get right and there really is no replaced for customized expert tuning so I see that a lot with the Mustangs they see that a lot with email to like a lot of guys will be email tunes there’s a couple guys to do it like big-name guys and I’ve had you know a few of them come in and you know we’ll tune them in I’ll have better drivability better throttle response pick up a little bit of power you know couple percent power gain and get torque over like email to and the thing about you think about you Mel Tunes I used to do them a lot I start from maps that I developed in-house so I know they run great here at this you know altitude using this gas so we I tend to back them down a little bit and I email them out and I keep things conservative because I’m not there and I don’t have a motor went but you know there is no replacement for an actual Dyna to having a competent tuner in front of a car properly calibrating it being there like hearing it smelling it being you know you can feel a misfire if you’re sitting in the car like there’s just things that you can’t replace if you if you have the same thing over and over and over again and you know if you have a stock truck with an exhaust I mean a flash team is probably a good choice if you’re gonna do drop-in turbos and all this stuff you got to get it’s best to do theirs just can’t maybe in the future when we get we have a lot before yeah different but right now it’s once the data is built up and once you have that calibration base that you can you know draw upon a hundred different caliber you know files that are essentially the same thing I mean I I have countless countless and countless files for other kinds of cars I mean I

can just kind of go in my my calibration dyno base or whatever II want to call it and just pick out files like to start from and it it’s easy because I’ve been doing it for 10 years but learning something new and doing these ECU’s they’re like four or five times as hard to say like a Honda like you know play the sport of fun oh I like this is the new Subarus like that I was doing all the OE OE newer such a big step from the older generation series use and you know now I do them all the time I think it’s easy I just do t know what to do don’t change it you know and the cars that are in and out and it’s easy you know this is probably gonna take a couple days to realistically calibrate it to do it right to make this truck make power be safe do everything it should drive great so it’s this is day one this is Rev one we got many more to come actually at SCT in Orlando like three weeks ago and talked to the guys and they basically tell people if you’re gonna turn an f-150 you need to set aside basically three weeks on the dyno to properly tune one these trucks and I think that’s a little bit steep but you know if you don’t have the experience and you don’t have a good understanding of where you’re coming from it could take longer than three weeks and you still might not have a proper intro background with tuning multiple different motors like if you’re only tuning you know one kind of motor and you don’t to a various you don’t to import domestic side you don’t work with a ton of different motors I know for me the more I tuned the more things I learned the more things I do I’m able to kind of draw upon all these different engines so if I’m tuning a car with a combination you know maybe like a sube with some huge cams I haven’t done before I can kind of draw on my experience from Evo with the cams or from you know Honda with like you know lock VTEC ham so like the things that you can apply to tuning one kind of car and one kind of setup you can kind of start carrying through so the more you do the more experience you have it it all kind of goes together so I mean I have experience doing big power stuff mainly stock stuff and I’ve been getting into tuning the Ford Mustangs and so the ECU logic at least is a little the language is somewhere between yeah I think one differentiation is a lot of domestic guys have never really messed with turbo cars or just not a lot at least maybe one or two year there and you probably know more turbo cars than anyone yeah it’s pretty much so just we’re gonna I guess we want to try to get on the dyno cuz that’s all the fun stuff people want to see and and start making some pulls just a couple of quick questions and some people had asked do we have plans first and foremost 85 and unit five you can’t run this truck at this time there is a very big fuel pump and some other injectors on the horizon which will allow it but it’s just not here yes this isn’t like center port injection where you can just pop in you know like an AI injector dynamics and change the fuel pump it’s it’s a direct injection they don’t make injectors at least at this moment oh there’s some coming out and then the the the mechanical pump on the motor is also limitation there you know the stuff is starting to come to freeway GDI works if people aren’t aware gasoline direct injection has a normal fuel pump in the gas tank which puts out 70 psi of pressure to the high pressure pump on the engine and the high pressure pump is driven by a cam it’s just a little like to traditional fuel pump where the cam compresses a spring and a piston and it Rams the fuel rail pressure up to about 2,500 psi so normally in a car you have 70 psi in the RO this is you know quite a bit higher and so there’s a lot of different things