Root cause · 2026 Mustang Dark Horse · Roush Phase 2 · calibration FSMZM80

A stock Ford axle-torque limit is capping my Dark Horse in 1st and 2nd gear

With the pedal at 100 %, my car never commands full throttle in 1st or 2nd gear. Twelve logged pulls and a held‑3rd‑gear test proved the limit is indexed by gear; the calibration then showed why. Transmission Axle Torque Limit — a stock Ford driveline-protection table — sits at 5,240 lb·ft of axle torque under acceleration in Roush's Dark Horse calibration. In Roush's calibration for my son's 2025 Mustang GT, the same table is set to 36,878 lb·ft: off. With roughly double the engine torque, Ford's stock number now binds hard in the gears that matter at the strip.

Engine Gen‑4 5.0L Coyote Blower Roush Phase 2, 12–14 psi observed Trans 10R80 · 3.55 final drive PCM Bosch MG1CS036 · stock FSMR4A5 → Roush FSMZM80 Fuel 93 octane
Dark Horse · Roush cal
5,240lb·ft
axle-torque limit at ≥ 500 rpm/s output-shaft acceleration
= Ford's stock Dark Horse value · 7,795 at steady state
2025 GT · Roush cal
36,878lb·ft
same table, same kit generation
50,000 Nm — effectively disabled
Cost at the 1/8 mile
+0.30s in the 60 ft
DH 2.052 vs GT 1.748 · −3.8 mph at the 1/8
same blower, same night, same track
The table

Transmission Axle Torque Limit — and how one number becomes a gear-by-gear throttle cap

HP Tuners VCM Editor, Transmission tab. Rows are output-shaft acceleration (rpm/s), columns transmission oil temperature; values are the maximum torque allowed at the axle. "Designed to limit output shaft torque based on gear ratio and final drive ratio," in Ford's own description.

OSS rateDark Horse · Roush FSMZM80
= Ford stock DH		2025 GT · Roush
0 rpm/s (steady)7,795 lb·ft14,751 lb·ft
100 rpm/s7,19536,878
400 rpm/s5,75336,878
≥ 500 rpm/s (any hard acceleration)5,24036,878

Roush's Dark Horse calibration never edited this table — it is byte-identical to stock FSMR4A5 — which is why it was invisible in the 548-table Roush-vs-stock comparison and surfaced only when the two Roush calibrations were compared with each other.

GearRatio × 3.55Engine torque allowed
5,240 ÷ ratio → 7,795 ÷ ratio		vs full-pedal demand
618–658 lb·ft
1st 4.69616.67314 → 468 lb·ftcapped · 48–71 %
2nd 2.98510.60494 → 735 lb·ftcapped at launch → free as accel. eases
3rd 2.1467.62688 → 1,023 lb·ftfree — cap above demand
4th 1.7696.28834 → 1,241 lb·ftfree

Dividing the axle cap by each gear's overall ratio gives an engine-torque ceiling that is below the driver's demand in 1st and 2nd and above it from 3rd — exactly the pattern the logs recorded. Because the cap is indexed by output-shaft acceleration, which falls as speed rises, the allowed torque climbs through each gear: the slow in-gear ramp. Torque-converter multiplication at launch pushes the effective 1st-gear ceiling lower still.

At the strip

Same kit, two cars, one night

Houston Motorsports Park, 1/8 mile, test‑and‑tune. A 2025 Mustang GT running the 2024/25 Roush Phase 2 kit and calibration (axle limit off) against this 2026 Dark Horse running the 2026 GT / Dark Horse Phase 2 kit (axle limit on). Same supercharger, same night, same surface.

The 60‑ft gap is the 1st‑gear cap — the Dark Horse launches with manifold pressure held at 100–137 kPa while the GT gets boost. The trap‑speed deficit is 2nd gear still capped and 3rd not fully open until ~60 mph.

Single runs on different lanes with different reaction times, so the deltas are indicative rather than a controlled comparison.

