E90Post
 


Euromotive Performance
 
BMW 3-Series (E90 E92) Forum > E90/E92/E93 Marketplace (For Sale / Trade / Wanted) > SPONSORS Classifieds/Groupbuys/Specials Area > Turbo Engine / Drivetrain / Exhaust Parts > xHP Flashtool - Flash your automatic trans! Official thread



Reply
 
Thread Tools Search this Thread
      07-08-2019, 12:09 AM   #2751
2007BMW335i
Private First Class
2007BMW335i's Avatar
United_States
80
Rep
190
Posts

Drives: 2007 335i
Join Date: Apr 2016
Location: Lowell, AR

iTrader: (0)

Garage List
Quote:
Originally Posted by gprnick View Post
But when you set that torque limit in 1st for the launch control for the 6 speed, does it always keep that torque limit?

Or only when you brake boost and after that it goes back to normal for 1st gear?
In the app it says that it restricts maximum torque during brake boosting and through 1st gear. I assume those are different torque values because you will not build enough boost while brake boosting to approach the 350 ft/lbs they recommend as a starting point for a rear wheel drive car. S-Mode or Manual Mode for optimal results. Also I would assume you want to turn dsc/traction control all the way off but hopefully RBT-Tuning can offer more information. Until then this is as much as your going to find out without testing it yourself as every car/road/situation will be different. I have not tested it myself as I use a custom tune I made myself and I limit 1st and second gear power through my load requests which limit requested torque and boost.

This tune is a work in progress, My load values (guessing, need to do more data logs and put them on datazap) should be around 12 psi at the 150 load area 1st gear,16-17 psi in second and 20-21 3rd-6th

https://datazap.me/u/scottxp800/log-...ata=3-13-18-22

This ^^^^^ is a log of a 1800 rpm brake boost launch in 1st. 0 boost until 2000 rpm, about 5 psi at 3000 rpm. 13 pounds of boost with 155 load request (4800-5200 rpm), it spun a little too much so I lowered load request to 150. 2nd gear made about 17.5 psi with 175 load request, spun in 2nd too so I lowered it to 170. My waste gates are worn out so good stock turbos might spool up faster.
Attached Images
 
__________________
149,000+ miles, MHD, VRSF 5" FMIC, Aluminum charge pipe. E50 tune by Wedge Performance. 3" Catless DP's. Secondary Cat Delete. DCI cold side w/silicone Inlets. N20 TMAP, "Stage 2" Walbro 450 LPFP. xHP Stage 3. 1/4 mile 12.079sec @ 118.79mph. (2.03 60')Before xHP flash and rear cat delete.

Last edited by 2007BMW335i; 07-08-2019 at 12:14 AM..
Appreciate 0
      07-08-2019, 03:02 AM   #2752
gprnick
Registered
0
Rep
3
Posts

Drives: BMW E92 335i
Join Date: Jul 2019
Location: Amsterdam

iTrader: (0)

Yes I hope they can clarify about that. Ideally would be that in D it would have "unlimited" torque and when you put it in S or M it would limit the torque in 1st gear for brake boost launching.
Appreciate 0
      07-08-2019, 12:26 PM   #2753
Chris1337
First Lieutenant
17
Rep
337
Posts

Drives: 2012 e92 335i
Join Date: Apr 2017
Location: Miami, FL

iTrader: (0)

To my understanding if you brake boost 1st gear it will limit torque. if you do not brake boost you have full torque in 1st gear
Appreciate 0
      07-09-2019, 02:17 PM   #2754
Arthuar
Private First Class
10
Rep
104
Posts

Drives: BMW E91 330xd 2007
Join Date: Aug 2016
Location: Firenze, Italy

iTrader: (0)

I have an interesting question.
Between us, there is anyone, the whom, could be able to share the differences, between a hp26 and the more robbuts hp28, about astepronic automatic generation?
If it was possible, would be good to know the XHP effect even.
Maybe some owner with both 330d and 335d.
Appreciate 0
      07-09-2019, 07:50 PM   #2755
E60535i
New Member
26
Rep
14
Posts

Drives: E60 535i
Join Date: Jan 2014
Location: Miami

iTrader: (0)

