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Discussion Starter · #1 ·
Starting a new thread here to gauge what interest there would be to have the ability to change and control the torque convertor lock up for the Australian region T3 Touareg.

The Touareg is no doubt a great all rounder as a family car, perfect for the holidays, towing, and the long distant drives are comfortable but what I’ve found during city driving (which in my scenario is 90% of the time) the TC lockup logic really ruins the driving experience. Some other members have noticed this characteristic and have questioned it but for those that haven’t please let me know if this applies to you and if you would like to change something about it, understanding most have probably learnt to live with it or isn’t enough of an issue to bother them or just have not felt what the car could drive like if there was a change to the TC lock up logic.

Most should be familiar that once the transmission shifts into 3rd gear, almost immediately the TC lockup solenoid modulates and lock up occurs very early at approximately 30-32kms. It almost feels as if there was another gear change between 3rd and 4th gear. You may notice once the TC has locked in 3rd gear the engine RPM decreases and its at this point if you need to accelerate a little more the engine is now laggy and feels as if there is not enough power to get up and go, but there should be. You have your right foot planted and you are waiting a few seconds for the engine RPM to increase and build boost before the engine rpm reaches its peak torque band before it really gets moving. My observations is once the TC has locked in 3rd gear the TCM is very reluctant to unlock the TC whilst you are in that gear.

I also find in 3rd if you are off and on the throttle during slow speed driving, freeway traffic or whilst taking turns in motion or driving through a round about the acceleration tends to be a little jerky and hesitant and is due to the TC locking and unlocking 3rd gear and it’s mostly keeping the engine out of its torque band when you need it. This gear happens to be used a lot during low to moderate acceleration during the 20-50km speed range.

Trying to overcome and work though this inherent characteristic, I started off performing the throttle reset procedure, changed to the Cayenne transmission coding on VCDS, installed an EVC throttle controller and going through various settings to find one which wasn’t too sensitive but a setting which could decrease some of the throttle lag and then lastly a few months ago I had an engine remapped by Revo which I was hoping to correct some of the down low throttle performance and lag issues I’ve had with the car. None of the above has fully addressed the lag issue. They have all been small improvements with the engine remap adding a whole lot more of mid to upper range torque and power, I should mention that my engine is the 180TDi.

Not wanting to give up yet and what I feel is the only real short coming I had been searching for anyone that can tune and remap the TR80SD AL1000 TCM which I’ve found quickly that there’s very limited support and at this stage the only company I can find in Australia that can tune the AL1000 TCM with the map packs that are available can alter Torque curves, Torque clutch limit, Shift times, Shift tables and Shifting limits however the TC lock up logic is not one of them, at least for now and unsure if it will become available considering the Touaregs, Q7 and Cayenne are more of a niche market.

I decided to do some logs with VCDS to see what was happening with the TC lockup status and wanted to prove to myself that having the ability to change or delay the TC lockup would address the driveability issues I’ve found and more so with the throttle lag and performance down low.

So I had disconnected the N443 TC lockup solenoid wiring temporarily so the TC could no longer lock up, I can say since doing this and having the ability for the torque converter to stall during 3rd gear finally addressed the dreaded throttle lag as when needing to accelerate the torque converter can and will shoot to 2900-3000rpm (instead of being locked at the lower end of 2000rpm and below the peak torque window) this now has the rpm sitting within the engines peak torque curve window and the car actually accelerates and pulls effortlessly instead of the dreaded lag and lugging waiting for the rpm and boost to build which is a characteristic with a locked torque converter in 3rd gear.

I started searching for torque converter lock up controllers and interfaces to see what else is out there and came across a few company’s in Australia who create lock up controller kits but all of these company’s have there audience heavily targeted towards the Toyota 200 series Land cruisers, Prado, Hilux, Mitsubishi Pajero, Triton and Challengers and Patrols with nothing remotely close to supporting the Touareg, also the fact the Touareg is quite the opposite since the lockup occurs far earlier compared to the other cars which struggled to hold TC lock up, or don’t lock up till freeway speeds which needed a solution to lock the TC at an earlier speed to prevent excessive TC slip, heat, improve fuel consumption and engine braking whilst towing.

I was hoping for an easy solution such as a speed activated relay that would not allow the TC lockup signal to pass until a certain speed, but that has it’s short comings and I started to think if it were possible to delay the TC from locking up until a particular gear was selected such as 4th gear instead of 3rd. Now things start getting a bit more complex to control.

