545 basics

I'm a newbie to the transmission tuning side and am hoping someone can help out. I have 5.7 and 545RFE in a Wrangler. Currently, the truck pulls power dramatically when upshifting. I would like to minimize or remove the power drop. I am assuming that the torque management is what I need to work with. The areas I would think I would need to adjust are Max Torque per Gear and Desired Torque WOT, however I am looking to change the part throttle shifts more than anything. What am I overlooking? Can someone give me a short crash course in what needs to be adjusted?

Thank You!

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Originally Posted by raceplayhavefun

I'm a newbie to the transmission tuning side and am hoping someone can help out. I have 5.7 and 545RFE in a Wrangler. Currently, the truck pulls power dramatically when upshifting. I would like to minimize or remove the power drop. I am assuming that the torque management is what I need to work with. The areas I would think I would need to adjust are Max Torque per Gear and Desired Torque WOT, however I am looking to change the part throttle shifts more than anything. What am I overlooking? Can someone give me a short crash course in what needs to be adjusted?

Thank You!

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depends on the year but if its 7 or back your not getting any help out of these guys. they have already acknowledged they are not planning to do anything for the earlier models of dodge

This is an 09 drivetrain. The Beta version supports it, I just can't find what some of the settings do.

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Originally Posted by raceplayhavefun

I'm a newbie to the transmission tuning side and am hoping someone can help out. I have 5.7 and 545RFE in a Wrangler. Currently, the truck pulls power dramatically when upshifting. I would like to minimize or remove the power drop. I am assuming that the torque management is what I need to work with. The areas I would think I would need to adjust are Max Torque per Gear and Desired Torque WOT, however I am looking to change the part throttle shifts more than anything. What am I overlooking? Can someone give me a short crash course in what needs to be adjusted?

Thank You!

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To reduce the spark timing retard during the upshifts, go to the Desired Torque WOT & raise the values. Start by multiplying the table by 2. As on a heavy vehicle, it's very hard on the trans if you eliminate all upshift timing retard.

To firm up the shifts, start by adding 60 psi to the Max Line Pressure table. And max the Pressure Gain/Gear table. Then if you want firmer shifts, add 10 psi at a time to the Max Line Pressure table.

For the TCC, set the slip tables to 0 RPM (stock is 50 RPM) And I also only allow the convertor to lock in 4th & 5th gear in normal mode, and 3th, 4th & 5th in Alternate Mode (Tow/Haul?)

Russ Kemp

Russ, thanks for the response!

Why is the max line pressure a table? What is the Y axis numbers? There's no labels....

My big question... What does the Desired Acceleration Offset and Ramp Rate of Acceleration tables do?

Attachment 74312

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Originally Posted by raceplayhavefun

Russ, thanks for the response!

Why is the max line pressure a table? What is the Y axis numbers? There's no labels....

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On the 2009 Ram that I tuned, the labels are 0-21, I don't know what they reference to. I just add the same amount of shift pressure to the entire table.

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My big question... What does the Desired Acceleration Offset and Ramp Rate of Acceleration tables do?

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Attachment 74312

I don't know what those tables do, never had to change them.

Russ Kemp

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Originally Posted by Russ K

To reduce the spark timing retard during the upshifts, go to the Desired Torque WOT & raise the values. Start by multiplying the table by 2. As on a heavy vehicle, it's very hard on the trans if you eliminate all upshift timing retard.

To firm up the shifts, start by adding 60 psi to the Max Line Pressure table. And max the Pressure Gain/Gear table. Then if you want firmer shifts, add 10 psi at a time to the Max Line Pressure table.

For the TCC, set the slip tables to 0 RPM (stock is 50 RPM) And I also only allow the convertor to lock in 4th & 5th gear in normal mode, and 3th, 4th & 5th in Alternate Mode (Tow/Haul?)

Russ Kemp

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How are you unlocking the convertor in each gear? I tried setting the RPM to 8160 which is max, but it would still engage. I changed all tables in partial to full lock to max.

Thanks,
Creton

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Originally Posted by Russ K

On the 2009 Ram that I tuned, the labels are 0-21, I don't know what they reference to. I just add the same amount of shift pressure to the entire table.



Attachment 74312

I don't know what those tables do, never had to change them.

Russ Kemp

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The 0-21 in the shift line pressure table has to to do with which shift is being performed.

Does anybody know when "normal" mode is used, and when "alternate" mode is used in TC Apply/Release page?

Also, there is "Partial TCC Apply" thresholds for normal and alternate modes and in the same time there is "unlock to partial lock" tables. I suspect the "Partial TCC apply" thresholds are the absolute minimum turbine RPM for each gear the partial TCC can be applied, but I still cannot see why it is needed, given the "unlock to partial lock" tables are there and the same can be set using them. Any help on this?

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Originally Posted by sparkybg

Does anybody know when "normal" mode is used, and when "alternate" mode is used in TC Apply/Release page?

Also, there is "Partial TCC Apply" thresholds for normal and alternate modes and in the same time there is "unlock to partial lock" tables. I suspect the "Partial TCC apply" thresholds are the absolute minimum turbine RPM for each gear the partial TCC can be applied, but I still cannot see why it is needed, given the "unlock to partial lock" tables are there and the same can be set using them. Any help on this?

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Anyone?

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Originally Posted by sparkybg

Anyone?

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"Partial TCC Apply" in my experience is the absolute minimum turbine RPM for any TCC application for each gear, just like you are suspecting. There are also "Closed Throttle TCC Apply", which are the turbine speeds above which the TCC can stay engaged/locked for each gear in no throttle / coasting situations. I suppose it isn't "needed" like you say, but I still find them useful.

Alternate mode is for tow/haul. Driver Select mode implies that it is for ERS / Manual gear selections, however I have never seen these tables in use on my on 2011 truck, it always seems to run the normal or alternate tables for TCC.

If you zero out the entire set of tables for "Partial to Full Lock" and "Full to Partial Lock" it will no longer operate in partial lock mode, and will drop straight to full lock.

Hey Russ i got a 545 . if i show you my current tune , can you shoot me your insight on it ? It?s in a 73 Challenger 6.1 hemi / 545 combo

Thank you in advance !!

Sonny

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Originally Posted by Hpsonny

Hey Russ i got a 545 . if i show you my current tune , can you shoot me your insight on it ? It?s in a 73 Challenger 6.1 hemi / 545 combo

Thank you in advance !!

Sonny

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If he's not around you can send it my way too. There is only so much you can do with the pressure tables on stock valve body without throwing P0933 or P0868 codes. Enabling the reverse boost circuit in all gears with the right separator plate in the valve body makes a huge difference and avoids those codes.

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Originally Posted by VPP1776

...Enabling the reverse boost circuit in all gears...

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Could you be more specific on this? I cannot find any information what this is and how it's done. I am not having any codes, but still I am curious.

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Originally Posted by sparkybg

Could you be more specific on this? I cannot find any information what this is and how it's done. I am not having any codes, but still I am curious.

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It is done with a different separator plate in the valve body that blocks oil from the manual valve. We keep them in stock, but generally only for the purpose of us building valve bodies as there are multiple other things that should be done to help the valve body survive the line pressures that it can see. For example, this is our high pressure valve body

https://www.veteranspowertrain.com/p...e-body-freedom