5EAT TCU Reverse Engineering

[hadvw]

Just had a quick thought while driving home: doesn't the 5EAT have some kind of warm-up mode, where if the ATF isn't up to temp, it will shift harder/hold the rpms longer?

 

What if we were to over-ride the ATF temp sensor input (basically, tie to 5v to indicate "cold" all the time)? Would that improve shifting response? Then hook the temp sensors into a gauge somewhere so you could watch it yourself? Maybe like the vent gauge lossol is working on?

[NSFW]

NSFW, it's not going to be that bad . The info is already published, it's part of the documented paramiters in SSM that Subaru published (or leaked?) for third partys to make scan tools. It's aprt of the basic peramiters that the Rom Raider team never figured out, they just didnt have cars that were reporting this info.

 

There is a post over on the RomRaider forums where Mecagod(?) filled in the list of missing data values compared to a legacy GT ecu init string. Looked like they matched up right in order with the Subaru document, but there was no intrest in writing the definitions to match for the Logger.

 

I'd do it my self if you could give me a few pointers were to start. Just the logger definitions, nothing in the actual ECU.

 

If you look at the format of logger.xml, it should be fairly clear how to define new parameters for logging. If you can point me to that thread I could probably give you a couple examples to get started.

[utc_pyro]

http://www.romraider.com/forum/viewtopic.php?f=8&t=2991&start=0

 

It's not as filled in as I remember, but should give a nice starting point. I can make some educated guesses what some things (like the temperatures) are to at least get started.

 

Just had a quick thought while driving home: doesn't the 5EAT have some kind of warm-up mode, where if the ATF isn't up to temp, it will shift harder/hold the rpms longer?

 

It does that, but the shift hardness portion may have more to do with the mechanical aspects of it. Also you'd never go into TC lock if you did that.

Edited August 11, 2010 by utc_pyro

[RIPjeep2002]

http://www.romraider.com/forum/viewtopic.php?f=8&t=2991&start=0

 

It's not as filled in as I remember, but should give a nice starting point. I can make some educated guesses what some things (like the temperatures) are to at least get started.

 

 

 

It does that, but the shift hardness portion may have more to do with the mechanical aspects of it. Also you'd never go into TC lock if you did that.

 

Correct. The TC does not lock up when the ATF is cold. And frankly, the car feels better that way. Lol

[subarutech77]

If could be very interesting to put a recording device on the OBD port during TCU operations. Plus whatever other neat tricks the SSM3 can do.

 

Does such a device exist? If one would need to be built, what components would be needed?

 

To utc_pyro: I tried to send a couple of PM's to you but not sure if they went through or not, as it does not show in the sent folder, can you PM me an email address, so I can send you some documentation

[NSFW]

If I remember right, there was someone on here a while back who built a sniffer, asked his dealership if they would use their SSM3 on his car so he could record the communications, and they refused. Or something like that. I don't remember any details really, it was a couple years ago.

[NSFW]

http://www.romraider.com/forum/viewtopic.php?f=8&t=2991&start=0

 

It's not as filled in as I remember, but should give a nice starting point. I can make some educated guesses what some things (like the temperatures) are to at least get started.

 

Maybe. For background, a Subaru diagnostic tool vendor posted a list of parameters that they support, and that list just happens to be in the same order as the 'capability bits' that are sent by the ECU when a logger says hello. At least, the parameters that we already know of are listed in the order where we expect them. This suggests that the parameters we did not already know of, also appear in the correct sequence, and by looking at the list, we can determine the positions of the capability bits.

 

This will let us figure out what parameters an ECU supports. However, to get the logger to actually show us a parameter we need to know the "address" of that parameter. That might be hard. Bear with me, I'm basically just thinking out loud here...