One of the vendors that makes TC lockup kits is MM4x4 vehicle electronics (MM4x4 | Torque Converter Lockup Kit | Adelaide | auto-mate|lockup-mate) he has some of the most advanced type of torque converter lock up controllers that reads data through the CANBUS and the controller is programmed specifically for that vehicle for when to apply and disengage the TC lock up. It uses a PWM signal to the TC solenoid the same as OEM’s do and allows the ramping of the TC solenoid for a smooth engagement as done originally. Having the ability to read info from the ECM / TCM though the canbus has a huge advantage as it brings the possibility of delaying the TC from locking up until a certain gear is selected. So I’ve reached out to Marshall from MM4x4 today and explained the situation here with the Touareg and if there is anything he can do in terms of making a controller that could delay and intercept the TC from locking up so early in 3rd gear and for example allow the factory TCM to pass its signal from 4th gear onwards only, and what other benefits it could potentially bring.

So here I am bringing this to your attention and to see if the current TC lock up logic bothers you at all, if you have noticed it would you like to address this if you could or is there anything else you would like to see? Ultimately if there is enough interest then it’s likely a project worth MM4x4 pursuing and in my opinion having the ability to delay the TC locking up so early and pushing that out to 4th gear improves the lag and acceleration immensely, too big to ignore.
 

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Discussion Starter · #4 ·
I'll be more diligent now on getting better stats around whats happening when this 'effect' occurs.
That would be great, interested in everyone's feedback including what kind of driving you predominantly do city vs highway, if you have any issues with off road driving, towing, engine braking ect and perhaps list if you have the 150TDi V6, 180TDi or the V8 engine.

I personally don't think it's as big a problem as the initial turbo lag (for the type of driving I do anyway). I have been doing some very minor snooping around to see if there is a fix for that ... wonder if a more responsive turbo would assist both issues? I am sure you would have a better idea than me, if it would. Thoughts ?
If you have access to VCDS or a scanner, you may want to disconnect the TC lockup clutch solenoid wires like I did by removing pins 5 & 6 on the 8 pin transmission connector just for a short test drive to get a bit of a feel of how the transmission and engine responds during acceleration when it isn't forced to lock up so early and how much smoother it feels during those gears when coming off and on the throttle, I think it will surprise you. The 180kw CRCA engine has the GTB2260VK turbo with peak engine torque from ~ 2500rpm vs the 150Kw CJMA engine having the smaller GTB2056 turbo with peak torque from 1950rpm, I would expect on the 150kw engine models with no air suspension that with the TC locking so early it wouldn't be as unresponsive as the 180kw Touaregs. The engines with the smaller turbo make less power and torque overall than the 180kw both in original form and once remapped. The trade off with the 180kw engine is certainly 500rpm or so of more lag comparing like for like. In saying that I expect there to be the lag when coming off and on the throttle with the TC locking and unlocking like it does.
 

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Discussion Starter · #5 ·
As for the OP's original post I also have a dislike for the TC control tuning, there is certainly a sudden drop in RPM and torque as the TC locks up in 3rd gear and even with the V8 it is still very noticeable and at times quite annoying and somewhat disappointing. Its not difficult to avoid however as I have found the 'sweet spot' in the amount of throttle required to avoid this sudden drop in torque output however this is not always practical due to traffic conditions etc. Sport mode also helps reduce the effect as the transmission will hold the lower gears a bit longer so by the time the TC locks up in 3rd the car speed is higher and the torque drop is not as noticeable. When I'm towing the caravan I tend to use sport mode through towns and and when accelerating back to highway speeds I nudge the shifter over to manual mode and use the paddles, this effectively solves the problem when towing but its not really a viable solution during normal driving around town.
Interesting to hear that you feel this in the V8 with the amount of torque that engine makes. Lets hope we can get to the bottom of it and find a solution. It could end up being replicated to the Cayenne's and Q7's too if the TC lock up logic behaves in the same manner.
 

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Discussion Starter · #10 · (Edited)
I have the same issues with TC,
I'm basically trying to force the cluth to slip more on 1st gear, so i can simulate a low gear for low offroad
I can grab a photo of the connector tomorrow however it is on the RHS of the transmission. You can access this without having to remove any covers.
The wires you are looking for are sitting in pins #5 and #6 of the 8 pin connector, colours blue/black and red/green. Just need to remove one of those pins and tape it up temporarily whilst you perform a test.

