Found my huckleberry......

[cleatus12r]

Well, until I try it out and make sure it works under all operating conditions, you'll just have to wait patiently. If it goes as planned, then I'll put it up here and everyone under the sun can copy it.

[cleatus12r]

This one's for you, Pocket.

[Pocket]

That looks different than I thought it would.

Thanks Cody!

[Pocket]

Oh cool, those values for the normalizer tables do change the resolution big time. Interesting and confusing at the same time how that works.

At any rate, I'm going to test it out today to see what happens.

[cleatus12r]

Originally Posted by Pocket

Oh cool, those values for the normalizer tables do change the resolution big time. Interesting and confusing at the same time how that works.

At any rate, I'm going to test it out today to see what happens.

Like I told 907Dave...

"......don't get frustrated with changing the scaling of the normalizers. They are not as straightforward as you may think......

They're tricky until you get the hang of what's going on. "

Let us know how they work out!

[cleatus12r]

It's been a while since I've given out any helpful information when it comes to tuning your own 7.3L so I figured I would describe a trick with the transmission operation.

About 7 months back I started playing with a lot of the parameters. One of the really useful things I came across works really well with a daily driving tune. Something that always bothered me about the shifting with some of the Super Duty trucks was the strategy dealing with the 2-3 shift and the torque converter clutch operation.

Under moderate acceleration (35-60%) the PCM would command a 2-3 shift at 35-40 MPH and the torque converter clutch would be applied as soon as the upshift occured. This usually resulted in a "double bump" kind of feeling and an unacceptable (to me) loss of RPM. There is a set of parameters that deal with a time delay between an upshift and the accompanying apply of the torque converter clutch. By simply changing the time between the 2-3 upshift and the torque conveter clutch apply from "0" to a value between "3" and "5" (salt to taste), the annoying shift and resultant TCC apply symptom can be alleviated. There is a catch, however, that if the TCC is already applied in 2nd gear (if you're above the APP/MPH threshold for an applied TCC), the torque converter will remain in a locked state after the shift to 3rd gear. Please see the last paragraph for another tip that works REALLY WELL with this modification.

This parameter also comes in really handy in racing programs when the effort doesn't want to be taken to fine tune the 2nd gear TCC apply speed. Leave the apply speed low but give yourself 2 seconds between the 1-2 shift and the 2nd gear TCC apply. This will keep the TCC from applying immediately after the 1-2 shift and snuffing out the turbocharger.

The first thing I did when I started tuning nearly 2 years ago (in late April) was changing the ridiculously early 3-4 upshift. If you change the upshift speed to a minimum of XX MPH and the APP to reflect a bit more resolution at low pedal positions, then you can command an upshift at any speed you desire. This setup works PERFECT (personal preference of course) with the delayed TCC apply mentioned above. Each shift is distinct. 1-2 at 12-15 MPH, 2-3 at 30-35 MPH, 3rd gear TCC apply at 42-45 MPH, and the 3-4 occurs at 55-65 MPH.

Here's an example of my PMT1 DD tune 3-4 shift schedule:






More to come soon!

[907DAVE]

Is this parameter you speak of the Delay Converter Lock?

It's a little late and I have had a few too many so bear with me for a second............






One thing I have yet to understand...............why is there only zero's in the first three positions (AD Counts)?

I understand there needs to be a closed throttle position, but why the next two? Seems like that space could be used to give the APP some more resolution.


Sorry, little off topic.

[907DAVE]

Originally Posted by cleatus12r

Under moderate acceleration (35-60%) the PCM would command a 2-3 shift at 35-40 MPH and the torque converter clutch would be applied as soon as the upshift occured. This usually resulted in a "double bump" kind of feeling and an unacceptable (to me) loss of RPM. There is a set of parameters that deal with a time delay between an upshift and the accompanying apply of the torque converter clutch. By simply changing the time between the 2-3 upshift and the torque conveter clutch apply from "0" to a value between "3" and "5" (salt to taste), the annoying shift and resultant TCC apply symptom can be alleviated.

This is EXACTLY what I was experiencing today while playing around with some shifting stuff. I was able to get the shifting perfect (low APP) in a new program I was working on, then when I stood on it a little I got this crap. To say the least I was disgusted, then I remember this post. Well after a few tries I was able to get rid of that stupid "double bumpin........ early lockin garbage".


Thanks for the tip.