2025 GT
Roush P2		2026 Dark Horse
Roush P2		Δ
Reaction.2704.1367—
60 ft1.7482.052+0.30 s
330 ft4.7895.382+0.59 s
1/8‑mile ET7.2437.921+0.68 s
1/8‑mile mph100.9497.17−3.8 mph
How it was found

Twelve WOT pulls said "gear"; a held‑3rd test proved it; the calibration named the table

Logged with FORScan over Sep 16–21, 2026 — street roll‑ons, strip launches, and two manual‑mode control pulls. Throttle blade angle at 100 % pedal settles at the same ceiling in every pull of a given gear, regardless of street or strip, temperature, or elapsed time:

1st gear
33–39°
blade angle at 6000 rpm, 100 % pedal
TAC ≈ 40 % · MAP 120–137 kPa (3–5 psi) · TQ_ACT ≈ 50 %
reproduced ±2° across 4 pulls
2nd gear
67–71°
blade angle at 6000–7000 rpm
TAC ≈ 80 % · MAP 165–185 kPa · TQ_ACT ≈ 60–67 %
reproduced across 10 of 10 pulls
3rd gear and up
85.1°
fully open
TAC = 100 % · MAP 185–198 kPa (12–14 psi) · TQ_ACT 71–72 %
auto mode: 59–68 mph · 3rd held: from 23 mph

The discriminating test

Sustained full throttle was reached in 3rd gear in 9 of 9 automatic-mode pulls (zero spread), but anywhere from 2.1 to 5.2 s after WOT. At the same road speed (26–29 mph) 1st gave 33–34° and 2nd gave 51°; at the same RPM (~6,100) 1st gave 34°, 2nd 67–70°, 3rd 85°. Only gear survives both. Held in 3rd from 23 mph in manual mode, the throttle went to 84.7° immediately at 2,255 rpm — where 1st and 2nd are held to 33° and 58°.

Everything else was cleared

Low‑ and high‑side fuel pressure track their targets (worst deficits occur while the throttle is opening); the mixture is rich at WOT (10.4–11.2 AFR measured vs 9.7–10.3 commanded), never lean; knock retard is 0.0° in every window; IAT2 51–67 °C makes no difference; the throttle actuator tracks its command exactly (sustained TAC 100 % ↔ 85.1°, no ETC fault reasons); TQ_CNTRL reads "None Requested" throughout the ramps — a static limit, not an intervention. Converter lockup, elapsed time, RPM alone and speed alone each fail at least one cross‑check.

At the same road speed1st gear2nd gear3rd gear (held)
23–29 mph33–34°51–64°84.7°
30–40 mph33–44°55–60°85.0°
45–55 mph—64–76°85.1°
Four-panel chart: throttle blade angle versus time for all ten pulls; TAC_PCT and APP versus time for the four TAC-equipped logs; throttle versus vehicle speed coloured by gear; throttle versus RPM coloured by gear.
Top left: blade angle vs time — launches (1st gear) start low and climb; kickdown pulls open fully then get trimmed; the thick line is the Sep 21 held-3rd pull, fully open from t = 0. Top right: APP (dotted) is at 100 % while TAC (solid) ramps. Bottom: the same data against speed and against RPM, coloured by the gear actually engaged. The 1st-gear points from three separate launches collapse onto one line; 2nd gear converges on ~68° at 6000–6500 rpm; only 3rd reaches 85°. Diamonds are the Sep 21 manual-mode tests — the green diamonds run at 85° from 23 mph / 2255 rpm, directly above the 1st- and 2nd-gear points at the same speeds.
What else was checked in the calibration

Every limit Roush did edit is either disabled or has no gear axis

Roush FSMZM80 vs stock FSMR4A5 in VCM Editor, side by side. The whole PCM torque‑management chain was examined before the axle table was found.

Table (VCM Editor name)Stock FSMR4A5Roush FSMZM80Can it cap 1st/2nd?
Maximum Torque 1–4 vs. Gear vs. Engine Speed420–670 Nm, torque‑curve shaped, equal in every gear2,000 Nm flat, every gear, every rpmNo disabled
Trans Torque Truncation vs. Gear
"maximum torque allowed into the transmission"		≈ 900 Nm per gear (664 lb·ft)2,048 Nm (parameter maximum)No disabled — Ford's 10R80 input‑torque protection is off
Driver Demand Engine Torque (pedal × rpm)≈ 509 lb·ft mid‑range, 465 at 6,050 at full pedal611 low rpm · 658 peak at 4,150 · 618 at 6,050 · 542 at 7,500 lb·ftNo no gear axis
Driver Demand Launch (1st‑gear blend map)—identical to the main map at WOTNo
Pedal Map Ratio (demand × f(output‑shaft speed))1.000 at full pedal1.000 at full pedal to 2,850 OSS, 1.008–1.031 aboveNo never below 1.0 at WOT
Transmission Axle Torque Limit7,795 steady · 5,240 lb·ft under accelerationunchanged (GT Roush cal: 36,878)Yes — the limiter
It is now the only driveline protection left in the PCM