 

Here's the list that Jon posted, with some numbers added:

 

#0

 

Engine Load

Coolant Temparture

A/F Correction #1

A/F Learning #1

A/F Correction #2

A/F Learning #2

Manifold Absolute Pressure

Engine Speed

 

#1

 

Vehicle Speed

Ignition Timing

Intake Air Temparture

Mass Air Flow

Throttle Opening Angle

Front O2 Sensor #1

Rear O2 Sensor

Front O2 Sensor #2

 

#2

 

Battery Voltage

Air Flow Sensor Voltage

Throttle Sensor Voltage

Differential Pressure Sensor Volume

Fuel Injection #1 Pulse

Fuel Injection #2 Pulse

Knocking Correction

Atmosphere Pressure

 

#3

 

Manifold Relative Pressure

Pressure Differential Sensor

Fuel Tank Pressure

CO Adjustment

Learned Ignition Timing

Accelerator Opening Angle

Fuel Temperature

Front O2 Heater #1

 

#4

 

Rear O2 Heater Current

Front O2 Heater #2

Fuel Level

Radiator Fan Control

Primary Control

Secondary Control

CPC Valve Duty Ratio

TGV Position Sensor R

 

#5

 

TGV Position Sensor L

ISC Valve Duty Ratio

A/F Lean Correction

A/F Heater Duty

ISC Valve Step

Number of EGR Steps

ALT Duty

Fuel Pump Duty

 

#6

 

VVT Advance Angle Amount R

VVT Advance Angle Amount L

OCV Duty R

OCV Duty L

OCV Current R

OCV Current L

A/F Sensor #1 Current

A/F Sensor #2 Current

 

#7

 

A/F Sensor #1 Resistance

A/F Sensor #2 Resistance

A/F Sensor #1

A/F Sensor #2

A/F Correction #3

A/F Learning #3

Rear O2 Heater Voltage

A/F Adjust Voltage

 

#8

 

Front Wheel Speed

ATF Temperature

Gear Position

Line Pressure Duty Ratio

Lock Up Duty Ratio

Transfer Duty Ratio

Throttle Sensor Power

Turbine Revolution Speed

 

#9

 

Brake Clutch Duty Ratio

Rear Wheel Speed

Mani. Pressure Voltage

A/F Heater Current 1

A/F Heater Current 2

Lateral G Sensor

ATF Temperature

Low Clutch Duty

 

#10

 

High Clutch Duty

L&R B Duty

ATF Temperature 2

Voltage C- Diff. Switch

AT Turbine Speed 1

AT Turbine Speed 2

A/F Heater Current 1

A/F Heater Current 2

 

#11

 

Check Status

AT/MT Identification Terminal

Test Mode Terminal

Read Memory Terminal

Preparatory

Clear Memory Terminal

?

?

 

#12

 

Neutral Switch

Soft Idling Switch

Preparatory

Inter Cooler Auto Washer Switch

Ignition Switch

Power Steering Switch Input Signal

Air Conditioner Switch

Preparatory

 

#13

 

Steering Switch

Starter Switch

Front O2 Monitor 1

Rear O2 Monitor

Front O2 Monitor 2

Knock Signal

Knock Signal 2

Electric Load Signal

 

#14

 

Crankshaft Angle Signal

Camshaft Angle Signal

Rear Defogger Switch

Blower Fan Switch

Light Switch

Wiper Switch

Air Conditioner Lock Signal

Air Conditioner Medium Pressure Switch

 

#15

 

Air Conditioner Compressor Relay Output

Radiator Fan Relay 3

Radiator Fan Relay 1

Radiator Fan Relay 2

Fuel Pump Relay

Inter Cooler Auto Washer Relay

CPC Solenoid

Blow-By Leak Diagnostic Connector

 

#16

 

PCV Solenoid

Tumble Generator Valve Output

Tumble Generator Valve Drive

Variable Intake Air Solenoid

Atmospheric Pressure Switching Solenoid

Drain Valve Solenoid

Power Steering Solenoid

Assist Air Solenoid

 

#17

 

Tank Inner Pressure Switching Solenoid

Relief Valve Solenoid 1

Relief Valve Solenoid 2

TCS Relief Valve Solenoid

Exhaust Gas Valve Positive Pressure Solenoid

Exhaust Gas Valve Negative Pressure Solenoid

Intake Valve Solenoid

Exhaust Muffler Control

 

#18

 

Preparatory

Eng. Oil Pressure Switch 1

Eng. Oil Pressure Switch 2

Preparatory

AT Cooperative Retard Demand

AT Cooperative Fuel Cut Demand

VDC Torque Down Prohibition Output

VDC Torque Down Demand

 

