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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.
Thanks for your response, I鈥檓 in Gympie In Queensland, your kit sound like exactly what I鈥檝e been needing, very keen 馃榾
 

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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.

That makes sense. I knew we had different turbos. I would love to try it to see how it feels. But not sure how confident I would be at disconnecting that wiring for the pin connector.I have struggled with those things in the past. I guess I just need to take a vacation to australia and come ride in yours. I wish i could move to australia!
 

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That makes sense. I knew we had different turbos. I would love to try it to see how it feels. But not sure how confident I would be at disconnecting that wiring for the pin connector.I have struggled with those things in the past. I guess I just need to take a vacation to australia and come ride in yours. I wish i could move to australia!
yeah...move here...then buy the Twin Turbo V8 馃ぃ
 

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MY17 Touareg Wolfsburg
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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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Here's my thread on the subject if you want to keep it similar.
I will be towing a utility trailer full of rock this weekend, so I hope to get another log to see if there's much difference in terms of trans temps induced by the extra load.
 

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MY17 Touareg Wolfsburg
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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 馃憤
 

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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?
 

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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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Really keen to understand how much difference this will make to mine. No reason to suggest it would be any less than yours. Looks quite easy to install and turn on and off from what you've described (with the addition of a switch).

The wife doesn't like driving mine compared to her Tiguan Allspace due to the... "Huh? What? You want me to go? Now? OK - I will in a bit - when I'm ready..." response of the Treg. This could assist in improving that - especially around town.

Maybe see you at the WA catchup in a few weeks.

Nice work!

Andrew
 

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Discussion Starter · #52 ·
Really keen to understand how much difference this will make to mine. No reason to suggest it would be any less than yours. Looks quite easy to install and turn on and off from what you've described (with the addition of a switch).

The wife doesn't like driving mine compared to her Tiguan Allspace due to the... "Huh? What? You want me to go? Now? OK - I will in a bit - when I'm ready..." response of the Treg. This could assist in improving that - especially around town.

Maybe see you at the WA catchup in a few weeks.

Nice work!

Andrew
Hi Andrew, Unfortunately I won't be able to make the meet up on the 17th due to work commitments. Will wait and see if that still goes ahead as planned or if weather interrups that date. If it pushes to the following Sunday I'll be there.
But I'm happy to meet up some where too so you can try it out personally and will look to plan another meeting date so anyone else in Perth who is interested can get a feel.

It's funny you mention that. My wife much preferred driving our TDI Golf since the acceleration response was much more direct and predictable.
With the extra cylinders, power and torque the Touareg has (when not restricted) it should drive better. And it can.
Honestly there were times especially when turning and crossing multi lane intersections where the Touareg felt unpredictable with its acceleration response to pedal input, it was always in 3rd gear when the TC was in a locked state. I finally put those issues behind me now :)
 

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Discussion Starter · #54 ·
@improve Curious as to what's in your TC modifier? Raspberry Pi or similar to connect to the Canbus, read/interpret the comms packets for D2 to D3 upshifts, and then switch a relay to isolate the soleniod as required?
Yes, I summarised how it worked back in post #14. I've intercepted the TC solenoid wiring and it diverts the TC pwm signal through relays to a load resistor only when D3 is selected.

All the traffic is listened to on the powertrain bus, but filtering is set to only look for the ID, message and byte responsible for the actual gear selected.
When ever the message for D3 is received, that the trigger to close the relay.
 

