That last log wasn't as bad and pre/post shift loads were closer together, so may give some weight to the closer the better. I know AT AWDs are extremely picky about torque output to avoid corrections on shifts and they are usually sub-700nm max (maybe 650-700). AT RWD aren't as bad, but you may just need to dial yours in. You can try some quick tests to see if reducing your torque output pre/post shift and/or getting them closer together helps at all. Quickest way to drop overall torque output would be to increase the load break points (in the 160-max loads for now) by say 5-10 at a time, log torque output and corrections and repeat with another 5-10 if needed. If you see slippage anywhere in the logs though, stop and move tq output back up.
Someone looked at the timing ramp rates post-shift (brad I think), but not sure if anything came of it. If Jake Y is adding them to the XDFs though, they may have some merit.
I've never run any OTS MHD maps, so can't say, but I thought they knocked that desensitized crap off after some version. On 93 and 20+psi on hybrids, I almost always have a least 1 correction and I'd rather see them and know it's doing it's job. Look at stock bin logs some time, even or especially at cruise...corrections galore. Timing corrections are keeping things safe, so while no one likes seeing them, better to have them than need them and not have them
Someone looked at the timing ramp rates post-shift (brad I think), but not sure if anything came of it. If Jake Y is adding them to the XDFs though, they may have some merit.
I've never run any OTS MHD maps, so can't say, but I thought they knocked that desensitized crap off after some version. On 93 and 20+psi on hybrids, I almost always have a least 1 correction and I'd rather see them and know it's doing it's job. Look at stock bin logs some time, even or especially at cruise...corrections galore. Timing corrections are keeping things safe, so while no one likes seeing them, better to have them than need them and not have them
