TwEECer Update: D4U1 Definitions 2.0.1

[Axianator]

TwEECer Software Update

Description: D4U1 Definition Update
Version: 2.0.1
Released: 7/25/2007
Calibration(s): D4U1
Vehicle(s): '93-'95 ATX SHO

Source: http://adamparrott.com/auto/tuning/TwEECer_D4U1_2_0_1.exe

Memo: This interrim D4U1 release now includes the following converter control functions:

Trans - Sealevel Converter Lock 3rd
Trans - Sealevel Converter Lock 4th
Trans - Sealevel Converter Unlock 2nd
Trans - Sealevel Converter Unlock 3rd
Trans - Sealevel Converter Unlock 4th

Please note that, due various reasons, this release does not include all of the available converter control parameters and functions contained within the D4U1 program. The functions listed above only serve to provide basic converter control, which means that they will not be able to modify every aspect of converter behavior. There are numerous other scalars that will be included in the final release that will allow you to further customize the converter's behavior to your liking and particular setup.

Let me know if you guys have any questions about using or modifying these functions.

 

[somedude_001]

i'm hoping to have my tranny ready early next week pending when i get my torque converter back. I will definately let you know how it goes.

 

[Phoenix]

Would this release be useless for me that runs a MTX on the D4U1?

 

[hawkeye18]

Would this release be useless for me that runs a MTX on the D4U1?

Yes.

woo hoo, great job, Adam! Thank the gods...

 

[somedude_001]

i don't have the car handy to expierment but with the X beigne throttle position and the Y being MPH how do i command lockup? is below the line locked on the "unlock" tables?

so if I flatline the second gear tabe at 127mph will second gear be locked all the time?

 

[Axianator]

i don't have the car handy to expierment but with the X beigne throttle position and the Y being MPH how do i command lockup? is below the line locked on the "unlock" tables?

Modifying converter behavior through the lock and unlock functions can be a bit tricky without the ability to overlay the functions themselves to see how they interact with each other. Even so, you should be able to modify much of the converter's behavior by adjusting the TP and speed points within the existing functions in a controlled manner.

For each of the lock functions, the MPH value denotes the minimum vehicle speed that is required for converter lock at that paritcular throttle position. In the case of the factory third gear lock function, a minimum vehicle speed of 28 MPH is required for conveter lock at anything over 0.12 volts of relative TP. Similarly, the MPH value in the unlock functions denotes the minimum vehicle speed required for the computer to command an unlock at anything above that particular throttle position.

Keep in mind that, as I noted in my original post above, there are other parameters and scalars in the code that control WOT lockup behavior which are not included in this release. As a result, you may not always be able to achieve the desired result when modifying your converter behavior through the lock and unlock functions.

so if I flatline the second gear tabe at 127mph will second gear be locked all the time?

Unfortunately, no. The second gear unlock functions in the D4U1 code (of which there are two - one for altitude and one for sealevel) are nothing more than hold-outs from the earlier '93 H3Zx calibrations, which did offer the ability to control second gear converter behavior through a set of complementary (but unused) second gear lock functions. Without these associated lock-up functions, the D4U1's second gear unlock functions are rendered effectively useless.

In retrospect, I probably should have left that function out of the release to avoid any potential confusion.

 

[somedude_001]

ahh I see. so I still need a switch at this time for trackday. this should make it better to drive on the highway though because the TC unlocks way before it will build boost in 3rd and 4th which i find very anoying.

 

[somedude_001]

since I changed the gearing in my car. How do i calculate what the new numbers for the tweecer need to be?

I am now running the 3.98 sprocket set. I am hoping to have the tranny in the car tonight AGAIN.

current numbers entered.

1st gear ratio: 2.771
2nd gear ratio: 1.54303
3rd gear ratio: 1
4th gear ratio: .69397

also what does the WOT shift point 1-2 value mean? it was at 6000 rpm, I don't shift at 6K at wot.