Adding a manual bypass switch to simply divert the TC signal to a resistor to trick the TCM so it recognises a load and doesn't fault might be possible, but that's not what I'm after for several reason however it may suit your particular scenario that you mentioned.
Bare in mind if leaving the TC solenoid bypassed for too long eventually the TCM will recognise that the TC is not locked due to the engine rpm and TC rpm difference.

I would like hand over from the TC solenoid bypass back to the TCM controlling fully automated also as the TCM sends a ramped PWM signal during lockup to ensure a smooth engagement if you happen to just flick your switch when the TCM has already commanded full lockup its likely you will have a bit of a thump/harsher engagement. That's part of the reason for having the handover during a gear shift.

Also the logs I have done so far with the type of driving I do shows that my TC does not lock up in 1st gear or 2nd, the status in vcds remains 'open'. Only 3rd gear onwards the TC locked.
This may not benifit you at all if 1st gear is your concern.

Cheers
 

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Discussion Starter · #14 · (Edited)
Hi All, long post. It's been a few months since I've added to this but I can happily say I have a solution and made a controller for delaying the torque converter lock up, and what a difference it makes. No joke.
I know this thread didn't get as much attention as I thought it originally would have, which I found surprising though I think most don't know any different and are so use to engine and transmission performance how it is. For me this was an absolute deal breaker, because as previously mentioned I tried the throttle controller, cayenne trans coding, had the engine remapped but nothing corrected the reduced torque and lag around 3rd gear which really does affect how the car drives in general.
I also looked into having the TCM remapped however altering the torque converter lock up points wasn't possible. Everything else about the car is great just the TCM tune is 100% more orientated for keeping emission's low by keeping the engine out of its peak torque window as much as possible by default, and by having the TC lock so early in 3rd gear and at such a low speed ~30-32km's it does that just perfectly, BUT at the sacrifice of reduced torque, less acceleration performance and less acceleration response.

The controller completely eliminates the reduced torque and lag specifically in 3rd gear so now when accelerating in D3, the engine rpm can flare up so its sitting in its peak torque window immediately and the acceleration and boost is instant, and how it should be imho. D3 gear is used a lot during local / city / low speed driving or when slowing to approaching roundabouts / exiting roundabouts you are in D3 or when entering and and then going to re accelerate as you are exiting corners you would be in D3, or just accelerating or to over take these are the times you really notice the difference. Having the ability to accelerate effortlessly makes a world of difference on how the car drives and feels. The engine always had the power there, just it was being held back.

Previously when the TC would lock, the engine rpm is reduced down to around 1700rpm in D3. This is where the lag starts from, so when needing to accelerate from this point the engine is sitting well outside of its peak torque window. The result is having no where near as much torque that could be available so the engine lug's and lags until the rpm rise's to where boost is made, which on the CRCA engine peak torque isn't until 2500rpm.
The controller also smooths out some of the vibrations/clunk/jerky feels whilst in 3rd gear that is naturally there when the converter would have normally been locked, you would feel this when coming off and on the throttle in 3rd gear as the converter unlocks and locks, I first observed and confirmed this with VCDS when monitoring the torque converter status.

So how I did it.
First I reached out to all of the vendors that currently make torque converter controller to see if its something they wanted to tackle however most didn't want to look into it since the Touareg market is small, or they had other priority's so this wasn't going to move along as quickly as I would like. Also all of the current vendors make torque converter lock up controllers, not UN-lock up controllers which is what the Touareg actually needed. I knew how I wanted to controller to operate the "delaying and handing back over to the TCM" piece, but I needed information from the transmission canbus to achieve this, so I started researching everything I could about canbus systems and canbus hacking.

Once I had my head around that I built a canbus sniffer, so I could start collecting the raw canbus traffic and messages that are being communicated on the powertrain bus. I quickly realised how busy the canbus is on the Touareg even with just the ignition on, so trying to filter and locate the ID relating to the transmission and canbus message and byte specifically for the actual transmission gear selected wasn't going to be easy, but eventually I got there once I found some software that made reading the traffic a lot easier.
Once I nailed down the canbus ID, message and byte responsible for the "actual gear selected" that was one of the hardest part's done. So now with that data the controller is constantly listening to the canbus traffic and whenever D3 (and only D3) is selected, the controller see's that canbus message and then closes the contacts on two relays to divert the two wires that were going to the N443 lockup solenoid and now sends and completes the TC lockup circuit through a 50w load resistor to mimic a load on the circuit (this is required otherwise there would be an open circuit and subsequently P2757 would be flagged), as soon as the transmission shifts out of D3, the two relay's de-energise and contacts open again so the N443 solenoid circuit is handed back over and has continuity directly to the TCM as it normally would have. The only time the relays are energised is only when the transmission selects D3. Once the transmission shifts into D4 the torque converter locks up as it normally would have after a gear change has taken place, which is near on immediately. You hardly notice the torque converter locking up now since the gear ratio in 4th gear is more closely matched to the engine speed so it's very seamless comparing to the original TC locking up in 3rd gear it is very noticeable by the large reduction in engine rpm as is slips and modulates until the converter is locked.