#19

 

AT Cooperative Demand Signal 1

AT Cooperative Demand Signal 2

AT Cooperative Permission Signal

EAM Signal

AT Cooperative Lock-Up Signal

AT Cooperative Lean Burn Signal

AT Cooperative Rich Spike Signal

AET Signal

 

#20

 

Tip Mode Switch

Cruise Control Signal

ABS Signal

Down Switch

Stop Lamp Switch

Shift Up Switch

Kick Down Switch

FWD Switch

 

#21

 

Power Switch

Hold Switch

1st Range

2nd Range

3rd Range

D Range

R Range

N/P Range

 

#22

 

4th Range

Tip Solenoid

Torque Control Output 1

Torque Control Output 2

2-4B Timing Solenoid

L/C Timing Solenoid

Shift Solenoid 2

Shift Solenoid 1

 

#23

 

Shift Output 4

Shift Output 3

Shift Output 2

Shift Output 1

Diagnosis Lamp

Rear Differential Oil Temperature Switch

ATF Temperature Lamp

Shift Lock Solenoid

 

#24

 

Economic Mode Switch

Power Mode Lamp

P Range

Torque Down Prohibit Signal

P/N Signal

TCS Switch

Hold Lamp

N Range

 

#25

 

Preparatory

4WD Judgment

Inhibiter Switch 1

Inhibiter Switch 2

Inhibiter Switch 3

Inhibiter Switch 4

Inhibiter Switch 3 Monitor

Back Lamp Relay

 

#26

 

AT Ignition Power Supply Relay

Preparatory

Main CPU Writing Permission

Sub CPU Writing Permission

H and LR/C Oil Pressure Switch

D/C Oil Pressure Switch

Fr/B Oil Pressure Switch

I/C Oil Pressure Switch

 

#27

 

LC/B Oil Pressure Switch

Unit Identification Signal

?

?

?

?

?

?

 

#28

 

?

?

?

?

?

?

?

?

 

#29

 

?

?

?

?

?

?

?

?

 

#30

 

Preparatory

Throttle Sensor Closed V

Throttle Motor Duty

Throttle Motor Voltage

Preparatory

?

?

?

 

#31

 

?

?

?

?

?

?

?

?

 

#32

 

Sub-Throttle Sensor

Main-Throttle Sensor

Sub-Accelerator Sensor

Main-Accelerator Sensor

Brake Booster Pressure

Fuel Pressure

Exhaust Gas Temperature

Exhaust Gas Temperature 2

 

#33

 

?

Preparatory

Memorized Cruise Speed

A/F Correction #3

A/F Learning #3

Fuel Level Resistance

?

?

 

#34

 

Odometer

Fuel Pressure

Preparatory

Oil Temperature

OSV Duty R

OSV Duty L

OSV Current R

OSV Current L

 

#35

 

Exhaust VVT Retard Ang. R

Exhaust VVT Retard Ang. L

Exhaust OCV Duty R

Exhaust OCV Duty L

Exhaust OCV Current R

Exhaust OCV Current L

VVL Lift Mode

?

 

#36

 

Idle Switch

ETC Motor Relay

Injector Driver Relay

Accelerator Opening Angle Full Open Flag

Throttle Valve Opening Angle Full Open Flag

Preparatory

?

?

 

#37

 

Clutch Switch

Stop Lamp Switch

SET/COAST Switch

RESUME/ACCEL Switch

Brake Switch

Inhibitor Switch

Main Switch

Main Switch Judgment Holding Flag

 

#38

 

?

?

?

?

?

?

?

?

 

#39

 

LC/B Solenoid

LU And FWD/B Solenoid

?

?

?

?

?

?

 

#40

 

Center Differential Lamp 1

Center Differential Lamp 2

Center Differential Lamp 3

Center Differential Lamp 4

Center Differential Lamp 5

Center Differential Lamp 6

Preparatory

?

