I felt I'd start a thread to document for myself and possibly help someone else down the road. After struggling with numerous issues with my 347 (interestingly enough, the rear mount turbo's performance has been flawless), James Henson leaving the business, and some other guys here tuning with SCT with great success I decided to dive in. I purchased all training material and a base tune from Lasota Racing. They have been an excellent company to deal with. The base tune was my strategy REAC with other areas such as maf transfer and border knock table (Only high load, high rpm) completed on a dyno. I did have lots of help from a member here with step testing to dial in the low end of maf transfer. I have not completed wot testing yet, so I have concentrated on the drive-ability without going wot. I had a look at Decipha's information, and learned where my MBT spark should be on the configuration I have. http://www.efidynotuning.com/mbt.htm With my TW FAC heads, higher compression, and bigger bore, I guessed that a safe sweet spot would be a degree lower than the chart shows. MBT @ 2k CRUISE 14 IN/HG = 45 MBT @ 3k+ 0 VAC / 0 BOOST = 35 I then set my maximum spark table a couple of degree's under this as a measure of safety. I'll post my work in progress on the borderline spark table as that's the table where I plan on controlling spark most of the time. So far, no detonation detected. I'm a little late on the spark advances as I don't want to be replacing my head gaskets again. Tweak, upload, run for a day or two and repeat. So far, I'm only advancing the drive around low load part of the table. Decipha's chart seems to be right on. Thank you [MENTION=163567]decipha[/MENTION] Greatly appreciated. I will say that as I'm advancing timing, my rear mount turbo is starting to sing. It would seem that rear mount turbo's are not happy with retarded timing. Interesting, and its going to add more difficulty as I get closer to that line in advancing without stepping over it. I have also been spending lots of time on shift and torque converter curves. This is a huge reason to do your own tuning in its self. The results are amazing for drive-ability, and there is no way you could expect someone else to put the time in to this that's required. Using the factory tuning, the torque converter wouldn't lock up till 80mph. That's crazy for a high torque 347. More than enough power at 2000 rpm and 60mph to support lockup. Lets see....Another issue has been hard starting when the motor is warm. I think the cam has something to do with this. This seems to be kind of a trial and error thing. Hard to expect a remote tuner to get this done without a lot of frustration on both sides. Since I have started self tuning my wife can't believe how great the truck is running. Every time she gets in it she comments that it just keeps sounding and feeling better. As the days are getting longer and the weather warms up I'll start learning the wot tuning part. I just haven't had the energy to go out in the dark to do wot pulls. Traction and safety is a concern also. I'll start updating this thread with pictures showing where I'm at with various tables.