that it allows you to do and we’re able to run more time and you can run leaner you can spool turtle faster the downside is is when you really want to modify it make more power it’s a little bit more difficult very very costly to get stuff made because it’s specific to every motor that’s direct injection yeah so Mazda motor is different than a Ford motor it’s different than you know everything’s deal there’s basically three big manufacturers of di pumps in the world and I visited two of them and the thing that I learned is it’s it’s a piston and a cylinder one of these pumps but the piston to wall clearance is about five millionths of an inch and so in order to get a five millionths of an inch piston to wall clearance it’s insane how much money worth of manufacturing precision grinding equipment is required to come pull it off if that’s what it takes to have a reliable GDL okay so apparently YouTube were not as camera shy as we thought you’re gonna be yeah you got into a lot of stuff here and it seems like people want you to make some wax here oh I know so so we ready to do some make some pools let’s any of the variable cam timing receiver okay so you bumped up a little bit of cam time we’re super conservative on ignition we’re running very rich so this isn’t a high-power pool we made four

hundred and ninety eight or something like that earlier on the old tune which is fine the car made 507 in Phoenix but it’s so rich it’s running very low boost and again I was tuned for the really really poor quality no idea when our attention was once we put the 93 in it there’s a lot more now I’ll probably end up doing it on the dyno just do this is probably just you know some some part throttle just looking at some calibration data and then maybe a puller too but I don’t expect a whole lot unfortunately the flashing on this easy takes between 8 to 10 minutes so every time I make so if I want to make a change I have to make a bunch of changes save the file upload of the handheld the hill has to flash it the process takes about 810 minutes not me making a change actually flashing the data so there’s a huge amount of discrepancy of time you know just just just to change something so unfortunately a lot of this is trial and error right now because I don’t have a lot of these tables are units unitless values so we I’m learning cause and effect as I go unfortunately the no one has the information besides board yeah we’re working on law stuff and even though we work closely with 4 they’re not at liberty to share a number of their calibration or information with a number of reasons EPA is a lot to do with it so you know I understand Italy they have limitations and we just they help us how they can and we got to figure out the rest that’s it we’re figuring it out on the side now Jeff apparently you look like you’ve been working out and we can get up every morning and work out what are we doing we just hit a clip

some kind of airflow clip or torque limiting clip so this is part of the calibration process maybe figuring out all the torque limitations and all these om tables that are set in place now that everything’s changed bigger turbo more air flow unfortunately we have to figure out how to raise everything properly or it could be the there and while he’s working on that we had some people saying they needed that intake oh well you can buy it very easy we can we can fix that problem it’s a real simple intake and faces forward so I actually go straight around so every every 2011 to 2014 f-150 has an air box that’s designed for a v8 engine and the reason they did that is it costs a whole lot more money than you might think to redesign an air box in the sheet metal that attaches to it and if you look at the 2015 EcoBoost all of them draw air from the front 2011 to 2014 is drawn from the wheel well that’s a big differentiation really anybody knows you want cool fresh air and what a lot of people don’t think about is you want it to have relatively low humidity and a situation we’ve seen is on 2011 to 2014 f-150 s if they spent a lot of time driving through rain or driving through a heavy humidity environment especially through the rain the tire kicks up moisture and so there’s a lot of moisture that builds up in the fender well area and by drawing that moisture in they can promote condensation build up inside of the inner court order and you definitely do not want water in the inner core core so in 2015 all the new Ford EcoBoost engines changed from a fender well draw to affirm the vehicle draw that’s basically what our intake goes to so you can kind of see that the climate is open and there’s a whole fresh air app right here laughs this is all open here this is okay just amount of fresh air to to kind

