The converter locks and unlocks, it didn't do this before the Holley install.
CK5
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Into the rabbit hole of EFI tuning. ( Speed density/VE )
- Thread starter bix
- Start date
Oh man the hole just got a lot darker haha, trans tuning.. havent even let myself get there yet. I was just stoked it went into drive and moved... although the truck did stall twice when i put it in gear.. so there may be some issues to figure out there.
I havent gone in to the terminator controls for the trans beside seeing shift points, TC lock up settings ect..
Why would the terminator be kicking you out of OD? Id think the only thing that would signal that, would be RPM drop or whatever downshift parameters it uses. Strange if its not being met.. Ive found my searches have led me to the holley forum quite a bit, with some really knowledgable admins who have the patience to help. Maybe some luck there for your issue?
I was also contemplating paying someone to do this sort of thing for my terminator, but im just too far away from driving it everyday so ill tackle that if and when i need it.
The trans tunning is just as bad, I have a pressure sensor on the dash to see what psi the pump is putting out. I have the terminator controlling the trans as well, it just with any change of throttle it jumps out of od and 2nd gear is a little long. I prefer the GM shift points in these trans.
I was under the impression the shift points could be altered with the terminator?
I'd shut the learning off at that point unless there is some point where you aren't happy with it. You can still leave it on closed loop to make small corrections on the fly.
Perhaps I should explain. If anything goes wrong, even a plug wire, misfire, injector, 02 sensor, exhaust leak, etc, then it just going to throw your fuel map off if the learning is still on. So once its close, shut the learning off, and leave it on closed loop with maybe a 10% limit or something. That's my recommendation.
As for the trans going back and forth, have someone drive it where it is doing that, and then you can watch it live, and make changes immediately and see if you fixed it. Or just go into the converter lockup chart and spread out the lock and unlock. You can decide whether you want to raise the speed it engages, or lower the speed it disengages, or both.
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All very good points and taken into consideration, I like what you are thinking.
So I have been battling my trans going from 4th to 3rd easy on the freeway. After setting the shift points, now I have these extra lines in it, what do they mean? I'm assuming the bubble in the MPH section is when it's shifting?
It appears that was live? The yellow bubble is the actual running condition, and the pink lines seem to match that....were you going about 77 at the time you did that capture?
That was from pulling the SD card out of the handheld and plugging it into my laptop. I do have live data recorded of the run.
I have not pulled it from the handheld before, have you? Maybe that added the lines somehow?
Or are you overlaying a data log on the tuning file? Then it can overlay the current run parameter onto the tuning chart/file.
Or are you overlaying a data log on the tuning file? Then it can overlay the current run parameter onto the tuning chart/file.
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Also, I would look at your file there, do you really ever want it to shift into 4th gear at only ~25 MPH?
The 3-4 is the upshift, the 4-3 is the downshift. Based on speed and throttle percentage.
It will have one of those charts for every gear change, 1-2, 2-3, and 3-4. All charts have up and downshift.
One thing to point out, the gray line is the upshift to 3 that you change in the other chart. It shouldn't be overlapping or this can cause scenarios where it hunts for gears within those parameters. On the 2-3 it will also have a gray lines for the gears above and below, they shouldn't overlap anything.
You don't want there to be any one scenario of speed or throttle position where more than a single gear meets all the parameters, or the trans will be "hunting" as both gears are "correct" in the program, so it may not decide which one.
The 3-4 is the upshift, the 4-3 is the downshift. Based on speed and throttle percentage.
It will have one of those charts for every gear change, 1-2, 2-3, and 3-4. All charts have up and downshift.
One thing to point out, the gray line is the upshift to 3 that you change in the other chart. It shouldn't be overlapping or this can cause scenarios where it hunts for gears within those parameters. On the 2-3 it will also have a gray lines for the gears above and below, they shouldn't overlap anything.
You don't want there to be any one scenario of speed or throttle position where more than a single gear meets all the parameters, or the trans will be "hunting" as both gears are "correct" in the program, so it may not decide which one.
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I saved the ecu data to the handheld and pulled the sd card out and opened it. This wasn't the saved data log run.
This is exactly what I'm running into.
1st gear drags 2nd hits then 3rd instantly, at 75 it goes between 3rd and 4th.
Here is two of mine for example, don't use my numbers, my gearing and engine are different, well, almost everything is different.
But you can see nothing overlaps. Also, I purposely have it setup to never shift into OD above about half throttle. My car will do ~165 MPH in 3rd gear with the converter locked, so I would only ever need that if I was going to do a standing half or full mile event or something, which I haven't done.
Also, you can see I don't let it downshift into 1st unless the car stops. My transbrake could potentially bind up the trans in that scenario, so I lock it out with the software. But you could downshift to 1st at some speed under the 1-2 upshift. But don't make them too close or it could hunt for gears if you are making small throttle changes.
Try to keep at least 5 MPH or more between all lines so it isn't hunting.
But you can see nothing overlaps. Also, I purposely have it setup to never shift into OD above about half throttle. My car will do ~165 MPH in 3rd gear with the converter locked, so I would only ever need that if I was going to do a standing half or full mile event or something, which I haven't done.
Also, you can see I don't let it downshift into 1st unless the car stops. My transbrake could potentially bind up the trans in that scenario, so I lock it out with the software. But you could downshift to 1st at some speed under the 1-2 upshift. But don't make them too close or it could hunt for gears if you are making small throttle changes.
Try to keep at least 5 MPH or more between all lines so it isn't hunting.
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So if I'm reading that correctly the tps is the load and at the lower the mph is that is where it starts to command the shift?
TPS is the load, the speed at which it up shifts or down shifts can be changed by editing the numbers at the top, or dragging the triangles in the lines.
The "select shift to edit" drop down is where you pick the other gears.
And the WOT shift tab is where you set the RPM which it will shift at WOT. If you look at the WOT shift it can put a black line on the chart so you make sure part throttle shifts are below WOT shift points.
The "select shift to edit" drop down is where you pick the other gears.
And the WOT shift tab is where you set the RPM which it will shift at WOT. If you look at the WOT shift it can put a black line on the chart so you make sure part throttle shifts are below WOT shift points.
So the mph on the far left is that where the shift starts to command? That would make sense as to why mine is all messed up.
