Uhhh clutch pedal? I remember long long ago when some were going with a clutched TH400 for racing but a clutched 6L80E? I am guessing that is not the case...but you caused some funny ideas to run around in my head:)
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Uhhh clutch pedal? I remember long long ago when some were going with a clutched TH400 for racing but a clutched 6L80E? I am guessing that is not the case...but you caused some funny ideas to run around in my head:)
nah, original ecu is setup as a manual. going to be using the clutch detection for cutting timing for shifts.Quote:
Originally Posted by IARLLC
re-located ecu into the cab today, got the tapshift working too.
just need to re-wire the NSS, Reverse & spark cut relays.
I did put in the PCS gear indicator to the pcs CAN1 line and it didnt work. even tried enabling PCS proprietary messages & Send GMLAN T43 messages on CAN1.
Cool. Looking forward to reading how that power reduction during shifts works out.
Complete Longshot! Anybody in the group have experience with PCS TCM2600/2800? Bought a controller second hand, I can flash and read the calibration file but the controller won't go online. If someone has an up to date firmware I would gladly appreciate it. I just want to drive my truck again. Literally the only thing holding me back....
this exactlyQuote:
Originally Posted by iarllc
Got mine finally working. I have been driving it a little bit and will need to tune it. My OS doesn't have a desired shift time on the upshift shift timing tab. Can I change my TCM OS to one that does?
So everyone is aware of my setup, Holley Terminator X, TCM 2600, Stock 6L90e, 80mm turbo LQ4
Since I won't use launch retard on this setup, I am triggering launch retard as my form of torque management. Output from TCM2600 is triggering a .08 second shift cut on my upshifts only. Launch retard is activated on input, I am pulling 40 degrees of timing for .2 seconds with it tapering to 0 within .5 seconds and I have rev limiter #1 set to 4000RPM... Why? Flames on upshifts, I have a hood dumped exhaust, fire is fun. On my upshifts, as long as I am above 4000 RPM, for .08 seconds, while the shift cut output by the 2600 is being applied, spark is being cut because the revlimiter is engaged. After that .08s, spark comes back but continues to use the launch retard table. Retarded timing+air/fuel in the exhaust=BANG! So far the Holley has been doing fine cutting torque, my issue is the awfully slow shifting.
Slow shifts, low base line pressure...
-I found that my line pressure jumps to 100+ on my shifts, which is what I programmed it for. Upshift timing modifiers are all zero'd out since I am trying to eliminate this issue.
-My holding base pressure is really low though, like 30-50psi even though I am sending out 400+ ftlb torque signal. Since I don't have a base pressure to adjust (no box in my OS), I am going to enable discrete shift torque mode, Add triple or quadruple my Low/Med/High torque presets (in order to raise base line pressure) disable the upshift adapt since I don't want the adapt removing my oncoming pressure preset, and see what it does. Hopefully this will keep base line pressure up, there is no point in commanding 100+ psi on all the other solenoids if line pressure isn't higher, right?
-This trans is a remanned 6l90e, I also noticed ALL of my oncoming volume MINIMUM presets were maxed to 1024 which doesn't make sense at all and I am not seeing this in other tune files, I feel like that IS my slow shifting issue that hasn't been resolved by zeroing out timing and increasing oncoming pressure, the TCM would always assume it has to fill 1024 as a minimum before it shifts clutches. Please correct me if I am wrong.
so i used a similar iat trick as nitrous users.
i wired in the iat wire through a relay that swaps the input from 87 to 87a which has a 22k resister which register's negative 15c.
set a 1 second hold in the pcs controller for shifts. only did 1 wot shift from 3rd to 4th (which sent car into limp mode, but that maybe unrelated as i changed some other parameters).
but it was doing timing reductions on part throttle shifts every other time, could be logging delay or relay activating from the log here.
Attachment 98284
I emailed Holley to see if they could add in RPM rate of change that way on an upshift, RPM ROC would go negative and I could pull timing based on that change. If they don't, they don't, I'll manage otherwise but I would love to get a more sophisticated form of torque management on this thing so I don't smoke the clutch packs. Not slipping at all right now on 10-12 psi but I was running upwards of 18 on my 4L80e. I just need this thing happy before I turn it up. I feel that .08 second upshifts might not be healthy in the long run, even though it "seems" fine. Have to figure out why this thing is shifting so fast, even though it shouldn't be.
Hey Tre-Cool,Quote:
Originally Posted by Tre-Cool
Did you figure out your WOT shift limp mode?
I am looking to do a similar setup pretty soon and your info is really helpful.
not yet, i've had to make a bunch of hardware changes like moving the battery back to the engine bay, new alternator (4th one it's killed, which i suspect is due to the battery relocation job) new fuel reg as the original is now too small to bypass the 2nd pump kicking in under light boost.
I'll probably have a play with it again in a few days.
Just keeping an eye out here since it's relatively fresh vs everything else I've read, and I'm quickly coming up on my 565/90E/NP205 setup being road ready... Not a fan of the PDF telling me "hey, guy with the 2650, good luck with that" lol, but it's still more info than I've gotten from anywhere else.