 

#41

 

H&LR/C Solenoid Current

D/C Solenoid Current

F/B Solenoid Current

I/C Solenoid Current

P/L Solenoid Current

L/U Solenoid Current

4WD Sol. Current

Yaw Rate Sensor Voltage

 

#42

 

H&LR/C Solenoid Pressure

D/C Solenoid Pressure

F/B Solenoid Pressure

I/C Solenoid Pressure

P/L Solenoid Pressure

L/U Solenoid Pressure

4WD Solenoid Pressure

Yaw Rate & G Sensor Ref. V

 

#43

 

FR Wheel Speed

FL Wheel Speed

RR Wheel Speed

RL Wheel Speed

Preparatory

?

?

?

 

#44

 

?

?

?

?

?

?

?

?

 

#45

 

Parking Switch

Center Differential Relay

Competition Mode Switch

Competition Mode Lamp

Preparatory

Cancel SW

?

?

 

#46

 

?

?

?

?

?

?

?

?

 

#47

 

Roughness Monitor #1

Roughness Monitor #2

Roughness Monitor #3

Roughness Monitor #4

Roughness Monitor #5

Roughness Monitor #6

Preparatory

?

Would someone double-check that those numbers (which I just added manually) are all in order? That's kind of important. I'll explain in a moment. Edited August 12, 2010 by NSFW

[NSFW]

Some background info... There are three types of parameters that an SSM logger can provide so logger.xml has three sections:

* Standard SSM parameters, defined by <parameter> elements.

* Switches, defined by <switch> elements

* Extended SSM parameters, defined by <ecuparam> elements.

 

I'll explain the the standard SSM parameters, and the <parameter> elements. Here's an example:

 

<parameter id="P4" name="A/F Learning #1" desc="" ecubyteindex="8" ecubit="4">
   <address>0x00000A</address>
   <conversions>
       <conversion units="%" expr="(x-128)*100/128" format="0.00" />
   </conversions>
</parameter>

As I mentioned earlier, when a logger connects to the ECU, the first thing it does is asks the ECU to send a series of bytes that indicate which standard SSM parameters the ECU supports. The ecubyteindex and ecubit numbers above refer to capability bytes, and the bits in those bytes. If the corresponding bit is set (equal to 1), then the parameter is supported. But in order to log the parameter, we need to tell RomRaider (via logger.xml) the address of the parameter. The address is the most important thing in the XML above. (Ignore the id="P4" part, it is not relevant to what we're doing.)

 

When you run Learning View, it saves a log file that shows every byte sent to and from the ECU. The first READ in the log contains the capability bytes:

 

[16:40:47.4208000] ECU Init
[16:40:47.4832000] WRITE 6 bytes: 80 10 F0 01 BF 40 
[16:40:47.6392000] READ 68 bytes: 80 10 F0 01 BF 40 80 F0 10 39 FF A2 10 11 2F 12 78 52 06 73 FA CB A6 2B 81 FE A8 00 00 00 60 CE 54 F9 B1 E4 00 0C 20 00 00 00 00 00 DC 00 00 5D 1F 30 C0 F2 26 00 00 43 FB 00 E1 00 00 00 00 00 00 C1 F0 28 

 

I just noticed that logger.xml starts numbering ecubyteindex at 8 whereas I started at zero in the list above. Oh well.

Here's the READ bytes again, with some annotation:

 

80 10 F0 01 BF 40 - an echo of the bytes that were written to the ECU
80 F0 10 39 FF - response header
A2 10 11 - I'm not sure what these are for (3 bytes)
2F 12 78 52 06  - My ECU ID (5 bytes)
73 FA CB A6 2B 81 FE A8 - These, and the bytes that follow, are the capability bytes.  
00 00 00 60 CE 54 F9 B1 
E4 00 0C 20 00 00 00 00 
00 DC 00 00 5D 1F 30 C0
F2 26 00 00 43 FB 00 E1
00 00 00 00 00 00 C1 F0
28

Note that the capability bytes start on the 8th byte of the response payload. That's probably why logger.xml's byte index starts at 8.

 

Each numbers that I added to the parameter list above is a byte index (I started at zero, but bear with me). The parameters in each block are listed in order, where the position in the list gives you a bit index. Bit indexes start at 7 and count down to zero. So, for the first block:

 

7 - Engine Load
6 - Coolant Temparture
5 - A/F Correction #1
4 - A/F Learning #1
3 - A/F Correction #2
2 - A/F Learning #2
1 - Manifold Absolute Pressure
0 - Engine Speed

Unfortunately, there isn't a precise relationship between the capability byte/bit numbers and the parameter address.