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Hey Improve (and others.)
I did PM you about the module and thanks for returning my PM very much appreciated.
What you have done with the lock up converter lockup is great and clearly what people have been wanting without knowing(y)
I have a question and one problem to relay, but am really only asking for an answer for the question (but if anybody wants to comment to the problem feel free.)
Scenario My 2013 7P (rocking horse poo model, 4xMotion, rear diff lock, area view camera, aircon seats as well as heated and memory function, 4 zone aircon with a bluefin ECU tune including EGR delete claimed 220kw, that maybe a bit of a reach but made quite a marked difference馃檪 )
I purchased at 150,000kms now at 210,000kms.
The previous owner who i never met towed a horse float, not sure how big or how much towing but i think quite regularly used to tow.
The car is used as my wifes daily driver and our caravan tow vehicle.
I have done i would say upwards of 15,000kms + towing our loaded 2.6t van with 3 passengers in the car.
I have let the vehicle decide what gear to be in most of the time during towing and that has worked with no issues.
Some times i may run in manual mode and preempt a down change for an upcoming hill.

Now the question and issue if you are still with me馃槒
Last trip in the final 600 to 800kms on the return leg i am getting a fault with the transmission listed as P0741 torque converter clutch stuck off no power being transferred.
This doesn't happen instantly upon towing but will happen every time during towing the van at some time and keeps repeating this fault even when cleared.
To me it is clearly load related as it really happens most times at the start of a climb up a rise.
At no time does this fault happen when the car is not towing the van.
Also i have towed an empty car trailer (700kg) then loaded a box weighing 700kg (1400kg total) and towed this with no issue at all.
I believe it is either a worn clutch in the torque converter allowing slip or an internal solenoid fault in the transmission and the speed sensors are picking up differences.
This may have been caused by a lot of towing over the cars life, and maybe towing in 8th gear with a big load on behind which a lot of people with various cars over the years have advised against towing in top gear.:unsure:.
Any way when it faults out during towing the van the transmission still shifts between all gears just the lock up clutch doesn't work and revs are up at about 2,800 when towing at 100kph and the tranny feels very spongy due to converter slippage and of course you see an increase in trans fluid temp.

Hope you all are still with me.

I am pretty sure it is the torque converter is causing this and to cover any possible transmission related issues causing this i have obtained a low mileage Q7 transmission and torque converter from a wrecker. (VW wanted $5,500 for a new converter and wreckers wont sell a torque converter separate from a transmission)
The donor Q7 also had no tow bar fitted.
By the way all the Q7 part numbers matched my Touareg exactly down to the transmission code so happy days.(y)

When i replace the Torque converter and transmission it will also give me the chance to find and rectify to very common oil leak at the bellhousing to block area found in Touaregs.

This brings me to the question i want to ask.
Would it be possible to program/install an inhibitor with an on off switch to prevent change up to 8th gear when in full auto mode ?

I know this is maybe a stretch but is linked somewhat to what improve has already done

Thanks for reading my long winded story, i hope for possible feedback.

regards
Drag
 

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MY17 Touareg Wolfsburg
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Discussion Starter · #56 ·
Hey Improve (and others.)
I did PM you about the module and thanks for returning my PM very much appreciated.
What you have done with the lock up converter lockup is great and clearly what people have been wanting without knowing(y)
I have a question and one problem to relay, but am really only asking for an answer for the question (but if anybody wants to comment to the problem feel free.)
Scenario My 2013 7P (rocking horse poo model, 4xMotion, rear diff lock, area view camera, aircon seats as well as heated and memory function, 4 zone aircon with a bluefin ECU tune including EGR delete claimed 220kw, that maybe a bit of a reach but made quite a marked difference馃檪 )
I purchased at 150,000kms now at 210,000kms.
The previous owner who i never met towed a horse float, not sure how big or how much towing but i think quite regularly used to tow.
The car is used as my wifes daily driver and our caravan tow vehicle.
I have done i would say upwards of 15,000kms + towing our loaded 2.6t van with 3 passengers in the car.
I have let the vehicle decide what gear to be in most of the time during towing and that has worked with no issues.
Some times i may run in manual mode and preempt a down change for an upcoming hill.