of get into the airlock so our point of the room yeah you can see the air filter here and it’s really simple but highly effective is getting trash another big mod here we do as the intercourse on sake eco booth the intercourse can allow your Inlet air temperature to get very very high we’ve seen them get as high as 109 degrees Fahrenheit and once you install the 4 race intercooler drops right above ambient so right now we’re seeing like 118 under full boost which is super reasonable it’s about 80 degrees in here right now the catch can – this is this is a big factor of these engines blow by every turbo engine blows by and there’s really nothing you can do about global but evacuated and on a GDI motor because the direct injectors are fired and right into the cylinder you don’t get the benefit of gasoline and spraying at the valve and cleaning the intake port so it’s really really important that you capture any of the oil vapor and with the blow by gases in a catch can before reintroducing them to the engine otherwise can gum off the the intake valves and it’s a pretty common problem on some of the older GDI motors like Volkswagen quality some of those cars have a lot of oily residue built up around the valve so a kashkin is highly highly recommended and we can get this all at full range that’s right we make air filter to exhaust after his truck this runs our off-the-shelf three inch exhaust our three inch down pipes basically everything we make our entire catalog is in this truck and this has a pretty extreme turbo setup so what this is the twin EFR 62-58 right here this is the smallest turbo in the e FR line up brahs gates run compare these identical turbos people whose race motors there I’m really really happy with this schools great it makes excellent or great top in power if I ever build the motor and get a bigger fuel system in I could easily put a pair of 6750 H or 71-63 s and make up to 1100 worth power in the setup this has a bright future this platform this engine is it’s got so much potential once we really tap into the fueling from the tuning aspects he’s got a long long road but what we really been doing lately is the new Ford GT supercar has basically this engine it’s updated head bigger cams bigger intake manifold and bigger turbos so what we do is we take the OEM turbo from that new supercar and it’s a direct bolt-on for the f-150 once we get this thing out of the way get some more tuning we’ll probably bring in another truck I was actually working on Vaughn getting juniors car last week and that’s what he has he has a 2015 f-150 EcoBoost that they call the fun habit and if you go to any Formula Drift events he’s drifting this f150 on the drift track it’s pretty nice to see a full-size trucks sliding him a hundred miles an hour but it does it it works real well and his only complaint was it didn’t have enough power so he called me we put an intercooler intake exhaust and a pair of these upgrade turbos on it and the 2015 is actually even more difficult to tune than these 1114 Jeff was saying that this is a complex computer but the 15 is a whole nother world of hurt so Vaughn and his team are probably right now working on it they have a Formula Drift event coming up in Urbandale California in a couple weeks that they have to kind of hit full speed and then they have SEMA so it’s gonna leave the East Coast and it’s got to be a hundred percent by the next week so we’re down to the wire getting ready for these events but everybody that we’re working with is super super competent very knowledgeable knows what they’re doing and I think it’ll be a couple more weeks till we have some solid numbers that everybody wants everyone wants dyno numbers quarter-mile numbers just you know we want it to like I’m not gonna put anything out there that I’m not 100% satisfied with it it just takes time we’re not in a rush at all you know if this tooks another year sorry it might happen but in all honesty I think if Jeff had three more days on this thing you know if and these other guys were able to sit on a dyno that were working with they’d be able to figure out so it’s just a matter of time right now how are we looking in there you know I have I have a lot of work cut out for me given this I only have a few hours looking at this stuff and trying to make sense all the dialogues I mean at least we have it up and running it’s safe it started on the first grade I should but it’s it’s you know it’s gonna take probably another solid day or two on the

dyno to really wrap my head around the logic of the ECU and to make it repeatable and to make it safe and you know to be able to have they’re probably gonna pick up another 50 60 horsepower I would think over the 91 off – yeah right now it’s making this four ninety six point two and five eighty six torque so it’s a really really conservative soft turn you know it has a lot more in it than the power yeah so these were the the the these are the baseline polls on the old the 91 octane tune and then these two here that look kind of goofy are the ones we got a lot of a lot of work ahead of us to start from scratch but it’s a it’s a long road so I think that you know we’re just look at that the variable cam timing makes a big big difference int 2 which is the inlet air temp leaving the intercooler by droppin that 70 degrees that’s a huge amount of knock resistance and increased boots that we can push into it we were on a big radiator in this truck we make a really big upgraded radiator for the f-150 s and these trucks have a pretty small radiator stop so you can you can get the water temps up there and just keeping everything cool keeps it happy when you’re running on pump gas pump gas is just not consistent not good quality and it’s really hard to kind of push pump gas hard and these new engines have very very intelligent knock sensing di allows us to do a lot so yeah we’ll see what happens we got a little bit of a long night ahead of us a couple more days yeah so what are we doing now we uploading a new file are we gonna get another pool here or we think and we’re um yeah we’ll see I mean it’s gonna take 8 minutes to upload