I talked with Ryan Martin real quick on the phone yesterday around 1pm just to let him know I sent him the stock file in an email not through the TDN network. He said ok good I’ll get on this ASAP. I did not get a base map yesterday so hopefully I get one Monday or Tuesday.
Brad made some changes on his tune and sent me a new tune yesterday. I flashed that and went out. The revolving messages and stuck on traction control light were off. I turned traction control off though. My sending unit (fuel level) is flipped so E is fill and half a tank is E. It was about 1/4 and I’ve been refilling around this time. I’m able to put in about 7 gallons so when my gauge reads 1/4 it’s got about 5 gallons left in it.
Reset OAR. Did a rolling multi gear pull and it shifted on the 2-3 right away and I took it to 3-4 and into 4th a little and let off. I messaged Brad…..whatever you did….keep doing it! Waiting for a response. It sucks Brad is part time tuning but he can and does send tunes over the weekend where Ryan I don’t expect will. So hopefully I get another tune revision from Brad today or tomorrow.
The data log revealed he was able to get the car rpm shift redline to listen, it shifted just barely before 6k rpm 2-3 and took 3rd to 6400 rpm into 4th. No ECU intervention and no hard throttle cut. 18 psi tune and 21 psi boost spike on the hit. All in all not perfect but where it needs to be. Shifting.
I think there was too much going on at once. Trying to tame the built 6F55 at the same time with experimental higher rpm shift points were just too much too soon I think. And the same thing I told Ryan, let’s just let the car rpm be normal until it’s dialed in. Then add some rpm. 6800 or 7000rpm is a destination not the foundation. So it seems keeping the rpm down to a normal limit was easier for the trans to do its thing and torque logic to stay overall happy. To get the higher rpm shifting to stick I think it requires a higher degree of torque logic tuning, a higher degree of understanding. For now the scaling and tables align in its original calibration of around 6200 max. I guess what I’m saying is….if you want to take it to 6800 or 7000….better know the ins and outs bc it’ll require system level recalibration. Which is how that’s playing out in real world experience. Same calibration higher rpm it’s wonky.
I insisted Brad scale the car to a 3.0 load. He was quick to say he’s never seen more than 2.3 or 2.4 load with an SHO so that right there tells me it wasn’t scaled that high. He got technical with info and questions so I did use AI and AI did phrase things for me to say as if it were me….essentially I was choosing which AI written response to respond with that made the convo seem fluent.
Like I said, “Got it — appreciate the explanation. I totally get what you’re saying about Ford’s torque inverse being more of a reference model than a literal torque map, and I agree the key part is that the airflow and quadratics are accurate since fueling looks solid. What I’m trying to smooth out is just that abrupt torque drop on the 2-3 shift. Even if the torque inverse isn’t physically measured, it still ties into the trans torque reduction blending and torque source logic, so having it scaled consistently with the airflow model up to 3.0 load should help the PCM keep the same torque request through the shift. If we can tweak the shift torque reduction or blending a bit after that, I think it’ll eliminate that quick “lift-shift” feel I’m getting while keeping everything else you’ve done intact. I’m really happy with how the fueling and drivability look — I just want to get the shift behavior perfect before we move to higher boost.“
He then shared some insight essentially revealing his frustration with the 6F55 tuning and I used AI to keep him on track.
I said, “Yeah totally understand — the 6F55 definitely has a mind of its own when it comes to shift control. I appreciate you checking on it. If lowering the shift point helps, let’s try that. But if it’s still aggressive or hangs, maybe we can blend a touch less ETC or spark cut during the shift event instead of just relying on the RPM drop. That way it keeps the torque handoff smoother without upsetting the trans logic. I get that it’s touchy, but the car’s clearly making solid power now, so we’re just chasing refinement. I’m confident we’ll get it dialed in.”
And it ended with him saying, “Yup I will scale it to 3.0. The throttle only cut because rpm were too high..that’s my safety net. Weed need rpm to come down we should be able to do that..torque should remain high as long as we get off that rpm limiter. We’ll get it.”
Had to use AI to stay in the conversation but it worked. lol! Whatever it takes!
