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Thread: Tool to help tune A4 shift points...

  1. #21
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    I used this to tweak the shift points on a 2013 Impala T43, just did gears 1-4 first then did 4-6. Made 2 spreadsheets, be a lot easier to do with 1 though.

    If SSpdmon is ok with it, Id be happy to edit the spreadsheet for the 6spds but he'd have to send me an unlocked copy first.
    ~Erik~
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  2. #22
    Lifetime Member wesam's Avatar
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    Quote Originally Posted by joecar View Post
    Yes, correct, for WOT and PT (with correction).
    Thanks Joe
    Could you correct the main post so no body will take a wrong rule
    EFILive Tuner

  3. #23
    Lifetime Member wesam's Avatar
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    Quote Originally Posted by joecar View Post
    Yes, correct, for WOT and PT (with correction).
    Joe are you sure from this correction ?!!
    when i tried to apply your rule i did not find any benefit from putting the rule as that ( (2-to-3)<(3rd App.) ) because it will not shown in the second graph in SSpdDemon sheet
    I think it is wrriten right in his post
    EFILive Tuner

  4. #24
    Joe (Moderator) joecar's Avatar
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    TCC 3rd apply should occur after the 2->3...

    ( if the TCC 3rd app is lower, then the TCC will simply be locked immediately on upshifting into 3rd )

    ( regardless of the 3->4 upshift which hasn't occcurred yet )
    Last edited by joecar; April 21st, 2017 at 09:17 AM.

  5. #25
    Joe (Moderator) joecar's Avatar
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    Reread SSpdDmon's paragraph on TCC 3rd app:

    Quote Originally Posted by SSpdDmon
    ...

    The next two graphs help you to see where the TCC will apply and release in relation to the shifts that can affect it. The first one (TCC 3rd Gear) is a little tricky because sometimes people cruise around in D instead of (D). Here you want your TCC apply to be greater than or equal to your upshift AND greater than your TCC release. Technically the PCM will command the TCC to release for a downshift, but I like to keep the TCC release slightly higher than the downshift. That way, if a downshift is commanded, the TCC is already disengaged. It also serves to let the converter 'work' in certain scenarios. For example, say the car is slowing down going up a hill even though you're giving it 25% throttle. The TCC will release and you can make use of the toqure multiplication of the stall before it'll downshift into the lower gear. So, the general rule for this graph is:

    (3-to-2)<(3rd Rel.)<(3rd App.) AND (3-to-4)<(3rd App.)

    ...
    ( I added colors for purpose of illustration )

    It is talking about the 2->3 upshift, and clearly the logic equation shows the wrong upshift.

    The logic equation should read like this:
    (3-to-2)<(3rd Rel.)<(3rd App.) AND (2-to-3)<(3rd App.)
    Last edited by joecar; April 21st, 2017 at 09:19 AM.

  6. #26
    Joe (Moderator) joecar's Avatar
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    Quote Originally Posted by wesam View Post
    Joe are you sure from this correction ?!!
    when i tried to apply your rule i did not find any benefit from putting the rule as that ( (2-to-3)<(3rd App.) ) because it will not shown in the second graph in SSpdDemon sheet
    I think it is wrriten right in his post
    If you add the 2->3 upshift to the TCC 3rd gear spreadsheet graph, you will see that (2-3) < (3rd App).

  7. #27
    Senior Member whackem04's Avatar
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    Lets just hope he will. It sucks tuning an Allison and have to calculate most shift points by hand. Thats what computers are for right?
    01 GMC Sierra 1500 SLE 5.3 cam swap
    Tuned by ME (COS 5 - running strong and smooth)

  8. #28
    Joe (Moderator) joecar's Avatar
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    You should be able to goto the Allison shift tables and copy/paste them into a spreadsheet...

    you will then have to use your spreadsheet skills to draws graphs of the tables.

  9. #29
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    I LOVE visuals, this is awesome. You can see how wide your hysteris(es?ii?) are with this as well. Should chop some time off of redoing my shift tables. Generally I make only 1 or 2 changes at a time, but with it all laid out like this I made a buttload of changes all at once and can immediately see if something's overlapping that shouldn't.
    1998 GMC Sierra K1500 5.7/4L80E, longtubes, 411 w/COS 5, marine cam/intake, Whipple. 91 octane at 6000'.
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  10. #30
    Joe (Moderator) joecar's Avatar
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    +1 I agree visuals are worth 10K words.

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