SST Tables - Development thread
Feb 27, 2012, 03:25 PM
#2
Here are the definitions in individual XML docs. I'll add more ROM ID's as they come.
(right-click, save-as) then copy paste into your ROM ID XML file. Be sure to include the additional scalings!
----------------------------------------------------------------------------------------------------------------------------------
2008 EDM SST
MR 53050012
2008 USDM SST
MR 52690019-52690024
2009 USDM SST
RA 53600008-53600010
2010 USDM SST
MR/SE 55580005-5580006
RA 55590006-55590007
2011 USDM SST
MR 56900007-56900010
RA 56940007-56940010
------------------------------------------------------------------------------------------------------------
Evoscan logging.
I'll update these as more logging becomes clear.
Pressures, slip, temp etc.
All years/models/regions:
Other cool stuff.
I have more of these on my tuning laptop, I will add later:
2010 USDM RA/MR:
(right-click, save-as) then copy paste into your ROM ID XML file. Be sure to include the additional scalings!
----------------------------------------------------------------------------------------------------------------------------------
2008 EDM SST
MR 53050012
2008 USDM SST
MR 52690019-52690024
2009 USDM SST
RA 53600008-53600010
2010 USDM SST
MR/SE 55580005-5580006
RA 55590006-55590007
2011 USDM SST
MR 56900007-56900010
RA 56940007-56940010
------------------------------------------------------------------------------------------------------------
Evoscan logging.
I'll update these as more logging becomes clear.
Pressures, slip, temp etc.
All years/models/regions:
Code:
<DataListItem DataLog="N" Color="" Display="SST Transmission Temp" LogReference="SST_TM_Temp" RequestID="CAN28-0" Eval="x-50" Unit="C" MetricEval="x-50" MetricUnit="Deg C" ResponseBytes="1" GaugeMin="0" GaugeMax="1000" ChartMin="0" ChartMax="1000" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="Odd Clutch Temp" LogReference="OddClutchTemp" RequestID="CAN33-0" Eval="x/4" Unit="C" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="Even Clutch Temp" LogReference="EvenClutchTemp" RequestID="CAN33-2" Eval="x/4" Unit="C" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="Odd Clutch SlipSpeed" LogReference="OddClutchSlipSpeed" RequestID="CAN34-0" Signed="True" Eval="x/2" Unit="rpm" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="Even Clutch SlipSpeed" LogReference="EvenClutchSlipSpeed" RequestID="CAN34-2" Signed="True" Eval="x/2" Unit="rpm" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="Odd Clutch Pressure" LogReference="OddClutchPressure" RequestID="CAN35-0" Signed="True" Eval="x*2*0.014504" Unit="psi" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="Even Clutch Pressure" LogReference="EvenClutchPressure" RequestID="CAN35-2" Signed="True" Eval="x*2*0.014504" Unit="psi" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="Odd Input Shaft Speed" LogReference="OddInputShaftSpeed" RequestID="CAN36-0" Eval="x" Unit="rpm" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="Even Input Shaft Speed" LogReference="EvenInputShaftSpeed" RequestID="CAN36-2" Eval="x" Unit="rpm" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
I have more of these on my tuning laptop, I will add later:
2010 USDM RA/MR:
Code:
<DataListItem DataLog="Y" Color="" Display="EngineTorque" LogReference="EngineTorque" RequestID="238094A2" Eval="x" Unit="Nm" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="seems to cap at 485nm" Priority="1" Visible="False" />
<DataListItem DataLog="Y" Color="" Display="EngineTQTransmitted" LogReference="EngineTQTransmitted" RequestID="238096CC" Eval="x" Unit="Nm" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_a_0_raw" LogReference="cpru_a_0_raw" RequestID="238094ac" Eval="x" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="This is the raw table lookup result, straight from SST Engagement Map A - Clutch Pressure Ramp Up" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_adj_offset_3d_ratio" LogReference="cpru_adj_offset_3d_ratio" RequestID="238045a1" Eval="(255-x)/255" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="1" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_adj_offset_3d" LogReference="cpru_adj_offset_3d" RequestID="238094b8" Eval="x" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="This logs the outcome of cpru_adj_offset_3d_ratio x CPRU Adj Offset 