Completing my validation testing, I was surprised that the TCM/ ECM didn't recognise that the TC was not locked in 3rd gear when it would have normally been commanding it (and that would have been my next hurdle to overcome if it did happen), since most TCM's are comparing the transmission input shaft speed to the engine speed to determine if there is an issue with the TC solenoid or TC operation since a locked TC speeds would be very similar to engine speed. I couldn't find any information specific to the Touareg on the logic or threshold before flagging a P2757, but I did find some info on the Toyota Aisin 6 speed transmissions, my only theory is the the TCM is not looking for a close match at such a low gear and speed, and is likely only looking for that in taller gears and when you would likely be travelling at greater speeds.

The controller is mounted neatly under the drivers seat, since this is where the TCM is located. I had to tap into the can high/can low wires, and cut the two N443 solenoid wires near the TCM connector. The controller is powered via a USB cable currently which makes turning off the controller easy so the TCM can function completely original if needing to. I will look at hard wiring the power supply soon and mounting a switch in the centre console.


Automotive tire Hood Automotive lighting Motor vehicle Automotive design
 

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Discussion Starter · #16 · (Edited)
Nice work. Luckily my V8 does not suffer this issue :)

cheers
Rohan
I suspect it wouldn't feel remotely the same since the torque starts flat lining and peaking at around 1800 rpm on the V8, you are placed very close and within the peak torque window even when the converter does lock up in 3rd gear 😁

Although the ability to have a loose converter in 3rd gear even with the V8 would have benifits with acceleration whilst in D3 too.

I have not come across any cars yet that lock the TC in 3rd gear and at such low speeds. Almost all are closer to highway speeds or at least above 70km's.
 

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Discussion Starter · #19 ·
@improve - that is some seriously cool engineering, especially how you were able to discern which information you needed to grab out of the ocean of data.

If nobody else chimes in and says it, I will, excellent work!!

Coming from the Ford world, especially American Fords, there is an engineering genius available to create any part needed to make em faster, stronger, more reliable, and especially fasterer. It's a different world in VW land but to see what you have achieved is truly good work.

In my earlier post when you first raised this topic, I suggested giving DTA at Mascot a call. I think John would be very interested in your little black box and you might be able to do a commercial deal with him. Worth a shot...

Oz
Thanks Oz! it certainly feels like an accomplishment. It's a hard bunch here to get any feedback or input on the the topic with 1000 views and only a couple of posts.
I did follow your suggestion originally when I was seeking those in Australia that had the ability to tune the AL1000 TCM to see if they could make changes to the TC lockup logic, I tried reaching out to DTA and speak to John, but he must be a busy man! On two different occasion's when I was greeted from the admin/reception, they took my enquiry and my details but I never heard a peep back.
 

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Discussion Starter · #20 ·
This is some amazing work improve. I am blown away that you have the knowledge and skill to digest that and bypass it. I sure wish I could ride in your Touareg to feel the difference. I would probably be asking for one myself. Congrats on the accomplishment. I don’t like the RPM drop in 3rd either so this could be beneficial to other people. Maybe you should strike a production deal.
Thanks Brobb :D, I can't see why I couldn't ever ship one to you.

The best thing I can do at the moment is let any of our fellow Perth Touareg owners see what it's like in my car to build some third party feedback, the difference really is night and day.
 

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Discussion Starter · #23 ·
Great job there, Improve. Thats' a really impressive effort to find a solution.

Any chance of a video showing the solution in action, both off and on ? That may help the troops on the forum get their heads around what problem you are solving here ?

Probably be easiest with another person in the car taking the video.

A vid may help if you choose to commercialise the solution ?
Great idea, ill see if I can get a suction mount with an adjustable arm for my HD action cam to stay focused on the dash.
 

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Discussion Starter · #26 ·
I'm also wondering (interested) in what else your CANBUS sniffer could find to help solve some other issues...

