Part 4 of the HP Tuners and the 6L80: modifying XYZ pattern, adaptive oncoming and offgoing!
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- Опубликовано: 5 ноя 2024
- This is the FOURTH video from a seven part video series covering what the calibrations actually do in the 6L80/90 transmission. As you will see in the video, I have outfitted a 6L80 transmission with pressure sensors for each clutch and I recorded the pressure readings while shifting the transmission on our Superflow Dyno. I recorded baseline runs and also single modifications using HP Tuners.
In this video, I show how modifying the XYZ pattern, oncoming adaptive, and offgoing adaptive alter the transmission pressures.
In this video, I summarize the results for each of these calibrations. For a full report of each shift and each clutch, access the presentations and the raw files through my website at:
www.automotive...
You can get the free software to open these files at:
www.picotech.com
www.picoauto.com
www.hptuners.com
I will update this list of completed videos as I make them, but right now, these are the available videos in the series:
Part one: Intro and what you need to know • HP Tuners and the 6L80...
Part two: HP Tuners and the 6L80 - Baseline observations • HP Tuners and the 6L80...
Part three: Max Pressure, Max Press B, Max Clutch, and Max Line: • HP Tuners & 6L80: THI...
Part four: XYZ pattern, adaptive oncoming and offgoing (your here!)
Part five: Torque Adder, Transition Time, and Output Torque Factor • HP Tuners and the 6L80...
Part six: HP Tuners and the 6L80 - Part Five - Torque Adder, Trans Time, and Output Torque Factor • HP Tuners and the 6L80...
I’m late to the party but I’m loving the series.
Just my observation of that hump between phase 1-2 on clutch release pressure waveform. I think the hump is cause by available fluid volume in the valve body. The off-going clutch is trying to dump pressure down to a specific pressure by a certain time so the duty cycle of the solenoid is changed to release pressure. At the same time we are filling the ongoing clutch which is taking up much of our available fluid volume. When the ongoing clutch has been filled the duty cycle of the solenoid is likely changed to soften the engagement and when this happens we end up with more available fluid volume in the valve body. Combine that with offgoing solenoid duty cycle changing as it enters phase 2 of release we see a hump in the pressure. Kind of reminds me of a pintle hump in an injector waveform.
I’m not a transmission internals guy so I may be way off with my observation.
I will look through the presentation file and see if you already answered this but I’m wondering if the timing of the 4 release phases changed by altering only the offgoing pressure chart.
Been working with HP Tuners for a while and it is all true, everything you explain. To “fix” my trans so that it will last I don’t allow the TCC to engage at all in any gear and I use standard tranny coolers to keep temps under 170 even when towing on a 105 degree day. There is no thermostat in line with the coolers. The stock torque converters are pretty tight so no lockup works out great. Thanks for the videos.
I looked at the powerpoint for this segment earlier today, and I was stoked to see the video pop up already with you explaining/summarizing the data and results. Your explanation really helps a LOT! And I'm so excited to see the next segment. I think that's where some of the actual tunability is that can be felt, but I guess I'll find out. Lol
I'm glad you're finding it useful! It'll probably be a few days before I can get the next presentation built and recorded. It takes a ton of time to build those presentations and measure those values. It only takes a few hours to record and edit, but it probably takes 5 hours to make the presentation.
I find modifying the presets had the greatest improvement in shift feel.
The adaptive oncoming and offgoing? How much are you changing them and are you doing other mods. Like some other comments, it possible my results for incoming didn’t change because they might need to accompany other changes to work properly.
You might be right with your hypothesis on the numbers but these PSI numbers might be "fuzzy" as they're calculated on the fly off the max pressure and just modulating a solenoid via PWM. Without more PSI, maybe no more is available? Would it be worth lowering the numbers by 30% because that you should be able to see without the trans having more pressure.
Very good idea! After I'm done with this series, I'll try some of these suggestions and report back.
@@siuautomotive Thank you. Also a huge thank you for doing this series.
Thank you!!!