hjtrbo

Never tried it personally and have no idea about BA / BF. Just spit balling... Have you tried: Setting spark torque ratio limit for engine speed limiting to 1, ETC Torque reduction RPM limit to 6200 and raising the ETC torque clip limit for engine speed limiting? Set it to 1000 as a test. Also for a burnout car I would consider disabling cat and exhaust temperature protection. Just send it till it locks up or pops a coolant hose.

Edit forget about it: Does the editor software have the ability to work with a Falcon PCM and a 6R80 in an application akin to the picture below? So 6R80 doesn't have a TCM like ZF. The PCM does it all and is directly wired to the solenoids etc. Hmmmm. What I had in my head won't work. The picture above still applies but relies on a 3rd party controller like the quick 6 to do the trans tune. The revised system would be like this.... Not tidy.

Another thing that is important. The overboost scalar, timer and DTC's. Don't be a dick and max it out like I've seen on some 'professional' tunes. Leave it on as it'll protect your motor in the case of a stuck wastegate. You know you've tripped the protection when you see the below response. I'm not logging pedal position but be assured that it is flat to the floor. You can see the ETC dropped down heaps then gradually continuing to close in as the rpm rises. Additionally the desired boost is dropping off and the wastegate is tending to command full open. It will keep doing this behaviour until you restart the car. Don't get frustrated by it, consider it a fuck up tax and a sign that your tune is not there yet. For interests sake the ETC will follow this table in the event overboost protection is tripped.

Definately interested to follow this one. There is alot of tuning info for the 6r80 in the U.S. forums and seems easier tune with what HP have made available. A can bus translater would be the go. Roland would know what is broadcast and tazzi from envoyous customs could develop a commercial marketable version of the translator box. Money and if the IP can be released are the road block for that option.

Want to bring this thread to a close. Probably the easiest way to sum it up is if you have a F6 turbo or GTX3582 on a XR6T and you're wanting to run closed loop boost control the best thing I ever did was yesterday I copied over the F6 settings for PI gains and clips, cam adders, overboost, and underboost. If you're still running the GT3576 then you'd leave all that alone. Don't disable the cam adders which some tuners will do with an open loop tune. They gave me the butt dyno feeling of more low down torque and the data showed I got into boost quicker. Set up base tune as per turbo (stock or F6 or use F6 for a pulsar copy as a base) Force open loop as per the guide on this forum and enable boost by gear Spend stupid amounts of time dialling in wastegate. It doesn't have to hit target exactly but you want the boost error to be consistent. Do hits from low rpm in all gears (TCC locked), then set up your desired boost table ramp ins to follow the actual open loop ramps. Adjust the x axis if required to get more resolution on the ramp. Then fill out rest of desired boost with what you want. If you get this right generally you'll avoid integrator wind up which can cause a minor overboost scenario (more prevalent in the lower gears due to ramp speed) or if you've gone the other way it will lag behind the target for a bit till it catches up. Enable closed loop and tweak wastegate and desired boost table to get the smoothest operation. Log P & I, desired boost, MAP, WGDC, underboost and overboost flags. This screen shot shows desired boost and underboost settings not right. The first part is the desired boost is set to ramp in to fast and the turbo can't physically do it. This is kinda ok so long as our underboost tables are set right. Its a balancing act. In the case below both desired boost and underboost are not optimal. As a result the integrator starts to wind up to early. When the boost target is finally reached we have this 'huge' integral adder term acting on top of the open loop WGDC settings that cause overshoot. It takes time to bleed the integrator adder away so the P cracks the shits and drops heaps out of the WGDC and then we get a little unstable. In the worst case, overboost kicks in and opens the wastegate fully and then we are in full catch up mode, graphs look like shit and we wonder why we don't just leave things in open loop and walk away. Here is the opposite. Desired boost set to ramp in to slow. You can see the wastegate spike to 0 during overboost which further slows down the boost ramp. From there the integrator winds down massively and it takes ages to undo it and get back to close to normal. And the money shot which includes a desired boost step change to check wastegate DC settings. Tight underboost settings cause the wastegate to kick closed a few times as we ramp up. Not a bad thing as we all love the boost ramping in hard. P and I having to do very little work is exactly what you want to see. This result is open loop WGDC, desired boost and underboost tables all working hand in hand. If you do it right it boost should ramp in just as hard as it can on open loop. The interesting part will be to see what happens when the weather changes. Current air charge correction was 1.06 so would like to see how the boost control goes when it is hits like 0.98 or something. Have to wait till summer... Further edit: Also the wastegate overhaul worked wonders. I think for longevity reasons Turbosmart need to consider changing the plastic guide out to something like an aluminium 6061 piece. And also they need to ditch the swivel boost reference fitting to a basic straight or angled barb fitting. I've had issues with both of those 'wear' items that are solely due to age. There is no reason for this to be the case if they made minor specification changes to the design. I mean who wants to be buying a new wastegate every 25 - 50,000km in a stock + bolt on application? 109_In Car_Added a few F6 changes_This is your new good fall back.tec 109_4th Boost Response Test.teclog

