hjtrbo

Is there support for user renaming of channels and choice of common units? E.g wnd_gwk -> TCC Slip p_wk -> TCC kPa SKL_HDK_SK -> ZF TPS etc etc. And perhaps custom math channels and filters? Thanks.

Had something similar happen recently. Had no warning. Albeit significantly less pressure than what you had in your built setup. Then heeded the advice given above by Roland. I adjusted the over boost settings that were disabled by the previous tuner. Not sure why he needed to have this stuff disabled. He also had the boost error cam adder still in play, Muppet... I digress, sorry. Anyway, for my open loop setup, I set the desired boost to 4psi below nominal and ran a test and re enabled the P1227 fault logic. Worked perfect. The stock TM is quite aggressive so you know immediately something is wrong. Works a treat. Afterwards set the table at +2psi above logged nominal winter boost pressure. Hasn't kicked in yet to annoy me, everything is running good.

Finally worked out what the lockup columns mean. Couple of assumptions. Steady state driving, and unlock values are lower than the values in the lock area. Case 1, unlocked, accelerating If already unlocked, the M lock column is the actual OSS speed that the converter will start to apply. Under light load it will reduce slip to 0 not long after. Under heavy load it will modulate pressure to have the TCC gradually locked up by the time the OSS gets to the value in the H column. Quite smart to look ahead like it does. Case 2, locked in 2nd, accelerating, shift to 3rd The value in the L column interacts with the previous gear. For example if the 2-3 shift is carried out at 1000 OSS and we are in second gear locked up and the value in the 3L column is 1200, the TCC will unlock after the shift to 3rd then re-lock when the 3M OSS value is hit. If the 3L column is 800 the TCC will remain locked throughout the shift. Leaning towards the conclusion that we need to have the L column matching or lower than the respective shift OSS. A bit tricky with all the shift tables. But something to keep in mind if modifying shift points, the L column in the TCC schedule may need to be adjusted as well. If this is set wrong it can cause the impression of a shift flare. The improper TCC settings will show on the log as; TCC locked, shift & partial or full unlock, immediately lock. I'm thinking out the loud, the trick with the TCC settings is getting the converter to flash up to help build boost, then when the boost is coming up, get the TCC to start its lock progression ultimately ending with it fully locked before peak torque to help make it live a little longer. This will take a combination of the lock and unlock settings to not upset the cruising areas of the TCC table so it can remain locked up for economy.

Here is what I use to go from PCMTEC to the dark side. It will need tweaking to suit your own needs. I'm still learning the Barra's so my list of PID's will likely not cover what a proper tuner (or tuna, or tooner) would have. If you are good with Excel you will be able to adapt it to your own needs. She's bare bones so please don't critique. PCMTec Export to VCM Scanner.xlsm

Its getting up there. Reporting about 4 degrees error in that area on the exhaust cam. Opinions I've read say anything 3 and under is ok. Haven't got an oil pressure transducer on the engine unfortunately, I'll add it to the list. Oil temp is a steady 93°C. Running a 10W-60 probably doesn't help. Error aside, for the back yarder, its 'roughly' tracking commanded. Wishing the weather would improve as I'm itching for a run to muck around with it.

Hey all, making some progress tidying up this tune. Got the boost curve nice and straight(ish) now , the 98 idle is way better and everything else seems happy. Question though for someone willing to give up some info, please look at my screenshot where I have circled and drawn a flat yellow line. Notice a reduction in my rate of acceleration. It also coincides with a dip in the cam overlap. This area of both cam tables is bone stock. Would you normally adjust the overlap to get a straight line through that area like I have drawn? Obvious answer is test but I've only got the road dyno and the weather is atrocious here at the moment so wont get to test for a few days. Comments much appreciated.

Found some tables that would help with a triple disc. There is still a few out there that would also be needed, but a starting point if you're drawing blanks. Still chasing my illusive apply pressure gain... Take outs from today ZF02504 - Minimum release of TCC. Adjusted it so I'm locked all the way down to idle in 2nd gear and remains locked when taking off again. ZF01098 - Increases the rate of the initial apply pressure ramp ZF00846 & ZF02627 - Prefilling. Setting high causes instant lock, then backs off to adapt routine. Use with caution and sneak up on the values. ZF00868 -> ZF00873 - Didn't test yet but look to be the constant slip rates for each gear. Setting this table a bit tighter might help with my TCC tip in complaint... ZF TCC Testing.docx

Tried ZF01001 Valve function for TCC pressure again. A little perplexed as why changing this won't work. When I lower the numbers in that table I'm expecting to see a higher mA current on the scanner for eds6 during the slip phase, but so far I'm drawing blanks. Have tried adapt reset selected and deselected. Tried long term learning 1 and 0. Thinking I might need to reset the KAM to get it to take but not sure how to do that... Anyone? In other news, whilst I've been looking for a pressure type map for the TCC like I see in GM applications, I found a patent DE19744697A1 that may explain how the TCC pressure is applied in the ZF. Based on the patent I'm looking for a timer and a pressure gradient or change amount. I have a few scalars lined up to test this weekend. Will post back results (if any). Put simply the flow chart is a current ramp where the current is ramped up for each time time slice until the slip of the converter is at a pre-determined amount. If many cycles of the flow chart are ran and the slip remains greater than the set point then the TCC is considered faulty.