3D" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_a_1_3d_adj" LogReference="cpru_a_1_3d_adj" RequestID="238094ba" Eval="x" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="cpru_a_0_raw - cpru_adj_offset_3d" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_adj_offset_2d" LogReference="cpru_adj_offset_2d" RequestID="238094b0" Eval="x" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="This logs the result from the lookup of Table SST CPRU Adjust Offset 2D" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_reduction_vs_cts" LogReference="cpru_reduction_vs_cts" RequestID="238094c4" Eval="x" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="This logs the outcome from the lookup of Table SST CPRU Reduction vs CTS" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_factor_x" LogReference="cpru_factor_x" RequestID="23808c36" Eval="x" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_adj_factor_x_result" LogReference="cpru_adj_factor_x_result" RequestID="238093de" Eval="x" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="This is the result of the lookup from table SST CPRU Reduction RPM vs Factor-X" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_adj_offset_calc" LogReference="cpru_adj_offset_calc" RequestID="238093d6" Eval="x" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_a_offset_calc4" LogReference="cpru_a_offset_calc4" RequestID="238094b4" Eval="x" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="cpru_adj_offset_calc + cpru_reduction_vs_cts + cpru_adj_offset_2d + cpru_adj_factor_x_result" Priority="1" Visible="False" />
<DataListItem DataLog="N" Color="" Display="cpru_final" LogReference="cpru_final" RequestID="238094ae" Eval="x" Unit="x" MetricEval="" MetricUnit="" ResponseBytes="2" GaugeMin="0" GaugeMax="255" ChartMin="0" ChartMax="255" ScalingFactor="1" Notes="cpru_a_1_3d_adj + 128 - cpru_a_offset_calc4" Priority="1" Visible="False" />
Last edited by razorlab; Mar 5, 2012 at 09:44 AM. Reason: Added logging channels
Feb 27, 2012, 03:25 PM
#3
Explanation of tables
These explanations will most likely change / be revised as we understand each table more.
Last updated: 02.27.02
-------------------------------------------------------------------------
SST Limit Temperature
This dictates at which temperature the transmission will go into limp mode
SST Upshift - Lower Bound Fueling
This table is used while the car is shifting.
General idea is you only want this table a tad lower then your global fuel table so the car does not enrich during shifts.
It also functions as the fueling floor (fueling will only go as low as this table no matter what, even when not shifting)
SST Upshift - Lower Bound Timing
This table is used while the car is shifting.
General idea is you only want this table a tad lower then your global ignition table so the car does not retard too much (and cause boost spikes) during shifts.
It also functions as the ignition timing floor (ignition timing will only go as low as this table no matter what, even when not shifting)
SST Upshift - Lower Bound Timing Retard Max
More info coming soon
SST Upshift - Lower Bound Timing Reduction vs Load/RPM
More info coming soon
SST Clutch Pressure Ramp Up A/B/C
This table relates to the ramp up of clutch pressure at a given load.
This will not actually increase max pressure but it will let it hit the modes max pressure sooner. I currently view this as more of a "gain" control on clutch pressure. Be very careful with these tables. Too much increase from OEM values will create rev hang between gears.
SST Clutch Pressure - Unknown
This is currently Unknown.
What we do know, it is bundled with the A/B/C tables and unused for 2011+.
SST Clutch Pressure Ramp Up - Reduction vs Octane
This reduces the values in the CPRU A/B/C tables above based on what the current Octane % the ECU sees.
Do not confuse this with actual Octane level of the fuel you are using. Octane % is a rating the ECU sees depending on knock activity.
SST Clutch Pressure Ramp Up - Adjust Offset 2D
More info coming soon.
SST Clutch Pressure Ramp Up - Reduction vs CTS
This reduces the values in the CPRU A/B/C tables based on coolant temp.
SST Clutch Pressure Ramp Up - Reduction vs Alternator
This reduces the values in the CPRU A/B/C tables based on generator (alternator) voltage.
SST Throttle Requested Torque Map #1/2/3
These are Throttle Requested Torque Maps (DBW). #2 and #3 are based on coolant temps.
