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prj
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« Reply #210 on: January 06, 2016, 01:50:48 AM »
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There is no need to flash and read anything.
It is enough to simply decode the flashable file. I wrote a tool to do just that some time ago, because I use WinKFP to flash MSD8x after removing tuning protection from them.
30 sec flash vs 7 min tuning protection bypass flash is a big deal.
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ddillenger
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« Reply #211 on: January 11, 2016, 01:38:35 AM »
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I see nothing in either of those bmw files that looks like the gear ratios you mentioned. I spent quite a bit of time on it as well.
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Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your experience!
Email/Google chat:
DDillenger84(at)gmail(dot)com
Email>PM
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ddillenger
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« Reply #212 on: January 11, 2016, 02:02:02 AM »
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Also, for those that wanted them, I have attached the alpina files.
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« Last Edit: January 11, 2016, 03:53:23 AM by ddillenger »
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Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your experience!
Email/Google chat:
DDillenger84(at)gmail(dot)com
Email>PM
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Arrkon
Newbie
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Posts: 18
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« Reply #213 on: January 14, 2016, 08:57:05 AM »
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If anyone would like to test connecting to the TCU, I have a test release of the NefMoto flashing software that allows you to connect to custom addresses. Just let me know if you would like to try it out.
Tony, would be very interested in trying this out if the offer still stands? |
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ddillenger
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« Reply #214 on: January 14, 2016, 01:33:52 PM »
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Tony, would be very interested in trying this out if the offer still stands?
Considering you can count Tony's visits to the site since 2011 on one hand, I don't think it does. |
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Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your experience!
Email/Google chat:
DDillenger84(at)gmail(dot)com
Email>PM
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vdubnation
Turboman
Global Moderator
Sr. Member
Karma: +49/-2
Offline
Posts: 433
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« Reply #215 on: May 14, 2016, 08:36:22 PM »
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GE: Gangeinlegen gear engagement
DRS: Doppel rueck schalt, double down shift
DSP: Dynamic shift program
AIST vehicle acceleration depending on overall
tractional resistance
COUNT driver-type evaluation meter
FastOff spontaneous gas/pedal release
FFO flag for upshift block
GFW overall tractional resistance
acceleration potential
(mountain detection/tractional resistance)
KF_PSTG pedal gradient threshold, f(PST, COUNT)
KL_AFZG threshold for vehicle acceleration/deceleration
KL_ZS push-pull characteristic line, f(NMO)
KW_NABMIN minimum output rotational speed in FastOff
KW_PSTGNEG negative pedal position gradient threshold
KW_PSTGPOS positive pedal position gradient threshold
KW_PSTO1 offset value to detect with certainty traction operation
KW_PSTO2 offset value to eliminate increase of the pedal
position value
KW_ZSO throttle valve offset to exit from FastOff
MMM actual engine torque
NAB transmission output rotational speed
NAB_MIN minimum transmission output rotational speed
NMO engine rotational speed
PST pedal position
PST1 pedal position value, throttle valve value when
detecting FastOff
PST2 pedal position value, throttle valve value
PSTG pedal position gradient
Tipp-Betrieb: tapping mode, manual mode
M-Gasse: shift gate/channel for manual selection
PSP the reacting of a selected gear position sensors
RSZ downshift function
ZUG push
SCHUB pull
nab output shaft rotational speed
DKL drive type (shifter position)
TUF powertrain transfer function Triebstrang Uebertragungsfunktion
Dki throttle angle
Dki_gradient throttle angle gradient
Dki_max maximum throttle angle
Dki_min minimum throttle angle
dn_soll nominal slip
E_Verlust amount of energy loss
GW_1 limit
GW_2 limit
GW_3 limit
GW_4 limit
GW_5 limit
GW_6 limit
GW_7 limit
GWK regulated torque converter lockup clutch
n_Mot engine speed
n_T turbine speed
S1 discriminant function
S2 processing function
S3 processing function
S4 discriminant function
S5 processing function
S6 discriminant function
S7 processing function
?_Öl oil temperature
T_MOT motor torque
T_sperr_1 blocking time since a last activation of the target slip modification
T_sperr_2 blocking time since a last crossing of an allowable amount of energy loss
LIMP HOME
Control bit of the electronic transmission control
device
NOT_G
Control bit of the transmission independent Steuermo
module "emergency operation of the electronic Getriebesteu
versal controller "
NOT_M
Control bit of the transmission independent Steuermo
module "engine-side support functions"
M_mot
Motor torque
dn_mot / dt
Engine speed gradient
dn_mot-o / dt
upper tolerance value of the motor speed
gradient
dn_mot_u / dt
lower tolerance value of the motor speed
gradient
ki
Accelerator pedal angle or throttle angle
i_gang_not
Gear ratios in the emergency operation of the
Transmission
i_not
Gear ratio in the emergency
Transmission
n_ab
Output speed
n_mot
Engine speed
n_synchron
Synchronous speed of the Anfahrschaltelementes
?
