I took the car to a tuning shop yesterday about 3 hours away. They have a mustang load bearing dyno whose bearings are rated at 3000HP, and they provide tuning classes for SCT & HPTuners. I'm including the tune I arrived with (113013-Postintake) and the tune I left with (TTS-DriveHome). I don't have the files/graphs yet, but to my recollection the corrected HP was around 430 and the corrected torque was around 390; he estimated it read 15% lower than a Dynojet. We didn't perform a baseline pull. The old tune was basically a tune provided by Steve Williams mail order, with spark removed where there was knock, idle timing tables meshed with main tables, and street tuned VE/MAF tables using my NGK AFX.
The tune I arrived with was OLSD because I knew my O2's were dead (replaced them a couple days before the tune but didn't change the tune) and due to blending problems between MAF/VE causing some drivability issues.
He likes to use LTFT's for part throttle (to account for varying weather conditions), and wideband only for WOT. He said STFT's reacted too quickly and there wasn't a worry about cell-to-cell cross contamination with the LTFT values. I believe he stayed in a cell until LTFT's stabilized and STFT's went to zero. We found 15-20rwtq in part throttle by adding timing. Compared to my NGK wideband VE table (which was within 2% typically on the same day I calibrated it), the LTFT's reported it being rich by up to 15%, but was much closer in the upper MAP regions. I was disappointed that the PE AFR ramped in so slowly on my PCM, and the MAP kPa above 6000 seemed to be lower than it is on the highway. The HP was basically flatlined from around 6000 to 6500, and he wouldn't run it higher because there was nothing to gain and I was manifold limited according to the kPa logged... so I don't know where the power begins to drop. I plan on taking it to a local Dynojet soon to get comparison numbers and maybe they'll run it higher.
The bucking issues I had are almost completely gone, I still have a tiny bit between 1000 and 1500RPM. But I'm having more stalling issues than I had before and I'll be working with him to get those sorted. Part throttle in 5th gear is much better, and it's so nice to not have to clutch-in early to avoid bucking.
I'l post more when I receive the data.