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Are you also feeling this during a pull or just seeing it in the log? As said above, could be a data issue. Seems like it cut out while recording.

I never tested the switch yet, but in theory, yes. I wasn't sure if disabling would negatively affect the downshift process. Keep us posted on it.

I think this is more of a Copperhead parameter. Don't see it on 2015+ strategies. Has it on F150 Eco and 11-14 Auto Mustangs.

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Even if the PCM detected knock it can only pull out 1 degree per factory settings anyway. Pre-Copperhead GT500s didn't have knock sensors active at all. Was it not even pulling out that one degree?

Negative. Wasn't trying to imply that as all. Just wanted to share information that I previously shared privately as it seemed relative to to topic. I do think it would be nice to have the same...

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You are correct. When I modify the normal downshift maps I make the fast downshift maps match them. Otherwise you can get a weird double downshift.

That is just one of the tables that is involved with Octane Adjust Ratio strategy. This is just my interpretation on how it works and how I explained it to another member here in regard to F150...

You need to find a balance between shift pressure and torque reduction at WOT to get a quick and crisp shift. Like yonson said, increase the torque reduction upshift/downshift tables to allow more...

That's how I use it. The table is only effective at pedal potions below the WOT start stop setting. I like to use the 2D chart to build the torque curves per pedal position by dragging the points up...

I feel the same way but couldn't see anything else to try.

I see you have shift torque reduction disabled. I like to use some instead of none at high load/high rpm to get quicker shifts. Try the values that are in the 3-4 up-shift table and work from there....

Can you describe the 3-4 shift compared to the others?

For the Focus RS, maybe try setting the 140? row on the max load multiplier vs engine speed vs ACT table to 1.00.

Don't sweat throttle closures too much. The PCM uses throttle and wastegate control to manage boost/load. At a quick glance, your throttle is dropping because the air charge starts to get warm and...

Make sure you are driving around long enough for the OAR to fully adapt. I logged while driving around (this takes time) with premium fuel and pulled out timing from borderline tables to reflect what...

Lots on good info in here: https://www.hptuners.com/forum/showthread.php?54649-3-5-EcoBoost-Advice

My advice would be to not fight the throttle. The throttle body is used as primary airflow...

Disconnect the battery.

I have seen a bad set of ID1000s before. One (of 8) was sticking open. It's rare but possible.

Nice work. I would like to play with one of these myself.

My apologies. Maybe I came off a little blunt in my post. I am used to tuning these while still letting the throttle control airflow.

TIP Actual is greater than TIP Desired so it closes the throttle. Missing an airflow limiter somewhere. Hard to tell without looking at the tune.

I also noticed that your Air Charge Temps, both...

On the 11-12 model years a plug change was necessary. You want these if your truck does not already have them. .034 gap works good for 18-20 psi on my truck.
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You can lock the converter at the top of second and have it carry over into 3rd gear. On my Ecoboost F150 I lock mine up shortly after the 2-3 shift. I did have to play with mph a bit since what you...

When I log with HP it doesn't show the timing pulled by trans shift reduction. But when I log with SCT, it shows the correct values.