GS7 program code disassembly project
- Thread starter Olza
- Start date
0x194 should always be sent as it is used for cruise control functions. Even when cruise control is "not working" due to coding discrepancy / recent flash, etc, the 0x194 stuff is still sent. I've verified with state_bn_msw as well as with some custom code surrounding that routine.
That whole thing was weird. Still no idea why it received nothing. I didn't change the sketch or even disconnect it from CAN between M and non-M SZL swap. It was set for 194 read only and picked up nothing until I tried a bunch of things.
I assume the trans program probably has a condition to read or ignore the 194 position message depending if LC is active or not?
I assume the trans program probably has a condition to read or ignore the 194 position message depending if LC is active or not?
It works! Stock GWS and N55 135 with just latest flash of TCU (almost
). But small patch for program code needed, because of direct M3/not-M3 parameter checking. Useful for those who lost dsc traction mode after 1M dsc reflash and proper launch control initialisation…
M3 launch is more customisable, there is a field of testing.
Or maybe better fix traction mode (one short press) on 1M dsc?
). But small patch for program code needed, because of direct M3/not-M3 parameter checking. Useful for those who lost dsc traction mode after 1M dsc reflash and proper launch control initialisation…M3 launch is more customisable, there is a field of testing.
Or maybe better fix traction mode (one short press) on 1M dsc?
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Here it is. DSC (1M) OFF, many LC parameters now can be configurable in terms of slippage, steering wheel angle and so on like in M3…
But I’m still curious how to make MDM available…
But I’m still curious how to make MDM available…
Holy crap man, can someone summarize what is required here aside from the tcu flash?
You will need to change several parameters in calibration, and most bad, program patch to remove direct condition, which I can not maintain in 135 calibration. Potentially I even can try switch to m3 launch initialisation conditions (gearstick forward etc).
Some tuners are achieving modest results and mhd had said that it would be a thing one day but hasn’t arrived yet. @Jake@MHD Is this still on the roadmap?
If so, take some peoples money !!!
During LC TCU sends special clutch and LC status, plus goes into idle control regulation mode to DME.
It's on the list, but no real eta. Got quite a few other big projects to tackle at the moment.
There are a number of knowledgeable people here that would likely be happy to help with it if you wanted to crowdsource development ?
so. im working on M4GTS DCTgen2 stuff (and still M3 GTS gen1).
comparing shift time components. one of those is different from ordinary 135/335.
example. shift time boost index (lo-mid-hi), we have in 135 values like:
base time 250/240/220ms +
400ms (if previous shift acting?) +
boost time 130/120/60ms +
prefill/ventil 85ms +
drm adaption (up to 160ms) +
drive conditions time 310/260/210/160ms +
shift torque (clutch) transfer time - several factors used, but LOW limit is ~160ms (i guess XHP changes it in high modes to 80ms as in original GTS).
also 135/335 have NOT used MID/HI modes, only LOW!
so after all TCU calculation magic, in best high conditions, you got about 865ms (+400) shift act time...
but in M3 GTS/M2/M3/M4 DCT gen2 you have like:
base time 100/90/70ms +
0ms (if previous shift acting?) +
boost time 130/120/60ms +
prefill/ventil 85ms +
drm adaption (up to 160ms) +
drive conditions time 310/260/210/160ms +
shift torque (clutch) transfer time - several factors used, but LOW limit is ~80ms.
you got about 615ms (29% decrease!)
there is also pressure boost index (10/15/20bar), but no matter.
also interesting thing is, HI boost time index NOT used at all. maybe overheat problems, maybe other reliability reasons.
in GTS enabling HI mode we can get 535ms (-13%), in 135/335 enabling MID/HI - about 765ms (-12%)
contact me to get test tune (im not responsible for any damage to gearbox blah blah). at least in 135/335 you can get faster shift times via using standard GTS values! it will be very intersting to modify current DCT tune for use minimal possible time values - how it improve drag/100-200 times?! that offer will be most convenient for those who already using my DCT tunes.
comparing shift time components. one of those is different from ordinary 135/335.
example. shift time boost index (lo-mid-hi), we have in 135 values like:
base time 250/240/220ms +
400ms (if previous shift acting?) +
boost time 130/120/60ms +
prefill/ventil 85ms +
drm adaption (up to 160ms) +
drive conditions time 310/260/210/160ms +
shift torque (clutch) transfer time - several factors used, but LOW limit is ~160ms (i guess XHP changes it in high modes to 80ms as in original GTS).
also 135/335 have NOT used MID/HI modes, only LOW!
so after all TCU calculation magic, in best high conditions, you got about 865ms (+400) shift act time...
but in M3 GTS/M2/M3/M4 DCT gen2 you have like:
base time 100/90/70ms +
0ms (if previous shift acting?) +
boost time 130/120/60ms +
prefill/ventil 85ms +
drm adaption (up to 160ms) +
drive conditions time 310/260/210/160ms +
shift torque (clutch) transfer time - several factors used, but LOW limit is ~80ms.
you got about 615ms (29% decrease!)
there is also pressure boost index (10/15/20bar), but no matter.
also interesting thing is, HI boost time index NOT used at all. maybe overheat problems, maybe other reliability reasons.
in GTS enabling HI mode we can get 535ms (-13%), in 135/335 enabling MID/HI - about 765ms (-12%)
contact me to get test tune (im not responsible for any damage to gearbox blah blah). at least in 135/335 you can get faster shift times via using standard GTS values! it will be very intersting to modify current DCT tune for use minimal possible time values - how it improve drag/100-200 times?! that offer will be most convenient for those who already using my DCT tunes.
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