 

[somedude_001]

I increased the line pressure significantly to hopefully save the transmission or atleast make it last longer.

I was poking around and i noticed under tables, torque tables everything is 300. is that going to harm anything. what does that value mean?

god i need a laptop. i'm making adjustments here then i'm driving 30min to storage to reasemble the car.

 

[somedude_001]

bump for a upcomming trackday, and hope of driving tonight.

 

[Axianator]

ahh I see. so I still need a switch at this time for trackday.

Yep. If you should ever desire to control second gear converter behavior on your ATX SHO, then you'll need to utilize a '93 H3Zx calibration as the basis for your calibration modifications.

Assuming all goes well with the development and testing of the final D4U1 calibration definition, then I may eventually release a similar set of definitions for the '93 H3Zx calibrations that will afford you second gear control to the converter.

since I changed the gearing in my car. How do i calculate what the new numbers for the tweecer need to be?

I am now running the 3.98 sprocket set. I am hoping to have the tranny in the car tonight AGAIN.

Without access to the necessary gear ratio parameters, you'll have to try and fudge something with your existing gear ratio scalars. Follow the steps below to see if they help head off any potential problems caused by your recent final drive ratio change:

1. Take your new final drive ratio (3.98) and divide that by the old final drive ratio (3.77):

Scale Factor = 3.98 / 3.77 = 1.0557

2. Using this new scale factor, calculate your new gear ratios by multiplying the old gear ratio value by scale factor:

First gear ratio = 2.771 * 1.0557 = 2.925
Second gear ratio = 1.543 * 1.0557 = 1.629
Third gear ratio = 1 * 1.056 = 1.056
Fourth gear ratio = 0.694 * 1.0557 = 0.733

3. Replace old gear ratio values in your calibration with these new values.

Disclaimer: I cannot guarantee that this work-around will solve any problems arising from your recent final drive change. However, in the absense of being able to release yet another definition update with all of the remaining gear ratio parameters (some of which are still untested), this is the best I can do for now.

Either way, try it out and let me know how it works.

also what does the WOT shift point 1-2 value mean? it was at 6000 rpm, I don't shift at 6K at wot.

The 'WOT Shift Point X-Y' scalars are but one variable in the EEC's overall shift control and gear determination logic. Since most of the shift schedule functions will trump these WOT shift point scalars in the final round of calculations, I wouldn't worry about them.

I increased the line pressure significantly to hopefully save the transmission or atleast make it last longer.

Out of curiosity, which functions and/or tables did you use to modify your line pressure?

I was poking around and i noticed under tables, torque tables everything is 300. is that going to harm anything. what does that value mean?

Do all of the cells in your Engine Torque table contain a value of 300, or is it just the top two load rows?

See one or both of the following threads for more information on modifying the engine torque table:

http://www.shoforum.com/showthread.php?p=619058
http://www.shoforum.com/showthread.php?t=75033

 

[somedude_001]

First gear ratio = 2.771 * 1.0557 = 2.925
Second gear ratio = 1.543 * 1.0557 = 1.629
Third gear ratio = 1 * 1.056 = 1.056
Fourth gear ratio = 0.694 * 1.0557 = 0.733

3. Replace old gear ratio values in your calibration with these new values.

Disclaimer: I cannot guarantee that this work-around will solve any problems arising from your recent final drive change. However, in the absense of being able to release yet another definition update with all of the remaining gear ratio parameters (some of which are still untested), this is the best I can do for now.


Either way, try it out and let me know how it works.

i just wrote the file to position 4 on my tweecer.

The 'WOT Shift Point X-Y' scalars are but one variable in the EEC's overall shift control and gear determination logic. Since most of the shift schedule functions will trump these WOT shift point scalars in the final round of calculations, I wouldn't worry about them.

