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The following maps were changed to help with achieving the desired clutch pressure increase and reduce clutch slip.
Line Pressure Offset Compensation
Increased at normal temperatures mid to high RPMs
Line Pressure Set Point (Torque)
Raised to 23.5 bar to give enough headroom to clamp the clutches at higher pressure
Line Pressure Solenoid Current Set Point
Rescaled to allow for higher pressure target and lowered low target current targets to improve pressure control
Main Pressure offset for Target Pressure
Increase at 20bar clutch pressure to maintain line pressure at higher clutch pressures
Main Pressure Temp. Compensation
Reduced at low fluid temperatures to stabilise the target line pressure
Max. Duty cycle of Solenoid valves
Increased to 75% to allow for higher current and achieve higher pressures
Max. Permitted Clutch Pressure for Diagnosis
Increased to 25 bar to prevent over pressure diagnosis faults at higher target pressure
Maximum Line Pressure
increased to 25Bar to allow higher line pressure target.
Pressure Sensor Output Voltage Max
Raised to prevent sensor voltage errors when running higher pressures
Solenoid 1 & 2 Maximum Current for Max. TQ
Increased to 2000mA to drive the solenoid hard enough to produce the desired target pressures.
Clutch 1 & 2 target torque Correction
Increased at higher torque inputs to prevent the calculated clutch torque from dropping and requesting less target pressure
Leakage Control Integral Current Limit Mon
Current adjustment learning integral correction limit for monitoring
Leakage Control Integral Current Limit
Current adjustment learning integral correction value limit
Leakage Control Prop Current
Current adjustment learning Proportional correction limit
Clutch 1 & 2 Current Offset
Offset to the solenoid current to help achieve the desired clutch pressure, increases at high torque request and normal fluid temperatures only.
Torque & Rev Limit Increase
Max Torque at Eco Mode
This value was reduced to maintain eco mode drivability
Max Torque at Full Load
Increased to 700Nm to delimit the ECM
Max Torque at Normal Mode
Increased to 700Nm to delimit the ECM
Max Torque at Sport Mode
Increased to 700Nm to delimit the ECM
Max Torque at TipTronic Mode
Increased to 700Nm to delimit the ECM
Max. Temperature for Gearbox Protection
Increased from 350 to 650Nm below 138degC
Max. TQ for Gearbox Protection
Raised to 814Nm to allow the ECM full range of torque demand
Maximum Engine Speed
Increased to 7200RPM to match ECM rev limit
Maximum Torque Clutch 1 & 2
Set to 655Nm (number size limit here) this value cannot be increased further without RaceROM custom code.
Maximum TQ when Shifting Circuits
The maximum torque allowed when the shift fork is moving increased to 65Nm
Torque maximum during starting (pull away)
Increased to 2000nm/s at normal operating temperatures to allow for quick torque increases when pulling away from standstill.
Pre Control Torque Limit, P part & I part
Increased to 655Nm to accommodate for higher initial torque targets.
Forced Upshift RPM 1 -> 2 -> 3 -> 4 -> 5 -> 6 (Drive, Sport, Torque & TipTronic)
Raise to the 7000RPM (the ECM Rev limit)Ahd_PGetr_SchwellePKup_ko Main pressure threshold at which the maximum clutch pressure is switched from stage 1 to stage 2 in the "KV open pressure" state
Clutch 1 & 2 Pressure Gain (Integral)
Clutch 1 & 2 Pressure Gain (Proportional)
Clutch Current Pressure Threshold
Clutch Monitor Pressure Threshold
Clutch Pressure Offset
Kre_GrNpKi_kf - Map for the amplification of the I controller depending on the engine torque and hydraulic temperature
Kre_GrNpKp_kf- Map for the amplification of the P controller depending on the engine torque and hydraulic temperature
Kus_PKupOfs_PKupZuKlein_ko - Clutch Pressure Offset?
