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Thread: V8 TCU in TD5

  1. #31
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    Quote Originally Posted by shack View Post
    What do you mean by "faster shifts" ?

    Earlier shifts? Or less engine retardation during shifts? Or just a quicker shift?
    I mean earlier shifts, yes. On my D2 it's around 20 to go to 2nd, 40th to go to 3rd and 60 for 4th. Or something like that. Getting those shift points altered would be first prize, like 15, 30 and 50 for instance.

  2. #32
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    But why would you want that?
    It would have no effect on the operation of the car at all.
    Those speeds are on light throttle and really who cares what it does just poodling around?
    Regards PhilipA
    PS I would like to have 3rd lockup at say 68 kmh instead of 70 and 4 lock at say 78 as then I wouldn’t have exceed common speed limits to lock.
    BUT there are already some circumstances when It locks early in 3 like going up a hill.
    I think the subject is complex and the outcomes may be unpredictable.

  3. #33
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    Quote Originally Posted by PhilipA View Post
    But why would you want that?
    It would have no effect on the operation of the car at all.
    Those speeds are on light throttle and really who cares what it does just poodling around?
    ....
    Yeah it does.. in a big way too.
    As I mentioned earlier, and mind you this is on a mapped TD5 ... locking 3rd in the low 40s(~ 42-43ish) is so much more relaxed when light throttling. This can be around town, or even on a rough track.
    It stays locked 'appropriately', in that just a small amount of boot gets you accelerating well using the greater torque that the mapping offers, without the additional 500-1000extra RPM and hence relying on the torque converter to do the work.
    But a short sharp jab on the right pedal can unlock the torque converter easily enough if you need more revs too.

    The other side of the point I make with regards to the brothers' TD5, it has a horrid exhaust system that just makes noise .. no rear muffler. So it sounds(feels) even more fussed I reckon than std.
    I'm hoping in the next few weeks(work allowing) I'll get onto the exhaust fixing it needs.
    Arthur.

    '99 D1 300Tdi Auto
    '03 D2 Td5 Auto

  4. #34
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    Quote Originally Posted by johnp38 View Post
    There are different versions of the V8 TCU, the high compression ones suck big time as they are too touchy and quick to kickdown and hang on.
    Yes, there is a number of them. Listed in order of earliest version to latest that supersedes that part number:

    For low compression traction control:
    UHC100230
    UHC100350
    UHC000020
    IGG000050

    For high compression traction control:
    UHC100260
    IGG100020
    IGG000010
    IGG000040

    UHC100240
    UHC100360
    UHC000010

    For high compression - not sure why 'traction control' not mentioned with:
    UHC500010

    No description - Td5 perhaps?
    UHC100250
    IGG100010
    IGG000060

    IGG000070


    Quote Originally Posted by johnp38 View Post
    The one that worked best out of mine was the UHU 000 020 which I am pretty sure is low comp 4.0 V8, it cost me over 100 from some wrecker/mechanic in TAS
    It might be worth you trying IGG000050 the updated version of that one...


    Quote Originally Posted by johnp38 View Post
    The other 2, one is IGG 000 010 got locally from u pull it for 35
    looks to be the third revision of For high compression traction control. Was replaced by IGG000040.


    Quote Originally Posted by johnp38 View Post
    the other is IGG 000 040 from ebay (sydney wrecker) 45 delivered.
    Also For high compression traction control. I believe this to be the version that superseded your IGG 000 010 unit.


    I found this Question re D2 ECU for auto V8 - or TD5? old thread on it. Reading through it would seem that I purchased and tried UHC500010 which is for high compression with no mention of traction control (Shack has it now). I'll keep an eye out for a low compression unit (there is none currently listed on eBay) and consider trying again someday soon...

    In an e-mail to Shack I made the following complaint about it:

    It was last November/December that I tried out the V8 Auto Controller ECU. I don’t really remember the details but I went back over the previous e-mail that I sent you on it and it looks like the vehicle ran sluggish and seemed to need the accelerator pedal pushed more in order to get up to or hold speed. I removed it pretty quick after originally fitting it due to how much worse the vehicle drove.

