6HP Custom Tuning

doublespaces

Administrator
Oct 18, 2016
7,237
AZ
I think I've found the end of intervention ramp tables. The only way to know which one is which without fancy decompression and disassembly of the code is to test them. I'll test them one at a time with logs by putting extreme values in and seeing which gear shift they apply to. If it's nothing that I can notice in logs, I'll set it back where it was and move on to the next one. They're 8-bit single cell tables at 60933-6094C.

For a long time with N54s, we've had to make compromised band-aid fixes for knock-induced post-shift timing drops. If these tables do what I hope they do, I think they'll be the best fix yet.
Is your car back up to test with?
 

AzNdevil

Corporal
Nov 4, 2016
223
Hong Kong
The BMW Intel-hex to bin converter that I found online works with DME 0pa and 0da files, but not GKE215 TCU ones.

Can you link to a converter that works with GKE215 TCU 0pa/0da files?
well...afaik the bme converter just reads from the txt file and joins the files together and convert them in the process...

i got lazy and just converted the da file
i used hex2bin to convert and... b3 matches up with data from the backup
 

P33P33

Private
Apr 3, 2017
32
Glad to hear you are making lots of progress!!!
I'm still quite concerned about the fact that I haven't yet seen any 335i that would report over 536nm torque to TCU(logged with TestO)! Diesels don't seem to have this limit. This would explain my torque limit 4 earlier with 5th gear only with stock flash having that 465nm limit and never with other gears because TCU saw only 536nm and other gears were limited to 560nm so it would never reach that 560 from TCU perspective.
So I'm beginning to think this torque value comes from DME and not from TCU but maybe you Brad can find this out.
If I have understood correctly TCU needs that correct torque reading to work perfectly with torque management maps reducing torque at upshifts. At least my shifts never adapted and upshifts are always like someone hits the break. I made my own map for now until this thing developes a bit more.
 

bradsm87

Corporal
Dec 15, 2016
162
Glad to hear you are making lots of progress!!!
I'm still quite concerned about the fact that I haven't yet seen any 335i that would report over 536nm torque to TCU(logged with TestO)! Diesels don't seem to have this limit. This would explain my torque limit 4 earlier with 5th gear only with stock flash having that 465nm limit and never with other gears because TCU saw only 536nm and other gears were limited to 560nm so it would never reach that 560 from TCU perspective.
So I'm beginning to think this torque value comes from DME and not from TCU but maybe you Brad can find this out.
If I have understood correctly TCU needs that correct torque reading to work perfectly with torque management maps reducing torque at upshifts. At least my shifts never adapted and upshifts are always like someone hits the break. I made my own map for now until this thing developes a bit more.
I'm sooo eager to do lots of testing. I've had to start again with my LSD warranty claim. Let's just say it's a looooong story. I really don't know when my car will be going again now. I've even looked for a used stock diff just to put in my car till I sort mine out but no luck.
 

przemek4net

New Member
Apr 2, 2017
3
Hi,
I would like to understand thi map
TCC Warm Gear X
description said:
TCC (Torque Converter Clutch) maps function similar to Shiftmaps.
Infield Values are OSS (Output Speed Shaft) RPM. Factor in your Tire Size and Reardiff Ratio and you're able to convert those values to vehicle speed.
X-Axis is Throttle Input. The Y-Axis represents 4 possible transitions:
0: Start of Open -> Closed
2: End of Open -> Closed
3: Start of Closed -> Open
1: End of Closed -> Open
/
this is for gear 1 and gear 5... on the right side value are divided by gear ratio
47bd18e13d56ad13med.jpg

How it works? It regulate "slip" ot swith on/off lockup?
It is like (for G5)
With RPM 1326 TCU starts to reduce slip and @2156 lockup is enabled...
and
if 2042 lockup is switched off and @1153 slipping is maximum?
br,
Przemek
 

mfish123

Lurker
Mar 9, 2017
15
I'm pretty sure our transmissions tend to hold gears when going around a corner which I do like. Do any of the shiftmaps in the XDF specifically control just this behavior? If not, do we know if the TCU maybe just uses some sort of offset of whatever shiftmap we currently are in to control this? Any options in the current XDF to control this gear holding when cornering without affecting how the shiftmap behaves during straight line driving?
 

bradsm87

Corporal
Dec 15, 2016
162
I'm pretty sure our transmissions tend to hold gears when going around a corner which I do like. Do any of the shiftmaps in the XDF specifically control just this behavior? If not, do we know if the TCU maybe just uses some sort of offset of whatever shiftmap we currently are in to control this? Any options in the current XDF to control this gear holding when cornering without affecting how the shiftmap behaves during straight line driving?
My understanding is that when you're cornering fairly hard, when in D mode, it switches from shiftmap XE to E. When in sport, it switches from S to XS. Often it does downshift when switching maps. It pretty much never upshifts because it's switched to a more aggressive map, but it would if you were speeding up while cornering.
 

