Reflashing the same tune isn't the solution for this problem.
Shift Scheduling ("Transmission -> Shift Scheduling -> Normal") in your attached tune is set too high at WOT (100% Accelerator Pedal Position) - over 6500 RPM, which is the rev limit setting ("Engine -> Fuel -> Cutoff, DFCO ->
RPM Limits"). The Shift Scheduling tables are in Output Shaft RPM, there's a tool to convert from Output to Input RPM in this post:
https://forum.hptuners.com/showthrea...l=1#post598929
There should be some buffer between the Scheduled RPM and the rev limiter, typically 200-300 RPM is enough on the stock converter. Shifting at 6500 is a bit on the high side, 6200-6300 is generally the sweet spot, and on a 1-2, 6000 is often a tick quicker.
Some other observations on your attached tune:
1) The MAF curve ("Engine -> Airflow -> General ->
MAF Calibration -> Airflow vs. Voltage) wanders off at 4.38V and beyond - it should be a smooth curve
2) The changes to the spark tables ("Engine -> Spark -> Advance ->
Base") weren't given much attention - 4 degrees added to the entire Base Spark, 6 degrees added to the entire High Octane, in some cases this would be beyond MBT if it were achieved
3) Knock Retard is not enabled above 6200 RPM ("Engine -> Spark -> Retard ->
Knock Retard -> Max RPM") - Knock Retard should be enabled up to our highest shift point at a minimum
4) The PE curve ("Engine -> Fuel -> Power Enrich ->
Power Enrichment -> EQ Ratio (Gas)") is flatlined at 1.119. A flatlined curve is okay without a dyno or track to sharpen it, but an EQ Ratio of 1.119 corresponds to an AFR of ~13.0 - might make a bit more power, but maybe not the best setting for a full-size truck, especially if it does any hauling/towing. The stock PE curve actually has a reasonable trend (richer @ peak torque, leaner @ peak hp), and can be leaned out a bit to make more power while still being conservative; scaling the stock curve for a target AFR around 12.4 (EQ Ratio of ~1.178) at the leanest is a setting that will make a bit more power than stock, while still being on the conservative side.
5) Non-WOT Shift Scheduling is just increased 10% across the board; you may find that you prefer stock or lower, rather than higher, shift points at low throttle positions (30% and less) - the stock cal is already a bit high in some areas, IMO
Since you're new to the tuning world, PE and EQ ratio may be new terms, so some quick definitions:
PE is simply enrichment for WOT conditions (in this case, WOT for PE is defined under "Engine -> Fuel -> Power Enrich ->
Throttle -> Enable Throttle")
EQ ratio is the ratio of Stoich AFR to Target AFR (EQ = Stoich/Target and Target = Stoich/EQ). For example: an EQ Ratio of 1.2 and Stoich AFR of 14.6 gives a Target AFR of 14.6/1.2 = 12.167.
The attached file corrects the WOT Shift Scheduling (6000 RPM 1-2 shift, 6200 RPM for all others), corrects the MAF curve, enables Knock Retard up to the rev limit, and has a more conservative PE curve (if this truck is used for towing/hauling frequently, especially in a hilly or mountainous area, a little more enrichment may be a good idea) - the remaining Shift Scheduling and the spark tables are left at your discretion.
18 5.7 tundra 93oct (jonathon a)_EDITS.hpt