Quote:
Originally Posted by Arthuar View Post
I have an interesting question.
Between us, there is anyone, the whom, could be able to share the differences, between a hp26 and the more robbuts hp28, about astepronic automatic generation?
If it was possible, would be good to know the XHP effect even.
Maybe some owner with both 330d and 335d.
The 6HP28 is part of ZF's portfolio of 2nd-Generation 6-Speed Automatic Transmissions — replacing the 6HP26. Other 6HP transmission technical revisions to 2.0 include:
  • 6HP21 replacing the 6HP19
  • 6HP34 replacing the 6HP32

Highlights of the 2nd-Generation (vs. 1st-Generation) 6HP units include:
  • Shift times significantly decreased (by at least 50%)
  • Shift response times significantly decreased (by at least 50%)
  • Higher torque handling capability (for each of the new 6HP models)
  • Ability to skip gears entirely (3-1, 4-1, 5-1, 4-2, 5-2, 6-2, 5-3, 6-3, 6-4) — not to be confused with sequentially targeting a gear that is 2 or more ratios away
  • Ability to skip gears without compromising shift speed
  • Supports Neutral Idle Control (NIC), which allows decoupling the torque converter at a standstill
  • Oil cooling volume control (able to increase flow by up to 50%)
  • Earlier torque converter lock-up (can lock the torque converter as early as at or below 1000 RPM)
  • Torsional dampers filter out vibration from low-RPM torque lockup
  • Much finer tuning of shift processes using Adaptive Shift Strategy (what ZF calls ASIS), allowing for extremely fast yet smooth shifts, regardless of torque input and over a very wide range of wear
  • Between 3-6% improved efficiency

The 1st-Generation 6HP was released in 2001. The 2nd-Generation 6HP was released in 2006. And, while they have many similarities, they are significantly different in terms of shift dynamics, shift speed and response, and efficiency. The 2nd-Generation 6HP is the world's first mass-produced automatic transmission that was comparable to dual-clutch transmissions in terms of shift speed and response (capable of 80 ms shift times). The 2nd-Generation 6HP was also used as a shift dynamics benchmark when developing the 8HP. And, even after the 8HP was launched, ZF claimed that the 6HP 2.0 was still the benchmark in terms of shift speed and dynamics — with shift speeds/response at the level of dual-clutch transmissions (and, in case you didn't know, ZF produces Porsche's PDK). Of course, BMW didn't tune the transmissions to fully take advantage of the 6HP 2.0's capabilities for non-M cars — however, they did for the X5M and X6M. For these 2 vehicles, some automotive journalists were unable detect any difference in performance from DCT-equipped vehicles (as they could execute extremely fast shift times, within the span of a single cylinder firing event). Now, XHP allows all owners of 6HP 2.0 transmissions to more closely reach their full potential. 6HP 1.0 transmissions can also greatly benefit from XHP — however, it is not possible for them to perform as dynamically as the 6HP 2.0 with an equivalent XHP tune.

[Slightly off-topic]

Most do not know/appreciate how incredibly capable, sophisticated, and complex the 6HP (namely 2.0) units are:
  • Capable of shift times within threshold of human perception
  • Adapts shifts dependent on
Individual clutch temperatures
Gradient
Load
Wear
Clutch friction coefficients (at varied temperatures and for each respective clutch)
Engine operating parameters
Shift mode
Steering angle
Wheel slip
Actual input torque vs acceleration
Traction/stability control inputs
And many others
And any/all combinations of the above
All of the above is conducted in closed loop, with each of the clutches independently operated by way of individual pressure regulators and commanded and coordinated by algorithms backed by thousands of tables and hundreds of maps — with each of these being adapted in real time, depending on the situation. And, with short-term and long-term adaptation capabilities. By far and bar none, the ZF6 2.0 and ZF8 transmissions are some of the most sophisticated, well-engineered, over-built automatic transmissions ever produced.