 

You can get close this way:

 

* If you're looking at a byte index in logger.xml, subtract 8. If you're looking at the byte index I added, just use it.

* Multiply byte index (or byte index minus 8) by 8.

* Add 14.

* Subtract the bit index.

 

In fact, that works for the first set of parameters. Unfortunately "engine speed" is two bytes long. So for every parameter after that, the steps above will give you an address that is off by one. Worse yet, there are other two-byte-long parameters, and they appear at random places in the list, so the further down the list you go, the further off the addresses are. There are only a few known two-byte parameters though, so maybe we can work around this problem like this...

 

* if the result is between 16 and 19, add one

* if the result is between 20 and 22, add two

* if the result is between 25 and 27, add three

* if the result is between 27 and 31, add four

* if the result is bigger than some number I haven't figured out yet, add five.

 

I am using "between" in the inclusive sense above.

 

Random example: "AF Sensor #1" is bit 5 in byte 7 in the big list above.

7 * 8 = 56

56 + 14 = 70

70 - 5 = 65.

 

The actual value in logger.xml is 70.

 

I'm going to do some more homework, on this. More info later, hopefully tonight...

Edited August 12, 2010 by NSFW

[NSFW]

Based on the information above, and some unused addresses in logger.xml:

 

               <parameter id="P301" name="Beta - Radiator Fan Control" desc="" ecubyteindex="12" ecubit="4">
                   <address>0x00002F</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

               <parameter id="P302" name="Beta A/F Correction #3" desc="" ecubyteindex="15" ecubit="3">
                   <address>0x000048</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

               <parameter id="P303" name="Beta A/F Learning #3" desc="" ecubyteindex="15" ecubit="2">
                   <address>0x000049</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

               <parameter id="P305" name="Beta - A/F Adjustment Voltage" desc="" ecubyteindex="15" ecubit="0">
                   <address>0x00004B</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>


               <parameter id="P306" name="Beta - Front Wheel Speed" desc="" ecubyteindex="16" ecubit="7">
                   <address>0x00004C</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

               <parameter id="P307" name="Beta - ATF Temperature" desc="" ecubyteindex="16" ecubit="6">
                   <address>0x00004D</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

               <parameter id="P308" name="Beta - Gear Position" desc="" ecubyteindex="16" ecubit="5">
                   <address>0x00004E</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

               <parameter id="P309" name="Beta - Line Pressure Duty Ratio" desc="" ecubyteindex="16" ecubit="4">
                   <address>0x00004F</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

               <parameter id="P310" name="Beta - Lock Up Duty Ratio" desc="" ecubyteindex="16" ecubit="3">
                   <address>0x000050</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

               <parameter id="P311" name="Beta - Transfer Duty Ratio" desc="" ecubyteindex="16" ecubit="2">
                   <address>0x000051</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

               <parameter id="P312" name="Beta - Throttle Sensor Power" desc="" ecubyteindex="16" ecubit="1">
                   <address>0x000052</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

               <parameter id="P313" name="Beta - Turbine Revolution Speed" desc="" ecubyteindex="16" ecubit="0">
                   <address>0x000053</address>
                   <conversions>
                       <conversion units="raw" expr="x" format="0" />
                   </conversions>
               </parameter>

This is completely untested. I came up with that, not by doing precise math, but by looking at gaps in the addresses of the parameters defined in logger.xml. I think there's a fairly good chance that some of these will work, however there's also a fairly good chance that the parameters names and parameter values won't match. These are mostly AT parameters, and I have an MT, so let me know what you find.

Edited August 12, 2010 by NSFW

[utc_pyro]

NSFW, thanks for the great info there. I'll get on trying those beta ones and trying to find them myself over the next few days.

If I remember right, there was someone on here a while back who built a sniffer, asked his dealership if they would use their SSM3 on his car so he could record the communications, and they refused. Or something like that. I don't remember any details really, it was a couple years ago.

