Automatic transmission - switch for retarding 1-2 and 2-3 shifting
07-26-2012, 06:33 PM
#1
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Automatic transmission - switch for retarding 1-2 and 2-3 shifting
Hi,
I've installed a Tec-Gt Engine management system and want to enable the transmission protection (like stock) to retard the ignition by -16 for 350ms (+150ms) while it shifts from 1 to 2 and from 2 to 3.
The connection should be coming from (A86) - Magnetventil going to Plug U pin 2 row 2
as outlined in http://jenniskens.livedsl.nl/Technic...3/MyTip362.htm
What bothers me here is that theo writes: shifting 1-2 the switch closes, shifting 2-3 the switch opens.
My plan was to use a GPIO for NOS retard, but this could only be done if the switch would close shifting from 1-2 and 2-3. (not opening while shifting from 2-3)
Does anyone know if this is indeed the case or if Theo is right.
Anxious Awaiting Answer
Bernhard
Car: 1987 S4 Auto, Tec-GT, Stage III cams, 928gt x-over & cats, intake spacer's, sharkvent, 750ml injectors, Gt muffler.
I've installed a Tec-Gt Engine management system and want to enable the transmission protection (like stock) to retard the ignition by -16 for 350ms (+150ms) while it shifts from 1 to 2 and from 2 to 3.
The connection should be coming from (A86) - Magnetventil going to Plug U pin 2 row 2
as outlined in http://jenniskens.livedsl.nl/Technic...3/MyTip362.htm
What bothers me here is that theo writes: shifting 1-2 the switch closes, shifting 2-3 the switch opens.
My plan was to use a GPIO for NOS retard, but this could only be done if the switch would close shifting from 1-2 and 2-3. (not opening while shifting from 2-3)
Does anyone know if this is indeed the case or if Theo is right.
Anxious Awaiting Answer
Bernhard
Car: 1987 S4 Auto, Tec-GT, Stage III cams, 928gt x-over & cats, intake spacer's, sharkvent, 750ml injectors, Gt muffler.
Last edited by 928DK; 07-27-2012 at 06:26 AM. Reason: forgot the cat's/ gt muffler
07-26-2012, 06:57 PM
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07-26-2012, 09:25 PM
#9
Former Vendor
Hi,
I've installed a Tec-Gt Engine management system and want to enable the transmission protection (like stock) to retard the ignition by -16 for 350ms (+150ms) while it shifts from 1 to 2 and from 2 to 3.
The connection should be coming from (A86) - Magnetventil going to Plug U pin 2 row 2
as outlined in http://jenniskens.livedsl.nl/Technic...3/MyTip362.htm
What bothers me here is that theo writes: shifting 1-2 the switch closes, shifting 2-3 the switch opens.
My plan was to use a GPIO for NOS retard, but this could only be done if the switch would close shifting from 1-2 and 2-3. (not opening while shifting from 2-3)
Does anyone know if this is indeed the case or if Theo is right.
Anxious Awaiting Answer
Bernhard
Car: 1987 S4 Auto, Tec-GT, Stage III cams, x-over, intake spacer's, sharkvent, 750ml injectors, Gt resonators.
I've installed a Tec-Gt Engine management system and want to enable the transmission protection (like stock) to retard the ignition by -16 for 350ms (+150ms) while it shifts from 1 to 2 and from 2 to 3.
The connection should be coming from (A86) - Magnetventil going to Plug U pin 2 row 2
as outlined in http://jenniskens.livedsl.nl/Technic...3/MyTip362.htm
What bothers me here is that theo writes: shifting 1-2 the switch closes, shifting 2-3 the switch opens.
My plan was to use a GPIO for NOS retard, but this could only be done if the switch would close shifting from 1-2 and 2-3. (not opening while shifting from 2-3)
Does anyone know if this is indeed the case or if Theo is right.