Thanks for the tables. Just having a look at them to see how much real world influence they could have. auF0058. Looking at the slope and the presumption that typically 990hPa to 1030hPa is our pressure range the correction factor could be anywhere from 0.98 to 1.02. Reading the description I assume that this will act as a global multiplier I.e. shifting the offset of the air charge curves? auF0051 would normally not be in play under normal conditions auF0052 big influence. My air charge temps are typically 15 to 35degC depending on what's happening. So a rough +10% correction to air possible. auF0053 small influence. +/-2% air charge multiplier on my typical ECT and air charge temperatures.

I think I found the problem. I added ECT to my log chart. I reckon the previous owner has either installed a cooler thermostat or it has no thermostat at all. Only noticing this now as we are hitting cold air temps with this southerly blast coming through. Didn't even think to click what other tables might be effected when last week I was adjusting the closed loop boost target ECT multiplier axis as I was never making it into the OEM temp region for 100% commanded boost. Some logs my ECT is 68-72degC and others its a 80 deg. Idiot. Can we please have math parameters added to the logger so I can create a math parameter for EQ error. This will save me from myself.

Will do. Have just been noticing lately since mucking around with closed loop boost the wideband has small changes day to day. Some days actual might be around 0.78 and others it'll be at 0.82. 4% day to day variance is quite a lot so have been looking for answers. Thought it might have been RAD and open loop WOT fuelling so was starting to read up on it and make a note of what it is day to day and compare it to the wideband readings. .

At STP a humidity swing of 0 to 100% only results in a 0.5% change in RAD or closer to nothing to worry about. Am I reading you as saying that the PCM already accounts for temperature and pressure variations and will vary the open loop fuelling accordingly? I.e. if I tuned in the middle of summer at 0.82λ then went for a run in winter instead of it reading heaps leaner it will still read around 0.82λ?

I hope this doesn't come across as confusing. I am just trying to use an extreme example to see if I get it. I'd appreciate some comments.... Case1: I'm tuning my Falcon on a scientifically prefect day of 15°C, 0% humidity, 0m altitude, 1013hPa. On this day I target and hit 0.82λ consistently throughout many runs and lock down the tune. Case2: Then for some stupid reason I take my Falcon over to Alaska in a time machine to January 1989 where the town of Northway had a day that was -52°C, 1079hPa, 521m altitude & humidity around 30%. Using my RAD meter with the above inputs (save for temperature which only goes down to -25°C) for case 1 I get an air density reading of 100% and for case 2 I get a reading of 116%. Question: I haven't changed my tune between the 2 cases. In case 2 will I see my actual lambda be something like 0.95λ? I.e. 0.82λ + (116%-100%) Reason I ask is should we be taking RAD into account when trying to hit a certain Lambda? Researching realistic weather values for Victoria across the seasons, relative air density swings of up to +/-8% are not out of the question. If we run our tune on the edge like 0.84 to 0.86λ that RAD swing could cause issues if we're not mindful. Am I making sense or thinking about it to much again?

Lol, thanks man. Much appreciated.

