Mick

I have a spare DLP unit, if someone is after purchasing one, still in it's sealed bag.

sorry to hear that

Looking forward to your results

Appears to have had no change at all to the way the car drives

I have a FG MK2 that does not reset the adaptive numbers at all

If using this method (ZF03182), should I expect the learned adaptive numbers to zero out?

I will need to look when my laptop is on, but I think there were a couple of different slip ones, so I tried logging all of them and then looked to see which was working

thank you

do you know how they are populated?

Those numbers do not alter at different input shaft speeds so I'm not sure whether they are an average shift adaption or pressure adaption to the clutch pack to stop slip when not shifting.

How did you identify which clutch is which? did you just assume the order it was in was the alphabetical order?

Thanks, I too have seen this shift pattern 71 come up, so that's handy to know

Thank you very much, I’ve had a bit of a look but have yet found it

Most of us are aware that the closed loop fueling will oscillate/cycle around stoic to keep the cat lit up, but is anyone aware of where this actually is in the tune? Or a scaler that controls how far it can swing?

I have just tested and have found the following L appears to be the minimum clutch lock up speed for the gear being used M is when the lock up clutch applies state 1 assuming L speed has been met H is when the lock up clutch changes to state 2 assuming the other 2 have been met Thanks for the info, now to test and confirm the different states

Yep, been logging the TPS relating to ZF shifts, will try your method a bit later thanks

I was thinking that the numbers related to the load being placed at the time and thought that throttle opening may be what it was referring to i,e. L =0=33% throttle, M = 34-66% throttle and H = 67=100% throttle As a test yesterday, I made all TCC shift schedules the same so there was no interpolation or jumping between different schedules affecting the test. I unlocked the TCC in 3rd gear so when it went into 4th it was in the unlocked state. I then made the L column for 4th gear an oss so the TCC would not apply. I then made the M and the H columns a number that should apply the clutch. I ensured the unlock tables were adjusted so as not to affect this test. I drove in manual mode, had TCC lock up in 2nd and then release in 3rd as I had it set, shifted into 4th at light throttle and no lock up as expected, but then accelerated harder while above the oss I had the tables set to. I expected the tcc to lock up at a certain throttle position as it moved into the M range. It did not lock at all, even at full throttle it did not lock. so back to the drawing board

Thanks mate, I'll have a read

I've had a look and can't find it, well not yet anyway

Has anyone actually worked out which map is used at what point and when/if they do change between L,M or H for a given gear? I've just spent a bit of time logging and testing and are no further wiser

the pressure has to be coming from somewhere in the tune, I have not found it yet either

There is also the convertor surge when cold, I have seen people post that it is intended that way to help warm up the trans oil, but it can be seen that the convertor is not being switched on and off, it appears that there is a little bit of TCC slip which disappears with trans temp, so maybe there is a temperature offset table that I have not seen yet

When logging the TCC, I found when it is locked that there is three different state numbers it gives, 0 is unlocked, then when applied it is either state 1 or 2, I have noticed this convertor flare on tip in when in state 2 but the flare occurred and it changed to state 1 and the convertor caught up.

hjtrbo thank you for your indepth analysis of your findings

that will explain it, Thanks guys