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Anyone feel like they really understand all the HP Tuners Trans settings for the Cobalt?
I'm not finding a lot on the HP Tuners forum and have been learning the settings on my own which isn't fuel efficient.
The RPM settings are not exact due to the speed at which the engine revs and the MPH are a little closer. I have second doing a fuel cutoff right at the shift into third which not only sounds and feels very nice but will allow the trans to last longer. I can't quite get 1st to second as consistent. The whole process is taking 101/1000 of a second. For the street I would rather have the cutoff rather than the bark into second.
It would also be nice to know exactly how Normal, Pattern A and B as well as Pattern X,Y and Z apply to the 4T45E
With all due respect, there is much more to it than that, much more I want to know and much more I want to share.
I have found that upshifts have a different pattern when left in drive and down shifting vs manually upshifting. As an example: If I manually let 1st go to second, then shift and let second go to third I can set a 1/10 of a second fuel cutoff. That doesn't work if I let it downshift from drive and upshift on its own. As I said, I am looking for members that want to work together to fully understand everything HP Tuners can control on the 4T45E.
You would have been wise to listen to Area. I don't know him personally, but even I can see his reputation for tuning this platform follows him all over the forum.
I am not surprised by the comments. I asked for people that wanted to help and fully understand HP Tuner for the 4T45E, not a setting, especially a .100 shift time across the board for the street. There are still the full throttle shift RPM, full throttle shift MPH plus rev limit settings.
I have been tuning Direct injected engines since 92 and have been a major influence on the largest direct injected boards. I have never called someones opinions bullshit that wanted to learn more.
congrats. you're treating the basic 4 spd trans as a mythical creation. it's not. I have tuned literally hundreds of 4 sped gm transmissions and 6 spd transmissions. You're hitting the limiter on the 1-2 shift because of crap settings that you have not accounted for due to the boosted application and the change in the entire engine torque model calculation. Have you even messed with the VVE tables? Changed the torque model? No? That is part if your problem. Second part is there is a fuel cut on the limiter. using this to "save the trans" is a bad ******* idea.
I don't care if you have been tuning since 1992. It's prevalent that you're lost in what you're doing.
What i gave is a simple reference in what to aim for. I have never once given out the exact information. I am not going to spoon feed anyone. Learn. Trial and error. Teach thyself. Reap greater rewards.
congrats. you're treating the basic 4 spd trans as a mythical creation. it's not. I have tuned literally hundreds of 4 sped gm transmissions and 6 spd transmissions. You're hitting the limiter on the 1-2 shift because of crap settings that you have not accounted for due to the boosted application and the change in the entire engine torque model calculation. Have you even messed with the VVE tables? Changed the torque model? No? That is part if your problem. Second part is there is a fuel cut on the limiter. using this to "save the trans" is a bad ******* idea.
I don't care if you have been tuning since 1992. It's prevalent that you're lost in what you're doing.
What i gave is a simple reference in what to aim for. I have never once given out the exact information. I am not going to spoon feed anyone. Learn. Trial and error. Teach thyself. Reap greater rewards.
You apparently already know it all how ever you learned it. If that's the case, leave the thread as I am looking to learn more and help others and not send them an I'M for money. And you vets of this forum wonder why new comers don't stay.
I don't think members should have to post only to get bombarded with IM's to sell them a service.
I don't care if you have been tuning since 1992. It's prevalent that you're lost in what you're doing.
I have no problem saying I am just starting out with the HP Tuner. How many FI fuel system computers have you designed, manufactured and sold. We all have to start somewhere. Once again. If all you care to do is troll, do it in a different thread.
Remember, you're the one asking. Not me. If you have "designed" systems, then it should be easy for you. The again, i guess you completely blasted through two very very important things to attack me. That's fine. Have fun with it! enjoy smoking your clutch packs.
Area isn't a troll. He also won't spoon feed anyone. He knows the platform very well with hptuners, if he suggests something try it.
He's likely spent a significant amount of time on a dyno making those adjustments, but it's come at a cost to him so he's not going to give the info away.