* Just want to update this is say that 70Hz actually worked the best for me. 612 started acting weird once I started driving. More fun bug issues! I also recommend changing the other PWM freq (7-9) I was getting noise until all were changed.*
If you guys are sending a custom frequency PWM signal to your standalone, make sure you are using multiples of 15.3Hz. It's not written anywhere (par for the course), but it will greatly improve noise in your PWM signal. I am using a 10k ohm resistor from the battery to an input on my TermX as the 12V supply and the TCM2600 is providing the gnd signal. I have attached a photo of a noisy signal and a not noisy signal, it must have something to do with clock frequency or something, idk but just make sure you use it. I need to raise my frequency since some of my shifts were nearly under 1 cycle and wanted a higher refresh rate. At higher loads it sometimes felt like it wouldn't pull timing, and well... it wasn't. I'm using 612hz now which would be equivalent to 1 single combustion event at 9792rpm, plenty high for me now! Attachment 98673Attachment 98674
Any of you guys have some normal, cruising around and WOT datalogs? I'd like to try and figure out why my setup has been acting so weird and I'd love to look at some of your logs to compare. I attached mine so you can see what I am up against.
I also tried a segment swap from a CTSV over to my trans file but it made no difference in how it drove. In fact, I got a U0100, loss of communication to PCM DTC using the Transmission Diagnostic and System tab. I kept just the Transmission tab and that seems to be working okay. To be honest, I am starting to feel that this was a fruitless endeavor. I commit tons of hours towards trying new tunes, tune files, pressures, fast learns, etc. I still have some of the most annoying flares, it's like the 2-3 and 3-4 go into neutral for a half a second, then shift. The trans is remanufactured, I hope it isn't broken again somehow.
What specifically are you after in terms of PIDs? I haven't done a 6L80E in a while and usually don't have to look into too much with them (I quite like them if they have enough oil in them) but I can have a dig. Most logs are focussed on airflow modelling so won't have commanded pressure, PCS, Tq values and so on to keep sampling rate high as possible, but I might have some from ages ago with issues. Probably in v2.24 though.
have you adjusted any of your adaptive pressures? i've probably put at least 1k km's or more on this car so far and if anything the shifts are too firm, but ive softened it a little so it's pretty good now.Attachment 98717Quote:
Originally Posted by amello7580
in fact traction control still kicks in on the shifts even at part throttle
this is what i'm using for torque signal in pcs.
Attachment 98718
Thank you, I should have been more specific, I am looking at trans slip, RPM, TPS, and the 5 commanded PCS pressures,gear. Thats all I need. Thank you
And Tre, Thank you for your tune file, I'll have a look. I may even just try flashing it on and seeing if there is any difference. I saw a post, although I can't recall where, but some 2011 TCM's just don't respond well to tuning, they act really funny when you try to. My trans is a 2011. Again, it's just heresay but I need to try something else because nothing makes sense. If I edit those max shift pressures at all, the trans will shift like junk and it never learns.
Just a quick update for you all. I think I may be on to something here. Transmission is definitely not broken but I may have stumbled upon the reason for this thing not shifting good. Its down below but I left the story in the middle for those who care.
I tried Tre-Cool's tune file, my tune files- stock and modded files, CTSV segment swapped files etc. They all produced the same issue, 1-2 shifts fine, 2-3 & 3-4, has a late, neutral like flare followed by jumping into gear, etc.
I have tried the reset/preset/fast adapt everytime on just about every tune file, I will still get the same issue.
I played with Tre's file for a bit on the highway.. .05s 2/3 upshifts and some weirdness with TPS being reported at 100% but the shift scheduling still saying "normal", not "Normal WOT" like it should say, of course, with that, it followed my normal shift tables for whatever reason... ugh. I still would have the 2-3, 3-4 flare its just that there was a faster shift once the upshift actually engaged. This was consistent when I mess with adaptive presets and whatnot on my own tune files.
So, today... After some highway fun, and thinking my trans was broken when it tried to upshift me from 3rd to 5th while WOT, I loaded the bone stock file back on. Only changes I made was to my shift scheduling and Torque converter tables. I Fired it back up and went for a trip around the block, same flares, slower shift times, as to be expected. Well... I see that temp is 176F so I decide to do a Fast adapt.
Upon completion, I turn the truck off, start it back up after about 15 seconds (my normal procedure since there is a shutdown delay with the TCM), I then take it for a trip around the block, same flares blah blah blah...
Here, is where it gets non redundant though. I need to go to Home Depot and decide to take the truck, and maybe... just maybe it will learn.... Well, the transmission finally starts to learn, now I know the fluid temp is likely over 170F but can't confirm because I wasn't logging, but it was about 20F warmer today than it has been the past week, and the truck was at 180F when i shut it down after doing the fast adapt. I have a standard transmission cooler so the fluid doesn't warm up with the coolant temp, it is based solely on transmission load. Transmission doesn't act screwy at all anymore, I will have to try some WOT pulls and see what it does but I am excited that it could finally be acting right. I think the transmission just wouldn't do any learning because fluid temp never got hot enough
Can anyone confirm? Will the transmission not do it's normal learning if fluid temp isn't above a certain temp. I know in order to do a fast learn it needs to be above 158F but not sure about the unattended learning.
The other thing I am wondering is about the Fast Adapt itself. I have to set my DBW to like 12% throttle when i am doing the fast adapt, it will complete the whole thing but still shift like crap. I wonder if there is something that we aren't seeing in VCM scanner that nullifies the results or is Fast adapt even worth doing since the TCM can't tell the DBW system what to do. Like, Fast adapt could be completely fruitless unless you are talking to a real GM PCM instead of a piggyback.