If it's hooked up in such a way they dont know it's there, how could they refuse . That said, my local dealer's service people arnt fun to deal with (every thing I've been there and asked about particular service for my car I ended up saying screw it and doing it my self), but a road trip/cross country flight to visit with subarutech77 might do us some good.

 

Pin 12 on B55 is starting to intrigue me... Maybe it's UART like all the other direct buses in the car and easy to sniff.

 

Oh, and pin 9 on B54 (the left connector on the TCU) is the one for the line pressure solenoid. Lower current though the solenoid = more pressure. IPT may have been putting the resistor in line (not sure on this!), but based on some of the documentation I've been reading the 5AT(5EAT)'s TCU will try and output a particular current. If you put the resistor inline, the TCU will try and correct it out. You'll probably get a slightly lower current, but not as much as if you put it in parallel.

 

This is the GREEN wire coming off B54 on the TCU to B11 (the squareish connector unter the intercooler). From there, it's pin 19 (blue wire) to the transmission/valve body.

 

To get a 25% bump (presuming worst case senerio of 3 ohm coil), put a 9 ohm resistor in parallel.

Edited August 12, 2010 by utc_pyro

[ClimberDHexMods]

NSFW, thanks for the great info there. I'll get on trying those beta ones and trying to find them myself over the next few days.

 

If it's hooked up in such a way they dont know it's there, how could they refuse . That said, my local dealer's service people arnt fun to deal with (every thing I've been there and asked about particular service for my car I ended up saying screw it and doing it my self), but a road trip/cross country flight to visit with subarutech77 might do us some good.

 

Pin 12 on B55 is starting to intrigue me... Maybe it's UART like all the other direct buses in the car and easy to sniff.

 

Oh, and pin 9 on B54 (the left connector on the TCU) is the one for the line pressure solenoid. Lower current though the solenoid = more pressure. IPT may have been putting the resistor in line (not sure on this!), but based on some of the documentation I've been reading the 5AT(5EAT)'s TCU will try and output a particular current. If you put the resistor inline, the TCU will try and correct it out. You'll probably get a slightly lower current, but not as much as if you put it in parallel.

 

This is the GREEN wire coming off B54 on the TCU to B11 (the squareish connector unter the intercooler). From there, it's pin 19 (blue wire) to the transmission/valve body.

 

To get a 25% bump (presuming worst case senerio of 3 ohm coil), put a 9 ohm resistor in parallel.

 

This post is AWESOME!!! Will need higher line pressure with what's in the pipeline!!!

[underground000]

 

Oh, and pin 9 on B54 (the left connector on the TCU) is the one for the line pressure solenoid. Lower current though the solenoid = more pressure. IPT may have been putting the resistor in line (not sure on this!), but based on some of the documentation I've been reading the 5AT(5EAT)'s TCU will try and output a particular current. If you put the resistor inline, the TCU will try and correct it out. You'll probably get a slightly lower current, but not as much as if you put it in parallel.

 

So do you guys think I should put the resistor inline or parallel:confused:

[utc_pyro]

Let me verify the pinout on the test TCU tonight and trace it to it's power source. If it's PWM, inline. If it's that analog current source, parallel. Based on how the 4EAT works, I'd say parallel but let me check before you start hacking on your wiring.

 

I guess I could go try that new USB scope/logic probe out on that wire and see what it's doing as well. It was partially paid for by the test fund, so I better use it on this

[utc_pyro]

Eh, guess I was wrong. It's PWM, so put it inline. If you look at the pictures on the first thread, it's driven by the 2nd mosfet from the top (presuming the plugs are on the bottom").

 

Actually putting one in series and another in parrellel would give the best results, as the TCU could not correct out the offset. Hum...

Edited August 13, 2010 by utc_pyro

[subarutech77]

Alright, so I tried the beta logger defs that NSFW posted, with the logger not connected to the vehicle I get most of the beta parameters listed- like this:

 

files.me.com/subarutech/q00bpw

 

Sorry, I'm lazy, and it's already midnight, so rather than convert the files to ones that the forum likes, it's easier for me just to host them on mobileme

 

With both my 05 OBXT 5AT and 05 FXT 4AT connected to the logger, only the beta A/F Correction #3 connects as shown here:

 

files.me.com/subarutech/u7zck5

 

So, I have the LV Comm logs from both cars if that helps decipher the bytes/bits here:

 

files.me.com/subarutech/41dfg4 - OBXT 5AT

 

files.me.com/subarutech/d0biq5 - 05 FXT 4AT

 

I really want to understand the posts above, but it's still a bit martian to me. If I get a few free hours someday, I may be able to begin to get it.