Speed ??ratio at the starting element
v_Fzg
Driving speed
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Carsinc
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« Reply #216 on: May 14, 2016, 08:59:30 PM »
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Coming though with the WIN....
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eliotroyano
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« Reply #217 on: May 15, 2016, 06:41:11 PM »
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Friends sorry to ask you about this little off-topic question, but here is: I understand tL-lastsignal in German as "LOAD" if I am right, but anyone can tell what means tLw in Motronic documents?
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Tb205gti
Jr. Member
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Posts: 39
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« Reply #218 on: February 15, 2017, 01:28:26 PM »
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Also, for those that wanted them, I have attached the alpina files.
Sorry for the very late reply to this thread. The RSA has been broken on the BMW and soo wewill be able to flash custom tunes.  ..I have a lot of maps identified, but I am missing the most crucial one - the per gear torque limiter.. I know it is a 6x1, but I do not know if it is an 8 bit or 16bit map. Also I do not know the factor. :/ I do know it is supposed to be 504Nm.. Can you help me in the right direction? ..also in order to improve shift times - less torque reduction, faster ongoing/outgoing clutch periods? Or how can I improve on the shifttimes? |
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prj
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« Reply #219 on: February 16, 2017, 03:45:07 AM »
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Clutch periods - you need valve body modifications.
Less torque reduction can destroy the trans.
There is nearly nothing you can do to make it shift faster. You can bump the fillrates which will decrease shift lag - meaning for example kickdown can be faster.
But when going through the gears this won't translate to really anything much.
Which gearbox version are you working with? 5HP or 6HP?
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Tb205gti
Jr. Member
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« Reply #220 on: February 16, 2017, 04:21:16 AM »
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Clutch periods - you need valve body modifications.
Well only if I'm running so short periods that the hardware is becoming a limitation? Right now clutch periods are much longer in D than in S. I suppose they can be lowered to the same levels as in S with out hardware modifications? Less torque reduction can destroy the trans.
Yes. There is nearly nothing you can do to make it shift faster. You can bump the fillrates which will decrease shift lag - meaning for example kickdown can be faster.
But when going through the gears this won't translate to really anything much.
Which gearbox version are you working with? 5HP or 6HP?
ZF6HP19TÜ (What somebody calls ZF6HP21, basically it is an updated version of the HP19) As for the fill rates - are they defined in the binary? What do I need to look for in order to find them? Those are the ones that will make paddle shifts happen with a shorter delay right? |
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Kilohertz
Newbie
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Posts: 13
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« Reply #221 on: February 28, 2017, 01:19:08 PM »
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Has anyone been successful in reading the flash thru OBD yet? I have been able to connect to address 0x02 (TCU) but can't figure out the timing. Nefmoto has quite a few variables to play with in the setup. It connects, then fails to read and disconnects.
Cheers
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prj
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« Reply #222 on: March 01, 2017, 03:44:20 AM »
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Well only if I'm running so short periods that the hardware is becoming a limitation? Right now clutch periods are much longer in D than in S. I suppose they can be lowered to the same levels as in S with out hardware modifications?
Yes.
ZF6HP19TÜ (What somebody calls ZF6HP21, basically it is an updated version of the HP19)
As for the fill rates - are they defined in the binary? What do I need to look for in order to find them? Those are the ones that will make paddle shifts happen with a shorter delay right?
You can increase the pressure on the incoming clutch. That will get you pretty much to the same speed as the S. But you can't go past that speed. The shift will just be harsher, but not faster. There is a book from Bosch on how these work, unfortunately I think it is only available in German. Without that book I don't think you will get very far... and I don't intend to spoon feed the info either, sorry. |
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Tb205gti
Jr. Member
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« Reply #223 on: April 10, 2017, 04:43:07 AM »
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You can increase the pressure on the incoming clutch. That will get you pretty much to the same speed as the S. But you can't go past that speed.
The shift will just be harsher, but not faster.
There is a book from Bosch on how these work, unfortunately I think it is only available in German.
Without that book I don't think you will get very far... and I don't intend to spoon feed the info either, sorry.
No Worries, I'm not expecting to be spoon fed. Much more reward in learning. Do you by any chance know where I can find that Bosch Book? Reading German is not an issue. |
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videovox
Jr. Member
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Posts: 26
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« Reply #224 on: May 02, 2017, 02:30:35 PM »
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Hello everybody, Please if someone has it, I need the original file from Boxster TCU 0260 002 840. I need it because I changed the engine and the engine ECU from ME 7.2 to ME7.8min on a boxster. I cannot obtain more than 50% torque and I think it is limited by the old version of TCU ECU (0260 002 561 - made for ME7.2). I can easily write it by desoldering the memory. The hardware of the two ECU's is the same. I opened a thread on this ( http://nefariousmotorsports.com/forum/index.php?topic=12429.0title=) but no one seems to know the answer. Thanks a lot for your help! |
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