With Trans Torque Truncation disabled and Maximum Torque by Gear raised to 2,000 Nm, the axle‑torque limit is the last table standing between ~1,000 Nm of engine torque and the Dark Horse rear end. Raising it to the GT value is a one‑table change — but it should be Roush's call on this driveline, not a guess.

A second, smaller ceiling

Full‑pedal driver demand rolls off from 658 lb·ft at 4,150 rpm to 618 at 6,050 and 542 at 7,500. If the engine can make more than that up top, this trims the throttle in every gear approaching redline — the better explanation for the TAC dip to 74 % at 7,000–7,188 rpm seen in one log.

For Roush

Is it intentional? No — but the fix should be yours

The limiter is a Ford table at its stock Dark Horse value. Nothing Roush authored produces the gear step; Roush's own 2025 GT calibration disables the same table. Whether leaving it in place on the Dark Horse was deliberate — for the Torsen rear end, the halfshafts, or warranty exposure — or an oversight is the one open question.

  1. Was Transmission Axle Torque Limit left at the stock Dark Horse value in FSMZM80 deliberately?
  2. Is the value used in the 2025 GT calibration (36,878 lb·ft — effectively off) supported on the Dark Horse driveline? If not, what value is?
  3. Is there a track / drag configuration of FSMZM80 that raises it?
  4. Is the full‑pedal driver‑demand roll‑off above 6,000 rpm (618 → 542 lb·ft) intended to trim throttle near redline?
What confirmation would look like

A fast log (≤ 8 PIDs, ~5 Hz) of OBD‑II driver‑demand torque (PID 0x61) against TQ_ACT, TAC_PCT and gear in 1st and 2nd would show demand exceeding delivered torque by exactly the axle‑limit margin, with the gap closing as output‑shaft acceleration falls. And a single run with the table raised to the GT value — on Roush's say‑so — should recover the 0.3 s in the 60 ft.

Full datalog analysis

The complete evidence, for anyone who wants to check the work

Everything below is the original investigation, kept intact.

Read this before trusting any timestamp each PID is really sampled once per second
Read this before trusting any timestamp

Every PID in these logs is really sampled once per second

The CSV writes a row every 31–45 ms, but the logger polls its PID list round-robin (23–36 PIDs × ~31 ms ≈ 0.75–1.2 s per PID) and then linearly interpolates between real samples. In the raw rows of the 21:33:11 launch, RPM climbs by exactly +44 per row for 1.0 s, then exactly +80 per row for 1.0 s, then −3; ETC_ACT steps through slopes of +0.18, +0.40, +1.11, −0.06, +0.59 per row in ~1.05 s segments; MAF and EQ_RAT jump once a second (46.8 → 97.3 → 211.1 → 274.4 g/s). Every smooth ramp in these files is interpolation.

What that means for the questions asked of the data:

  • "TAC 23 % at t₀" or "3.9 s to full TAC" carry about ±0.5 s of uncertainty, and different PIDs are sampled at different instants inside each second.
  • Sub-second lead/lag between PIDs cannot be established. Sequences are only resolvable at the ~1 s scale — enough for a 3–5 s phenomenon, not enough to say what moved first inside a shift.
  • Interpolation hides shifts: the 21:41:12 RPM trace looks "flat at 5050" from 1.07–2.13 s; that is two samples bracketing the 1‑2 shift.
Log fewer PIDs for timing work

A six-PID set — APP, TAC_PCT, ETC_ACT, RPM, VSS_HR plus driver-demand torque — polls at ≈ 5 Hz each. Add TQ_ACT, TQ_CNTRL, GEAR_CMD in a second session. A 20–50 Hz logger is better still.

Housekeeping

17:34:12.csv is byte-identical to 17:34:01.csv and was excluded. The six Sep 16 logs before 10:53 contain no WOT event (APP max 8–54 %). Street vs strip was inferred from the launch type — the 0‑mph launches are assumed to be the strip.

