Special_K Posted June 4, 2019 Report Share Posted June 4, 2019 (edited) Purpose of this thread is to have a central location of all the info we can find on tuning the 6 speed sport transmission and ptu for shifting efficiency using HP Tuners. I was originally keeping this behind closed doors, but that's not what @snmjim and I are about, also we have more power in numbers and i know we have some folks here that are amazing at research. Lets start with general rules here: This is for us to learn and work together We are only posting about trans and ptu settings that can be accessed with HP Tuners. When posting about a specific setting please provide an accurate path to said setting so we all can find it and navigate to it and a brief description of what the effect was. Please also explain what you changed the table/ value to I will do my best to keep the OP updated with all findings. Now on to the fun. After pushing the platform fairly far and reading enough logs that would make the average man go cross eyed, i think the trans is a large limiting factor in our platform. I seeing similar patterns that i see in "Stock" tuned ZF platforms which are VERY easy to tune and turn quick results with their direct logic base. With my BMW 6speed ZF and some fine tuning the community was able to lower 1/4mile time by over 3 tenths on average, same day, mostly same DA. Now heres the crazy part, watching the Edge's log from 0-100 watch how LOOOOOOOOOng the shifts take, they rpm graph is very smooth and gear shifts take their time along with TCC lockup being inconsistent and you can feel it dragging out holding the car back. On that note, with some very limited reading and using knowledge from other platforms i have been able to take the Edges average shift time (time from TCC desired slip leaves 0 till next gear is selected and TCC hits desired slip again) at WOT from .72 sec to .47 sec, i have included images of the difference. Refer to the red RPM line for shift reference. Current Edits: Trans: For those of us running back roads this will let you down shift earlier and use the engine to slow you down, currently experimenting with advancing spark on decal to have a more aggressive hold Trans -> shift schedule -> Downshift Prevention → Select shift 1-34 2-56 3-70 4-102 5-145 Boost TCC pressure for slightly firmer shifts TCC Boost Pressure Trans -> Torque Converter -> TCC Pressure Boost pressure 95 lowers allowable slip after an upshift Min Slip Upshift Trans -> Torque Converter -> Min Slip Upshift Negative 40 Positive 10 lowers allowable slip after a down shift Min Slip Downshift Trans -> Torque Converter -> Min Slip Downshift Negative 0 Positive 5 Directly controls desired slip per shift TCC Slip By Gear Trans -> Torque Converter -> TCC Open Slip 1st - 20 20 20 20 20 5 5 5 20 20 20 20 20 5 5 5 20 20 20 20 20 5 5 5 20 20 20 20 20 5 5 5 20 20 20 20 20 5 5 5 20 20 20 20 20 5 5 5 7 7 7 7 7 1 1 1 2 2 2 2 2 0 0 0 2nd - 20 20 20 20 20 10 5 0 20 20 20 20 20 10 5 0 20 20 20 20 20 10 5 0 20 20 20 20 20 10 5 0 20 20 20 20 20 10 5 0 20 20 20 20 20 10 5 0 20 20 20 20 20 10 5 0 2 2 2 2 2 0 0 0 3 - 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 2 2 2 2 2 0 0 0 4 - 40 40 40 40 40 0 0 0 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 20 20 20 20 20 0 0 0 2 2 2 2 2 0 0 0 5 - N/A 6 - N/A This determines how much time the TCC takes to initiate and execute requested gear Trans ->Torque Converter -> apply/release -> TCC apply Delay ->vs. Shift vs. Gear High Throttle - .25 Need include what I changed here, i forget. Trans -> Shift Pressures -> General -> Shifting TV Pressures 1st -6th Need include what I changed here, i forget. Trans ->Shift Properties -> Ramp -> Clutch Fill Time 1st -6th This stops the trans from lowering tq by slipping TCC more than desired Trans -> Torque Management -> General -> Torque Truncation Torque Truncation - Disabled (Enabled) This stops the trans from lowering tq by slipping TCC more than desired Trans -> Torque Management -> General -> Torque Reduction Master enabled – Disabled Shift enabled – Disabled Engagement – Disabled PTU- System -> PTU -> Oscillation Control - Disabled Edited June 4, 2019 by Special_K 3 2 Quote Link to comment Share on other sites More sharing options...
Special_K Posted June 5, 2019 Author Report Share Posted June 5, 2019 I have noticed that the trans shifts faster and firmer when it is below operating temperature, wonder if there is ref table for below temp threshold or if its just a adjustment ratio value..... Quote Link to comment Share on other sites More sharing options...
Metroplex Posted May 4, 2021 Report Share Posted May 4, 2021 For the TCC open slip tables, I zero them out. This is what I was taught way back for the 4R70W to prevent/reduce unnecessary TCC slip. For torque truncation and torque reduction during shifts, there's been a lot of discussion on HPTuners about this and it was recommended to leave them enabled to keep your trans living longer. On my 2018 Explorer AWD Tow Package w/ N/A 3.5L V6 and 6F55, the engine makes peak torque at 4k RPM (255 ft-lb advertised) but at WOT shift points that torque is down to about 200 ft-lb. Ford in its infinite wisdom kept the same/similar torq reduction for upshift tables as the EcoBoost V6 6F55. Which as you know, those stock tables allow for 300 ft-lb or so with 350+ ft-lb input torque. On my Fusion Sport 2.7 I don't see much/any torque reduction at WOT shifts, but on my Explorer with its puny N/A 3.5 V6 had massive spark cut at WOT. I find if I do numerous WOT shifts after each tune flash it eventually settles in and stops doing the spark cut. TC-1791 (the N/A Explorer) seems to be different from TC-1797 on the EcoBoost applications. My shift times for WOT 1-2 and 2-3 on the Explorer are about 0.46-0.47 seconds which seem slow to me. Have you found ways of making it any faster? If you kept the torque reduction disabled, how long as your stock transmission lasted with all that power? 3 Quote Link to comment Share on other sites More sharing options...
Metroplex Posted May 5, 2021 Report Share Posted May 5, 2021 FYI - my 1-2 shifts are now in the 0.45-0.46 second range and the 2-3 is in the 0.3xx range. I've used the change in engine RPM initially but found if I use a custom math formula (Input Shaft / Output Shaft) it is far easier to see the change in gear ratios which technically is when your shift starts/ends. If you look at TCC slip, it kind of skews results because the TCC doesn't fully lock in 1st or 2nd gear. On the several 6F55s I have, the TCC doesn't quite fully lock until further along in 3rd gear (like 4000+ RPM). Below that there's about 200-300+ RPM of slip. I kept running into trans shift mod torque source messages followed by spark cut for the 2-3, but I found that doing the WOT 2-3 a few times seems to make it go away and make it faster. I am not sure if it is an issue with HPTuners resetting the KAM and trans adaptive tables when reflashing TC-1791 while it does not do either on TC-1797 (EcoBoost) which could explain the difference. 3 Quote Link to comment Share on other sites More sharing options...
Perblue Posted May 5, 2021 Report Share Posted May 5, 2021 Any chance of any of this applying to the 8F57? Quote Link to comment Share on other sites More sharing options...
Cerberus Posted September 16, 2022 Report Share Posted September 16, 2022 Just replying to subscribe so I can find this thread later since I can't find the following button atm Quote Link to comment Share on other sites More sharing options...
akirby Posted September 16, 2022 Report Share Posted September 16, 2022 8 hours ago, Cerberus said: Just replying to subscribe so I can find this thread later since I can't find the following button atm 1 Quote Link to comment Share on other sites More sharing options...
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