I'm not into breaking parts to figure something out which is why I started this thread. Even then, have you learned all you can? Shame on me for going to College to get my Automotive degree and EE degree. If I didn't want to learn the GM platform from the best, why did I go to GMI? Honestly... who comes here to ask for help only to be told, Learn. Trial and error. Teach thyself. Reap greater rewards. I'm sorry I started a thread where some of us could learn together. If that isn't your thing or you already know it all but are unwilling to share, this thread should bore you.
Area isn't a troll. He also won't spoon feed anyone.
I installed my supercharger in 12 hours with zero help... No labor help, No tuning help.... nothing, so I'm sure the hell not asking to be spoon fed anything.
There is a lot of the HP Tuner nomenclature that I have never heard of. It doesn't mean I don't know GM platforms, Components and tunes. That's all I am hoping to gather is how their terms apply to the Cobalt without wasting time, money and fuel. I trained the OBD systems from 1980 to current and electronics to Dealer techs for over 20 years as well as corrected issues before a buy-back occurred.
while maybe rough on the edges, Area knows more than most have forgotten on this platform. an OG that has proved his knowledge time and time again. he doesnt have to respond to anyone to prove anything, if hes commenting on your thread, listen to what he says. Just my .02
I will agree with metallic (even tho I want on the site at the time area47 was at his top I haven't heard anything about goos thing about his service) and any advice he gives should be taken
I have played with the 4T45E and 6L45 recently in a work application. Area is correct in the fact that the torque structures are all dicked up now that the system is boosted. To compound things on top of it, HPTuners, EFILive, etc don't have access to the maps you need. They in my opinion are a bandaid at best, just good enough to mask the real issues that hide underneath. For example, most "tuners" won't calibrate a backup VE table because MAF is way easier. So when a sensor fails, the fail safe tables, which are not calibrated, become unusable as with your vehicle. So again, really it will likely be a course of denial and error. Just take your time, research, and do your best to make EDUCATED changes, rather than throwing numbers at the computer. Or, befriend a cal engineer at GM, get the A2L, FRM, and Hex file for your ECM, obtain a license and hardware for Etas Inca and calibrate it versus tune it.
See if the tune repository has a 4T45E cal from a T/C HHR, would be good for a comparison, or see if your can flash its corresponding software onto the controller, assuming it uses the same T42.
You're going to have to drop the shift timers and up the pressure. Do NOT touch torque management. There is no way around it. You MUST get a transmission cooler. I would strongly advise a shift kit asap. You MUST dial in the ve and change the torque models accordingly.
This is actually what i am looking for clarification on as posted on HPTuners forum. I understand all the hard parts, hydraulics and electronics of most GM transmissions.
What I need help with is how some of the HP Tuner nomenclature applies to the 4T45E in the Chevy Cobalt. Specifically Normal, vs pattern A and Pattern B. Then Normal vs D2 vs D1. Lastly, does the Cobalt 4T45E only use pattern X?
It only uses one pattern. You don't have a tow haul or performance mode. The ecm is uber similar to the lsa driver unit. There is a lot of things in the ecm that are not used. Set them the same and work from there.
It only uses one pattern. You don't have a tow haul or performance mode. The ecm is uber similar to the lsa driver unit. There is a lot of things in the ecm that are not used. Set them the same and work from there.
The information I am looking for is above in post 20.
I have been wondering if there was a way to implement a performance mode or tow haul like on gm trucks. On early gm truck ecms you can add a wire to a momentary switch and activate it with the right parameters set. Planning on doing it for my brothers LS swap.
also, if there is only one pattern the 4t45e uses, does that mean there is no way to change settings for L and I selectors?
So i read we cant hardwire a tow haul/performance, apparently it goes throught the bcm then tells the tcm. Oh well, was worth asking lol.
i was looking at hptuners forum and someone had asked about it a while back, i tried making changes to the setting for pattern z and did not notice any changes. I got tired of trying different setting wasting fuel. But new info makes me want to start experimenting again, specially now that i have to retune my car for more boost.
07-05-2017, 03:28 PM