The sequence, pull by pull launches · kickdowns · 2nd · the 2→3 shift
What actually happens

The sequence, at the resolution the data allows

Static mapping used only for sanity checks: ETC_ACT ≈ 0.85 × TAC_PCT (100 % ↔ 85.1°, 25–30 % ↔ 21°, 5–10 % ↔ 6°). The two were never compared numerically during transients.

  • Launch in 1st21:33 · 21:41 · 22:09

    The throttle is already at its restricted value on the first sample after pedal application: ETC 16–20°, TAC 17–23 %, at ~2400 rpm, MAP ≈ 100 kPa, mixture still at stoich, knock retard 0.0. There is no "reduction event" to find a precursor for — the restricted command is the PCM's answer to 100 % pedal in 1st. It then rises almost linearly with RPM: 16–18° at 2000–2500 → 23–25° at 4000 → 29–30° at 5000 → 33–39° at 6000 rpm, reproduced within ±2° across three launches. MAP is held at 100–137 kPa; TQ_ACT tops at ~50 % of reference.

  • Rolling kickdown11:48 · 09:04 · 10:42 · 17:34

    From 14–20 mph in 2nd/3rd the throttle does open fully at pedal application (real samples of 82–85° at t ≈ 0) while RPM is 2000–2500 and torque is low. Within ~1 s it is trimmed as the transmission kicks down and RPM climbs: to 51–55° when the target gear is 2nd (82→51°, 70→55°, 85→51°), or to 34° when the target gear is 1st (17:34:01: 85→34°, with TQ_CNTRL = Transmission Shift from 0.5–1.7 s and RPM 2000→6100). That 34° at 6100 rpm in 1st is the same value the launches show.

  • Through 2ndall 10 pulls

    Throttle rises with RPM to 67–71° at 6000–7000 rpm in every pull. MAP 165–185 kPa, TQ_ACT ~60–67 %. Where the pedal is floored at low RPM in 2nd, the blade is allowed to 83–85° first and is trimmed back as torque reaches the ceiling (09:09:20 and 17:32:44).

  • 2 → 3 shift9 of 9 pulls that got there

    The throttle ramps from ~68° to 85° over ~0.8–1.0 s across or just after the shift. Sustained ≥ 84° is reached in 3rd gear every time, at 59–68 mph and 5900–6600 rpm, but anywhere from 2.1 to 5.2 s after WOT. TAC reaches 100 % at 54–63 mph in all four TAC-equipped logs.

  • 4th and up

    Unrestricted: 85.1°, MAP 185–198 kPa (12–14 psi over the 101 kPa baro). The only later throttle movement is the driver lifting or the 7000+ rpm limiter/3‑4 shift region.

The throttle body is doing what it is told

Sustained TAC = 100 % ↔ ETC = 85.1° with zero exceptions. Best-fit lags between the two are +0.2 / +0.4 / +0.4 / −0.4 s — inside the sampling skew. The one place ETC appears to exceed its command (17:32:44, 85° while TAC reads 72 %) is TAC's two bracketing samples straddling a brief opening. ETC_REASON_LAST / _2nd report only "KAM Reset or Counter Reset" — no ETC fault history. This is a PCM command, not an actuator problem.

Sep 21 controlled tests held 3rd · held 2nd
Sep 21 · controlled test

Held in 3rd, the throttle opens fully at 23 mph — the speed hypothesis is dead

Two manual-mode pulls were run to separate gear from speed and RPM, exactly as the first report asked. Same 31-PID set, so the same ~1 s per-PID sampling applies.

10:09:59 — 3rd gear held, WOT from 23 mph

Rolling in 2nd at 16 mph, paddle to 3rd with the pedal going down. First sample after 100 % pedal: ETC 84.7° at 23.2 mph / 2255 rpm, and the blade stays at 84.7–85.1° for the entire pull to 81 mph / 6200 rpm. TAC reads 100 % from 0.9 s (33 mph, 3272 rpm). TQ_CNTRL = None once the 2→3 shift cleared at 0.5 s. At the same 23–40 mph, automatic-mode pulls in 1st gave 33–34° and in 2nd gave 51–64°.

Boost still builds with RPM under full throttle — MAP 128 kPa at 2255 rpm → 178 kPa at 6100 rpm — so peak power is not available at low RPM in any gear; that is blower/bypass behaviour, not a throttle restriction.

