LGX Camaro NA log needed

[GHuggins]

Just make sure not to raise the "map" torque model side's "max map" value. Only do the airmass one. It should be the top one if they put it in the cal like all the others. Then set your dynamic settings to switchover at their factory settings. You can raise dynamic to prioritize VE if your VE is dialed in pretty much right, but the ecm will try to use MAF above 4000 rpms regardless.

Actually raising the map side is a good way to learn how the models are referenced for transmission operation. If you raise the map side one, it won't downshift when you floor it as the torque calc will be too high On the reverse of that we raise the airmass one to read in those areas to get the correct line pressure and shift pressure request. The engine side will also use that reading for torque control in general and use it to limit ignition timing if it gets skewed too much.

Hopefully that's your main problem especially since adding more boost made it worse, but I still think you'll wind up having to adjust the transmission settings and DD more after correcting that.

[Roland_Price]

Just make sure not to raise the "map" torque model side's "max map" value. Only do the airmass one. It should be the top one if they put it in the cal like all the others. Then set your dynamic settings to switchover at their factory settings. You can raise dynamic to prioritize VE if your VE is dialed in pretty much right, but the ecm will try to use MAF above 4000 rpms regardless.

Actually raising the map side is a good way to learn how the models are referenced for transmission operation. If you raise the map side one, it won't downshift when you floor it as the torque calc will be too high On the reverse of that we raise the airmass one to read in those areas to get the correct line pressure and shift pressure request. The engine side will also use that reading for torque control in general and use it to limit ignition timing if it gets skewed too much.

Hopefully that's your main problem especially since adding more boost made it worse, but I still think you'll wind up having to adjust the transmission settings and DD more after correcting that.

So....
Bad news: I lost an hour long log because my hand slipped and pressed record instead of save. This was deffinitely my last log before guys at FTI will finish my 800+HP TC - I couldn't even get to WOT, the thing shudders and slipping really bad.

Good news: after rising the limit to 250 kPa I took a look at prior logs and the torque was off up to 32% in the key points. After doing some comparison in these points and bumping these areas the car immediately went much more predictable without any sudden bumps or undesided WOT mid drive. I ended up raising the 140+ kPa area for a total of 15-35% and the delta between delivered engine and immediate cmd torque was within 2%. I could not get the clear scenario of the shifting under load because of the TC, but as far as I could see the issue's impact was singnificantly smaller then it used to be. But I forgot to revert the trans TM cut (a pretty hefty one that I tried last time) so the rest of the issues could actually be because of the agressive TM cut.

As for the DD - yeah, I will definitely need to tweak it, but now I don't have the log for it and I think I'll wait for the new TC and proceed with it.

UPDATE: I found the temp logs folder so we're back in business

[GHuggins]

So if I'm understanding what you're saying correctly, that was your problem more or less. That's fantastic... Just sucks that you killed a TC in the process because you didn't have that setting in your cal. Hopefully and I do mean HOPEFULLY, it didn't also damage the trans due to the incorrect torque calcs...

As long as you're still using those channels I gave you, Michael's DD editor tool will work perfectly for getting your DD table dialed in. I will say that you might really want to wait and get the tc replaced before you damage anything else and wait until then to do the DD edits. Just simply because of how the engine load will change from having a correctly operating TC...

[CYN_CRVR]

Also, remember my DD editor doesn't currently increase the max torque value. So if you're somehow still using the stock DD tables, I recommend first multiplying all the positive values by whatever % peak torque increase you think your blower provides, for example, 1.3 for +30%, or 1.4 for +40%.

[Roland_Price]

So if I'm understanding what you're saying correctly, that was your problem more or less. That's fantastic... Just sucks that you killed a TC in the process because you didn't have that setting in your cal. Hopefully and I do mean HOPEFULLY, it didn't also damage the trans due to the incorrect torque calcs...

As long as you're still using those channels I gave you, Michael's DD editor tool will work perfectly for getting your DD table dialed in. I will say that you might really want to wait and get the tc replaced before you damage anything else and wait until then to do the DD edits. Just simply because of how the engine load will change from having a correctly operating TC...

Yeah, I really hope that was it and my trans is still alive. Otherwise I'm in for the whole rebuild

[Roland_Price]

Also, remember my DD editor doesn't currently increase the max torque value. So if you're somehow still using the stock DD tables, I recommend first multiplying all the positive values by whatever % peak torque increase you think your blower provides, for example, 1.3 for +30%, or 1.4 for +40%.

Thanks for the heads up, I will be doing that in the next tune for sure