RayBan

Corporal
Free Vendor
Oct 27, 2016
148
That's a separate function, outside of the scope of the shiftmaps. Honestly, it's not untangled completely now. I'd like to tweak that behaviour on the Diesels, as it's much more annoying there, because of the narrow rev-range. In the gasoline cars it's OK, but far from like you want it in a sporty car. Some guys are complaining that the "3rd/4th gear isn't almost there", because of the cornering shift inhibit. The trans holds the exit gear for a few seconds, while you accelerate and as soon as it is allowed to shift again, it shifts 2 gears up. That's not special to xHP, but people are relating it somehow to us.
 
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doublespaces

Administrator
Oct 18, 2016
7,237
AZ
My understanding is that when you're cornering fairly hard, when in D mode, it switches from shiftmap XE to E. When in sport, it switches from S to XS. Often it does downshift when switching maps. It pretty much never upshifts because it's switched to a more aggressive map, but it would if you were speeding up while cornering.
How did you determine this? Out of curiosity
 

bradsm87

Corporal
Dec 15, 2016
162
How did you determine this? Out of curiosity
I didn't determine it. As I said, that was just my understanding. That understanding at the time was just based on reading a bunch of stuff and making best guesses. Clemens has clarified that there is additional gear holding logic though.
 

bradsm87

Corporal
Dec 15, 2016
162
OK so I've only just now had the chance to get back into this.

I've brought this up with XHP before as I'd already tried some years ago significantly dropping the rev limiter on the DME but it still upshifted at rev limiter anyway.

Now I've significantly raised the 2>3 shift points in both Steptronic 1 and Steptronic 2 (from 2750 to 5000), which converts to around 12,000 engine RPM PLUS any slip, but it still just upshifts as soon as it redlines every time.

What's the secret to getting it to hold gears?
 

bradsm87

Corporal
Dec 15, 2016
162
Allright so I've raised the Shiftmaps significantly and all of the below to 7600 but it still automatically upshifts in M mode :rage: :

Motordrehzahlschwelle bei Gangmassnahmen (all gears) - was 7000
Turbinendrehzahlschwelle bei Gangmassnahmen (all gears) - was 7000
Schwelle Motorabregeldrehzahl - was 6500
Motordrehzahlschutz: damit es keinen Konflikt zwischen Kolben und Ventilen gibt, schaltet das Getriebe bei dieser Motordrehzahl hoch. - was 7100

I'll keep looking
 

doublespaces

Administrator
Oct 18, 2016
7,237
AZ
As you've obviously determined, there must be some other tables that are involved in this process, what is your next step?
 

bradsm87

Corporal
Dec 15, 2016
162
As you've obviously determined, there must be some other tables that are involved in this process, what is your next step?
Next I'll try significantly lowering the rev limit and see if it upshifts. If it does, it's not an RPM threshold on the TCU but instead I'll be looking for a flag to disable upshift at DME's request.

Failing the above, I'll just need to keep scouring through and translating German table names and trying more. If I really have to, I guess I'll increase the road speed and output shaft speed thresholds.
 

bradsm87

Corporal
Dec 15, 2016
162
OK so I've lowered the DME rev limiter to 5000 and it does hold gears in M so there is an RPM threshold in the TCU at play rather than just a flag. Boy there are a LOT of things it could be amongst the hundreds of maps.

The thing that gets to me a little is that those who know the fix for this seem to enjoy sitting back and laughing at me sacrifice my precious family time and endure the many arguments it takes to get this undistracted time at home. At the end of the day, I'm sure I'll get to the bottom of it but seriously, what commercial impact will it have on those who know whether I get the help from them now or if I find it myself after another 100 hours of my time? Nothing! It will make no difference to them but it would help the community a lot. The 6HP TCU flashing project started as a community project. I guess I've just been spoilt by the great community engagement by the DME flashing organizations. Maybe I'm expecting too much by hoping for the same on the TCU side?
 
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