Anxious Awaiting Answer
Bernhard
Car: 1987 S4 Auto, Tec-GT, Stage III cams, x-over, intake spacer's, sharkvent, 750ml injectors, Gt resonators.
Last edited by GregBBRD; 07-27-2012 at 02:20 PM. Reason: Meant "25". Typed "26". Fixed.
07-27-2012, 01:10 AM
#13
Nordschleife Master
The switch closes on both shifts.
How does the car idle with the race grind on stock internal?
I doubt there would be a problem, but I am keen to know!
How does the car idle with the race grind on stock internal?
I doubt there would be a problem, but I am keen to know!
07-27-2012, 06:00 AM
#14
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Greg / Colin, thank you for confirming that the switch does indeed close on shifting gear.
Jeff, yes a spike is my "guess" also.
Colin, It idles pretty good (ignition set to 14*)
Notes:
The vacuum in the manifold is a bit higher at ~60 kPa than stock ~45-50 kPa.
If the ignition is set to 16-18* at idle the car sounds meaner, but the mixture fattens to ~11,8, usually the mixture at idle is 12,5 because of the larger injectors and stock fuel pressure +regulators
(VE table is reduced to provide minimal fuel)
I could probably lean the mixture out to a better 13,9 - 14,6 if i could reduce the vacuum to the Fuel Pressure regulators or by installing an adjustable fuel pressure regulator.
Re-evaluating the torque, it probably only has ~500+ nm / ~380+ FtLbs (engine), when comparing the car to others with similar mods, also i'm still running with (the 928gt.com) catalytic converters (they should be either 2 x 200 cpi or 2 x 300 cpi)
(I've seen tuning chips claiming 500 nm with stock exhaust/cam's etc)
Jeff, yes a spike is my "guess" also.
Colin, It idles pretty good (ignition set to 14*)
Notes:
The vacuum in the manifold is a bit higher at ~60 kPa than stock ~45-50 kPa.
If the ignition is set to 16-18* at idle the car sounds meaner, but the mixture fattens to ~11,8, usually the mixture at idle is 12,5 because of the larger injectors and stock fuel pressure +regulators
(VE table is reduced to provide minimal fuel)
I could probably lean the mixture out to a better 13,9 - 14,6 if i could reduce the vacuum to the Fuel Pressure regulators or by installing an adjustable fuel pressure regulator.
Re-evaluating the torque, it probably only has ~500+ nm / ~380+ FtLbs (engine), when comparing the car to others with similar mods, also i'm still running with (the 928gt.com) catalytic converters (they should be either 2 x 200 cpi or 2 x 300 cpi)
(I've seen tuning chips claiming 500 nm with stock exhaust/cam's etc)
Last edited by 928DK; 07-27-2012 at 06:26 AM.
07-27-2012, 12:09 PM
#15
Electron Wrangler
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Err - really? Why are we tallking about switches - its the relay the does the shift work.
The switch here is the kick down switch. When the kick down switch is active the solenoid is powered through the NC contacts on the kick down relay.
It stays this way until you hit the RPM limit then the relay opens removing power from the solenoid.
It will stay open until after the gearchange when the lowered RPM's will cause it to close again. This happens in the the same way for each change.
So the power to the solenoid will go away during the shift.
It doesn't work the way most people seem to assume, activating the solenoid doesn't cause a shift - it delays the shift that otherwise would have happened - deactivating the solenoid is what causes the shift.
Alan
The switch here is the kick down switch. When the kick down switch is active the solenoid is powered through the NC contacts on the kick down relay.
It stays this way until you hit the RPM limit then the relay opens removing power from the solenoid.
It will stay open until after the gearchange when the lowered RPM's will cause it to close again. This happens in the the same way for each change.
So the power to the solenoid will go away during the shift.
It doesn't work the way most people seem to assume, activating the solenoid doesn't cause a shift - it delays the shift that otherwise would have happened - deactivating the solenoid is what causes the shift.
Alan