Page 31 and onwards of the attached 'bible' Your e is just out of range. Not used in 1st and 2nd so not your complaint. And also some other resources that you might find helpful to read when things at work get a bit slow... https://www.bimmerfest.com/threads/zf-transmissions-full-workbook.907228/ https://www.bimmerfest.com/threads/zf-transmission-adaptation-values-tracking-comparison.961306/ https://www.audiworld.com/forums/a6-s6-c6-platform-discussion-58/interpreting-tiptronic-adaptation-values-what-your-gearbox-telling-you-2973888/page5/ https://www.youtube.com/watch?v=20Wz03GFa5k https://www.youtube.com/watch?v=QEz1caz0loM ZF_Workbook-transmission-6-8HP.pdf

Cool, next step is to work out if they're in range or not. Forum search time. Won't hurt to throw up a log. Could even by the converter you know... Make sure you've got turbine speed and engine speed.

I reckon these are the ones. I'd be interested to see what yours are?

Cheers, I'll throw in some 0's to the high load and test later today. Will report back with findings to help others out.

Probably a bit out of line replying as I'm still learning so take none of this with any salt at all. Still yet to peak through all of the ZF DMR's in the logger but if you could find these... From w From what I've (lightly) researched these figures are supposedly a quick way to check the over all health of the box. As I believe any bullshit that is out there, if they are significantly elevated they indicate wear / leaks etc in each of the valve circuits. I've heard numbers thrown around that something under +/-700mBar is ok but I've yet to look into it more so this is all hearsay. The UK forums are good for this sort of info if you are bored and want to dig some more. In lieu of you fixing it or someone else getting involved, I guess in your case to rule out your ZF tune, you could take everything ZF back to stock temporarily, reset the adapts using ZF03182 (search for how to do it) and drive for a few hundred k's gently and see how it goes. Also check DTC's with Forscan.

Even the last column in each gear? Thought we left that alone to avoid high load lock up. Currently doing this. It's the roll into the throttle that I'm having trouble with. Need more offset pressure like a can do with GM. Another example from today. If you look at the marker, I'm already locked but it breaks loose on throttle tip in.

Tried all sorts of shit today. Everything is the same. Only thing left that I can think of is to lie to the transmission about how much torque the engine is making but I'm a bit reserved on doing that as I'm thinking that'll muck up heaps of stuff that will need to be recalibrated. These were the tables I hit today. Put everything from conservative numbers to wild numbers. Every single log was identical. ZF02643 Minimum line pressure requested by TCC2 ZF01033 Correction factor of converter amplification ZF02004 Converter amplification ZF01001 Valve function for TCC pressure ZF00526 TCC input torque offset

Hi all, In the GM world I can set a minimum allowable TCC pressure and also modify the boost ramp based on load. Searching through the many thousands of parameters now to see what might look promising but just wondering on the off chance someone might have been down this road before and would care to share the table(s) name(s). FG Mk1 XR6T What I am trying to do is on tip in have the converter already sufficiently locked that it does not break free momentarily until the boost ramp catches it. Please see screen shot where you can see the converter momentarily slip. Normally I wouldn't worry about this, but it just happens to coincide with a shitty drone spot in my crap Chinese exhaust so it does my head in. Ta

Old thread revival warning. Just wanted to post my results if anyone new was considering it. Copied over all Mk2 FG F6 ZF settings except strategy name and calibration ID to a Mk1 xr6t ute. Went very well, much better cal for the lazier spooling F6 turbo that is on the ute already. And holds the TCC locked a bit better around 3rd gear than the old cal. Definitely a better base cal to start tuning than the standard mk1 xr6t that was in there. When using the calibration table in the software, I found it easier to pick a cal by copying the whole table to excel, then set up the filters for diff ratio, pcm part number and turbo logic. You'll only have a few to pick from once you've filtered the sheet.

For the people that detest tuner locks and the business they have to turn away because the customer is not willing to pay for a full retune it's a very positive outcome. At most the impact will be a shift of revenue from one shop to another. Most customers are very loyal to there tuner for the life of that vehicles ownership. It'll generally be when the car changes hands that the new owner will prefer the tuner that they're loyal to and seek an unlock. Odds are that tuner is also using pcmtec = more credits bought from you right? Been using HP for a while on GM vehicles and Link for standalones. Was happy to live with the tuner lock if I could of had remote support, but been left high and dry. Not willing to drive across the state of Victoria to get an idle tune fault sorted out when I have a PCMtec workshop tuner only 15 mins away that I am loyal to. So to get the salty taste out of my mouth I'll get this thing going. Already have Link ECU unlocks already under my belt.

Awesome, great to know. Thanks

Just wanted to get clarification when the tune creator reads back their own tuner locked file. If I was the tuner who tuner locked & flashed the PCM and for whatever reason I lost the original unlocked tuning file off my hard drive e.g. stolen and no back up, when I read the tune back from the PCM does the software recognise me as the tuner lock initiator and unlock the file for me?