To XHP's credit, XHP simplifies XHP features and the work that has been done for each vehicle and application — so that most consumers can (more/less) understand what they're getting. However, the ACTUAL WORK that goes into tuning these units is beyond most people's wildest imagination. It literally requires thousands of development hours to tune each shift (imagine having to time and tune each off-going clutch and on-coming clutch while reducing engine torque at the precise moment, all in milliseconds, for different engine speeds, different gear shifts, different torque levels, different vehicle weights, different ratio spreads, different final drive ratios... and on and on and on) — and maintaining smooth/seamless driveability. And, we're not even talking about what is required to crack through the security layers of the TCU and reverse engineer all pertinent functionality to allow for a proper flash. And, yet, all we do is pay a modest sum, connect an Android device, and flash. Even only partially understanding the amount and work and complexity involved in this endeavor, I would be willing to pay $1,000 or more for this product (don't misunderstand; I'm glad to pay less; however, I'd be willing to pay more). If you think that's outrageous — there are TCU tunes in the wild, for other vehicles, that cost several times what XHP asks, without any of the added customization features afforded by the XHP app.

[Back on-topic]

You can read more about the 2nd-Generation 6HP here:

Last edited by E60535i; 07-09-2019 at 07:58 PM..
Appreciate 5
      07-10-2019, 02:16 AM   #2756
Arthuar
Private First Class
10
Rep
104
Posts

Drives: BMW E91 330xd 2007
Join Date: Aug 2016
Location: Firenze, Italy

iTrader: (0)

Quote:
Originally Posted by E60535i View Post
The 6HP28 is part of ZF's portfolio of 2nd-Generation 6-Speed Automatic Transmissions replacing the 6HP26. Other 6HP transmission technical revisions to 2.0 include:
  • 6HP21 replacing the 6HP19
  • 6HP34 replacing the 6HP32

Highlights of the 2nd-Generation (vs. 1st-Generation) 6HP units include:
  • Shift times significantly decreased (by at least 50%)
  • Shift response times significantly decreased (by at least 50%)
  • Higher torque handling capability (for each of the new 6HP models)
  • Ability to skip gears entirely (3-1, 4-1, 5-1, 4-2, 5-2, 6-2, 5-3, 6-3, 6-4) not to be confused with sequentially targeting a gear that is 2 or more ratios away
  • Ability to skip gears without compromising shift speed
  • Supports Neutral Idle Control (NIC), which allows decoupling the torque converter at a standstill
  • Oil cooling volume control (able to increase flow by up to 50%)
  • Earlier torque converter lock-up (can lock the torque converter as early as at or below 1000 RPM)
  • Torsional dampers filter out vibration from low-RPM torque lockup
  • Much finer tuning of shift processes using Adaptive Shift Strategy (what ZF calls ASIS), allowing for extremely fast yet smooth shifts, regardless of torque input and over a very wide range of wear
  • Between 3-6% improved efficiency

The 1st-Generation 6HP was released in 2001. The 2nd-Generation 6HP was released in 2006. And, while they have many similarities, they are significantly different in terms of shift dynamics, shift speed and response, and efficiency. The 2nd-Generation 6HP is the world's first mass-produced automatic transmission that was comparable to dual-clutch transmissions in terms of shift speed and response (capable of 80 ms shift times). The 2nd-Generation 6HP was also used as a shift dynamics benchmark when developing the 8HP. And, even after the 8HP was launched, ZF claimed that the 6HP 2.0 was still the benchmark in terms of shift speed and dynamics with shift speeds/response at the level of dual-clutch transmissions (and, in case you didn't know, ZF produces Porsche's PDK). Of course, BMW didn't tune the transmissions to fully take advantage of the 6HP 2.0's capabilities for non-M cars however, they did for the X5M and X6M. For these 2 vehicles, some automotive journalists were unable detect any difference in performance from DCT-equipped vehicles (as they could execute extremely fast shift times, within the span of a single cylinder firing event). Now, XHP allows all owners of 6HP 2.0 transmissions to more closely reach their full potential. 6HP 1.0 transmissions can also greatly benefit from XHP however, it is not possible for them to perform as dynamically as the 6HP 2.0 with an equivalent XHP tune.

