dat111 Posted March 15, 2022 Share Posted March 15, 2022 (edited) i couldnt find much posted about the stuff above an what they do an what they do.. also does anybody have any information on what the nominal slip times do? i couldnt find much even with keywoard searching Edited March 15, 2022 by dat111 Quote Link to comment Share on other sites More sharing options...
Puffwagon Posted March 15, 2022 Share Posted March 15, 2022 (edited) I typed "zf6 nominal slip time" into google and this was on the first page. Edited March 15, 2022 by Puffwagon 1 Quote Link to comment Share on other sites More sharing options...
hjtrbo Posted March 15, 2022 Share Posted March 15, 2022 Can reduce slip time to make it shift faster. Need to be careful. Making it to small can cause slip. Need to log. Shift pressure and oncoming clutch pressure may need adjustment. Quote Link to comment Share on other sites More sharing options...
hjtrbo Posted March 15, 2022 Share Posted March 15, 2022 14 minutes ago, dat111 said: hey mate. which one is ON going clutch pressure? E.g. Pretty sure for 2-3 ZF00607 is oncoming pressure. Be very careful adjusting this. If you ramp it in to hard you will tie up with the offgoing clutch. The theory would be to reduce WOT row shift time 5% at a time and closely monitor the log for WOT shifts. It will adapt to a point, but may run out of adaption. At that point you would increase the oncoming pressure and / or line pressure. At some point you will not be able to go any faster. I haven't got around to testing the theory above and log the adapts to see if I'm on the right track. 1 Quote Link to comment Share on other sites More sharing options...
G6ETURBO Posted March 20, 2022 Share Posted March 20, 2022 On 3/15/2022 at 9:25 PM, hjtrbo said: E.g. Pretty sure for 2-3 ZF00607 is oncoming pressure. Be very careful adjusting this. If you ramp it in to hard you will tie up with the offgoing clutch. The theory would be to reduce WOT row shift time 5% at a time and closely monitor the log for WOT shifts. It will adapt to a point, but may run out of adaption. At that point you would increase the oncoming pressure and / or line pressure. At some point you will not be able to go any faster. I haven't got around to testing the theory above and log the adapts to see if I'm on the right track. What Adapts are you logging exactly for this time of stuff? Quote Link to comment Share on other sites More sharing options...
hjtrbo Posted March 21, 2022 Share Posted March 21, 2022 @G6ETURBO I haven't bothered to look for all yet. If my trans ever starts playing up I'll look for them... You might be able to find them. If you do, please log it and we'll see if we can make sense of it. Spending a lot of time lately concentrating on my VF LSA as I gave it a big fuel pump / system upgrade with new injectors and flex sensor. Oh how I love e85! Next time your hooked up to the trans, look for something along the lines of... Clutch xyz Adaption Value Charge Pressure in mBar Clutch xyz Count: Adaption Cycles Charge Pressure Clutch xyz Adaption Value Quick Charge Time in ms Clutch xyz Count: Adaption Cycles Quick Charge Time Quote Link to comment Share on other sites More sharing options...
dat111 Posted March 25, 2022 Author Share Posted March 25, 2022 (edited) attached is 2 logs. since i have did this, i played around with the tune. an have went back to stock. upped the line pressure. in 5 an 6 by 10%. an it seems to be hold just fine. i also have serviced done bridge seal, etc etc. with the clutch adaptions are they the holy bible on wear? or are they just a "guide" clutch E hasnt changed. but i havent cant reset the adaptions (as ive only got pro) any feedback would be appreciated gett.teclog ge.teclog Edited March 25, 2022 by dat111 Quote Link to comment Share on other sites More sharing options...
hjtrbo Posted March 25, 2022 Share Posted March 25, 2022 I wish I could give you the gospel. I cannot. I can only rely on professional service technicians advice that is very widely populated on YouTube (disclaimer: am I spreading internet mis information >>> I can't back this up as I do not have the experience) that the adaption values overall provide the health of the transmission. They won't tell you what exact part has failed, but they can tell if the box is healthy. For example if the E clutch adaptions are maxed and you have problems with that shift then it is fair to say the computer has tried all it can to maintain the quality of that shift but can no longer do so. Logic tells me the adapts are the go to for lifecycle information. With regards to adaption value changes, I have seen these parameters that leads me to strongly believe it is important to install a trans cooler thermostat bypass valve when doing a cooler upgrade to remove the milkshake cooler. I have one on order and am yet to fit it and test. My trans temp never makes it passed 70°C (usually sits around 55-65°C) and my adapt values never changed after changing solenoids and valve body seals. But changing those parts did cure my TCC rpm fluttering on freeway cruising. Fluid Control Thermostats : 3/8'' NPT Fluid Control Thermostat Kit (derale.com) Quote Link to comment Share on other sites More sharing options...