Who would of thought. Wastegate actuator was binding up. The plastic guide in the picture has chunks missing out of it. Some of the plastic fragments were floating around in the lower housing of the actuator. Sometimes a piece of fragment would wedge itself in between the guide and shaft. Proved it on the bench by shaking it around and moving it with my mityvac. Turbosmart were really cool about it and are sending out a new one.

Hey @Roland@pcmtec, came across an old post of your from 2016. Is there still somewhere you have DataAnalyser available? Would like to give it a run.

There are posts on bimmer forum that suggest the other converter maps are cold / hot maps. Seems like what you have changed agrees with those reports. Looking at the numbers map 4 seems to be the go for the warm up. Map 3 with its low numbers suggests a hot fluid map. Map 5 is not far off map 1.

Naturally. Lets leave it for now as I could have been on crack. Once I'm done with this part of the tuning I'll re-enable it and see what happens. If it turns to shit, I'll raise a ticket through support.

I had it at 12psi (spring pressure)

Have a read of these. That all the info I have on the ZF so far. I'm trying to look for a function framework document. If I can find one that will basically unlock the whole gear box to us. No more guessing parameters. ZF_Workbook-transmission-6-8HP.pdf ZF6_Webinar-FINAL.pdf ZF-BMW-6HP19-6HP26-6HP32-Automatic-Transmission-Functional-Descriptions.pdf

I wanted to ask you about that. I was running boost by gear but then reverted back as I has some strange behaviour in 6th gear. I just wanted to get a bit further with the closed loop waste gate tuning before I re-enabled boost by gear and tested again. What was happening is that I was commanding 12psi in 6th gear (WG spring) and had the OL WGDC set to 0% for 6th. Then I went for a run and noticed in the log in 6th gear at WOT the boost target went up to like 17psi? Thought it would have stayed at 12psi like I had in the table. Am I on crack?

Now I'm getting somewhere. The log is looking much tidier than my first attempt I showed earlier on in this thread. Quite a bit involved. Lots of parameters to play with. Also fitted a new 4" dump pipe and got rid of the stock FG one. Surprised what it did, I was able to take heaps out the OL WGDC to get it to make commanded boost. Pretty cool to see it first hand. Probably the biggest thing I'm finding so far is getting the open loop wastegate DC right. From 2000rpm upwards there are 2 situations that I have found beneficial to run. 3rd gear WOT and 5th gear WOT. First I tuned in the WGDC for 5th gear until it was making full boost, then I switched over to 3rd gear to fill the rest of the OL WGDC table out. Reason is, if you just get the 3rd gear OL WGDC table spot on, then do the same again in 5th gear, you'll over boost it pretty early on in the boost ramp. Then onto some tweaking of the gains, under boost table, & integral clip. Over boost table is still stock for safety. New tune attached for reference. Had to end the testing early as I stopped making boost until like 4500rpm. Thinking the wastegate is stuck open or the blow off valve is shagged. Back onto the hoist tomorrow... 99_In Car_Closed Loop Boost 9a_New Dump.tec

They are long term learn values. They're for each clutch pack. Not for each shift like 1-2=A, 2-3=B etc. There is a target shift torque profile that is commanded by the TCM. The adapt values change over time to ensure the actual shift hits the torque profile.

Yeah, just a guess. The Germans are pretty anal OSD almost. Pretty confident they're right.

Spending more time on it. A bit ashamed, those charts above are disgusting. Playing for a few more weeks. No excuse for your control. Learning....

For what its worth, I think those two ZF parameters should be moved to professional. Suppose if you get a good tax refund an upgrade to Workshop might be a nice early Christmas present...

Not available in Professional ZF00027 appl. [°C]. Lower transmission temperature threshold for activating the adaptation Nor is the adaptive reset ZF03182 scalar.

My strategy spends most of its time in shift map 5 so I have spent a lot of time tweaking it to my liking. Unfortunately during the warm up routine it does not play nice with some of the other shift tables and causes busy shift changes with a constant throttle. Quite annoying let me assure you. The scanner showed shift table 71 which we know doesn't exist. Went out on a limb an referenced the lookup table at ZF02832 which mapped 71 to table 48. Copied table 5 to table 48 and no more busy shifting for the last few mornings. If that changes and it turns out I'm wrong I'll be sure to edit and let you all know.