[Slightly off-topic]

Most do not know/appreciate how incredibly capable, sophisticated, and complex the 6HP (namely 2.0) units are:
  • Capable of shift times within threshold of human perception
  • Adapts shifts dependent on
Individual clutch temperatures
Gradient
Load
Wear
Clutch friction coefficients (at varied temperatures and for each respective clutch)
Engine operating parameters
Shift mode
Steering angle
Wheel slip
Actual input torque vs acceleration
Traction/stability control inputs
And many others
And any/all combinations of the above
All of the above is conducted in closed loop, with each of the clutches independently operated by way of individual pressure regulators and commanded and coordinated by algorithms backed by thousands of tables and hundreds of maps with each of these being adapted in real time, depending on the situation. And, with short-term and long-term adaptation capabilities. By far and bar none, the ZF6 2.0 and ZF8 transmissions are some of the most sophisticated, well-engineered, over-built automatic transmissions ever produced.

To XHP's credit, XHP simplifies XHP features and the work that has been done for each vehicle and application so that most consumers can (more/less) understand what they're getting. However, the ACTUAL WORK that goes into tuning these units is beyond most people's wildest imagination. It literally requires thousands of development hours to tune each shift (imagine having to time and tune each off-going clutch and on-coming clutch while reducing engine torque at the precise moment, all in milliseconds, for different engine speeds, different gear shifts, different torque levels, different vehicle weights, different ratio spreads, different final drive ratios... and on and on and on) and maintaining smooth/seamless driveability. And, we're not even talking about what is required to crack through the security layers of the TCU and reverse engineer all pertinent functionality to allow for a proper flash. And, yet, all we do is pay a modest sum, connect an Android device, and flash. Even only partially understanding the amount and work and complexity involved in this endeavor, I would be willing to pay $1,000 or more for this product (don't misunderstand; I'm glad to pay less; however, I'd be willing to pay more). If you think that's outrageous there are TCU tunes in the wild, for other vehicles, that cost several times what XHP asks, without any of the added customization features afforded by the XHP app.

[Back on-topic]

You can read more about the 2nd-Generation 6HP here:
Being an old happy XHP customer, no need to say how much I have been satisfied with it.
Nonetheless, I am glad to you for this teacher technical lesson.
Thanks for your wrote.
Really.
Appreciate 0
      07-11-2019, 02:07 PM   #2757
2007BMW335i
Private First Class
2007BMW335i's Avatar
United_States
80
Rep
190
Posts

Drives: 2007 335i
Join Date: Apr 2016
Location: Lowell, AR

iTrader: (0)

Garage List
Quote:
Originally Posted by Chris1337 View Post
To my understanding if you brake boost 1st gear it will limit torque. if you do not brake boost you have full torque in 1st gear
Verified: 6HP trans, launch control Limits torque while your foot is on the brake and at wide open throttle..When you release the brake you will go back to your normal 1st gear power level. (a.k.a. load request)

What to do: Make sure launch control is enable in the app, put trans. in S or M mode, Apply brake firmly, go to wide open throttle immediately. I was hesitant and in my graph you can see the load request went above the set limit in launch control because I was still at part throttle. Once I went full throttle brake on, the set torque limit in launch control kicked in.

This was my second attempt at using launch control. The first time I used the recommended 350 ft/lbs and it immediately spun the tires.(all season 255/40-18's) The second time I dropped it to the lowest setting (the recording on datazap). 212 ft/lbs or so, I have gone up one click, around 238 ft/lbs. I will continue to do this until in spins too much and then lower it back down.

I also just pressed the DTC button once during this attempt. Not sure what is recommended or will be best. Just had the DTC showing, did not disable DSC.

https://datazap.me/u/scottxp800/log-...2-26&zoom=0-43
__________________
149,000+ miles, MHD, VRSF 5" FMIC, Aluminum charge pipe. E50 tune by Wedge Performance. 3" Catless DP's. Secondary Cat Delete. DCI cold side w/silicone Inlets. N20 TMAP, "Stage 2" Walbro 450 LPFP. xHP Stage 3. 1/4 mile 12.079sec @ 118.79mph. (2.03 60')Before xHP flash and rear cat delete.
Appreciate 0
      07-21-2019, 10:12 PM   #2758
Brucey335i
Enlisted Member
United_States
0
Rep
48
Posts

Drives: 79 528i | 03 325i| 07 335i
Join Date: Jun 2019
Location: Orlando

iTrader: (0)

Load error when backing up, do i need a license to back up my tcu?
Appreciate 0
      07-24-2019, 05:54 AM   #2759
mjn77
Lieutenant Colonel
mjn77's Avatar
United Kingdom
745
Rep
1,683
Posts