now I call quits for now yeah there’s you know it’s it’s late in the day we got started a little late and we sat for five hours making a calibration file so at least it runs it’s safe and then the next step is to get it back on the dyno and start eight out of ten eight to ten hour day go out it for you know day two whatever it’s gonna take to get it right change after change after changed in eight minutes and between every change so you can burn up some time it used to be 45 minutes so we’ll take 8 minutes yeah it used to be painful when I was 45 minutes for change yeah yeah tune in for episode 2 for day 2 we don’t know when that will be but we’ll let you know coming soon day two well on that note any final departing words what are what are ultimate goals power wise with this well when we had meth injection hooked up is pretty solid five for you at the wheels we were out of fuel but again we were running extra rich with 91 so once we get the tune right we’ll probably put some like race gas m/s 109 just a high-quality unleaded race gas in and give it a little bit more time and lean it out a little bit yeah I mean we could touch a decent 500 plus number so I don’t want to make any claims yet but I think it’s gonna wake up a lot yeah right now this is as far as I know the highest horsepower f-150 EcoBoost out there I’ve we did 507 on nothing and then it’s like 540 with it’s about the mess set up so I don’t know anybody making more power than that and that’s that’s like I said it’s very detuned on 91 octane so yeah we’ve got a lot of a lot of potential and a lot of people say that these trucks are out of fuel and early on I actually thought that was the case Ford engineers told me that was the case and what we ended up learning is there is quite a bit more fuel Headroom in this car mainly due to the fact that GDI motors I was talking about the five millionths of an inch piston to wall clearance duct that’s gonna change over time it’s gonna wear and it’s gonna flow less as you know 200,000 miles get on this truck it’s gonna flow a lot less so the the Bosch engineers actually designed these fuel pumps to flow considerably more than it needs to because as it ages it’s gonna flow less and so this is a brand new fuel pump on here we’re at full capacity and really we just just don’t know the limit nobody knows a little bit not for dot us nobody yet so we’re getting there and we had one one final question I guess will well entertain here someone had asked about how these compared to the VQ engines well as far as this placement goes you know they’re both 3.5 liters they’re both for valve pent roof designs but I would say this is considerably considerably heavier duty this truck is

designed to pull 11,000 pounds trailer these heads flow to actually pretty well yeah this has variable cam timing beacuse variable cam timing this has di it’s got way stronger crank rods and pistons than a VQ so that in and of itself we’re starting with a base that we just don’t need to mess with the bottom end to put 30 pounds of boost through it yeah but you know the VQ is big advantage is it’s important injection we can just pop a set of injectors in and it’s just easy you can just do injectors and a fuel pump set up some lines and you know you got whatever you want to make whatever your budget allows you can just you know it’s easy but di you can’t do it yet the advantage of the I though is we’re spooling some pretty we have 850 900 horsepower with turbos and we’re spooling them freely darn well by 2,000 rpm this thing is on yeah and if you put these pair of turbos on a VQ you are not gonna see power until 28 3500 plus I’m just gonna take some a lot more revs to for a port injection to do what this thing is doing so the really di is a game changer I have no desire to to you know convert back I don’t think that that would do us any favors it’s kind of like the change from carburation to fuel injection and this is just the next evolution of fuel delivery all right guys well I guess it’s time to say goodbye for now do you ever thanks for tuning in as we said before everyone can go and visit races website poll – race car – race comm check out the EcoBoost section on our or a lot of cool stuff out there action hey we’re keeping in line with them go also to Evans – tuning comm what’s right for your tuning needs and we can certainly help you out there yeah I might store but not for EcoBoost stuff so if you want any good anybody in the Northeast there’s not a lot of EcoBoost tuners out here there’s there’s some real good ones in Florida Texas California all over the country but if you’re up in the Northeast there’s not a lot to choose from and I can definitely say that evidence tuning is gonna he’s already got a good start on it so it’s gonna be a player and this is this is I’m gonna be speaking out of turn here to say this probably too early but I’ll put it out there anyway and the time is coming that many many years ago actually when we all started in business very early and it was all kind of stuff Jeff did a lot of traveling to tune and he’s gonna be getting back into that a little bit so I’m not just talking about the Northeast anymore I think we’ll if you’ve got demands tuning demands and are in need of his services elsewhere in the country or the world you let us know you let them know alright guys well everybody alright thanks guys see you later yep thanks for tuning in we’ll see you next time