dat111 Posted March 26, 2022 Author Share Posted March 26, 2022 **he most recent one is is where the clutches have been named** (after i did the seals an trans fluid service) ( checked it the way before it was at 500 for clutchD) **the one under the german names, are about 1 month ago** (before i did the seals an trains fluid) we can guess that clutch E isnt very happy, but it shifts just fine. an the adaption hasn't changed in a long time. i have done a trans cooler install with the supervision of a trans expert he suggested to not worry about the thermostat controller, my trans temps are the exact as yours between 55-65. the omcoming onto the highway was making mine slip an go into limp mode, i upped the line pressure from 5.1 - 7 bar an the 9.1 bar upto 10bar an it seems to be okay! i do have a 2nd box at a mates workshop. thats got 125km on it. which ive done all the deals on it, an drained all the fluid out of of it. (need to do front seal, as i wasnt meant to use lube on the converter seal) Quote Link to comment Share on other sites More sharing options...
hjtrbo Posted March 26, 2022 Share Posted March 26, 2022 Be interesting if you can get the temps above 70deg C if the adapt value will change. That is my next test when I get the bypass installed. Quote Link to comment Share on other sites More sharing options...
dat111 Posted March 26, 2022 Author Share Posted March 26, 2022 theres also ZF00016 which is shift adaption at 70 degrees so im not 100% tbh. keep us updated! please, as its crazy these boxes have been out for nearly 20 years now. an still stuff have no idea on them!! the BTR are such a simple box. Quote Link to comment Share on other sites More sharing options...
Puffwagon Posted March 26, 2022 Share Posted March 26, 2022 42 minutes ago, dat111 said: need to do front seal, as i wasnt meant to use lube on the converter seal) You need lube on the inside of the seal. A splash of trans fluid is fine but a dry converter into a dry seal is not. Quote Link to comment Share on other sites More sharing options...
dat111 Posted March 26, 2022 Author Share Posted March 26, 2022 3 minutes ago, Puffwagon said: You need lube on the inside of the seal. A splash of trans fluid is fine but a dry converter into a dry seal is not. i meant i used lube to help install it, i thought it is meant to be installed dry. an then as you said a drip of trans fluid on the neck an the seal Quote Link to comment Share on other sites More sharing options...
Puffwagon Posted March 26, 2022 Share Posted March 26, 2022 Yeah nah you don't need lube to install it. How well is it stuck in there? If it's properly jammed in there then leave it. If it comes out easily then perhaps clean it off and reinstall it, providing it's undamaged. Quote Link to comment Share on other sites More sharing options...
dat111 Posted March 26, 2022 Author Share Posted March 26, 2022 7 minutes ago, Puffwagon said: Yeah nah you don't need lube to install it. How well is it stuck in there? If it's properly jammed in there then leave it. If it comes out easily then perhaps clean it off and reinstall it, providing it's undamaged. im not 100%, i did buy 2 seals. so i might just rip that one out. an put the new one in. the seals only cost me about 4 dollars from work. so it certainly is helpful! Quote Link to comment Share on other sites More sharing options...
dat111 Posted May 1, 2022 Author Share Posted May 1, 2022 hey guys, just a quick question. checked my adaptions today seems they are minus now.. what does that exactly mean? ive ever only seen >positive numbers Quote Link to comment Share on other sites More sharing options...
hjtrbo Posted May 1, 2022 Share Posted May 1, 2022 It just means they've pulled pressure out to achieve the shift profile. Can be caused by fluid change or pressure adjustments. Logically lower numbers indicate less wear, but of course if the line pressure is raised or torque mis reported then the box is smart enough to adapt up or down to achieve what it wants to see internally. Side note, there is another set of adaptions you want to log, they are the quick charge times. There's 5 of them but only 3 have values. Clutch A B & C. Quote Link to comment Share on other sites More sharing options...
Mick Posted May 24, 2022 Share Posted May 24, 2022 On 3/26/2022 at 3:03 PM, dat111 said: How did you identify which clutch is which? did you just assume the order it was in was the alphabetical order? Quote Link to comment Share on other sites More sharing options...
hjtrbo Posted May 24, 2022 Share Posted May 24, 2022 Yeah, just a guess. The Germans are pretty anal OSD almost. Pretty confident they're right. 2 Quote Link to comment Share on other sites More sharing options...
Mick Posted May 24, 2022 Share Posted May 24, 2022 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. Quote Link to comment Share on other sites More sharing options...
hjtrbo Posted May 24, 2022 Share Posted May 24, 2022 (edited) 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. Edited May 24, 2022 by hjtrbo Extra info. 1 Quote Link to comment Share on other sites More sharing options...
Mick Posted May 24, 2022 Share Posted May 24, 2022 44 minutes ago, hjtrbo said: They are long term learn values. They're for each clutch. Not each shift. do you know how they are populated? Quote Link to comment Share on other sites More sharing options...
hjtrbo Posted May 24, 2022 Share Posted May 24, 2022 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 3 Quote Link to comment Share on other sites More sharing options...
Mick Posted May 24, 2022 Share Posted May 24, 2022 thank you Quote Link to comment Share on other sites More sharing options...
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