Quote:
Originally Posted by thambu19
@ KoolBRZ
Keep in mind that the shifting of an AT has many more parameters that affect it one of those being the torque model accuracy. The transmissions controller gets the torque (modeled) from the engine controller and uses the number to determine the clutch/band engagement and disengagement time to make sure there is not drag on the off going element etc which can cause hesitation. Imagine this like a DCT transmissions where both clutches are engaged at the same time wearing out both clutches and bogging down the engine during the shift. In normal case the modeled torque goes up as the estimated airflow goes up (via supercharging).
So with the AT it could be a zillion things that are making the perceived shift feel better.
I am going to be away for a week (vacation in Puerto Rico) so hope you guys would have perfected the DI/PFI by then.
Reg AVCS lets not start a new one. Let us use either @ Kodename47 or @ ztan thread and have those discussion going there. Yes the AVCS for turbo will be different from SC. The WOT timing for NA would be perfect on the OTS maps no doubt about that. There is probably more on the table at part throttle to improve drive feel but that will come at the cost of FE so not many will want to do that. |
Because it can't be that warm where you live. I've visited Michigan, in the summer. Of course PFI/DI will be perfected by the time you get back. Then you'll show me where I went wrong and I'll have to start all over again. You should see my AVCS tables. Works of art but probably wrong in any number of places. I'll post them in the other AVCS threads. I have to swallow my pride if I want to learn how to tune better. I think it's safe to say that you are a master and I'm not.