Modding your Calculated Torque tables for better shifting, for A/T's only.
 

Because the TCU for these cars hasn't been cracked yet, I've started learning how to affect it with the ECU's programming, in particular, the Calculated Torque tables A and B, in the Drive By Wire section.

I started simply by making both tables the same, and moving the contents of the columns, one column to the left, and saving it as +10. Then, starting from the same original file, I moved the contents of the columns, one column to the right, saving it as -10. That gave me three tunes to compare, +10, original, and -10.

I thought that the TCU would shift later, when it was told it was under a bigger load, but that was wrong. The TCU short-shifted so badly that my wife remarked on it, saying she didn't like how it was lugging the engine. So, the +10 tune was a bust. The original tune was better, but not good enough. The -10 tune was better, however, so I started using lower and lower numbers. Telling the TCU I was barely using any power in the lower loads and rpms.

Here are pics of the original table, and my latest, tested, table. I'll be testing even lower tables later today or tomorrow.

While the Titanic was built by professionals, the Ark was built by amateurs. Which one lasted longer?


The Titanic. It is real.

So what exactly are you trying to solve?

:word:

Yeah... I find it shifts a little rough under little load (3-5psi range on the boost gauge) but honestly its easy to A) not build boost or B) build more. Very Very minor thing you hardly notice it. Also with all my extra torque I find it shift sooner but that's okay with me, does not impede driving

I'm making progress now
 

I've tested lower and lower Calculated Torque tables and found what makes the TCU shift really really badly. If the figures are too high, the TCU short shifts and bogs down. If the figures are too low the TCU slides from gear to gear without ever really locking into gear. I really, really hate the factory programming of this TCU. It short-shifts with too much Calculated Torque, and shifts slushy with too little Calculated Torque. It also really delays manual shifts with too little Calculated Torque.

I think I need to divide the map into four different sections for cruising, accelerating, hard acceleration, and downshifting. I'll need to re-scale the load columns, use the figures at the .1 - .6 loads for cruising, .7 - 1.0 loads for medium acceleration, 1.5 - 3.5 loads for hard acceleration.

I don't know how to convince it to downshift at a reasonable load under .9, but with trial and error I'm slowly learning.

The pics are of my current favorite, and the worst I've tried so far.

If any expert tuners with A/T experience want to chime in with their experiences, or suggestions, I would love to hear from you.

I feel like if you work on your MAF scale, timing, and cams you'll find that crisper throttle pedal... it took me 20-25 revisions for For CL before I moved onto my cams and timing... after that was all done I enjoyed the perfect downshifts every time. But then again I did opt for the standard

Been there, done that. One of the coolest things to do in an A/T is to shift at just the right point to continue accelerating without lifting off the pedal. It doesn't always continue accelerating because of the change in rpms. Sometimes it takes a moment to recover. When it takes a moment to recover, it sucks. It shifts better at certain rpms and pedal % than it does at others. It's only possible to consistently shift in the zone, manually. I want to change the tables referenced by the A/T to get it to shift in the zone automatically. I would really like to just rewrite the TCU to shift by a different set of tables for each gear. For instance, I wouldn't let it shift into 5th gear from 4th, until I backed off the pedal under 10%. But, I wouldn't let it kick down from 5th to 4th until I press the pedal at least 20%. In an M/T shifting acceleration is modified by just pressing the pedal down further, in an A/T it is controlled by the Calculated Torque tables, and the TCU. I believe it works similar to the DBW tables with Calculated Torque A as the limit table and Calculated Torque B requested torque table. They are going to have to be changed the same way that the requested Torque tables get changed.

Confirmed, lowering the values in the table delays up shift later and down shifts sooner.
As previously stated by kodename i think, Calc Tq A is for gears 2 or 3 to 5, Calc Tq B is for 1 or 1 and 2.

So these 2 tables are actually used only by Automatic calibration?
or possibly from manuals too but only to manage the little indicator in the dash for when to change gear?

Troll?

if you watch throttle angle and doesnt close in the hypotetic lower torque values, you ve nothing to care about

the most important throttle table for MT is the Accel pedal to torque SI drive, if you are worried about throttle closing just bump those values on the dip zone
the calculated torque tables shouldn t even be used in MT car

Yes, that's me.

You can tell by all of my post.