I'm thinking about your V10 Ultratune and the Banks Ram Air filter assembly. Your dyno charts show horsepower for the 2018 F53 at a something less than 240 and torque at ~320. I'm assuming this is rear wheel horsepower. Your chart for the 2014 E450 shows horsepower and torque significantly higher than the 2018 F53. I believe that Ford reduced the horsepower and reduced the torque peak RPM when they went from the 5 speed to the six speed transmission. Can I expect the peak horsepower to be an additional 73 and torque ~56 ftlb the rear wheels (plus the benefits of the ram air inlet ~10hp and 15lbft)?

Does this also affect the downshifting on downhills for engine braking? I'm always concerned about over revving since there is no redline on the tachometer.

One more question. You show the 'SCT' reading out rpm, etc. is the same instrument as the V10 ultratune and part of the kit? Is the suction cup accessory for that as well? ( Loyal Shawgo, 09/13/2020 )

All of our dyno graphs are measurements at the rear wheels, whereas Ford's advertised measurements are "flywheel," meaning engine disconnected from any running gear. The reason for the horsepower differences between the 2014 and the 2018 is because of the type of transmission. On the 2014 we are not able to put it in 4th gear which is 1:1 engine to transmission ratio. We have to run in 3rd gear which adds a multiplication of power thus showing different #'s. The most important thing is the apples to apples comparison.

We generally do not remove the down hill grade brake feature when in tow/haul mode, as it will help you with staying off the service brakes as much.

The SCT X4 device will display available engine parameters include engine coolant temperature, battery voltage, intake temperature, spark advance etc, it does not come with the suction cup mount but that can be purchased separately.

I am torn beetween your tune and 5 star can you tell me why yours is better. ( Eric Siedentopf, 09/03/2020 )

All of our tunes are 100% custom to each vehicle. I believe 5 Star Tuning uses templates for each vehicle that allow them to have tunes pre-loaded to their devices. You will see great improvement with either of us but of course we feel that we provide better RV specific tuning.

I just bought a 2009 Winnebago Adventurer with a V10 and drove it from Denver to St. Louis. I couldn't stand the constant shifting from 5th gear to 3rd gear going up hills. I had to turn the cruise control off more times than I can count. I'm ok with the RV downshifting to 4th gear at 3,250 - 3,500rpms, but 5,000+ rpms in 3rd gear seems a little extreme, especially since max horsepower is at 4,750rpm. Will this product stop the transmission from shifting to 3rd gear on a long hill? I only want to downshift into 3rd gear if I'm climbing up a mountain. ( Michael Kiel, 09/01/2020 )

The tuning will definitely reduce the frequency of downshifts. The downshifts will occur with a higher percentage of throttle so when you really need the downshift, such as on a long uphill, it will still downshift to the appropriate gear but it will not "hunt" for the gears nearly as much.

I have a 2018 freedom elite motor home class c, on an E450 chassis, with the v10. My question is, how much hp and torque can you put in the pre programmed unit without harming or overheating the engine?? Thank you Larry ( LARRY Davis, 08/27/2020 )

We are able to safely gain 43 horsepower and 47 lb-ft torque.

We have a 2001 Winnebago 32V that works well below 3500’. It has Banks kit, exhaust, transmission command, fresh air inlet, and computer chip.
Sometimes it won’t down shift, and it works ok, but on hard climbs it doesn’t keep speed up.
Will this help get us up mountains and shift better
Thanks
Tom ( Thomas e Meixner, 08/18/2020 )

Our custom tuning would take the place of both the "chip" and the Transcommand unit. You would see better performance and shifting than what you currently experience, however, it would not be as big of a difference as someone who was upgrading from stock so keep that in mind.