Gearshift Maps - Page 12

longassname · #**166** 03-31-2009, 06:17 AM

Ya a piece of wire would do the same thing. The spst switch won't work though. The way it's set up the dip socket is always active. Moving the resistor isn't activating the dip socket it's deactivating the surface mount. There may be another resistor that can be removed to deactivate the dip socket but I don't remember off hand.

You could always use one of my multitune adaptors to switch between the upper and lower half of a 512 ROM.

Quote:

Originally Posted by b3lha

I know this is a dumb question, but I haven't come across 0 ohm resistors before. Presumably I could remove R432 and jumper R431 with a piece of wire?

What do you think about using an SPDT switch to select between the stock or modified roms? IIRC R431 and R432 share a common track at one end.

b3lha · #**167** 03-31-2009, 07:09 AM

Quote:

Originally Posted by longassname

Ya a piece of wire would do the same thing. The spst switch won't work though. The way it's set up the dip socket is always active. Moving the resistor isn't activating the dip socket it's deactivating the surface mount. There may be another resistor that can be removed to deactivate the dip socket but I don't remember off hand.

You could always use one of my multitune adaptors to switch between the upper and lower half of a 512 ROM.

OK. Thanks. I should have realised that.

Presumably your multitune adapter just switches pin A15 between Vcc and Ground?

longassname · #**168** 03-31-2009, 07:23 AM

more or less. The multitune adaptors are a pretty slick way of doing something pretty simple. The high address pin is pulled low and an input is provided to send +v to override it to a high. The input is voltage regulated so any +v will do. This allows the switching to be activated by other electronics in the car instead of a person flipping a switch.

Quote:

Originally Posted by b3lha

OK. Thanks. I should have realised that.

Presumably your multitune adapter just switches pin A15 between Vcc and Ground?

NiftySVX · #**169** 04-02-2009, 08:15 PM

okay, so i've been lurking in this thread for awhile, and i'm not afraid to admit that the programming is way over my head, but I wanted to ask a few questions. Did anyone ever decide if there were any differences between the US tcu as far as year to year changes, I know there was mention of a seemingly pointless mod to the overtemp 2nd gear in the uk tcus. I ask that because I am curious as to the base code that LAN is using for his ecutune controller. Also, did I hear that the original trigger was 244f for the at oil temp light? And finally, how significant is the difference between the low pressure maps on based on the normal and power maps? I have driven my svx at very high altitude in summit county, colorado, and I remember it shifting noticibly different, but i always thought it was my imagination until this thread got going.

Finally, I want to thank you guys for going through all this, because It can make such a huge difference in performance. I mean, many toyota models use the same engine and transmission, but shift differently and it gives the car a completely different feel, so this is a really good way to tweak the car without actually making any mechanical modifications.

b3lha · #**170** 04-03-2009, 05:45 AM

Quote:

Originally Posted by NiftySVX

Did anyone ever decide if there were any differences between the US tcu as far as year to year changes, I know there was mention of a seemingly pointless mod to the overtemp 2nd gear in the uk tcus. I ask that because I am curious as to the base code that LAN is using for his ecutune controller.

I don't have a 94-95 USDM version to look at. Only the early version 705404. There are changes in the UK and JDM versions, so there is a good chance they changed something in the US version too.

Quote:

Originally Posted by NiftySVX

Also, did I hear that the original trigger was 244f for the at oil temp light?

I think it's 224 with the revised interpretation of the formula.

Quote:

Originally Posted by NiftySVX

And finally, how significant is the difference between the low pressure maps on based on the normal and power maps? I have driven my svx at very high altitude in summit county, colorado, and I remember it shifting noticibly different, but i always thought it was my imagination until this thread got going.

Have a look at the graph in this post and try to make sense of it.
http://www.subaru-svx.net/forum/show...9&postcount=89
The blue line on the left is normal mode. The magenta line on the right is power mode. The low pressure modes are in between. I think the proposed mod with a turn switch and resistor network would be a cool thing to try. It would just need a little experimentation to find the right values for the resistors.

Quote:

Originally Posted by NiftySVX

Finally, I want to thank you guys for going through all this, because It can make such a huge difference in performance. I mean, many toyota models use the same engine and transmission, but shift differently and it gives the car a completely different feel, so this is a really good way to tweak the car without actually making any mechanical modifications.

Nice to be appreciated.

longassname · #**171** 04-03-2009, 07:41 AM

Phil, the code you have from Nomake is the code used in the 94 and 95 (and 93 and maybe even some 92s). I pulled the code off a 12p labled ROM again and that's what came off it. That's where the confusion came in when I was looking for my orignal basecode. The question is how early did the 12p ROM start? I'll send you the bin from an 11p ROM and a 96 ROM soon; I've just been busy.

b3lha · #**172** 04-03-2009, 04:57 PM

Quote:

Originally Posted by longassname

Phil, the code you have from Nomake is the code used in the 94 and 95 (and 93 and maybe even some 92s). I pulled the code off a 12p labled ROM again and that's what came off it. That's where the confusion came in when I was looking for my orignal basecode. The question is how early did the 12p ROM start? I'll send you the bin from an 11p ROM and a 96 ROM soon; I've just been busy.