Main Pressure Requirement
Max ADC Value for Clutch Pressure
Maximum Allowed Clutch Pressure
Maximum Clutch Pressure for Actuator Movement
Maximum Clutch Pressure Stage 1 & 2
Maximum Permissible Clutch Pressure
Maximum Pressure Clutch 1 & 2
Maximum Target Clutch Pressure
Oil Pressure Main
Target Main Pressure (OPL_3266)
Target Pressure P4 1 & 2
Upper Pressure Limit Clutch 1 & 2 Characteristic
Valve Current Compensation Max - Clutch
Valve Current Max - Clutch Coupling
Valve Current Max - Clutch
Valve Current Max - Gear adjuster
Valve Current Max - Main Pressure
Valve Current Max - Oil Cooling
Valve Current Max - Partial Transmission
Torque & Rev Limit Increase
To increase the allowable torque in the gearbox, lift the allowable input torque sent to the ECM and Increase the rev limit set by gear shifting the following maps were changed in the DQ381
Engine Torque Maximum for Activation
Engine Torque Maximum for Deactivation
ISTMOMENT_NN_EMA - Actual torque in depleting mode
KreGr_KompAV_GewMMot_Max_kl - Maximum weighting via the engine torque to compensate for the displacement of the aggregate
Maximum Torque (clutch open)
Maximum Torque (gearbox protection)
Maximum Torque (Launch Control)
Maximum Torque (temperature)
Maximum Torque Clutch 1
Maximum Torque Clutch 2
Maximum Torque Rate of Change (Input Shaft Differential Speed)
Maximum Torque Rate of Change (Launch Control)
Maximum Torque Rate of Change
Mmr_MDekr_Asg_ko - Torque decrement for intervention reduction ramp with active ASG circuit
Target Torque P4 1 & 2
Torque Actual(Efficiency)
Torque Actual
Torque Limit(Depleting)
Torque Limit(Efficiency)
Torque Limit
Torque Reduction After Driver Demand
Upper Torque Limit for Motor Controllers
Forced upshift, downshift & Rev Limit map changes
Forced Downshift Speed (Tip)
Forced Downshift Speed 2
Forced Upshift Speed (Tip)
Forced Upshift Speed Motor Protection
Max Engine Speed for Manual Gear Selection
Maximum Engine Speed 1st Gear
Maximum Engine Speed 2nd Gear
Maximum Engine Speed 3rd Gear
Maximum Engine Speed 4th Gear
Maximum Engine Speed 5th Gear
Maximum Engine Speed 6th Gear
Maximum Engine Speed in Neutral
Minimum Gear for TIP Upshift
Shift Schedules Adjustment
Adjustments to shift schedules can be done in using a few different methods, some more indepth than other, in this example a simple accel pedal axis and shift RPM changes were made in Drive mode, very few changes were made to ECU and Sport schedules as there are deemed to be OK.
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Downshift Schedule (ALT Dive & ECO) for all Downshifts (6 → 1)
The Data and axis of these maps has been adjusted to achieve a slightly higher accel pedal value for the same downshift limit so that the car shifts downshifts a little earlier. More changes have been made to the drive maps as the ECO and Sport schedules are usually deemed OK.
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Upshift Schedule
The Data and axis of these maps has been adjusted to achieve a slightly higher accel pedal value for the same downshift limit so that the car shifts downshifts a little earlier. More changes have been made to the drive maps as the ECO and Sport schedules are usually deemed OK.
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Max Nominal Gradient for Downshifts in TT
Increase to allow for shifts whenever the TripTronic shifter is pulled
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Upshift Inhibit Torque Threshold
Increased to 6000 to allow high torque upshift’s
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Max Nominal Gradient for Downshifts in TT
RPM gradient set to 7500RPM/sec to increase the range and speed of the shift when triggered by paddle pressing
Multiple Downshift & Upshift Suppression Time
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Sadly ProECU doesn’t currently handle arbitrary text in map Axis value so the axis of the shift maps are currently numbered 1 to 21
1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 |
0% | 6% | 13% | 19% | 25% | 31% | 38% | 44% | 50% | 56% | 63% | 69% | 75% | 81% | 88% | 94% | 100% | Kick Down | Normal | Below | Above |
and 1 to 14.
1 | 1->1 |
2 | 1->2 |
3 | 2->1 |
4 | 2->3 |
5 | 3->2 |
6 | 3->4 |
7 | 4->3 |
8 | 4->5 |
9 | 5->4 |
10 | 5->6 |
11 | 6->5 |
12 | 6->7 |
13 | 7->6 |
14 | 7->7 |
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COBB have a very good sheet on a different method to set up the shift schedules, you can read their Shift schedule documentation here.
https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/619872308/Volkswagen + MQB +6+7 Speed + DSG + Tuning + Guide
Shift Times Adjustment
Maximum overlap torque difference
Increases to 1200Nm/sec to allow for quicker torque ramp rate during gearshifts
Maximum Overlap Torque Gradient Incoming & Outgoing Clutch
Increases to 1200Nm/sec to allow for quicker torque ramp rate during gearshifts
Minimum overlap torque difference
Increased to 210Nm/s to allow for higher torque overlap during the shift to increase the shift speed
Switch Times D ECO TQ Red. Pedal based
Reduced to allow allow for quicker shifts
Switch Times D Normal TQ Red. Pedal based
Reduced to allow allow for quicker shifts
Switch Times S Pedal based
Reduced to allow allow for quicker shifts
Switch Times S TQ Red. Pedal based
Reduced to allow allow for quicker shifts
Switch Times TT Pedal based
Reduced to allow allow for quicker shifts
Target An Actual TQ Diff To Trigger An Error State
Raised to 655Nm to prevent DTC for torque differences.