Now the question and issue if you are still with me馃槒
Last trip in the final 600 to 800kms on the return leg i am getting a fault with the transmission listed as P0741 torque converter clutch stuck off no power being transferred.
This doesn't happen instantly upon towing but will happen every time during towing the van at some time and keeps repeating this fault even when cleared.
To me it is clearly load related as it really happens most times at the start of a climb up a rise.
At no time does this fault happen when the car is not towing the van.
Also i have towed an empty car trailer (700kg) then loaded a box weighing 700kg (1400kg total) and towed this with no issue at all.
I believe it is either a worn clutch in the torque converter allowing slip or an internal solenoid fault in the transmission and the speed sensors are picking up differences.
This may have been caused by a lot of towing over the cars life, and maybe towing in 8th gear with a big load on behind which a lot of people with various cars over the years have advised against towing in top gear.:unsure:.
Any way when it faults out during towing the van the transmission still shifts between all gears just the lock up clutch doesn't work and revs are up at about 2,800 when towing at 100kph and the tranny feels very spongy due to converter slippage and of course you see an increase in trans fluid temp.

Hope you all are still with me.

I am pretty sure it is the torque converter is causing this and to cover any possible transmission related issues causing this i have obtained a low mileage Q7 transmission and torque converter from a wrecker. (VW wanted $5,500 for a new converter and wreckers wont sell a torque converter separate from a transmission)
The donor Q7 also had no tow bar fitted.
By the way all the Q7 part numbers matched my Touareg exactly down to the transmission code so happy days.(y)

When i replace the Torque converter and transmission it will also give me the chance to find and rectify to very common oil leak at the bellhousing to block area found in Touaregs.

This brings me to the question i want to ask.
Would it be possible to program/install an inhibitor with an on off switch to prevent change up to 8th gear when in full auto mode ?

I know this is maybe a stretch but is linked somewhat to what improve has already done

Thanks for reading my long winded story, i hope for possible feedback.

regards
Drag
My thoughts to the problem first with plenty of questions.

When it faults and you are going up the incline, what speed and what gear is it in? How far into the journey are you? Do you happen to know the transmission temp (if its logged on VCDS along with the P0741 code information)
When you say you clear the fault and it returns immediately. Can you feel the TC locking up at all when first taking off in D3 and taller gears? even when driving on the flat? or is it doing exact what you say and the fault occurs immediately and can feel complete loss of TC lock up?

What happens if the car was left the rest over night? I'm assuming the TC lock up holds again as per normal until some point again during your journey? how far into the journey does it take for it to fault again, or does the literally happen as soon as you hit the first incline only?

Depending on the answer's, if it somewhat intermittent I would be leaning towards replacing the N443 lock up solenoid and cartridge first along with a transmission filter/flush. It seems from what you are describing IMO that during your journey enough heat is eventually being generated naturally that the N443 Modulation valve is no holding its position like it should, allowing the TC to slip. More heat is generated as we know when towing so that might explain why it only happens when towing your van and then eventually the incline is the breaking point.

As you rightly mentioned, the TCM is recognising the slip by measuring the trans input shaft speed compared to engine speed and since its no longer a close match like it should be when the TC is commanded to lock, it flags P0741. (must only be looking at greater speed and taller gears? otherwise I would have come across this during my testing when stopping D3 lock up, and I also trialed stopping lock up in D3 + D4 with no P0741 detected)

Once P0741 is flagged, the TC is no longer locking up at all in any gear, which isn't ideal for the transmission if you are still driving for extended periods.
That's not to say the TC isn't at fault here, but I know what I would be doing first.

Now to your question, by far the easiest solution is to manually use the gears and hold it back to the position most suitable at the time. Best for others to chime in here to see what they do towing there loaded vans. Are most driving in D mode the whole time and then manually shifting back when approaching inclines or plenty of head wind? Are you comfortable having the transmission stay in D8 whilst towing?