I guess that is the latest USDM version then. (apart from the 96 which is presumably rewriten to talk to an OBD2 scanner).

edmsvx · #**173** 04-03-2009, 10:26 PM

Quote:

Originally Posted by b3lha

There are changes in the UK and JDM versions, so there is a good chance they changed something in the US version too.

So possibly a difference in the later 96+ version, is the temperature at which torque convertor locks up.

My 96 CDN svx will allow the torque convertor to lock as soon as the engine reaches normal operating temperature (outside temp 20 C to -30C no difference). Which for me is about 2 minutes of driving from my house (all uphill). However, for my 92 JDM in need to be driving at least 20 minutes before the torque converter locks up. I found the same with my son's CDN 92 when he had it.

Programing OR were there revisions in the 96 transmision oil pump rate to increase the transfer of heat in the radiator to the transmission oil and/or was there a huge difference in the flow restrictions in the earlier radiator.

My sense is that while pump rate and restrictions may contribute it is most likely programming.

Peter

cdvs · #**174** 04-04-2009, 06:02 AM

Quote:

Originally Posted by b3lha

I guess that is the latest USDM version then. (apart from the 96 which is presumably rewriten to talk to an OBD2 scanner).

Phil,

AFAIK, the US OBDII requirement was focused on emissions related systems.

I'm sure that we still have to 'bow three times and turn around' to get codes from the '96 transmission.

Charl

NiftySVX · #**175** 04-04-2009, 08:48 AM

Quote:

Originally Posted by cdvs

Phil,

AFAIK, the US OBDII requirement was focused on emissions related systems.

I'm sure that we still have to 'bow three times and turn around' to get codes from the '96 transmission.

Charl

While targeting emission systems and related functions, the major part of OBD2 was the standardization of the diagnostic connector and its location, as well as the standardization of many of the diagnostic trouble codes. I am sure that the tcu was tweaked to allow communication by a different style of diagnostic tool, and they changed the codes from basic numbers (like 13) to the new style prefix (like P###).

longassname · #**176** 04-04-2009, 09:27 AM

I wouldn't sweat that line of thought much. I imagine Phil already knows the answer to the question you guys are discussing. I sent him the firmware for the 96 svx select monitor cartridge the same day I sent him the firmware for the 92 svx select monitor cartridge and he dissassembled them both the same day. I'm sure he'll post the info on the com commands and codes when he posts the info on the parameter locations and conversion functions.

cdvs · #**177** 04-04-2009, 10:02 AM

Quote:

Originally Posted by NiftySVX

While targeting emission systems and related functions, the major part of OBD2 was the standardization of the diagnostic connector and its location, as well as the standardization of many of the diagnostic trouble codes. I am sure that the tcu was tweaked to allow communication by a different style of diagnostic tool, and they changed the codes from basic numbers (like 13) to the new style prefix (like P###).

NiftySVX,

While what you say about standardization is correct, so is my statement that the Requirement focused on emissions systems.

Contrary to what you are sure of, there is no transmission information available through the OBDII connector in our 96. Transmission codes must be retrieved in the usual way. Perhaps yours is different, but I suspect you don't have one.

Charl

longassname · #**178** 04-04-2009, 10:09 AM

come on now guys...

No need to get defensive or hostile in this thread. There are no points for being right here. We are all wrong, frequently and it never helps to beat people over the head with it when they are wrong. You'll notice this thread has no numbered lists of why one person is right and the other is wrong, point by point trying to take the other peson apart. Let's keep it that way.

NiftySVX · #**179** 04-04-2009, 10:31 AM

You are correct, i was just adding a little more info, meant to come across as a guess to the differences, which i obviously don't know. And you're right, I don't have one, that's why I am excited to see what the differences are. And of course, the idea behind obd2 and for that matter obd was emissions related, I'm just thinking aloud.

I'll go back into lurking

cdvs · #**180** 04-04-2009, 11:18 AM

Quote:

Originally Posted by longassname

come on now guys...

No need to get defensive or hostile in this thread. There are no points for being right here. We are all wrong, frequently and it never helps to beat people over the head with it when they are wrong. You'll notice this thread has no numbered lists of why one person is right and the other is wrong, point by point trying to take the other peson apart. Let's keep it that way.

Come on now, Lan...

Try to practice before preaching. From where I sit, you are the one overreacting and posturing. Nobody was defensive, hostile, or trying to take anyone apart. Sharing correct information was my objective throughout.

Your motives aren't clear to me.

Charl