6l80 Spark Timing

[ns158sl]

What decides how much timing is pulled during a shift? I know it is TqMgnt but I mean what actually decides the amount vs desired engine torque. Is there a predetermined tq value the trans has that it needs to see/calculate before a shift? Im not also not talking about the Max per gear tq limit. I think I have my VTT APC and MAP tables half assed close via chassis dyno using the dynos engine torque algorithm. I know I can take some TqMgnt out to make it "feel" better. Just curious on if there is a more straight forward method.

[Lakegoat]

I don't know about the calculated torque stuff, but here is what I did to reduce some of the timing dip during shifts. ---Not saying it is correct, but it makes the shifts a little crisper? I have been running my '13 Silverado several years like this and no problems. Where I have -3.75, the stock is -20 degrees. Some people run 0 in those cells. Under Spark, Minimum spark, Base---if you have an E38 in this year range. I couldn't read what your model is on the screenshot.

[ns158sl]

2012 Yukon. Yeah I think that is my next thing. I was in-between that and table 15440 to adjust per tq vs rpm.

[GHuggins]

Min spark is what most of us use. Just don't go higher than half your wot spark. I normally set it to 5 that way it's not too much and will still allow other torque management routines to work.

[STAGEUP]

I've seen minimum spark set to full ignition timing in some tunes i've opened. Yikes.

[ns158sl]

Well I did play with the adder modifier table. So far seems to work pretty well. Kind of hard to infer delivered torque to driver demand on a Gen 4. I finally started over on the pressure and pretty much reduced them to stock plus 5 PSI. Im pretty sure I am getting a bind between shifts. I did do a Fast Learn and overall everything is shifting great. I am going to pull a little more timing out, also.

As far as the bind anyone have insight on this?