You are right, much of the operation is still not clear to me, I was looking for specific materials on how the shifting process begins, specifically for the Aisin 5-speed gearbox. However my transmission is a bit different in that it has mechanical wear, so it's not shifting the same compared to a well taken care of transmission. In fact, I might be replacing it in the near future, but I wanted more information to compare how the shifting process is compared to a decently working and well shifting AW55. I have flushed it many times to get it working well, I've added Lubeguard too. I've even modified the adaptations with custom values to see how the shift process is affected.

As you know, I have not needed DAMOS before to figure out things, it just takes more time. I have identified quite a few important maps already in the TCM. Once I get an SBL or write my own, I can tweak the things I have identified.

One issue was found. Incorrect substraction of fuel pressure from scaled down manifold pressure. Same code changes should be done as for 50WRHJ software. 16 bit values at addresses 0x83314, 0x83390 and 0x833A2 should be halfed. And axis of map FRLFSDP should be halfed too. After these changes fr_w and frX_w values are as on stock file.

Does anyone have logging parameters for 20kthj?

Can download at openmoose.net
I've also got some 50wrhj and 50gphj multi map via cruise files if you want them.

Ok, so there is this book which only a select few Volvo forum members have that has a complete power flow diagram of the AW55 vb. With that said I can continue with my analysis.

So the NA engines had a firmware that seems to use the Electronic Throttle for torque reduction, it's even in the flags "USE_ETH_TRQ_LIM", this is in contrast to the turbo variants (especially those in 2007 and above) that have it set as "NOT_ETH_TRQ_LIM" So when the gearbox is shifting it using the Torque Limit signal vs Torque Control. Furthermore some of the NA engines continued to use Magnetti Marelli for their throttle unit. This signal means that the ECM will use both ignition control and throttle to limit torque.

So a low powered car had a more nuanced(read overpowered) torque reduction than a turbo powered variant with more torque output. Was the Bosch ECM control over ignition and throttle that much more superior than Denso for a measly 220 newtons? Or did Volvo just want the turbo automatics to break down faster?

In my previous posts months ago I mentioned that my AW55 has some mechanical problems so it's not like the other good ones. Still I find it limiting engine torque to just 50nm or below 100 to be criminal. The torque limit request comes a few milliseconds after internal structures indicate it's time to shift, during this period before a torque limit request is calculated, I see that solenoid currents change twice specifically for the Shift pressure solenoid. So it must be measuring either the time it took for the commanded current to reach the feedback current(maybe due to sticking) or it measures a physical change using the output speed sensor. So I am very very curious WHY it determines that it needs to go as low as 50nm for a shift.

So I will now begin modifying it so that the biggest torque limit it can request is 150nm and no less. Or maybe I will first change the torque limit request to a torque control one and see how it is affecting shifts.

Thank you, Cobra. I have this file. But it didn’t work with my car. Only few params shown correct.
Here is my stock file and ram file..