Oz
Let me know if you think of any. There is some solutions already out there from CANM8, such as the high beam interface to trigger an output once the high beam is detected which is very handy.

One that might be useful is finding the message for whenever the brakes are applied. This could then be used as a trigger for a 12v feed for a Tow pro elite for example. Instead of running a wire to the 7 pin trailer plug and using a diode to stop any back feed ect. Might just be easier to run a wire like most have done, but it seems to be pretty common that owners and the auto sparky installing the brake controllers run into issues finding a reliable 12v feed as the trigger to the Tow pro elite causing some initial teething issues.
 

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Discussion Starter · #28 ·
Improve i am very interested in a setup if possible ?
I presume a MY12 would still accept as the transmission is still the same ?

cheers Drag
Same TR80SD transmission, same AL1000 TCM 0C8 927 755. The canbus message relating to the actual gear selected info that the module is looking for will be the same across the entire 7P model range.

I will PM you soon.
 

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Discussion Starter · #31 · (Edited)
Mate well done! How do you think this would effect the towing side of the equation? Is it an advantage to lock up earlier ( 3rd gear ) when towing? I guess if it were switchable you could have the best of both worlds. Very interested in this brilliant bit of kit.
Pete
Thanks Pete! When towing do you generally have the transmission always in D mode? or say if you approach a large incline? might be a bit of a mixed bag response for that.

When towing, naturally more heat is generated and even more so whenever the converter is slipping. Less heat the better in my eyes however there is already times when the TC will be unlocked in 3rd gear depending on throttle position and engine load.
In original form, the converter is always unlocked regardless in 1st and 2nd gear, also sometimes in 3rd gear too (a good example of this is as soon as your transmission shifts into 3rd gear, if you apply quite a bit more throttle quickly (before the tcm has locked up the TC), if you were quick enough to apply more throttle, then the TC will not lock in D3 and you will notice this since the car accelerates better than it normally does, BUT more times than most the lockup occurs very quickly after the transmission has shifted into 3rd gear, also once it has locked up in 3rd gear it will not unlock, this is where the lag comes from when you need to accelerate from this point.

The logic for the controller keeps the TC unlocked in 3rd gear, but only whilst the shift lever is in D mode. so only "D3" in effect. If the transmission lever is in S mode (S3) or you are changing gears manually with the tiptronic lever or paddle shifters (if your Touareg has them), then only (3) is displayed on the dash, during these scenarios the TC will still lock up in 3rd gear as per the factory TCM TC logic would have. Also rightly as you mentioned the other option is turning off the TC lockup controller when ever you like, then the TC can lock up in D3 as it would have if the controller wasn't there. The controller can be turned off and on at any point too whilst driving, I would just suggest not to do it whilst the transmission would normally be in D3.
 

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Discussion Starter · #33 ·
Great video. It definitely has more punch instantaneously in 3rd. That’s great for city driving. Seems to really get momentum going quickly. A guy here on this forum
Is working on a performance TCM tune.. I wonder if he will unlock the TC IN 3rd similar to yours.
I did discuss that with him some time ago when I was first searching for a solution, his aiming to unlock that functionality in his performance TCM tune which should be great if he can do that :)
I'm not sure if he will have the ability to have some control in the change of the TC's logic, such as turning it off an on easily or if the lockup logic change is applied to all D, S and M mode. or just one mode. It's always good to have some flexibility but I'm sure that's on his radar too.

I needed a working solution as soon as possible since I had a real dislike for the way the Touareg drives with the current TC logic especially for any city/local driving, it wasn't as enjoyable as it should be. No issues on the road trips and long distant drives though!
I actually find the rest of the transmission map perfectly fine the way it is now, in saying that we did not have the "fix" like you guys and gals did in the US.
 

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Discussion Starter · #35 ·
Thanks TonyB!

Having not been in a 7L before, I'm unsure on when the TC locks up exactly, or what sort of gain there is to be had. Do you know what gear and what speed the TC generally locks up? and do you experience a noticeable decrease in torque when it does lock up?
It would require some additional work as the canbus message will be different to the 7P so I would need to tap into the powertrain canbus to find the traffic and reverse engineer the info relating to the actual gear selected on that model. It's not impossible though I would need a 7L to collect some data from first. Hardware should be exactly the same though.
 

