New Shift Kit Developed

[YourConfused]

Originally Posted by SVXRide

Look closely. The x axis is mph, but the y axis is AFR.
-Bill

So I was thinking that the lean condition happened at the shift poinnt of 35 mph, the 1-2 shift. Not the iris opening at 3500rpm. hmm.

[wannarace928]

My car shifted from 1st to 2ed. It would not shift into 3ed, it evidently hit the rev limiter and would not make the shift - which you can see on the graph there at the end and hear in the video.

The only problem the car has is, it gets a little oil blow by, probably caused by the rings.

The car is stock except for the 4.44's, and a custom exhaust.

[poweredx2]

Why wouldn't the car shift to third,do you have any tranny problems numbers are very low even for a stock svx.

[poweredx2]

This should be ok for the people that have a fwd svx.

[wannarace928]

The car does not have any tranny problems. I drive it every single day and have taken it to the dragway, it has never done anything like that.

The guy that did the dyno said it hit the rev limiter.

[redlightningsvx]

Was the test done in D or slapped through gears?

[immortal_suby]

It should have shifted anyway - whether in 1,2,3 or D it should force a shift when it hits the rev limiter. Unless there is something different with your 4.44 swap.

[redlightningsvx]

If you "bump" shift it from 1,2,3, then D it revs to i think 6500rpms but when in D the revs happen sooner then maxing the revs by bumping the gears

[poweredx2]

It could be that the awd was confused by the dyno,just food for thought.

[SVXRide]

Originally Posted by YourConfused

So I was thinking that the lean condition happened at the shift poinnt of 35 mph, the 1-2 shift. Not the iris opening at 3500rpm. hmm.

Yeah, I basically disregarded the mph scale, as the portion of the plot at which the AFR goes super lean looks very similar to when the iris opens.
-Bill

[wannarace928]

Well I just got home from a long trip in the SVX after the QC was installed (and quite a bit of playing ). And I must say I am quite impressed and happy with it. It is incredibly smooth and makes the car feel faster. The shifts are firmer but not overly firm. I can't wait to get the "AFTER" dyno results to see the differences.

And I believe it was in "D" for the dyno runs. I will ask the guy that did it either tomorrow or monday when it goes back on the dyno.

[Trevor]

It is always possible to achieve a design provided a specification is set down. I now gather that a major desire, is to cut or reduce the level of engine torque control applied during transmission shifts.

Control is signalled from the TCU to the ECU via a cable connection in the loom between the two units, i.e. (B68) TCU - 16 to (B59) ECU - 20. The signal is normally at 5 volts and it would appear that reducing this signal will cut engine torque. Therefore a resistor in this line, with a normally closed switch or relay across it, should provide a means of a selectable cut or reduction in the normal degree of torque control.

Control of transmission line pressure should be possible by inserting a resistance in the green yellow control line TCU to transmission, at the connection on the top of the transmission (T2) 7. Added resistance should increase pressure and again a relay or switch across the resistor should provide control.

Automatic control of these functions could be via a pneumatic switch, as per the Small Car shift kit, or other means directly from the TCU, e.g. a diode bridge providing an isolated circuit from all or any shift solenoids.

Rocket science is not involved, the major factor involving test and experiment. That said, Phil after completing his work, will be able to offer the exact and proper solution which will be without compromise, or add on modification and without doubt must be the correct way to go.

[Nomake Wan]

Originally Posted by Trevor

It is always possible to achieve a design provided a specification is set down. I now gather that a major desire, is to cut or reduce the level of engine torque control applied during transmission shifts.

Control is signalled from the TCU to the ECU via a cable connection in the loom between the two units, i.e. (B68) TCU - 16 to (B59) ECU - 20. The signal is normally at 5 volts and it would appear that reducing this signal will cut engine torque. Therefore a resistor in this line, with a normally closed switch or relay across it, should provide a means of a selectable cut or reduction in the normal degree of torque control.

Control of transmission line pressure should be possible by inserting a resistance in the green yellow control line TCU to transmission, at the connection on the top of the transmission (T2) 7. Added resistance should increase pressure and again a relay or switch across the resistor should provide control.

Automatic control of these functions could be via a pneumatic switch, as per the Small Car shift kit, or other means directly from the TCU, e.g. a diode bridge providing an isolated circuit from all or any shift solenoids.

Rocket science is not involved, the major factor involving test and experiment. That said, Phil after completing his work, will be able to offer the exact and proper solution which will be without compromise, or add on modification and without doubt must be the correct way to go.

Like this?

[Trevor]

Originally Posted by Nomake Wan

Like this?

No, no. N.B. --- "Therefore a resistor in this line," My text is clear, the resistor should break the line. Parallel connections to the existing circuit will not achieve this.

[immortal_suby]

Originally Posted by Trevor

It is always possible to achieve a design provided a specification is set down. I now gather that a major desire, is to cut or reduce the level of engine torque control applied during transmission shifts.
provide control.

Trevor,
Good to have you back
With the engine operating at a higher torque during the shift will there be a risk of damage to the transmission?