Jefferson.C

As for IAT heat soaking I have found using a 4D table like this has helped cure lots of my personal RB engines for restarts with heat soaked IAT and fuel rail, where the engine would run very lean momentary until the heat soaking would cool off. I didn't like just increasing the values too much in the post start enrichment table at operating temps because I only get heat soaking after 10+ mins of being turned off. No need for rich restarts if I just have the car off for a short period of time. The post start decay time table at operating temps is a little longer, around 10 seconds. It worked for my applications but I'm sure it could have been finessed but gives you some ideas.

 

 

Those values I show above are the calibration values.  The error values are done separately on the analog input settings - Error Low and Error High.
Usually the error low/high would be 0.05 & 4.95

As for IAT heat soaking I have found using a 4D table like this has helped cure lots of my personal RB engines for restarts with heat soaked IAT and fuel rail, where the engine would run very lean momentary until the heat soaking would cool off. I didn't like just increasing the values too much in the post start enrichment table at operating temps because I only get heat soaking after 10+ mins of being turned off. No need for rich restarts if I just have the car off for a short period of time. The post start decay time table at operating temps is a little longer, around 10 seconds. It worked for my applications but I'm sure it could have been finessed but gives you some ideas.

 

 

As for IAT heat soaking I have found using a 4D table like this has helped cure lots of my personal RB engines for restarts with heat soaked IAT and fuel rail, where the engine would run very lean momentary until the heat soaking would cool off. I didn't like just increasing the values too much in the post start enrichment table at operating temps because I only get heat soaking after 10+ mins of being turned off. No need for rich restarts if I just have the car off for a short period of time. The post start decay time table at operating temps is a little longer, around 10 seconds. It worked for my applications but I'm sure it could have been finessed but gives you some ideas.

 

 

The RPM filtering only effects the RPM value that is displayed/logged and used in tables etc.  So for instance single cylinder motorcycles the RPM bounces around a lot and makes it difficult to hold the RPM in the center of a cell in the fuel table.  The RPM filtering helps with this - and will result in a more stable PW etc.  So if you just want smoother RPM traces in the logs this will do it.  I'm not sure if it has any affect of the ROC calculation, but it wont effect dwell. 
The trigger filtering changes the level of hardware filtering applied to the trigger signal input pins.  This is generally used to filter out small spikes of electrical noise.  Typically it is not going to change much unless you are getting trigger errors (i.e. the ecu is seeing an extra tooth due to a spike).  
Level 1 or 2 trigger filtering would be all you want on a 24T wheel and I doubt you will see any difference between them.  Level 3 will probably start to filter out actual teeth at high RPM so not useful.  Typically use as little as possible unless there are trigger errors.  

Im not sure if you are asking a question or making a statement?  Of course the fuel table and ignition tables (and all other tables) will need to be tuned to your specific engine before it will run well.
 
It sounds like you dont even have a good grasp of the basic fundamentals yet so Im reluctant to advise you touch it yet.  I would not attempt to tune a turbo car with this level of understanding.
I would suggest you start by doing something like the low cost EFI tuning fundamentals course here to get a better understanding of the theory behind it:  https://www.hpacademy.com/courses/efi-tuning/  If you try to tune without a good understanding of the basic theories then it will just end in disappointment.  

But you also need to hold the exhaust valves open on the deactivated cylinders otherwise you just have massive pumping losses.  So not only do you need the mechanisim to do this but you also need an engine like a hemi where there is enough piston to valve clearance for the piston to travel past TDC with the exhaust valves fully open.