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  #1  
Old Tue, July 26th, 2011, 08:50 AM
Shaw Shaw is offline
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@ Dave
I set both of them the same. I was only using that particular definition for example. I have the problem with 1-2 2-3 3-4 and down shifts too. The trouble is when I try to adjust my down shifts I'm just shooting in the dark since none of the mph correspond to any of the shift points. Because of this it takes multiple times to figure out what mph a point is at. Also, its not 10mph across the board difference. Its gets smaller as the speeds lower, its not a constant.


@ Cleatus
Why do you think it makes no difference when I change my tire size rpm? I would think that should do something?
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Old Tue, July 26th, 2011, 09:57 AM
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Will do and Ill let you know.

What does N over V stand for? What is that parameter?
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Old Tue, July 26th, 2011, 12:20 PM
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Quote:
Originally Posted by Shaw View Post
Will do and Ill let you know.

What does N over V stand for? What is that parameter?
eNgine RPM/Vehicle Speed
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Old Tue, July 26th, 2011, 12:45 PM
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My bad. I should just quit this.

Today is not a good day.
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Old Tue, July 26th, 2011, 01:17 PM
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Pocket - I think your right. Now that I think about it, I started noticing the issues after I made changes to the A/D counts in the Mass fuel map?

How do you guys figure out your down shifts when setting it up that way? It just would be so nice to look at the chart and figure it out by RPM / vehicle speed and make it do what I want it to.

Do any of you have the issue with your torque converter locking at a different speed then what you tell it to?
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Old Tue, July 26th, 2011, 02:02 PM
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There are several things controlling torque converter lockup that make it a bit difficult to pinpoint. There are time delays, load calculations, trans temps, and even RPMs that can delay or even prevent a lockup from occurring. Because of this, there is no clear-cut way to control converter lockup. We can usually finesse the values enough to achieve what we're looking for, but sometimes the ECM has a mind of its own.
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Old Tue, July 26th, 2011, 11:35 AM
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I fought with the same thing for a while. Even came up with a strategy for a tiered shift schedule (graphs looked like stair steps). It worked, but I learned something in the process. This is just my viewpoint, but it seems the SD's are far more sensitive to pedal input than road speed when it comes to shift points.

Once I took that approach, shift points became easy. Don't even have to use the tiered shift schedule anymore.

Sorry, nothing technical there. Just do what I did, and start disregarding road speed and focus on your pedal position. When you do that, start thinking about the fueling with your tunes. The more fuel you bring on early, the less throttle input you have to play with in regards to shift points.

Not sure if that makes any sense to anyone. If not, let me know and I can try to clarify.
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