Sam
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Posts posted by Sam
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Probably not going to be of much help to you, but I believe that the s/c 5.0 models have an extra clutch or 2 in them so in theory you can lean on them a little harder. I don't know if the ZF in FGX/ Sprints are the same as the ZF in the FG MK I/II in both the XR6T/F6. So I know there is slightly different hardware in the s/c 5.0 models when compared to the XR6T.
Depending on what you actually want out of the gearbox will determine on where you should be looking at. Shift patterns will obviously determine when the box will shift up and down. Going through all the shift patterns and determining which pattern is which is a big job, so if the F6/sprint calibration shift patterns are different it may be easier to look at going down that path. There is an excel spreadsheet floating around for zf shift patterns which may make the process a little easier
However when you start changing things like line pressures, shift pressures, slip time etc you can start to damage the box. Increasing the pressures will make the gearbox shift "harder" but also wear out components like clutches if taken too far. Decreasing slip time will make gearbox change gears quick which can again wear out certain components quickly if taken too far.
If I were you the main things I would be looking at is Shift patterns, Shift pressures and slip times.
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@Puffwagon your on the money with adaptive learning. From what I have been told and what I'll be looking into, is that say for "drive" there will be numerous shift tables because of the adaptive learning of zf. For example there might be 7 tables for drive, another 7 tables for performance, 1 table for manual, 3 tables for a limp mode etc and that's how we end up with the 40 odd or how ever many tables we do have.
The limp mode patterns should be easy to spot as they normally stop you from shifting into 1st and/or 2nd, or wont allow you to shift into higher gears which should be fairly obvious in the tables if you can read them. Performance mode generally holds onto gears a little longer than what drive will so that could help in determining a performance shift pattern over a drive one.
Any updates on when the logger will be completed and available Rolls?
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That’s completely understandable Roland, thanks for asking the question.
@Puffwagon is it something that can be datalogged, too be honest It’s one of the things I wouldn’t expect we could data log so I’ve never looked to see if we could. Also I’ve seen the spreadsheet before and am familiar with it and the thread.
My 2 main things is why are there so many shift tables tables and what table is what. I’ve since gotten in contact with someone and they have shed some light on the situation. Just have to go through and make sense of it all now.
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Hey just chasing some information about the 40 odd shift patterns that are there for the ZF transmission. Is anyone able to confirm which shift patterns are which/ have a description for what each pattern is?
There will be a pattern for "drive mode", "sports mode" and "manual mode"(which doesn't really matter as It'll change gear based on the input from the shifter?). I know the ZF has a strategy to help get the gearbox up to operating temp, as well as a strategy to help cool it down when its gets hot (don't know if these are just strategies or if they have a shift pattern). Which still leaves a few patterns there which I'm not 100% sure on what they actually do/ when they are used.
Roland/ Darryl I figure you guys have gotten into the background of the PCM and might be able to give us a bit more information regarding this. If yous could help out then I'm sure there are a few people here that would appreciate it.
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Desired boost table is not used in open loop boost control, it's only used in closed loop boost control.
Is there a reason why you are wanting to use open loop boost control over closed loop?
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How many rpm does it drop from 2nd to 3rd and then what sort of rpm does it drop from 3rd to 4th? Are you able to data log the car so we can accurately see what sort of rpm it's dropping?
Has the zf been tuned?
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Under "ZF Shift/Lockup Schedule" you will have all your shift pattern tables (there is a few of them), in these tables the figures are OSS (output shaft speed) and with some other information you should be able to figure out roughly what engine rpm it'll shift at for a certain OSS.
However I don't think dropping revs between gear changes has much to do with these tables.
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Not 100% sure sorry
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So the tables that needs to be adjusted to allow the throttle to open up to 80 degrees are auF0083 -Throttle Angle (Pedal Position) & auF0084- throttle Angle B(Pedal Position).
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I've never done it myself but I would assume you would have to remove some timing to compensate for the added air and the amount will differ from car to car. Not 100% sure with the TPS side of it but when I have a chance to get on the laptop I'll have a look at what parameters I think it would be. I think its something like max voltage for TPS and something else.
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After some light reading I believe that the GS max throttle angle is limited to 50 degrees and the GT is limited to 60 degrees?? (someone may be able to confirm and correct me on those figures) This can be increased to 80 degrees, however caution needs to be taken when doing this as some other parameters may need to be altered, ie spark etc. TPS calibration may also need to be played with to ensure it stays within it's limits.
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From what I'm lead to believe the throttle in an FPV GS is limited by the tune to how far it can actually open. Been a while since I've actually looked into it, but from memory it's limited to roughly 70% where as the GT was around 80%. They are the two figures that jump out at me when I'm trying to think back to what I found.
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So if the Torque Module Switch is disabled does that mean there is no torque control at all and making those two tables I mentioned before irrelevant (fuel and spark torque ratio)?
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Is anyone able to shed some light on what the Torque Module Switch is and what is effected when it is disabled or enabled?
Also under the spark and fuel torque ratio tables most of the torque sources are self explanatory, however just need a little bit of clarification on what driver demand and transmission truncation are?
HOWTO: ZF Transmission maps
in Falcon HOWTO Guides
Posted
@will15 you can make a ZF shift quicker and firmer without having to actually increase line pressures. Like Roland said playing with line pressures can quickly damage boxes.