Kick Down Prevention
Kickdown Switch (Tiptronic SW)
Min. Accel Pedal for a Clutch Overlap Time (Tip Gear2 -> 7)
Clutch Overlap Time (Tip Tq Gear2 -> 7)
Maximum Switch Time(Drive)
Maximum Switch Time(Sport)
Maximum Switch Time(Tip)
Shift Time for 3 Factor Rollout
Shift Time for 4 Factor Rollout
Switching Time in ECO (Push)
Switching Time in ECO
Switching Time in Max Accel Mode 1 & 2
Switching Time in Sport (and Sport Push)
Switching Time in Tip (and Tip Push)
Target Gear Change Time (Maximum Acceleration)
Target Gear Change Time (Sport) and (alt)
Target Gear Change Time (TT) & alt)
Upshift Paddle Delay
Kick Down Prevention
Kick down Prevent is not done using the Shift schedule maps as per the above notes. It appears that the Kickdown vehicle speed is the value in the “Kick Down” column and the Accel pedal thresholds are the “Above” and “Below” columns
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Other maps also need to be changed for the TipTronic setpoints
Kickdown in TIP Mode Enable
Kickdown Set Point in Max Accel Mode
Minimum Pedal Position for Kickdown
Kiss Point (Stall Speeds) adjustment
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These Maps have been reduced slightly at high Accel Pedal values to improve clamping at lower speeds
Clutch Stall Speed(Drive) (2nd Gear)
Clutch Stall Speed(Drive) (3-6 Gear)
Clutch Stall Speed(Reverse) (T0)
Clutch Stall Speed(Reverse) (T1)
Clutch Stall Speed (Reverse) (T2)
Clutch Stall Speed (Sport) (2nd Gear)
Clutch Stall Speed (Sport) (3-6 Gear)
Clutch Stall Speed (Sport) (T0)
Clutch Stall Speed (Sport) (T1)
Clutch Stall Speed (T0)
Clutch Stall Speed (T1)
Clutch Stall Speed (T2)
Clutch Stall Speed (TT) (2nd Gear)
Clutch Stall Speed (TT) (3-6 Gear)
Clutch Stall Speed (TT) (T0)
Clutch Stall Speed (TT) (T1)
Clutch Stall Speed (TT) (T2)
Stall Speed Max 2nd and above
Launch Control Changes
Max. TQ Gradient for LC Engagement
Set to 20000Nm/sec to allow immediate LC torque gradient increases
Maximum torque increase during LC
Set to 20000Nm/sec to allow immediate LC torque gradient increases
Brake Pedal Pressure to Enable LC
reduced to 60 bar to enable LC with less brake pressure
Exit LC duirng ESP Activation
set to 1 to enable ESP on Launches
Launch Control Selector Sw. Activated when in D or S
Unchecked to allow LC only when in manual mode
Maximum Torque (Launch Control)
set at 700Nm to allow for full torque when launching
Stall Speed & ESP (Launch Control)
Set to 4500RPM above 85% accel as this is a good medium point for Launch control RPM setpoint.
Adaptions
These values are adjusted (generally raised the limits up) to allow the clutch pressure learning enough range to produce the correct pressures.
Clutch 2 Slip adaption type 0 (default)
Clutch 1 Micro Slip adaption type 0 (default)
Clutch 1 Micro Slip adaption type 0 (Max)
Clutch 2 Micro Slip adaption type 0 (default)
Clutch 2 Micro Slip adaption type 0 (Max)
Clutch 1 Adaption type 0 Current Offset for temperature
Clutch 2 Adaption type 0 Current Offset for temperature
Clutch 1 Macro Slip adaption type 1 (default)
Clutch 1 Macro Slip adaption type 1 (Max)
Clutch 1 Micro Slip adaption type 1 (default)
Clutch 1 Micro Slip adaption type 1 (Max)
Clutch 2 Macro Slip adaption type 1 (default)
Clutch 2 Macro Slip adaption type 1 (Max)
Clutch 2 Micro Slip adaption type 1 (default)
Clutch 2 Micro Slip adaption type 1 (Max)
Maximum stall speed for temperature range 0, 1 & 2
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Launch Control Changes
Brake Pressure Filter Time (Launch Control)
Brake Pressure Filter Time for Launch Control
Brake Pressure For Lauch Control Release
Clutch Torque for LC Activations
Kra_EnASR_LC_ko - Activation of ASR reaction at LC start
Launch Control Activation (TT)
Minimum Brake Pressure (Launch Control)
Stall Speed (Launch Control)
Misc Changes
There are a number of other map changes to help with other aspects of the gearbox tune.
Accel Pedal Characteristic during Speed Control
CAN Sw. for Broadcasting Gear in Instrument Cluster
this value is se to “1” so the gear is displayed in every drive mode
Enable Torque For Fast Engagement
Fast Off Function Pedal threshold (S-mode)
Upshift Speed Monitoring enable RPM
Max RPM sync value on Output Shaft Speed failure
Output Shaft Speed sensor diagnosis VSP threshold
Max Filling for Full Load Burble
Friction Coeff. Corr. Clutch Drv. Spd Factor
Friction Coeff. Correction Clutch RPM Factor
Judder Warning timer
Start Circuit Accel Pedal Hysteresis
Speed Limiter Integral Factor
Speed Limiter Prop Factor
Eng Speed Limiter In Neutral
Output Speed Threshold for 5th gear engagment limp
Speed Limiter Calc time
Disable Gear Display Number
Enable Gear Display
There are a number of changes that may not need to be included depending on what you want to do with the TCM tune. However this diff file contains all of the changes set up in the Example_DQ250ADQ381F_MQB2019_2016_Golf RGTI PP 0GC20G_0D914Q2404_5006_EddieMap_DodsonClutchPack ROM.
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