HP Tuners & 6L80: THIRD video covering Max Press, Max Press B, Max Clutch and Max Line
HTML-код
- Опубликовано: 15 окт 2024
- This is the THIRD video from a multipart 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 Max Pressure, Max Pressure B, Max Clutch, and Max Line 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 (you're here!)
Part four: XYZ Pattern, Adaptive Oncoming and Offgoing : • Part 4 of the HP Tuner...
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...
VERY INTERESTING ,,, HOPE TO SEE YOU TRY HP TUNERS ON A I-VVT ENGINE IF POSSIBLE THANKS SO MUCH FOR YOUR TIME !!!🙏👍👍👍
Excellent video! However, I kind of expected these results since you didn't change the shift times.
My theory is, to decrease the shift time, more pressure is needed. Any chance you can redo this test with aggressive shift times?
I rebuilt chevy transmission and i want to learn the most possible to make the tranny run good, thanks for the time and knowledge u put in ur videos.
Such amazing stuff you did here!!!!
I'm going to have to go back in to the tunes for a couple of my vehicles, and look at how many of these ineffective parameters I've jacked up and probably put them back to stock values. I knew I wasn't verifying that many of the parameters actually did anything, but with the fact that they actually DON'T do anything staring me in the face, I will go back and un-do them. And I'm hoping you actually find some parameters that really do something in future videos. Lol
Thank you! This is great stuff!!!
Awesome stuff! Really helped me fill in some gaps on tuning my transmission. I'm curious did you reset adaptives after changing pressures?
Quite Helpful!
Maybe I missed it, but did you try changing Max pressure, max pressure b and max clutch pressure after your max line pressure table setting? I wonder if these settings would yield a change once more line pressure was available to these settings.
I have to wonder if turning TCS off would eliminate the throttle drop at WOT. I know in my Sierra, throtle is controlled a lot more when TCS is on that off. For instance, you need to turn it off in order to do a brake torque or it won't even hit the RPMs to break it loose
My buddy and I were talking about the variance in throttle reduction during WOT shifts. Do you think that might be due to traction control on a dyno? Most modern vehicles don't actually turn off traction control completely, and as such they hate running on a dyno. It seems odd that it's inconsistent.
I'm not sure. I was really surprised to see the throttle torque management, especially since it looks like "no throttle" was the stock setting. And, as you said, it was very inconsistent.
What also surprised me is that the clutch shifting pressures reacted differently whether there was throttle reduction or not, so you'd think that there's another set of tables that can be referenced. Thanks for the comment and please ask more questions if you have any. I might not have the answer, but somebody may.
Through all my logs I have never seen the TCM command throttle reduction during shifts, it's always spark, and like he was saying the settings to turn it to "throttle only" are inconsistent and I don't think they work or are doing something else.
@@cmitchell17a1 yeah, might be something not obvious. I have a "electro" mechanical diesel (OM606 with an EDC pump) that I'm going to tune and run on an ECU. Unfortunately I have very limited options when it comes to torque management between shifts. It's going to be pull throttle, or open the VGT vanes. Either is pretty aggressive for shift torque management. I might end up doing a little of both hopefully it doesn't prove unreliable, and can save the 722.6/NAG1 going behind it. My dream was to use a 10R80/10L80 in the build but no one has figured out a controller, and Ford performance won't share the CAN data so I can get the factory TCM to sing.
@@siuautomotive I see this is a year old, but did you log the Displacement on Demand channel? In the 2014 Silverado, there is active fuel management aka DoD, and also Intake valve angle. If you logged the Spark Retard (sensor) you may see it is related to DoD and or VVT cam angle. If you do another test, turn off the DoD using special function, the Green button in the VCM Scanner of HPTuners. Did you have the Air Conditioner on for both Baseline and the non-throttle closing Baseline? Log IVT channels too. After uploading a new tune the IVT heat soak over compensates. It should be neutralized during testing.
I wonder if you have to increase the max (limits) on all then test it again?
Good question. After I finish editing and uploading these videos, I'll go back and do some combo changes.
Would the torque signal being sent to the TCM from the ECU need to be higher for it to even think it needs more clutch pressure? We bumped the limits in the video, but not the torque signal.