Originally Posted by
murfie
Blackbolt22 explained it, basically you don't need to log E, just log solenoid D and know when its controlling low/reverse clutch or the over drive clutch. Adjustments in D or E tables will be seen in D from a log.
boost pressure, offgoing, oncoming, ect. only apply during a shift. Look to them when you get flares, drags, delays, etc.
Holding pressures are determined under your general max/ base pressure. Both are highly dependent on what your ECU thinks engine brake torque is, base pressure being a bit more critical. If you have EBT way off like half what you are really making or double what you are really making, transmission operations will not work as they should. This is most peoples number one issue with tuning the transmission, they want to ignore what they have wrong on the engine side, and continue "correcting" tables in the transmission calibration to make them work. You get the engine side right and the ecu will just correctly control the transmission.
When you are trying to improve transmission shifts, your main goal would be to determine what is slipping and how much, it could be from normal or abnormal operations of the TC, TCC, the gears clutches inside the transmission, etc. Increasing gear clutch holding pressure to minimize TC slip isn't going to work obviously, and it can lead to poor shifts and general operation of the transmission, just like not tuning your ecu to know the rough estimate of engine brake torque. You want to log engine RPM, turbine/input shaft speed, and OSS, determine the ratio between each and determine some desired ratio or a max/min they should be at or between, to determine what is slipping. Now for instance say you monitor input shaft and OSS while in second gear, and you determine the ratio between them is varying more than what your second gear ratio actually should be, you can say a clutch is slipping, but is it A or C? You don't really have any way of telling as both are responsible. You also may not be able to increase the pressure enough to hold the torque thats being transferred through the gear. They are under rated, but the stock clutches of a 6R80 are rated at 800Nm or 590Ftlbs, which isn't hard to get to. Same goes for the 10R80.
You can do more advanced things with logs like calculate your acceleration of these speeds to determine if your clutches are properly timed. The goal being, to make sure you are not just getting what feels like the fastest/ firmest shift, but also isn't actually slowing the momentum of the entire car down. This is what can happen when you have clutches fighting instead of working together. For shifts that take half a second, you don't want 2/5 of that slowing momentum down just to produce a firm/fast feeling shift.
Most will find tuning the engine based on torque values, scale where necessary, and you will get perfectly acceptable results. This is most likely why there are no books written on the subject, just short chapters in books about tuning the engine. It is also open loop, you make a change, you log, and see if the change did what you wanted, it doesnt always happen as you set in the tables due to physical limitations. There is no warning you would have been causing damage, it can just happen. Ford actually has a specific solenoid calibration based on flow benching for each solenoid body as they can all flow slightly different. HPT doesn't reflect this, just like the engine strategy, we are looking at an interpretation template, Things can get lost in interpretation, Just keep all that in mind as you try to make small adjustments.