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When does the TCM/PCM decide? Trying to adjust my upshift/downshift table and the lockup table in HPTuners. It seems to me that I'd want my lockup to occur below the downshift threshold and will keep me in lock-up until I either exceed the speed per TPS% or fall out of it from taking my foot off the gas/braking.
But if I were to give it gas and my lockup is still engaged (say for interstate passing without really gunning it) how does it make the determination at say 50% throttle to not just kick down to 3rd and unleash holy hell? Should I just go play with this until it drives like I want it to?
See screenshot for my tune (3.23s, 7000RPM redline, 6600 shift points, and 4200 stall make for some bigass numbers in 3rd gear). I set it so it won't lockup in 3rd at all. I only want it to cruise in OD locked.
It might help you to do this visually. In the attachment
are some Excel 'sheets I made a long while back when
I was messing with setting my trans to suit. You can
paste what you've got, or what you want to try, in
some of them and see how things interact. You will
also find Excel tables matching stock and my final trans
tune (I think - or close; have not messed in many years).
Jimmy, I was looking at the files you posted. Should I raise my MPH for 4th lock/unlock so it climbs above the 3-4 and 4-3 shift points? Or should I lower them, even though with the RPM/tire/gear combo I can hit 153 @ 6600 in 3rd gear (which is lower than the 7000 redline)?
Any advice? I don't know how often I'm going to be shifting into OD at 150+
...
Should I raise my MPH for 4th lock/unlock so it climbs above the 3-4 and 4-3 shift points?
...
If you set the TCC lock/unlock above the 3->4/4->3 shift, you will have easier control of TCC unlock vs 4->3 downshift: as throttle increases, the TCC unlock occurs first, and then as throttle continues to increase the 4->3 downshift occurs (i.e. in two stages which you control via the amount of throttle; i.e. some throttle gives you TCC unlock, more throttle gives you downshift).
If you set the TCC lock/unlock below the 3->4/4->3 shift, then as throttle increases, the 4->3 downshift and the TCC unlock occur simultaneously.
That spreadsheet works very well. You may have to tweak the stall speed number a bit to make it happy as stall is really engine torque dependent.
I also disabled turd gear lockup. I have mine set to lock in fourth at 54 mph. And of course Oregonians love to drive at 53......********!
Anyway, set it up to suit your taste. I personally prefer to just manually downshift if I want to pass quickly. If I let it do it for me and a go foot to the floor, it will go to second......and that terrifies women and small children.....
Where I live, they love to drive in the 37-39 mph range. I need more rearend for the car to be happy locking up there. Otherwise, it's in the 1100-1200 range and it bucks with 16 degrees of overlap. So, I just ride the converter in the 3000+ range... and the Kooks TDs are LOUD. So it scares people already.
And thanks, Joe. I'll play with the settings a bit.
I definitely think this will work better. If I'm going 80% in 4th gear, I definitely want to pass someone. But at lower TPS settings, I would rather have some wiggle room to just speed up in gear.
10-09-2014, 01:04 AM
Disengaging Lockup vs Downshift 
