Romulus

No RAW data. Only confirmation from having gone from a trans slipping on the 3-4 shift to a rebuilt trans with harsh initial gearshifts. The 'reset' does not do a full reset or memory clear from our observations. Have seen this with other rebuilt transmissions as well. There is a run in procedure that needs to be followed to allow the trans to relearn.

If you've had a trans rebuilt (like I have), then I would heed the advice given and that is to do as much stop start driving as possible at low speeds (below 100km/h) and avoid as much WOT and kickdown for at least 500kms. I've done 2000k since my trans rebuild with Monsta Torque. I'm using the HAEK4PE trans calibration as in my opinion this is the best ZF calibration out of the FG's for the I6T. I've played with HAER1UB but I've noticed too much banging during upshifts at WOT. It's just not as well behaved as the FG F6 trans calibration.

I've discussed this with another tuner and we're of the opinion this 'reset adaptive' does not reset the learned wear rate of the gearbox.

Correct. That's the radio box you can tick/untick. This function does not reset the clutch wear parameters in the trans.

Update. The PCMTec will data log the transmission shift patterns. There are several PID's you can select, I believe H8405 will data log the actual shift pattern the transmission is operating in. The TCM uses many patterns during driving, depending on normal or sports mode, partial or full throttle, sports mode or other driving characteristics. I noted around a dozen different shift patterns logged during a recent logging session. It's been very useful having this data logging capability to enable the correct patterns to be adjusted as required.

Look at the Shift Map/Converter Lock schedule. There are 5 schedules, that will tell you where to adjust.

With all due respect, HAER1UB is a junk tune. Any tuner who's had a good look at this calibration will see it for the crap it is. The ZF transmission calibration looks like it's been slapped together with the limited funding Ford had for development. Stick with HAEK4PE if your car is an auto, it's a much better calibration.

There should be no error after the trans tune, sounds like someone is having a lend. Did you say you had a tune or a trans rebuild? Typically, a rebuilt trans that's been slipping will require up to 1500kms of gentle driving to reset the adaptive learning. A reflash does not reset the adaptive learning, contrary to what the software might indicate.

Which PID datalogs the current shift map?

How can shift map be logged?

While this works for the Turbo models, the shift burble isn't activated in the NA calibration (Territory). auF12216, auF10971, auF1338, auF10020, auF11419, auF11779, auF10533, auF11392, auF11857, auF11992 These are the parameters changed from stock to enable torque truncation and fuel cut during gearshift for my NA Territory calibration. I believe you cant just apply a turbo calibration to a NA calibration as the PCM hardware is different. The NA PCM does not have an allowance for the wastegate solenoid. I'm running an Eboost Street to control boost. I cant utilise the boost by gear and WG tables, that's a limitation using the NA PCM.

Problem fixed. Ive reverted back to the stock HAEM1AF calibration and from there applied changes necessary for the engine and transmission. Copying the engine and transmission development parameters caused issues with the calibration. The Territory is now behaving like a stock Territory, albeit with a turbo engine. The gearshift burble from the FG turbo is functioning as well. I've found the parameter which enables this feature.

To recap, I've essentially had to reduce the airflow in drive at 1000rpm to 0.5, 1150rpm to 0.25 and 1300rpm to 0.15 to get the engine to decelerate. Given the different compression ratio of the pistons over the stock comp there's a bit of tweeking of the tune to be carried out. I've been able to get the fuel cut during gearshift to work so the engine now 'farts' between gearshifts. So far, the stock NA trans behind the heavy Territory is holding up well with 20psi boost from a Gen 1 GTX3582R, the engine must be making around 400-420rwkw with the current accessories.

The car is a 2013 TS SZ Territory petrol RWD with a built FG engine. Stock cams but the compression ratio is 9.0:1. Will try the various changes you've suggested. Running a turbo calibration in a NA car doesn't work unfortunately, been there, done that. I have to modify the stock calibration with as much of the turbo cal as possible. I'm 99% there, the engine 'farts' during gearshifts, just need to work on the engine run on at low speed with zero throttle.

I don't think it's an air leak. The PCV checked ok. I've also data logged idle and tps, spark at idle is 10-11 degrees. Throttle angle is 4 degrees at idle, tq source driver demand.

Just trying to figure out how to stop the engine from running on during decelerations at low speed with the throttle closed. EG, with the throttle closed the car still 'drives' itself, like the throttle is not completely stuck. I can get DFCO to work above speeds of 85km/h at closed throttle and will keep the injectors shut off to around 45km/h. When the injectors cut back in the vehicle will maintain a constant speed on a level road. When the gear selector is put to neutral the engine rpm sits around 1800rpm until I slow to around 3km/h, then it drops down to idle. Car is a SZ Territory with a FG turbo engine. I'm running mostly the FG F6 MKII calibration (HAEK4PE) but have also tried HAEK2ME and the XR6 Sprint idle and dashpot settings. Any suggestions?

Can you data log current shift map?

Is there a way for the x/y axis to be copied across from one calibration to another e.g. copying a F6 shift/lock table to a XR6T?

Trade secret huh? Can you label each shift pattern in the next software update with what you know what pattern is what event. Thanks!

If it's running boost, was turbo logic enabled? AY3A calibration, for example, has auF0049 disabled, and that is a turbo calibration.

auF0261 & auF0262, make sure torque truncation is set to 0. auF1170 must be set higher than maximum stall speed.

It must be stated the physical differences between the NA and I6T/V8 transmissions as well. The NA BTR won't last long behind anything with decent power and torque. You need a built I6T or V8 trans to last. The BA GT auto calibration is better suited to a forced induction setup than the turbo calibration. There is significant different in programming FPV did for the BTR compared to Fords programming of the BTR for the I6T.

Perfect, and explains why AFR's plummet to low 10's at WOT after a while. These couple of parameters hadn't been adjusted.

Have you changed auF2259, Torque limits for individual gears? Also, you need to set transmission torque truncation to 0 in both spark and torque ratio tables. BTW, how much boost are you running?

Here goes; Column 0 - Throttle % Column 1; 1-2 shift Column 2; 2-3 shift Column 3; 3-4 shift Column 4; 4-3 shift Column 5; 3-2 shift Column 6; 2-1 shift Column 7; TCC unlock 3rd Column 8; TCC lock 3rd Column 9; TCC unlock 4th Column 10; TCC lock 4th Shift Schedule Towing is Performance Mode. The values are a multiplication of gear ratio, not engine RPM. 3rd gear is 1:1 which matches engine RPM. Allow several hundred RPM for shift event to occur, especially in lower gears or an engine which revs quick.