Out of curiosity, which functions and/or tables did you use to modify your line pressure?

dynamic tv pressure

Do all of the cells in your Engine Torque table contain a value of 300, or is it just the top two load rows?

all of them is that bad?

See one or both of the following threads for more information on modifying the engine torque table:

http://www.shoforum.com/showthread.php?p=619058
http://www.shoforum.com/showthread.php?t=75033

what a bitch that transmission is being going in. usually it takes me 4 hours or so to get the car 90% done it took us almost 6 and we jsut got the subframe and suspention in. On top of that i'm not sure if i installed the sprag gear in the correct direction. well it will be done tonight i'll let you know.

 

[somedude_001]

you can brows these if you like.

http://www.sonikempire.com/gallery/displayimage.php?album=39&pos=0

 

[yamahaSHO]

Adam, any progress on VBATT for the MTX?

 

[Axianator]

Out of curiosity, which functions and/or tables did you use to modify your line pressure?

dynamic tv pressure

See my posts from your original 'turbo ATX' thread (linked above and also below) for more information on increasing the amount of non-shifting (or static capacity) pressure within the transmission at higher loads and RPMs:

http://www.shoforum.com/showthread.php?p=619058

Do all of the cells in your Engine Torque table contain a value of 300, or is it just the top two load rows?

all of them is that bad?

Yes. Make sure you copy the original factory values for the Engine Torque table back into your calibration file before you upload your changes to the TwEECer and certainly before you operate your car! Failure to do so could lead to internal transmission damage.

Adam, any progress on VBATT for the MTX?

Not to my knowledge. Unfortunately, I don't have ready access to an MTX SHO, so I've had to leave the MTX SHO definition testing and data logging fixes to Josh. Like many of us here, I think he's been too busy to test the register updates on one of his cars.

Send him an email and let him know you're waiting for it. Two mouths are always better than one.

 

[SeanMc]

Where can I get the ATX 80mm MAF calibration?

 

[yamahaSHO]

See my posts from your original 'turbo ATX' thread (linked above and also below) for more information on increasing the amount of non-shifting (or static capacity) pressure within the transmission at higher loads and RPMs:

http://www.shoforum.com/showthread.php?p=619058

Yes. Make sure you copy the original factory values for the Engine Torque table back into your calibration file before you upload your changes to the TwEECer and certainly before you operate your car! Failure to do so could lead to internal transmission damage.

Not to my knowledge. Unfortunately, I don't have ready access to an MTX SHO, so I've had to leave the MTX SHO definition testing and data logging fixes to Josh. Like many of us here, I think he's been too busy to test the register updates on one of his cars.

Send him an email and let him know you're waiting for it. Two mouths are always better than one.

I'm not sure that'll do any good... I'd have the ghetto-fix done before VBATT came out.

 

[Axianator]

Where can I get the ATX 80mm MAF calibration?

http://www.shonutperformance.com/MarkVIII80.MAF

You'll need to lean the entire curve 17% in order to see the correct values within a D4U1 calibration.

I'm not sure that'll do any good... I'd have the ghetto-fix done before VBATT came out.

In all serousness, I would drop him a note. Every reminder he gets shoud help jog his memory.

In the meantime, I'll try to remind him again the next time I talk to him.

 

[somedude_001]

see thread for transmission not working information. I doni't think it is tune related.

http://www.shoforum.com/showthread.php?p=800694#post800694

es. Make sure you copy the original factory values for the Engine Torque table back into your calibration file before you upload your changes to the TwEECer and certainly before you operate your car! Failure to do so could lead to internal transmission damage.

I copied the origionals on position 4 on the car and it seemingly had no change to the failure posted in the above link.

I viewed my onld tunes and it seems as though i've been running with the torque table at 300 across the bord for a long time. that kind of sucks to hear.

 

[marbs]

Not to high jack the thread at all. Just wondering where I could get the MAF calibration codes and files (or whatever I need to program it)for the FMS 76mm MAF.