6HP Custom Tuning

Discussion in 'Advanced Tuning | Coding' started by doublespaces, Mar 3, 2017.

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  1. doublespaces

    doublespaces Administrator

    2009 E93 335i
    So its a matter of trial and error at this point? I suppose you could systematically attack this by rounding up all the tables and making changes to 1/2 of them and trying to narrow down which ones make noticeable differences, assuming that wouldn't booger up other things. I'd like to think you could reduce it to a dozen flashes in stead of hundreds.
  2. bradsm87

    bradsm87 Corporal

    The problem with that approach is that there's no way of knowing tables are 100% what you think they are without disassembly etc which goes waay beyond what I can do. It's potentially very dangerous. It could only take changing one thing wrong and it could make it do something that would damage the transmission or engine.
  3. bradsm87

    bradsm87 Corporal

    I'm taking a break from solving the automatic upshifts and spending a bit of time tweaking the shifts in all modes. Once I get that sorted, I'll go back to further upshift blocking attempts.
  4. all4bspinnin

    all4bspinnin Specialist

    135i TT
    brad lets talk post shift...
  5. bradsm87

    bradsm87 Corporal

    I've now maxed my HPFP so once I taper my boost enough to be safe, I'll have a go at that. My post-shift timing drops have got especially bad in the hot weather here in Australia.

    This is what we want to change. That's a log of torque actual. We want it to look like the red lines.

    Attached Files:

    Last edited: Nov 19, 2017 at 7:04 PM
  6. bradsm87

    bradsm87 Corporal

    I spend another 3 hours going through the VAG 6HP and the E60 6HP OLS projects and comparing to our BINs and the locations already tested that didn't work are 100% the right locations for the ramp at end of torque reduction. They just don't work as expected.

    There are heaps of other possible tables that would change this behavior but I probably wouldn't have any transmission left at the end if I tested them all! Not really sure where to go from here.

    Edit: I've found "Faktor fuer Ruecknamerampe bei Momentenerhoehung which translates to "factor for return ramp at torque increase" for each upshift so I'll give that a test tomorrow.
    Last edited: Nov 20, 2017 at 2:30 AM
  7. cebrailbakan

    cebrailbakan Lurker

    2007 E90 AT 335xi
  8. bradsm87

    bradsm87 Corporal

    Devastatingly, I left my xhp tablet at work today! I'll have to try again tomorrow. There are some new tables that I'm ready to try.

    Hopefully slowing the re-introduction of torque will be enough to significantly lower the severity of post-shift knock. I suspect there will still be some there because the roasted exhaust valves from the negative timing would certainly bring the knock threshold closer.
  9. bradsm87

    bradsm87 Corporal

    Well I changed the values in the recently discovered tables and no noticeable change AGAIN.

    So the folder of tables is titled "Schaltablauf Motoreingriff 1 -> 2" (and 2 -> 3 etc.) which translates to "Switching sequence engine intervention 1 -> 2". Every table to do with "Motoreingriff" definitely is to do with requesting torque reduction from the engine.

    I changed the following tables:

    Dauer Rampe ME bei Schaltungsende
    Duration Ramp ME (engine intervention) at the end of the circuit
    From 90ms to 180ms


    Faktor fuer Ruecknamerampe bei Momentenerhoehung
    Factor for return ramp at torque increase
    From 0% at all torque levels above 80nm to 100% at all torque levels above 80nm

    It's like the above tables are just a starting point but the transmission still ramps up torque as hard as possible if it doesn't detect slip.

    We might need to limit the torque increase rate after a shift on the DME side after all. It might come with its own side effects because on the DME side is just a single cell item that applies to all revs and loads.

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