Drives: E90 335d LCI Sport Saloon
Join Date: Apr 2015
Location: Herts, UK

iTrader: (2)

Garage List
Quote:
Originally Posted by Brucey335i View Post
Load error when backing up, do i need a license to back up my tcu?
Nope.
__________________
E90 335D LCI Individual Azurite Black // Individual Anthracite Maple Trim // HEL Braided Brake Hoses // Valencia Orange Veemann VM2 19" // EBC Grooved Discs & Yellow Stuff Pads // H&R Cup Kit // M3 Control Arms // RSW // xHp Stage 3
Euro Alpine Road Trips 2014 2016 2017 2018 2019
Appreciate 0
      07-31-2019, 08:38 PM   #2760
MEN54
Second Lieutenant
MEN54's Avatar
131
Rep
235
Posts

Drives: BMW 335i
Join Date: Mar 2019
Location: New York

iTrader: (0)

Hello

I have MHD stage 1 plus and flashed XHP stage3, now in M mode my car doesnt shifts automatically the way it used to before XHP. Is it normal behaviour of stage3 or do i have to make changes?

Thanks
Appreciate 0
      07-31-2019, 08:51 PM   #2761
IllSic_Design
Lieutenant Colonel
IllSic_Design's Avatar
United_States
945
Rep
1,729
Posts

Drives: 09 E92 335i
Join Date: Jun 2016
Location: Northern California

iTrader: (1)

Quote:
Originally Posted by MEN54 View Post
Hello

I have MHD stage 1 plus and flashed XHP stage3, now in M mode my car doesnt shifts automatically the way it used to before XHP. Is it normal behaviour of stage3 or do i have to make changes?

Thanks
M Mode in stage 3 is true manual mode, it won't shift unless told to. I'm not sure if there is a check box to change that for S3 M mode, or if you need to drop down to stage 2.
Appreciate 0
      08-01-2019, 11:29 AM   #2762
Chris1337
First Lieutenant
17
Rep
337
Posts

Drives: 2012 e92 335i
Join Date: Apr 2017
Location: Miami, FL

iTrader: (0)

Just put the shift points where you want them in the customization part. Pretty sure you gotta pay for that though
Appreciate 0
      08-01-2019, 11:26 PM   #2763
lucasmiller2015
Private First Class
United_States
75
Rep
189
Posts

Drives: 2011 335i
Join Date: Feb 2017
Location: Central Coast, CA

iTrader: (1)

Garage List
2011 BMW 335i  [0.00]
Quote:
Originally Posted by Chris1337 View Post
Just put the shift points where you want them in the customization part. Pretty sure you gotta pay for that though
The question was about auto-shifting in M mode, not D or S. The shift points in the customization module don't apply to M mode.
__________________
2011 E90 335i | Black Sapphire Metallic | JB4 w/ MHD BEF | xHP Custom TCU tune | Phoenix Racing Chargepipe | VRSF 5" Stepped FMIC | VRSF Catted Downpipe | M Performance Carbon Fiber Spoiler | Lux H8 180
Appreciate 0
      08-03-2019, 07:59 AM   #2764
Chris1337
First Lieutenant
17
Rep
337
Posts

Drives: 2012 e92 335i
Join Date: Apr 2017
Location: Miami, FL

iTrader: (0)

Quote:
Originally Posted by lucasmiller2015 View Post
Quote:
Originally Posted by Chris1337 View Post
Just put the shift points where you want them in the customization part. Pretty sure you gotta pay for that though
The question was about auto-shifting in M mode, not D or S. The shift points in the customization module don't apply to M mode.
set rev limiter for m mode and it will shift there
Appreciate 0
      08-18-2019, 05:41 AM   #2765
gprnick
Registered
0
Rep
3
Posts

Drives: BMW E92 335i
Join Date: Jul 2019
Location: Amsterdam

iTrader: (0)

Anyone that has used the launch control for the 6 speed already?

