Vy commodore

[Wade]

Been thinking about tuning the trans in a similar fashion. First gear upto 64km/h across all tps log then move onto 2nd ect ect. That way you shouldn’t get up shift offset when logging trans slip, and doing main line pressure tuning. I’m pressure happy with the desired shift times in my tune and up shift kph and tcc ect. Now I feel it’s just main line pressures and up shift pressures and it would be sweet

[immortality]

Industrial and hwy with cruise control and a few pissed off drivers behind me wondering why I’m driving like a granny lol.

I did try with cruise control but I find it's constantly making small adjustments so I went back to driving it myself.

Pretty much just broke it up into zones as described in the book, and logged each zone accordingly. Depending on what zone I was logging, dictated where I logged. Wot I use to do over where my dad lives, as he lives up in mountains, so I can hold high load easy. Over where I live it’s pretty flat

Which book is that please?

[Gareth]

Pretty sure it this - SA135 - SA DESIGN BOOK ENGINE MANAGEMENT ADANCED TUNING FOR HORSEPOWER

[immortality]

Cheers

Maybe I'm old school but I still prefer reading a proper book over something online.

[Wade]

Nah pretty sure is one of Greg banish’s other books. Designing and tuning high performance fuel injection systems. Think he’s got 3 or 4 books.

[Wade]

The road has to be long and flat. Doesn’t matter if you use cruise or not, but I find it handy. You can see in that last log after tuning the trims were under or very close to 1 %. I was chasing my tail a bit before and the injector multiplier table didn’t look right. After doing idle and the transition in an industrial area I done cruise on the Hume hwy. I think the most important thing is getting it to operating temp both intake and coolant, obviously turning of cat over temp, dfco and lean cruise and then holding it in each rpm and cylair cell until the fuel trims stabilises and stops moving around. Then at least you know you’ve got enough counts. Doesn’t matter if it takes 5mins just to get up to speed, never give it much throttle movement. And breaking it up into zones helps rather than trying to do it all in one hit.

[Wade]

Went back out and done more tcc and up-downshift speed tuning. Trying to get it to downshift with less throttle to get it up into the power band faster when needed, same with up shifts and tcc.

[Wade]

The upshift offset pressures I got from the series 2 vy factory tune. The desired shift times I got from a vz ss tune and the tcc and up-down shifting is from a vy 285kw tune. I only changed the tcc, up-down shifting is tables it was less kph then the 285kw settings. Figure Holden know what there doing more then I do, so it’s a got safe starting point. I also went in a scaled down the adaptive shift pressures by something like 50% so there not as aggressive. Might even lower them more.

[Wade]

[Wade]

Update: found the ramp rate shift time tables and adjusted them in this latest tune. Was definitely the missing piece of the puzzle. Adjusting the desired shift times only gets you so far, but there’s still a bit of a delay on the 2-3 upshift. After defining the ramp rate time vs TPS that’s all fixed now. Shifts nice without even needing any additional pressure. Wasted $100 on a max speeding rods 44mm wastegate. But after a closer look, I won’t be using it. The old mvs tial style 44mm is what I used on the last build but that too wasn’t perfect. I think a gfb 44 is on the cards as far as the wastegate goes. Never used them but there definitely cheaper then a turbosmart gate. Also took a trip down the wreckers to grab an oem cast manifold. And started ordering some sch40 piping. Toying with the idea of trying to weld steel to cast iron . If not no big deal. Also want to try keep it all low mount. I know I’m making things harder on myself.