Mother of all 7603 XDF files

[V8fan]

Guys -any chance to add column in tranny pressure table ?
There is some mistune with pressure
If you command too much -it drops
HPT has this
TunerPro wont show

[AngelMarc]

-it drops

What drops? What happens and when?
(Also, there's something called pad bytes, which this looks like.
If you view in hex, I bet that last column is FFFFFFFFFFFFF...) maybe not, ignore that. I'm not familiar with this exact variable.
Does look like a 0% to 100% scale, so another column doesn't go further, just steps in between.

EDIT: Or maybe I'm barely past the valley of the dunning kruger curve lol "pad bytes make sense, but hell if I know."

[V8fan]

-it drops

What drops? What happens and when?

Transmission line pressure
If you command it over 96 -line pressure drops to 4 bar instead of 16+
Yes you must not exceed 96 but there is so much koef and adders that it can happen
I mean just to allow that last column to be redactable like it is in HPT
I dont wanna use HPT as redactor cuz I have issues with it after redacting torque management parameters
If you wanna discuss it -we better go to another thread

[AngelMarc]

Isn't this just a slip variable. If you want it to just smack in gear full force, unplug that solenoid. Can be bad if you push a lot of power through it. Otherwise, who cares.
The only redaction is what's shown on your display, it's always there regardless.
I think you're in a calibration table, not a tune table.
If you want to move the discussion to a new thread, make it and link it or direct message.

[antus]

I'm not sure what HPT is doing there, but the values in that last column look odd, they don't follow the trend and look way off.

I just checked in the 7603 XDF and added an extra column. It throws the table alignment out. All the data in the table as tunerpro shows it is contiguous. Unless you have clear information that it works, I think that last column in HPT is a bug in the HPT def and does not have real data in it. If it is real, then its doing something really funky to make it work. If that is the case its not just a simple missing column, but some very strange logic to save that data of just the one column somewhere else. It seems unlikely, and looks wrong like that.

According the description in the XDF its current to the force motor to prevent slip.

Capture description.PNG

wrong.png

[AngelMarc]

96 -line pressure drops to 4 bar instead of 16+

The description Antus pictured.
0 equals max pressure, same as unplugging that solenoid. The signal you send it, closes the venting of pressure. It's PWM by the way, which only makes sense as a current number when you do math to average it over time (duty cycle).
Still think its a calibration table and you want something else. Changing it could be a simple hacky way to get what you want if you really know what you're doing (in the same vane as injector or MAF scaling some do when they run out of table limits), but as you said, modifier tables etc.
Changing it would make proper sense is you had some crazy after market valve with a bigger or smaller orifice.

[V8fan]

0 equals max pressure, same as unplugging that solenoid.

What do u mean ? unplug solenoid is very bad idea - you can damage tranny by harsh shift and PCM goes to limp home mode -it can just go to 3rd without any gear change
0-96 is AFL pressure (desired) -depends on valve body wear and installed spring
1245 -98 is mA to force motor aka Line pressure solenoid
0 mA is max pressure
0 psi to AFL is 4bar in line pressure -lowest possible line pressure
I have simple mechanical gauge 0-400 psi and its tricky to log pressure
Im planning to make some adapter to let HPT log pressure same as engine parameters from AC pressure sensor (I think it can handle it and I have its parameters about signal-pressure)

[AngelMarc]

Shouldn't go into limp mode from unplugging the pressure solenoid. It only hurts it if you're pushing a lot of power AND not being careful. It was a feature added primarily for luxury, also coincidentally helps hotrodders get by easier when pushing limits of tranny. The sporty option is to limit shift harshness with spark retarding, if that's what you're going for.
You typing in 0 in the grid is max pressure. Putting the whole table at 0 is the same as unplugging that one single solenoid. And the size of the hole in that solenoid is a factor in all this for that table to be scientifically accurate, bigger orifice means lower pressure at identical settings. it's not amps, you can measure it as amps with a meter, but that's not how it works.
The solenoid always draws 1.1 amps (apparently) whenever it is on, if it's PWM duty cycle is 50%, you will measure half that, 0.55 amps, and that's what a meter will shows. "why not measure voltage" you might ask. probably because of different techniques used by different meters and modes, averaging vs peak measurement. Peak measurements would always show battery voltage unless it at max pressure setting. Most techs don't have an oscilloscope for this stuff, so it's largely documented in terms of current. Dumb as shit that way really.
Change my mind; any transmission I've looked into, uses the exact same solenoid for pressure control and shift solenoids.
Pulsing rapidly, plus a spring loaded resovoir (accumulator), equals pretty stable pressure change.

[AngelMarc]

Also worth mentioning, slip causes clutch wear. If you have the power that requires slip, you pick increased clutch wear or parts snapping, or getting a bigger transmission.

[V8fan]

Shouldn't go into limp mode from unplugging the pressure solenoid. It only hurts it if you're pushing a lot of power AND not being careful. It was a feature added primarily for luxury, also coincidentally helps hotrodders get by easier when pushing limits of tranny. The sporty option is to limit shift harshness with spark retarding, if that's what you're going for.
You typing in 0 in the grid is max pressure. Putting the whole table at 0 is the same as unplugging that one single solenoid. And the size of the hole in that solenoid is a factor in all this for that table to be scientifically accurate, bigger orifice means lower pressure at identical settings. it's not amps, you can measure it as amps with a meter, but that's not how it works.
The solenoid always draws 1.1 amps (apparently) whenever it is on, if it's PWM duty cycle is 50%, you will measure half that, 0.55 amps, and that's what a meter will shows. "why not measure voltage" you might ask. probably because of different techniques used by different meters and modes, averaging vs peak measurement. Peak measurements would always show battery voltage unless it at max pressure setting. Most techs don't have an oscilloscope for this stuff, so it's largely documented in terms of current. Dumb as shit that way really.
Change my mind; any transmission I've looked into, uses the exact same solenoid for pressure control and shift solenoids.
Pulsing rapidly, plus a spring loaded resovoir (accumulator), equals pretty stable pressure change.

Man I asked about one thing -you answer about another
Any solenoids fail test -PCM goes to limp mode - I tested it unwillingly when they fail
Im in repairing and tuning cars more than 20 years
I beefed up a lot of trannis with increasing clutch disks quantity and tune up hydraulics for faster response and higher pressure -at hardware side
I made couple of my own "shift kits" for trannus that I often beefed up
I know how PWM works and thats why I have couple of oscilloscopes and some knowledge how to use em
I have experience in soldering BGA chips and rebolling em - I know how electronic units works and able to find problem and repair ECU units or tune up them to increase power output
So -Im not novice and I know how to build engine/tranny/suspension and so on
But Im absolute zero about programming -I only can use already developed things like I cant modify XDF file without guide
I simply have no experience with it