Originally Posted by
kingtal0n
Wow, cool, you have a trans pressure gauge. That is a huge bonus. Hmm let me think...
When the pressure is rising prior to commanding a shift (simply monitor PWM duty cycle % at EPC solenoid using scanner) This I can understand.
However, knowing when the actual shift will occur is a mysterious consideration. There is no way the ECU can know when it will actually happen. Lets say theres a problem with a drum or the shift orifices are enlarged or something and it takes longer or shorter than usual. The ECU doesn't know there is some issue or a shift kit installed, so it can't predict *when* the shift will happen.
Let me ask this then. In the scanner there is a 'time of latest shift' reported. Do you see the correct time reported for the shift? Does the time reported match actual shift time from the log?
And finally,
Does the timing reduction stick around even after the 'time of latest shift' updates with the correct time for the previous shift?
This is where I would start looking to diagnose this issue.
The next place would be something related to the timing retard recovery rate. I am not sure if the timing recovery from 'knock' settings will reflect into Torque Management but its worth considering you have some extra delay there because of some retard recovery value somewhere.
Also, I've seen in my ECU sometimes the timing reduction is sooo deep it just maxes out and you get a flat line of timing reduction instead of a dip or valley. Is that what you are seeing? and if so, the issue could simply be too much timing reduction from torque management tables.
Sorry I am not HPtuner expert, just a tuning expert. But our friend here BlindSquirrel IS a HPtuners expert and if you follow him closely I bet he can help you sort it out.
Im just trying to learn what I can