Edited August 13, 2010 by subarutech77

[NSFW]

Since they show up with the car not connected, that indicates that the logger understands the changes we made to logger.xml - no blatant typos.

 

Since they disappear when the car is connected, that indicates that your ECU does not support those parameters.

 

If AF Correction #3 is what I think it is, you'll see it alternate between two values every second or so when you're cruising at a constant speed.

[dschultz]

With both my 05 OBXT 5AT and 05 FXT 4AT connected to the logger, only the beta A/F Correction #3 connects as shown here:

 

files.me.com/subarutech/u7zck5

If I'm not mistaken that value reported of 255 indicates that even though there is a ECU response routine for that logger parameter #, it is unsupported and spits back 0xFF (255) to indicate so.

I have also been going through the ECU code (actually for the 2010 STi SE) and trying to sort out the various codes. As NSFW has indicated, with some SSM parameters being two byte responses it's in a 1:1 relationship between the init bits and the descriptors found on various sites.

[snow05gtRI]

hmm so IPT charges $1200 (if you drive there) to do a resistor mod?

 

i'll have to look to see if there are any mechanical aspects changed besides increased line pressure...it escapes me at the moment

[underground000]

hmm so IPT charges $1200 (if you drive there) to do a resistor mod?

 

i'll have to look to see if there are any mechanical aspects changed besides increased line pressure...it escapes me at the moment

 

they also prob change the spool valve springs and open an orifice(s)

[fishbone]

IPT don't just do a resistor mod. There was clear evidence they took apart the whole valve body assembly. They modify the valves, springs, etc. The line pressure is increased, but also the time it takes to route ATF and engage gears is reduced. Higher spring ratios mean more clamping power. It's all spelled out on their website. Given the type of people they work with and do work for, if they were f-ing around, they'd have been caught a long long time ago.

[utc_pyro]

As fishbone said, the line pressure (resistor mod) is not the only thing they do. They also do what's often called a "shift kit" to bump up the pressure and activating speed coming out of per given solonoid input value. This is done by changing the springs and drilling out the ports to each solonoid. There are diy kits for the 5-speed auto 350z that have been talk about adapting to our cars, but no one has tried it yet. It's the same basic transmission core as we have, but we have a diffrent housing and AWD system attached.

 

So, who wants try try the resistor mod first . If doing just inline, measure the resistance of your solonoid and pick a resistor that will keep the total under ~10 ohms (keeps the CEL away) and probably less than 50% of the coil's value.

Edited August 13, 2010 by utc_pyro

[underground000]

I may try the resistor mod, I can try to measure the resistance of the solenoid

Anyone know what wire color/pin # the solenoid wire is for 08+ tcu? Dont know if the vaca pics help when I was skimming through it

[utc_pyro]

It should be the same.

[Leonardo]

As fishbone said, the line pressure (resistor mod) is not the only thing they do. They also do what's often called a "shift kit" to bump up the pressure and activating speed coming out of per given solonoid input value. This is done by changing the springs and drilling out the ports to each solonoid. There are diy kits for the 5-speed auto 350z that have been talk about adapting to our cars, but no one has tried it yet. It's the same basic transmission core as we have, but we have a diffrent housing and AWD system attached.

 

So, who wants try try the resistor mod first . If doing just inline, measure the resistance of your solonoid and pick a resistor that will keep the total under ~10 ohms (keeps the CEL away) and probably less than 50% of the coil's value.

 

 

So it would be safe to do the resistor mod without the "shift kit"?

[utc_pyro]

To my knoledge, it should not hurt anything, but I'm an EE not a ME. It just won't be quite as good. Without the shift kit, It'll probably do more to preventing the trans from slipping than speeding the shifting up.