And maybe has a video about it.
Appreciate 0
      08-21-2019, 06:27 AM   #2766
thomth
New Member
0
Rep
7
Posts

Drives: BMW E92 325i
Join Date: Feb 2019
Location: The Netherlands

iTrader: (0)

I'm interested about the XHP flash but I'm wondering what the impact of the flash is on the wear on gearbox parts of the 6-speed gearbox of the E92.Anyone knows something about that?
Appreciate 0
      08-21-2019, 06:49 AM   #2767
Chris1337
First Lieutenant
17
Rep
337
Posts

Drives: 2012 e92 335i
Join Date: Apr 2017
Location: Miami, FL

iTrader: (0)

Quote:
Originally Posted by thomth View Post
I'm interested about the XHP flash but I'm wondering what the impact of the flash is on the wear on gearbox parts of the 6-speed gearbox of the E92.Anyone knows something about that?
I have had the xhp electronics on my fbo e85 n55 for ages. I know guys who have the same flash on their gearbox with 650+ whp and race all night and have no transmission problems. 1 guy blew his engine (n54) and his transmission is still running hard
Appreciate 0
      08-21-2019, 10:35 AM   #2768
ATMINSIDE
K20A2 -> FA20DIT -> M57
2
Rep
12
Posts

Drives: 2011 335d Sport; Titan Silver
Join Date: Jun 2019
Location: Charlotte, NC

iTrader: (0)

Garage List
2011 BMW 335d  [0.00]
Is it possible to run XHP Stage 1 on D and XHP Stage 2 on S/M? If so, do I need the Custom License to be able to do that or just the Super License?
__________________
2011 335d Sport; Titan Silver, Black Leather, Comfort Access, Nav, Harmon, SiriusXM, Rear PDC, Adaptive Xenon, Sunblinds, Auto-dimming Mirrors
Appreciate 0
      08-21-2019, 12:16 PM   #2769
Street of Rage
Second Lieutenant
Street of Rage's Avatar
United_States
44
Rep
258
Posts

Drives: 2011 BMW 335i e92
Join Date: Aug 2017
Location: 818 Northridge

iTrader: (0)

Quote:
Originally Posted by ATMINSIDE View Post
Is it possible to run XHP Stage 1 on D and XHP Stage 2 on S/M? If so, do I need the Custom License to be able to do that or just the Super License?
No... might as well go with stage 2. Super License or Custom Module doesn't let you mix and match stages.
__________________
Appreciate 0
      08-21-2019, 12:17 PM   #2770
Street of Rage
Second Lieutenant
Street of Rage's Avatar
United_States
44
Rep
258
Posts

Drives: 2011 BMW 335i e92
Join Date: Aug 2017
Location: 818 Northridge

iTrader: (0)

Quote:
Originally Posted by thomth View Post
I'm interested about the XHP flash but I'm wondering what the impact of the flash is on the wear on gearbox parts of the 6-speed gearbox of the E92.Anyone knows something about that?
I've been on stage 3 for 2 years. No issue. Just perform regular maintenance!
__________________
Appreciate 0
      08-22-2019, 06:02 AM   #2771
135
Captain
Australia
86
Rep
641
Posts

Drives: 135i
Join Date: Sep 2012
Location: Australia

iTrader: (4)

RBT-Tuning ???
Been waiting over two months for an answer on this...

Quote:
Originally Posted by 135 View Post
See below...


Quote:
Originally Posted by RBT-Tuning View Post
Quote:
Originally Posted by Saif2018 View Post
@RBT-Tuning

I know you mentioned Linear Throttle in MHD would screw things up, but...

Is it possible to add this improved Throttle response mod ...?

https://www.e90post.com/forums/showt...ottle+response



Either for D mode or S/M?

In the XHP app, or would this have to tuned in via MHD etc?
Throttle response and linear throttle are 2 different things. Response means how direct the throttle blade/engine load reacts to input changes on the pedal. That does not change anything for the trans. (well, not anything really important)

Linear changes the relation between stationary pedal value and the load so in effect it changes the Shiftpoints. (as thats based on pedal value) Maybe "screwed" is the wrong word, but the trans will just not shift like the mapper (being it us or BMW) had it in mind it should do it.