10:13:29 — 2nd gear held, WOT from 18 mph

Rolling in 2nd at 12 mph. After 100 % pedal the blade sits at 58–64° from 3300 to 5300 rpm (18–40 mph, TAC ≈ 65–70 %) — the same 2nd-gear band the automatic-mode pulls showed at 4000–5000 rpm — then rises to 76° at 51 mph / ~5600 rpm and reaches 84° only as the transmission upshifts to 3rd at redline (~2.4–3.0 s). Converter slip went to zero at 2.25 s; the throttle rise had already begun by 1.5 s with 150 rpm of slip.

At the same road speed1st gear2nd gear3rd gear (held)
23–29 mph33–34°51–64°84.7°
30–40 mph33–44°55–60°85.0°
45–55 mph—64–76°85.1°

Speed-indexed torque shaping (candidate 3) would have restricted 3rd gear at 23–40 mph the way it restricts 1st and 2nd. It did not. The limit is indexed by gear.

Candidate explanations, ranked 14 candidates, evidence for and against
Candidate explanations

Ranked by what the data supports

#CandidateEvidence forEvidence againstConfidence
1Gear-indexed engine-torque ceiling — torque truncation / driveline protection in the PCM calibration, and/or a TCM-broadcast input-torque limit per gearHeld-3rd test: 85° from 23 mph / 2255 rpm; held-2nd test: 58–64° over the same speeds. Gear has zero spread across automatic-mode pulls; same-speed and same-RPM cross-checks both point to gear; in-gear ceilings repeat within ±2° across street and strip; TQ_CNTRL reads "None Requested" throughout (a static limit is arbitrated silently, unlike a shift or TCS request); TQ_ACT plateaus ≈ 50 % (1st) / ≈ 67 % (2nd) / 71–72 % (3rd+)Not a per-gear table literally — it is an axle-torque cap indexed by output-shaft acceleration, which produces the gear steps through the gear ratiosConfirmed gear-indexed (Sep 21 held-3rd test); source identified: Transmission Axle Torque Limit, Ford stock DH value 5,240–7,795 lb·ft, live in FSMZM80
2Shift torque reductionConfirmed as the transient cause of the 82→51° and 85→34° drops during kickdowns (TQ_CNTRL = Transmission Shift)Ends within ~1 s; the sustained restriction continues 2–4 s after TQ_CNTRL returns to NoneHigh as contributor, not root cause
3Speed-indexed torque shaping / driver-demand vs vehicle speedIn automatic mode full throttle always arrived at 54–68 mphHeld in 3rd, the throttle is fully open at 23 mph / 2255 rpm — the exact speed and RPM range where 1st and 2nd are restrictedRuled out · Sep 21 test
4Torque-converter managementTAC hit 100 % right as slip → 0 in 21:33 and 21:41TAC hit 100 % before lockup in 17:34:01 (slip 306 rpm); ETC reached 85° with 300 rpm slip in 17:32:44Low
5Traction / stability intervention810 hp can spin at 50 mphNever appears in TQ_CNTRL (which does report Tip‑In, Idle, Shift states); ramps are smooth, monotonic and repeatable to ±2° — not slip-controller behaviour; identical on 40–60 mph street rolls; driveline-ratio check shows no sustained wheelspinLow · ABS PIDs needed to close
6RPM-dependent limit alone—Same RPM, different gear → different throttleRuled out as sole index
7Time-based ramp—2.1–5.2 s spread; a kickdown into 1st snaps to the gear value instantly; ramp rates vary 15–50 %/sRuled out
8Fuel-pressure limitation—Low side never below 426 kPa; worst deficits (−74 kPa, −45 kPa) occur while the throttle is opening or already full; high side within −7 % worst case, and early "deficits" are the desired PID sampled mid-rampRuled out
9Lean-condition protection—EQ channels are AFR-scaled (idle 14.3–14.9, DFSO 29.28); WOT measured 10.4–11.2 vs commanded 9.7–10.3 — rich, never lean; the 1st-gear restriction precedes the brief stoich-to-rich transition window and the 2nd-gear ceiling persists after the mixture is at 10.5–11Ruled out
10Knock intervention—Maximum positive KNOCK_SPK_RET in any WOT window = 0.0°Ruled out
11Temperature protection—Same behaviour at IAT2 51 °C and 67 °C; ECT 83–94, TFT 64–90Ruled out
12ETC feedback / actuator fault—Tight static mapping, sustained 100 % ↔ 85.1° every time, no ETC fault reasonsRuled out
13Drive-mode dependenceDrive modes not loggedBehaviour identical across all nine sessionsUndetermined
14Roush OS/cal specifically vs stock Ford tablesRoush authored this calThe binding table is Ford's, unchanged from stock on the DH; Roush's GT calibration disables the same table (36,878 lb·ft)No · Ford table left at stock; the open question is whether Roush left it deliberately