These have a direct relationship with the "SST Throttle Requested Torque Base", "SST Throttle Requested Torque Ramp Rate" , "SST Torque Limit" tables and possibly "Throttle Maps #1-5".
These relationships have a direct influence on how the SST cars drive.
SST Throttle Requested Torque Base
We currently think this is the base value that is used for the DBW tables functions.
SST Throttle Requested Torque Subtractor Map
This reduces the values in the "SST Throttle Requested Torque" Maps depending on TPS and Boost Error Control status.
SST Throttle Requested Torque Subtractor Map Percent
The percentage of the above map that can be used, per RPM.
SST Throttle Requested Torque Ramp Rate (SST modes Normal/Sport/S-Sport)
Depending on SST Mode, these dictate the percentage of the Throttle Requested Torque Maps that are used by gear and speed.
Example: With OEM mapping, S-Sport will use 100% of the Throttle Requested Torque maps no matter the gear or speed.
SST Torque Limit #1/2/3/4
These are directly related with the "SST Throttle Requested Torque" maps and #2/3/4 are based on coolant temps.
Current tuning theory is that these need to be set the same or higher then the "SST Throttle Requested Torque" maps. If they are set lower the TCU will slip the clutches more on shifts. If they are set higher, the TCU will slip the clutches less. Fine tune these to your desired shift quality.
SST Torque Map #1/2/3/4
These are the old "Torque Limiter" maps we all turn off via 0xFFFF.
We recently found out these also have a direct code relationship with the SST. More info to come.
SST Torque Limit Reduction Table by RPM (CPRU_A)
This is a base for the values in "SST Clutch Pressure Ramp Up- Map A".
One of which is reducing the values in that table. We are still exploring exactly what this table does. We do know it works sort of like a "gain" control for the table it bases itself on. If you reduce these numbers too much, the car will start to not rev-match smoothly in lower gears.
SST Torque Limit Reduction Table by RPM (TqLimit_2_3)
This is a base for the values in "SST Torque Limit #2/3".
See "SST Torque Limit Reduction Table by RPM (CPRU_A)" for current explanation.
SST Torque Limit Reduction Table by RPM (TqLimit_4, CPRU_C)
This is a base for the values in "SST Torque Limit #4" and SST Clutch Pressure Ramp up - Map C".
See "SST Torque Limit Reduction Table by RPM (CPRU_A)" for current explanation.
SST Torque gearratio based adder
Not sure what this table does yet. More info coming soon
SST Max Requested Torque Limit
This is the ceiling (max) for Throttle Requested Torque
SST Torque Reduction On Exceedance
This reduces the values in the "SST Torque Map #1/2/3/4) depending on (we currently think) Requested Torque and something boost related.
SST Unknown #1/2/3/4/5/6/7/8/9
Currently do not know what these do.
These explanations will most likely change / be revised as we understand each table more.
Last updated: 02.27.02
-------------------------------------------------------------------------
SST Limit Temperature
This dictates at which temperature the transmission will go into limp mode
SST Upshift - Lower Bound Fueling
This table is used while the car is shifting.
General idea is you only want this table a tad lower then your global fuel table so the car does not enrich during shifts.
It also functions as the fueling floor (fueling will only go as low as this table no matter what, even when not shifting)
SST Upshift - Lower Bound Timing
This table is used while the car is shifting.
General idea is you only want this table a tad lower then your global ignition table so the car does not retard too much (and cause boost spikes) during shifts.
It also functions as the ignition timing floor (ignition timing will only go as low as this table no matter what, even when not shifting)
SST Upshift - Lower Bound Timing Retard Max
More info coming soon
SST Upshift - Lower Bound Timing Reduction vs Load/RPM
More info coming soon
SST Clutch Pressure Ramp Up A/B/C
This table relates to the ramp up of clutch pressure at a given load.
This will not actually increase max pressure but it will let it hit the modes max pressure sooner. I currently view this as more of a "gain" control on clutch pressure. Be very careful with these tables. Too much increase from OEM values will create rev hang between gears.
SST Clutch Pressure - Unknown
This is currently Unknown.