    Mine - modified MY03 LT L318 Discovery 2a HSE Td5 15P
    Hers - MY12 L319 Discovery 4 2.7L TDV6
    Dads - MY12 L319 Discovery 4 2.7L TDV6
    Sister-in-laws - MY98 LJ Discovery ES 3.9L V8

  5. #35
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    No more playing around with v8 tcu until i get off my butt and put the V8 torque converter in.

    Won't be buying any more either , I think between ak83 and mylesaway and others it's been a case of low comp bit better around town but they are all too touchy on the highway or hard acceleration (too quick to kick down and hold on too long)

  6. #36
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    So...

    Been doing further work on TCU remapping for the D2.

    And it's got me wondering, what changes would owners like to see?

    Different TCC lockup speeds?
    Different shift points?

    At this stage I'm open to suggestions which will help my own fine tuning, and hopefully settle on a reasonably happy "stock" setup.

    Cheers
    James

  7. #37
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    Quote Originally Posted by shack View Post
    So...

    Been doing further work on TCU remapping for the D2.

    And it's got me wondering, what changes would owners like to see?

    Different TCC lockup speeds?
    Different shift points?

    At this stage I'm open to suggestions which will help my own fine tuning, and hopefully settle on a reasonably happy "stock" setup.

    Cheers
    James
    Hi James.
    My long term bugbear is having to get to 80 to engage 4th lockup. I do a fair bit of 70kmph quiet cruising on relatively flat sand dunes (Perth) and the revs in 3rd can be just high enough to annoy. I did purchase one of wholesale automatics (Vic) lockup kits a few years ago, but my local auto trans guru then said whatever you do, don't fit it! (anyone want one going cheap). If I could engage 4th lockup at about 68, I'd be a happy vegemite, assuming I still have accelerator and/or manual over-ride control to flick back down a gear.

    Not going to comment on power/torque issues - too many experts on that already.
    MY16 D4 TDV6 - with a little Cambo magic for towing "The Brick"
    MY95 RRC LSE Vogue Softdash "Bessie" (turning circle comparable to QE II) with MY99 TD5 and 4HP24 transplants. Back home Nov 22 after a magic overhaul by Chivalry
    SADLY SOLD MY04 D2a TD5 auto Classic and MY10 D4 2.7 both with lots of goodies

  8. #38
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    68 can be done, I guess the issue is the torque produced at that RPM.

    I'm thinking that would be too low for a stock tuned engine.

    I might have to try it here.

    I guess if it is too low you've always got kickback to use.

  9. #39
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    Quote Originally Posted by shack View Post
    68 can be done, I guess the issue is the torque produced at that RPM.

    I'm thinking that would be too low for a stock tuned engine.

    I might have to try it here.

    I guess if it is too low you've always got kickback to use.
    I have been back on a stock tune for months (too much of a temptation to drag with other 4x4 with my experimental power tune), with the V8 TCU in it locks up at 60 on mild throttle flat road doing about 1350 rpm, and moves nicely when putting foot down mildly (to reduce the oversensitive kickdowns) so I honestly believe there are too many untested/unqualified assumptions that HD torque converters need a tune because since mine is pulling ok with converter locked it is no different than being loaded with a lower stall converter.

    Since I assume you have got into the actual TCU settings I would (for a Td5) blend the early upshifts of the V8 controller with the better suited kickdown settings of the Td5 controller to stop the oversensitive kickdowns and hanging in gear revving out but retain the early upshifts. If you can do it that would mean you should be able to load up any TCU (V8 or Td5) with the same tables and both do the same shifting.

    Jeez, I might even pay you to do my TCU instead of putting in the time to do it myself (pffft.. as if I could)

  10. #40
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    I'm getting there...

    Does anyone have any ideas for re appropriating sport mode?

    Cheers

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