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Message: [QUOTE="Charles, post: 1566051, member: 103"] Negative, both of those were already in my phone and both of them are [I]actual [/I]transmission issues.... The trans in my 450 has no actual problem (if it hasn't hurt itself) the TCM is commanding it to do exactly what is happening. It hangs the shifts because the TCM has all these delays built into the strategy for TCC lockup and it can't ever get itself satisfied for lockup until you've already made yourself sea-sick hanging the limiter on each gear with the TCC unlocked until about 8th gear and 70 ish mph when it FINALLY locks and GRRRRRRRR takes off! Since it will not lock down low the entire shift strategy falls apart. 6.7 with 475hp rated and 10 gears with a 4:30 R&P means shifts necessarily have to happen very quickly but the strategy includes a lot of TIME based delays.... not rpm based or mph based.....so it times itself out and will not reliably make shifts beyond about 1/4 throttle in "normal" mode. In "tow/haul" it can't reliably make shifts even there unless you have a loaded trailer that slows everything down for the little guy. Sometimes it will just miraculously get locked up quick (usually traction control) and then boom, boom, boom, boom right through the gears and just be NORMAL! In fact.... if you can always get into the traction control map, it will ALWAYS shift beautifully, with the TCC locked and never hit the limiter. When it came to actual 75% or higher APP take-offs, the truck was always blazingly faster on a soaking wet road, in a downpour vs a perfectly dry, smooth road...... because in the traction control map it would immediately get lockup and then each shift was just sliiiiiightly lower.... keeping it off the limiter. And I talked to a few different tuners. Something about it being a 2020 was a big hurdle. If it were a 2019 or earlier, tuning would have been easy. I mean..... just something as simple as say..... don't ever downshift at 0% throttle higher than 2500rpm..... couldn't make it stick. I could get it to work 99% of the time but as soon as it felt s grade over xxxx percent.... HERE WE GO..... right back to damn near 4000rpm with both my feet off the pedals just with the damn cruise on! I realized Ford was never going to be the answer when I saw a youtube vid where someone was running a 450 on Ford's test track fully loaded and as soon as they started downhill it started going dumb on rpm and the driver was clearly uncomfortable but the Ford engineer in the passenger's seat reassured him and was so proud of the fact that they were spinning it up around 3800rpm for engine braking..... that is a few hundred rpm above the actual redline they self-impose for that engine. In my experience.... if you say fine.... that's what they wanted, F it.... just leave it alone and ignore the sound of a poor engine getting the wee spun out of it like some pos honda.... it would only result in an eventual reduced power, low engine oil pressure code until you cleared DTC's. I have actually had to clear that DTC on one side of a hill quickly, before I started up the other side, because loaded, the truck would not be able to move uphill with that code set. Forscan was a requirement if you want to go downhill or touch your brakes when towing or God forbid..... engage exhaust brake or tow/haul! Thanks so much Ford engineers that want to spin the piss out of a diesel engine on purpose. [/QUOTE]