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Special_K

6F55 (6-speed) Tuning

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Purpose of this thread is to have a central location of all the info we can find on tuning the 6 speed sport transmission and ptu for shifting efficiency using HP Tuners.  I was originally keeping this behind closed doors, but that's not what @snmjim and I are about, also we have more power in numbers and i know we have some folks here that are amazing at research.

 

Lets start with general rules here:

  • This is for us to learn and work together
  • We are only posting about trans and ptu settings that can be accessed with HP Tuners.
  • When posting about a specific setting please provide an accurate path to said setting so we all can find it and navigate to it and a brief description of what the effect was.
    • Please also explain what you changed the table/ value to
  • I will do my best to keep the OP updated with all findings.

 

Now on to the fun.  After pushing the platform fairly far and reading enough logs that would make the average man go cross eyed, i think the trans is a large limiting factor in our platform.  I seeing similar patterns that i see in "Stock" tuned ZF platforms which are VERY easy to tune and turn quick results with their direct logic base.  With my BMW 6speed ZF and some fine tuning the community was able to lower 1/4mile time by over 3 tenths on average, same day, mostly same DA.  Now heres the crazy part, watching the Edge's log from 0-100 watch how LOOOOOOOOOng the shifts take, they rpm graph is very smooth and gear shifts take their time along with TCC lockup being inconsistent and you can feel it dragging out holding the car back. 

 

On that note, with some very limited reading and using knowledge from other platforms i have been able to take the Edges average shift time (time from TCC desired slip leaves 0 till next gear is selected and TCC hits desired slip again) at WOT from .72 sec to .47 sec, i have included images of the difference.  Refer to the red RPM line for shift reference.

 

Current Edits:

 

Trans:

 

For those of us running back roads this will let you down shift earlier and use the engine to slow you down, currently experimenting with advancing spark on decal to have a more aggressive hold

 Trans -> shift schedule -> Downshift Prevention → Select shift

1-34

2-56

3-70

4-102

5-145

 

Boost TCC pressure for slightly firmer shifts

TCC Boost Pressure 

Trans -> Torque Converter -> TCC Pressure

Boost pressure 95

 

lowers allowable slip after an upshift

Min Slip Upshift

Trans -> Torque Converter -> Min Slip Upshift 

Negative 40

Positive 10

 

lowers allowable slip after a down shift 

Min Slip Downshift

Trans -> Torque Converter -> Min Slip Downshift 

Negative 0

Positive 5

 

Directly controls desired slip per shift

TCC Slip By Gear 

 Trans -> Torque Converter -> TCC Open Slip

1st -

20 20 20 20 20 5 5 5

20 20 20 20 20 5 5 5

20 20 20 20 20 5 5 5

20 20 20 20 20 5 5 5

20 20 20 20 20 5 5 5

20 20 20 20 20 5 5 5

7 7 7 7 7 1 1 1

2 2 2 2 2 0 0 0

 

2nd -

20 20 20 20 20 10 5 0

20 20 20 20 20 10 5 0

20 20 20 20 20 10 5 0

20 20 20 20 20 10 5 0

20 20 20 20 20 10 5 0

20 20 20 20 20 10 5 0

20 20 20 20 20 10 5 0

2 2 2 2 2 0 0 0

 

3 -

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

2 2 2 2 2 0 0 0

 

4 -

40 40 40 40 40 0 0 0

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

20 20 20 20 20 0 0 0

2 2 2 2 2 0 0 0

 

5 - N/A

6 - N/A

 

This determines how much time the TCC takes to initiate and execute requested gear

Trans ->Torque Converter -> apply/release -> TCC apply Delay ->vs. Shift vs. Gear

High Throttle - .25

 

Need include what I changed here, i forget. 

Trans -> Shift Pressures -> General -> Shifting TV Pressures

1st -6th

 

Need include what I changed here, i forget. 

Trans ->Shift Properties -> Ramp -> Clutch Fill Time

1st -6th

 

This stops the trans from lowering tq by slipping TCC more than desired 

Trans -> Torque Management -> General -> Torque Truncation

 Torque Truncation - Disabled (Enabled)

 

This stops the trans from lowering tq by slipping TCC more than desired 

Trans -> Torque Management -> General ->  Torque Reduction

Master enabled – Disabled

Shift enabled – Disabled

Engagement – Disabled

 

PTU-

System -> PTU ->

Oscillation Control - Disabled


 

 

20190524_091845.jpg

20190524_091855.jpg

Edited by Special_K
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I have noticed that the trans shifts faster and firmer when it is below operating temperature, wonder if there is ref table for below temp threshold or if its just a adjustment ratio value.....

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For the TCC open slip tables, I zero them out. This is what I was taught way back for the 4R70W to prevent/reduce unnecessary TCC slip.

For torque truncation and torque reduction during shifts, there's been a lot of discussion on HPTuners about this and it was recommended to leave them enabled to keep your trans living longer.

 

On my 2018 Explorer AWD Tow Package w/ N/A 3.5L V6 and 6F55, the engine makes peak torque at 4k RPM (255 ft-lb advertised) but at WOT shift points that torque is down to about 200 ft-lb. Ford in its infinite wisdom kept the same/similar torq reduction for upshift tables as the EcoBoost V6 6F55. Which as you know, those stock tables allow for 300 ft-lb or so with 350+ ft-lb input torque. On my Fusion Sport 2.7 I don't see much/any torque reduction at WOT shifts, but on my Explorer with its puny N/A 3.5 V6 had massive spark cut at WOT. I find if I do numerous WOT shifts after each tune flash it eventually settles in and stops doing the spark cut. TC-1791 (the N/A Explorer) seems to be different from TC-1797 on the EcoBoost applications.

 

My shift times for WOT 1-2 and 2-3 on the Explorer are about 0.46-0.47 seconds which seem slow to me. Have you found ways of making it any faster? If you kept the torque reduction disabled, how long as your stock transmission lasted with all that power?

 

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FYI - my 1-2 shifts are now in the 0.45-0.46 second range and the 2-3 is in the 0.3xx range. I've used the change in engine RPM initially but found if I use a custom math formula (Input Shaft / Output Shaft) it is far easier to see the change in gear ratios which technically is when your shift starts/ends. If you look at TCC slip, it kind of skews results because the TCC doesn't fully lock in 1st or 2nd gear. On the several 6F55s I have, the TCC doesn't quite fully lock until further along in 3rd gear (like 4000+ RPM). Below that there's about 200-300+ RPM of slip.

 

I kept running into trans shift mod torque source messages followed by spark cut for the 2-3, but I found that doing the WOT 2-3 a few times seems to make it go away and make it faster. I am not sure if it is an issue with HPTuners resetting the KAM and trans adaptive tables when reflashing TC-1791 while it does not do either on TC-1797 (EcoBoost) which could explain the difference.

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Just replying to subscribe so I can find this thread later since I can't find the following button atm

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8 hours ago, Cerberus said:

Just replying to subscribe so I can find this thread later since I can't find the following button atm


 

549EE848-B4CA-4751-9445-CF369B6AD106.jpeg

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