A4 TCC & PWM- philosophy and the meaning of li

[jimmyblue]

Philosophically (and practically) speaking, what is a
good way to set up TCC unlock/lock? I'm inclined to
think that it should "follow" the shift speed / %TPS
pattern. But I might want to do a fast lockup at WOT,
high end of 3rd gear to help squeeze some MPH out
at the track and leave it locked full time in 4th? Has
anyone found a "sporty driving" map or method they
could describe?

Now in the details I have some questions pertaining to
the TCC duty cycle. I have a converter that slips badly
even at mid throttle. It's a TCI 3000/2.2. I would like to
hit it with full TCC apply pressure. From what I gather
the TCC is another PWM "knockdown" from main line
PWM pressure. As far as I'm concerned I would like
TCC=MainPWM all the time. So I see the "Base" table
is all 97%, 98%, good. But what is this "Offset" table,
and what does its value do? Subtract from base, add?

I believe I want to make the line pressure run up more
at part load, too. Don't have any clue what the scale is
for the "Base Shift Pressure vs Torque vs Gear - it isn't
a PWM percentage, tops out at 129; can't be amps of
PWM current either. What is the upper numerical limit,
and is there an upper sensible limit that is different,
what would be its "you've gone too far" sign?

TCC Apply / Release Speed vs TPS by Gear, and TCC
Release TPS% vs Speed - who's in charge? Or is there
a logic term, like the WOT upshift AND(RPM, speed)?
Seems like these kind of step on the same square, at
>94% TPS; it there any issue with a discrepancy of
value? These two maps almost seem like flip-sides
of each other?

Lastly, I see two different "dummy" values in the cells,
255 and 256. Is there a secret code here, like 255 is
"just never gets there" and 256 is "don't even think
about it"? Or is one as good as another, if it never can
happen physically?

[jimmyblue]

Been playing around with the TCC and shift points and
seem to be tangling myself up. I get the TCC clutch
applying right before kickdown and crazy stuff like that.
This is why I'm after the "philosophy" part. Like, it seems

TCC release should always happen before kickdown?

TCC apply should happen at higher than speed-after-
upshift-in-next-gear at steady TPS?

I have another spreadsheet I'm using to visualize the
TCC & shift activity, the graphs are messy (like the
real thing). Doesn't seem to be any means of adding
non-hosted images to these posts though?

[MNR-0]

Old thread, but a good one to bring back to life.

Ive been playing with TCC lockup as well, since I got my HP/Street WOT LU converter from Fuddle. I command the lockup succesfully, and it tries to lockup at WOT, but I still get TCC slip - as much as 500RPM on ramp-up and it snakes down to 180RPM at 6800RPM. Unlocked I see 400RPM slip. The diff between locked and unlocked is 10rwhp even with this slip. I need to get rid of the slip.

Anyone got any ideas? Is it a mechanical tranny issue? Is there a tranny mod I am missing out on?

Thanks all...

[12secSS]

You will never be able to completely get rid of the slip. You need to remember that the TCC locks by having fluid "forced" between the cover and the diaphram (TCC) lining, so it can never be a direct coupled affect. If possibly one of the guys (HPT Team) could elaborate how this is calculated, then we could understand how to interpret it.