Yes, throttle response and linear throttle are two different things as mentioned in the throttle sensitivity threads...

https://www.e90post.com/forums/showt...0#post24653240
Quote:
Originally Posted by PeterY View Post
Be mindful that throttle plate response and its actuation speed are a completely different thing to the "Linear Throttle" option that can be ticked in MHD, and of course different to turbo lag too. I only ever use linear throttle on my car under any case, not to be confused with the transient throttle response of an engine which is being discussed here.
https://www.e90post.com/forums/showt...1#post24705921
Quote:
Originally Posted by PeterY View Post
Lastly, this throttle response fix is not the same as switching linear throttle on/off, people don't get it! Linear throttle option in MHD has to do with torque request table in the tune bin. I.e. if you press 10% throttle, the DME will target 10% of the available torque at the current rpm. Linear throttle means a 1:1 relationship, so 20% accelerator travel = 20% of the available torque, 40% accelerator = 40% torque... etc. The reason MHD included the linear throttle tick box is because from factory these cars have a non-linear throttle, for example: 10% throttle is 20% torque, 40% throttle is 80% torque... etc. by the time you get to 60% accelerator travel, the engine is already producing 100% of its torque, so it's basically full throttle at only 60% accelerator pedal travel, and the remaining 40% of the pedal travel is just a deadzone that doesn't do anything. In my opinion, ticking that MHD linear throttle option is a must, specially when these engines are tuned, the torque is very hard to control, and the longer pedal travel really helps applying the torque smoothly on corner exit without spinning the wheels.

The throttle fix that has been recently discovered is completely different to the throttle mapping and torque request tables, I thought I should clarify that because it's very easy to mix between a sharp throttle response, and a stupid bloated over-reactive accelerator input where 30% accelerator travel is equal to 60% of the available engine torque.

... but the throttle sensitivity threads also indicate that the throttle sensitivity table changes work best with a linear throttle.


A linear throttle (in conjunction with a more sensitive throttle) would be particular useful on a track/circuit so there is more pedal modulation (usable travel) available on corner entry/exit (percentage throttle).
Imagine if only 10mm of pedal travel was equal to 100% throttle - that would be impossible to modulate. Equally, 50% of usable pedal travel is twice as difficult to modulate compared to full (100% usable) pedal travel when you want to be as precise as possible with percentage throttle.


[COLOR="Red"]So the question is, how can the 6AT be tuned in xHP to work with a linear throttle?[/COLOR]
Maybe the shift points need to be based on the throttle position (not the pedal position).
Appreciate 0
      08-22-2019, 01:31 PM   #2772
2007BMW335i
Private First Class
2007BMW335i's Avatar
United_States
80
Rep
190
Posts

Drives: 2007 335i
Join Date: Apr 2016
Location: Lowell, AR

iTrader: (0)

Garage List
It would be nice if the xHP flash could have a checkbox to use Accel pedal for trans input or throttle plate for trans input. That would make a DME tune with linear throttle and the throttle response work properly with the trans flash. (Not sure this is even possible.)

Or, they could get the torque request tables from MHD for linear throttle and make that a flashable option. Checkbox for normal throttle uses stock torque request tables, checkbox for MHD linear throttle uses MHD linear torque request tables.

I think as with MHD, they are working on newer models and don't have a lot of time for N54 advancement. I think you may you to find a custom tuner to help you with this... I have the xHP xdf and I'm working on my own engine tunes, but I can't make heads or tales out of the trans tune numbers.
__________________
149,000+ miles, MHD, VRSF 5" FMIC, Aluminum charge pipe. E50 tune by Wedge Performance. 3" Catless DP's. Secondary Cat Delete. DCI cold side w/silicone Inlets. N20 TMAP, "Stage 2" Walbro 450 LPFP. xHP Stage 3. 1/4 mile 12.079sec @ 118.79mph. (2.03 60')Before xHP flash and rear cat delete.
Appreciate 0
Reply

Bookmarks

Thread Tools Search this Thread
Search this Thread:

Advanced Search

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off



All times are GMT -5. The time now is 10:43 PM.




e90post
Powered by vBulletin® Version 3.8.11
Copyright ©2000 - 2020, vBulletin Solutions Inc.
1Addicts.com, BIMMERPOST.com, E90Post.com, F30Post.com, M3Post.com, ZPost.com, 5Post.com, 6Post.com, 7Post.com, XBimmers.com logo and trademark are properties of BIMMERPOST