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Discussion Starter · #39 ·
I came from. Mk7 Golf R and while I wasn’t expecting the 180kw 7P to compare, I was impressed with the handling and power. But the power seemed ilusive sometimes, especially accelerating out of medium-low speed corners exactly as you described. I think the lack of interest or responses is more down to some folks just accepting things as they are and not having had better or different in the past to compare to or I’m my case miss.
I’ve been thinking about this issue for a while and recently had a remap hoping this would solve it in some way, like you I found it wanting.
you have articulated the issue perfectly.
Next question, can I get one of your units installed on my 2013 7P 180 😀?
Whilst the engine remap certainly gave a boot load of more torque, it simply cannot stop what the TCM commanding lockup and the effects that has. Once locked and the rpm has dropped, it's just too bad for a few moments whilst waiting for the engine rpm to increase again where a reasonable amount of boost is made. The controller solves that part thankfully by keeping the engine rpm where it should be. Feels a lot more like a sling shot coming out of the corners now when you actually want and need to be accelerate. It also feels a lot less "rigid" and tight which is probably the best way to describe compared to having a locked TC at such low speeds and rpm.

Where are you located? I've ordered enough parts to make 5 kits to begin with but I wont have them ready for a few weeks yet. I've got some OEM canbus wire on the way and colour coded wire for the rest to make it visually easy to install the module. I'm working on some instructions with clear photo's too but its really not difficult to install this at all.
 

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Discussion Starter · #40 ·
I am definitely curious to see what he comes up with. I think you guys have a similar brain that can understand and dissect the coding. Its impressive. Good work. I have the CNRB...How different do you think it will be than mine? I do have mine flashed back to stock transmission coding by Joe. Which is really pretty great other than the problem you are working on. A big asset to the community. Thank you.
There will be some differences, since the CNRB uses the smaller GTB2056 size turbo so naturally you "should" have less lag compared to the 180kw CRCA engine that is in most of our Touareg's here.
If you happen to have VCDS, have someone monitor your torque converter status to see when it's open / slip or closed. (closed = locked), also vehicle speed and engine rpm to see when the TC generally locks up. If its happens early on in 3rd gear I have no doubt that you would prefer it not locking up at such low rpm's. The best and easiest way to TEST to see if this is something you would like is by disconnecting the N443 solenoid wiring temporarily to get a feel of how the car drives specifically around 3rd gear when the TC can no longer lock up.

You will get a transmission fault after a few key cycles / engine starts with the wiring disconnected (does not impact how the car drives after the fault occurs) so you will need to clear the P2757 fault code at some point with VCDS once you have reconnected the N443 solenoid wiring. It is easiest to disconnect the N443 solenoid wiring at the 8 pin connector on the RHS of the transmission which is pretty easy to get to.
 

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Discussion Starter · #46 · (Edited)
@improve
Would you be willing to log\share your warmup\typical 0C8 temps?
I just started looking at mine on this side of the pond and I would be curious to see how the different TC logic effects warmup\DD temps.
Not a problem. Won't be until next week. But I'll collect some data, be good for a comparison, mind you we are in winter over here now.
Overall operating transmission temps did not move much since I did check that initially with the solenoid completely disconnected at the beginning however doing that was allowing the converter to remain unlocked in all gears, but I did not log the warm up duration difference for the transmission and engine temps. Depending on the type of driving, D3 is not held for that long so I don't expect there will be a significant change to overall operating temps.
 

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Discussion Starter · #48 ·
Did you mention or have you tried the cayenne transmission map improve?
I realise this is not a solution to the TC lockup but still interested in your thoughts.
I've tried the cayenne transmission coding but the difference is minimal at best in my opinion. Others have reported a noticeable change.
It's still worth giving it a shot though and see what you think since it's easy to swap between the touareg and cayenne maps. I did clear the adaptions with vcds and gave it ample time to re learn each map profile.
Let us know your opinion 👍
 

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Discussion Starter · #50 ·
Hi, Adelaide based 2017 180TDI (Adventure model) owner here. Fully agree the car bogs down on the shift to 3rd unless a reasonable amount of throttle is being used. Where did you get to with your discussions with MM4x4 over here?
Marshall was great to talk to and found it quite interesting on how the Touareg's lockup logic applied so early on and how we needed an unlock up controller to address the issues with the lag, since the whole market of other SUV/4WD's are polar opposite and struggle to hold lock up.

Given the touareg market is quite a small , especially for any modifications. It wasn't going to be a priority for him to spend R&D time on since he has other development projects on the go which target a much larger audience of 4WD enthusiasts with Land cruisers, prados, pajero, tritons ect.
 
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