6l80 2-3 Bind

Truck norris, 406 cu. ls3 heads. 10.8 to 1 cr

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Originally Posted by ns158sl

Truck norris, 406 cu. ls3 heads.

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That's hard to say. I assume you have good static compression and dynamic shouldn't be lowered that much with that cam. You have displacement but a cam that's going to kill low end vs a standard 427 (just thinking of a references here). Your VE table kind of supports all of that. You can try this. I know you'll probably need to tweak depending on idle. I honestly don't have any bigger displacement NA cals other than LS7's and that probably wouldn't be a good one to compare to.

You can also use an older gen 3 cal and get the rotating loss table from one of them then use your chassi dyno's engine values and modify things a little from there.

So thats where Ive been modeling my tq from. I borrowed a stock pickup and figured out a voltage offset to match the dyno's algorithm. It is back asswards and am sure it isnt right. But it is definitely in the ball park. I only adjusted 750 to 2000 , so thats why they look goofy.

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Originally Posted by ns158sl

Well this test was mostly for testing purposes/data along the lines of what Hjtrbo was saying. So I now I have to use that data to fix this, lol. Appears to still be in the low breakpoint for discrete shift pressure.

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The idea being the volume setting will get the kiss point of the clutch. Then the min and max set's how much the volume can be adapted. The pressure adapts should look after the rest without much if any intervention is what I'm thinking.

Next part is to get into the mid and high torque discrete shift torque bands and see how she does with the same volume setting. It does look like you have a little bit of wriggle room with the volume setting.

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Originally Posted by TransGo Robert

The command for PCS 2 needs to change so that the 3-5 clutch it controls does not start to apply so quickly. It is applying during the fill phase of the shift (see attached graphs showing the 4 phases of the command for an oncoming elements). This phase is only supposed to fill the hydraulic circuit for that clutch without applying it. But once you remove the wave that is normally absorbing this pulse to fill the circuit it manages to start applying the clutch, and since the 2-6 has not started to release yet, you get the bind. So if you look at the two screenshot I am attaching of the OP's log you can see the bind in the red circle I added and the fill phase command in the read box I adeed. One is zoomed out where it is easier to see the bind, the other one is zoomed in more so that you can see better how the computer is controlling each phases of that shift. So what you need to change is how high the solenoid output pressure command is during the fill phase. I have no idea how it is done, but I know it can be done because the bind up when people remove waves or reduce clutch pack clearances is a very common issue, and many times the transmission techs will say "my tuner fixed it".
Attachment 145844
Attachment 145845
Attachment 145846

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Was going through a T43 definition tonight and i remembered this thread about the waveplate pulse before gearshift.

There is multiple switch options to do with clutch control such as: "fill pulse enable" - When TRUE enables the full feed fill pulse logic - On by default
fill to cltch cap ramp - Enables fill to clutch capacity ramp to finish actual clutch fill. off by default

I would be curious if it is a "master" switch or if it can be toggled for each clutch.

Good day to all. BMW X3 2010 6L45 2-3 bind
Maybe there will be opinions about what happened to me...
A short story.
Having bought a car with a mileage of 250 thousand km. The pump seal is leaking. I put the pump seal, repair kit o-ring 1234-35R, teflons 1234-35R, teflons 456 (without reducer).
In the hydraulic unit balls, films
After 87C Celsius I get a tightening of 3-4 for 3 seconds, 2-3 is ideal. I understand that the problem is teflons 456
I buy for 200S 6L45 from a BMW E90 RWD. I remove the bell pump (and teflons 1234-35R), the input shaft with teflons 456
and put it in my 6L45 AWD
Now I have a 2-3 Bundle, the other 2456 are perfect after time
*The first time after installation there was a double shift of 2-3, also a double shift of R (smoot after time)

I can not offer any files ... Is this low or high pressure? The reason?

I am starting to think strange things, new teflons 1234-35R are oval, but used they hold pressure well and should be thrown in the trash)
Thank you

Quick addendum

I found in Rheingold the equivalent of pressures min 0 max 850
After resetting, everyone tries to occupy this pause like this...they add (depends on the pedal) 60,80,100,150,180...and stop
2-3 also does this, but the inclusion occurs only at 450,700
After adaptation, all PCS (outside 20C, ect 103C, slow acceleration) 30,60,110,170 points
But pcs2 im see fast picture 0-450-850 and push in the back

*there were two bells on the table with their own baskets 1234-35R. The air test was identical...

I will change the 1234-35R teflons in the next month...


PS my airpump "metabo basic 250-24" take me 5>7>5bar
I should probably try airtest 35R from ... 1,2...7bar parallel to 1234?

Probably would be better off starting a new thread. This was about a specific upgrade done on a 6l80 so nothing in here is going to apply to you. There are a number of reasons this could be happening... Valve body, tehcm, sealing rings, cracked 35r drum, leaking pistons, pump/stator issues. We would need a log file and a tune file to know anything. Keep in mind that every single one of these transmissions will have a funny 2-3 shift for the first shift. Some do it for the first 3 or 4 shifts from 2-3. This is due to the bleed orifice on the back of the drum.

Thanks for your response. I expect only one more message soon if I don't get stuck.
There is no hole on the 6L45 on the 35R, or I didn't find it. I saw where it was drilled on the 6L80.
The program is too complicated for me, I will probably have 6 attempts to put one of the three rings in the middle
And do a deep air test with low pressure.

Attachment 159742

Playing with my pump and e90 drum
Rings are more open if you remove one stopper and reduce the other
Working clearance is less than controlled by the stopper but it seems that there is more freedom and does not cause a stuck condition, they always want to go out
I got 3 bar of constantly active 1234 and 35R now completely dry from oil

Attachment 159789

No changes. New 3 teflon 1234-35R installed in vain. At first, because of the gel, long delays D1, D3, R and 5 (but faster than 3)
Then, as always, everything is perfect (even 5), but 3 kicks.
I examined the aluminum caliper every groove to drop a bomb into the death star, there is no scratch there.
Another attempt was to replace the valve body from the donor E90 ... no changes
Another attempt is 1234-35R drum ... no changes

I will try to replace Tehcm solenoids from the donor as here
the Tehcm device always remained mine
https://www.youtube.com/shorts/yp7bUfWCJmk

The method of elimination will then remain the bell, which is completely unbelievable
But for now I still have the old one....
((

What would be the result if there was always 10 psi of pressure inside the 35R? A round file would do this to the "Cf-35R" ring.
Attachment 162842