What we do know, it is bundled with the A/B/C tables and unused for 2011+.
SST Clutch Pressure Ramp Up - Reduction vs Octane
This reduces the values in the CPRU A/B/C tables above based on what the current Octane % the ECU sees.
Do not confuse this with actual Octane level of the fuel you are using. Octane % is a rating the ECU sees depending on knock activity.
SST Clutch Pressure Ramp Up - Adjust Offset 2D
More info coming soon.
SST Clutch Pressure Ramp Up - Reduction vs CTS
This reduces the values in the CPRU A/B/C tables based on coolant temp.
SST Clutch Pressure Ramp Up - Reduction vs Alternator
This reduces the values in the CPRU A/B/C tables based on generator (alternator) voltage.
SST Throttle Requested Torque Map #1/2/3
These are Throttle Requested Torque Maps (DBW). #2 and #3 are based on coolant temps.
These have a direct relationship with the "SST Throttle Requested Torque Base", "SST Throttle Requested Torque Ramp Rate" , "SST Torque Limit" tables and possibly "Throttle Maps #1-5".
These relationships have a direct influence on how the SST cars drive.
SST Throttle Requested Torque Base
We currently think this is the base value that is used for the DBW tables functions.
SST Throttle Requested Torque Subtractor Map
This reduces the values in the "SST Throttle Requested Torque" Maps depending on TPS and Boost Error Control status.
SST Throttle Requested Torque Subtractor Map Percent
The percentage of the above map that can be used, per RPM.
SST Throttle Requested Torque Ramp Rate (SST modes Normal/Sport/S-Sport)
Depending on SST Mode, these dictate the percentage of the Throttle Requested Torque Maps that are used by gear and speed.
Example: With OEM mapping, S-Sport will use 100% of the Throttle Requested Torque maps no matter the gear or speed.
SST Torque Limit #1/2/3/4
These are directly related with the "SST Throttle Requested Torque" maps and #2/3/4 are based on coolant temps.
Current tuning theory is that these need to be set the same or higher then the "SST Throttle Requested Torque" maps. If they are set lower the TCU will slip the clutches more on shifts. If they are set higher, the TCU will slip the clutches less. Fine tune these to your desired shift quality.
SST Torque Map #1/2/3/4
These are the old "Torque Limiter" maps we all turn off via 0xFFFF.
We recently found out these also have a direct code relationship with the SST. More info to come.
SST Torque Limit Reduction Table by RPM (CPRU_A)
This is a base for the values in "SST Clutch Pressure Ramp Up- Map A".
One of which is reducing the values in that table. We are still exploring exactly what this table does. We do know it works sort of like a "gain" control for the table it bases itself on. If you reduce these numbers too much, the car will start to not rev-match smoothly in lower gears.
SST Torque Limit Reduction Table by RPM (TqLimit_2_3)
This is a base for the values in "SST Torque Limit #2/3".
See "SST Torque Limit Reduction Table by RPM (CPRU_A)" for current explanation.
SST Torque Limit Reduction Table by RPM (TqLimit_4, CPRU_C)
This is a base for the values in "SST Torque Limit #4" and SST Clutch Pressure Ramp up - Map C".
See "SST Torque Limit Reduction Table by RPM (CPRU_A)" for current explanation.
SST Torque gearratio based adder
Not sure what this table does yet. More info coming soon
SST Max Requested Torque Limit
This is the ceiling (max) for Throttle Requested Torque
SST Torque Reduction On Exceedance
This reduces the values in the "SST Torque Map #1/2/3/4) depending on (we currently think) Requested Torque and something boost related.
SST Unknown #1/2/3/4/5/6/7/8/9
Currently do not know what these do.
Last edited by razorlab; Feb 27, 2012 at 07:02 PM.
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Arrgh!
SST Upshift- LBF & LBT are the same as LBFM and LBIT (respectively).
Also Clutch Pressure Unknown looks an awful lot like a MAP-style table. Probably just smooth it for now.
SST Upshift- LBF & LBT are the same as LBFM and LBIT (respectively).
Also Clutch Pressure Unknown looks an awful lot like a MAP-style table. Probably just smooth it for now.