Well? What's the latest?
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Well? What's the latest?
I've got all the mods that most owners would want pretty much sorted, I started work on some reasonably comprehensive changes, but have run out of time , and also realised only 1% of owners would be interested!
As to a saleable product, I will post in the "for sale section" when I'm in a position to actually do the work and post out TCUs.
Hopefully not too long, but I am extremely busy at the moment!
Yep, when I got interested in doing my own ecu tunes I looked for info on the tcu but there was nada on these even though there was info around on making changes to other very similar bosch versions.Quote:
Originally Posted by shack
It was only when you said it has to be a chip jobbie like the MSB setup not thru obd I realized why. Also I think (don't know for sure because I still have mine sitting in the box !) that for those that have upgraded to the V8 Torque Converter, the lower stall speed would have negated a lot of the frustration of the Td5 tcu shift points and lockup settings.
I put the V8 tcu back in a fortnight ago and am back to feathering the accelerator to slow the 'too quick to kickdown' behaviour but accepting that as trade off against the Td5 'too slow to upshift (in my opinion)' behaviour.
Currently running a factory MSB 101340, which has not been molested (socketed/tuned).
Are you able to adjust granular enough to stop any kick down after, let's say, flooring it in drive at 110km/h to overtake?
You can't really adjust anything in the engine tune to stop the kickdown when floored.
In the TCU however it's easy.
I can make the TD5 engine tune "play nicer" with the V8 TCU, but it won't fix it completely.
I was only referring to the tcu at the end of my previous post not interested in messing with the ecu for trans behaviour. I've already played with the torque and gear range tables in my socketed ecu and some but no justifiable worthwhile improvement for the time/fuel spent stuffing around.Quote:
Originally Posted by shack
Got plenty of time but no real inclination to get into Hex so unless I bother to get back into the tuning forums and find some software that makes the tcu dump readable I have no interest in doing what others are better at (I'm looking at you)
Will it be outright buy with core fee refundable or send and get modded and sent back?
I think there is a bigger market than you realize once you build the mouse trap.
Quote:
Originally Posted by shack
Is the kickdown a function of the Torque, Revs or Throttle PS?
Hard to qualify this but the D2 with all the tune and engine mods is seemingly less likely to shift up on low throttle than the stock D2a. Best up change I seem to get with the D2 is around 2500rpm whilst the D2a with a feathered throttle will change around 2200rpm. Or is it I am a hoon and the extra performance is sort of nice!
Kickdown is a function of all the above, as well as other things.
It can be difficult to predict exactly when it will happen but there are "areas" that are pretty reliable.
Part of it will be getting to know how to drive the Auto.
Also there are some differences between the TCU's on the early and late TD5's, that could account for some of the difference.
Only just seen this James, I haven't been on the boards for quite a while.
Well done!!
I was only just thinking about this on Sunday, with larger rubber the lock up speed in 4th is too high.
2nd and 3rd aren't too bad for the most part, but what I really need is a V8 TC, I was about
to pull the pin on that 😂
The V8 converter is still the way to go, hopefully my tuning will complement it, and we end up with a much better driving experience on the gear selection front!!Quote:
Originally Posted by rick130
As a complete "Noob" to Auto Disco, I am experiencing the PITA that is towing a boat in 80km/h zones.
This development gives me hope for a more civilised drive.
I'm off to check the classifieds for your ads. 8-)