Also observed: a TAC dip 100→74 % at 7000–7188 rpm in 17:34:01 (now attributed to the driver-demand roll-off above 6,000 rpm — see Calibration) and a commanded-lean spike (EQ cmd 15.9) during the 3‑4 shift in 09:04:50 — both normal shift/limiter handling.

Every significant pull 12 pulls, 15 columns
Every significant pull

Comparison table

Times ±0.5 s. "Gear" is the gear actually engaged (from RPM/mph), with GEAR_CMD in parentheses where it lagged. Drive mode was not logged. Boost = MAP − BARO. Fuel deviation = worst low-side (kPa) / high-side (%) shortfall vs desired during the pull; asterisked values occurred while the throttle was opening or already full.

LogTypeAPPInit TACInit ETCMin ETC <2.5 sTAC 100 % · t / mphETC ≥ 84° · t / mph / rpmGear @ fullBoostMAF maxFuel dev lo / hiKnockTQ_CNTRLReclosure
09‑16 10:53roll 37 mph, 2nd99.5–50°50°–2.1 s / 58.5 / 6158 (lifted)312.5 psi269 g/s– / −1 %0n/anone before lift
09‑16 11:48roll 16 mph, 3rd100–82°50.8°–3.9 s / 66.9 / 6491312.4309– / −3 %0n/a82→51° @0.8 s (3→2 kickdown)
09‑17 09:04roll 20 mph, 2nd100–70°54.7°–3.1 s / 62.2 / 6091313.6320– / −1 %0n/a70→55° @0.8 s
09‑17 09:091st gear, 14 mph100–17°17°–4.1 s / 64.7 / 6260313.3295– / −0.3 %0n/a83→66° @2.5 s in 2nd, no shift
09‑17 10:42roll 14 mph, 3rd100–85°50.7°–3.6 s / 60.9 / 59163 (cmd 2)13.4304−10 kPa / −7 %0n/a85→51° @1.2 s (3→2 kickdown)
09‑18 22:09launch, 0 mph100–18°18°–4.0 s / 60.0 / 60623 (cmd 2)14.1307−74 kPa* / −5 %0n/anone
09‑19 17:32roll 19 mph, pedal ramped10054 %41°41°~3.1 s / 61 (lifting)1.2 s / 36.5 (brief)2 then 311.7245+40 kPa / −4 %0Shift (pre‑t₀), None85→71° @2.5 s in 2nd
09‑19 17:34roll 14 mph, 3rd10018 %83°34.3°3.2 s / 53.83.6 s / 59.5 / 61302→3 (cmd 2)13.0291−31 kPa / −4 %0Shift 0.5–1.7 s, then None85→34° @1.2 s (3→1 kickdown)
09‑20 21:33launch, 0 mph10018 %16°16°4.8 s / 63.05.2 s / 67.5 / 6572312.3315−45 kPa* / −7 %*0None throughoutnone
09‑20 21:41launch, 0 mph10023 %19°19°3.8 s / 56.04.3 s / 60.8 / 6017312.9283−28 kPa / −5 %0None; Shift 4.7–5.7 s (3‑4)none
09‑21 10:09manual, 3rd held, 23 mph10052 % (ETC already 84.7°)84.7°84.7°0.9 s / 32.90.0 s / 23.2 / 2255311.3284−26 kPa / −6 %0Shift to 0.5 s, then Nonenone
09‑21 10:13manual, 2nd held, 18 mph10031 %64°58.3°3.9 s / 68 (lifting)3.0 s / 58.8 / 5786 (2→3)2→3 at redline12.0264−4 kPa / −3 %0Tip‑In (pre‑t₀), None64→58° hold 0–1.5 s in 2nd