But, yes it's probably possible to have D7 selected as the tallest gear when driving in D mode only and could be operated by a switch also so it only restricts D8 when you want it to, eg when towing only. I would only explore this if you really cannot restrict top gear comfortably yourself by using the gear shifter, or potentially a TCM remap could be done so its more reluctant to upshift to D8 when there is more load. That would be my first preference.

Otherwise to do what you are asking, would need D8 solenoid wires running though some relays, so whenever the module is switched ON to restrict top gear and whenever D8 bus message is received, it will then send D8's pwm signal from the TCM back to D7 solenoid, instead of D8. This should keep D7 locked in gear without feeling any change. Mind you it will still display D8 on the dash. Plenty of "safe" testing would need to be done here with some failsafe devices built in, as at no point do you want 2 gears being accidently selected at the same time.
 

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My thoughts to the problem first with plenty of questions.

When it faults and you are going up the incline, what speed and what gear is it in? Can happen in any gear from 5th up to 8th, happens when in sports mode, also happens in manual mode. How far into the journey are you? Have seen it happen early in the trip of a morning after an overnight stay, but does seem more often when the transmission is fully warmed and has done a bit of driving. Do you happen to know the transmission temp (if its logged on VCDS along with the P0741 code information) Trans fluid temp is not high at time of fault but can clearly see the temp rise after lockup clutch stops engaging.
When you say you clear the fault and it returns immediately. It doesn't usually return immediately after stopping and fault clearing but will always return maybe 30km down the road more or less sometimes. When you stop and cycle the key on and off it resets the fault until the 3rd time then it sets a hard fault. This requires VCDS reset. Can you feel the TC locking up at all when first taking off in D3 and taller gears? Yes transmission operates perfectly before fault. even when driving on the flat? or is it doing exact what you say and the fault occurs immediately and can feel complete loss of TC lock up? As soon as the fault occurs the lockup clutch no longer works in any gear and cruise control cuts out and when you stop the engine is idling at about 1000rpm till you reset it by cycling off the key.

What happens if the car was left the rest over night? I'm assuming the TC lock up holds again as per normal until some point again during your journey? Yes how far into the journey does it take for it to fault again, or does the literally happen as soon as you hit the first incline only? As i said is a bit random but in my feel it is load related as to throttle position eg more for climbing up a hill seems to be consistent in causing the fault as it rarely happen on a long flat road.

Depending on the answer's, if it somewhat intermittent I would be leaning towards replacing the N443 lock up solenoid and cartridge first along with a transmission filter/flush. Transmission had a full flush, filter screen and new Ravenol fluid (RAVENOL ATF T-WS Lifetime) about 20,000kms ago. Yea looked at that N443 but the solenoids are not the easiest to get hold of or are Chinese versions also try DQ500, 0BT, 0BH (DSG 7 with wet clutch) (maktrans.net) so the low kilometer used tranny i have take will care of this potential issue and the torque converter if it is that. As i said this will also allow me to hopefully repair my rear oil leak. It seems from what you are describing IMO that during your journey enough heat is eventually being generated naturally that the N443 Modulation valve is no holding its position like it should, allowing the TC to slip. More heat is generated as we know when towing so that might explain why it only happens when towing your van and then eventually the incline is the breaking point.

As you rightly mentioned, the TCM is recognizing the slip by measuring the trans input shaft speed compared to engine speed and since its no longer a close match like it should be when the TC is commanded to lock, it flags P0741. (must only be looking at greater speed and taller gears? otherwise I would have come across this during my testing when stopping D3 lock up, and I also trialed stopping lock up in D3 + D4 with no P0741 detected)

Once P0741 is flagged, the TC is no longer locking up at all in any gear, which isn't ideal for the transmission if you are still driving for extended periods.
That's not to say the TC isn't at fault here, but I know what I would be doing first.

Now to your question, by far the easiest solution is to manually use the gears and hold it back to the position most suitable at the time. Yes this is certainly the easiest method, but being used to auto it is easy to forget after some time that you have the transmission in manual mode, and next you are loading and stopping a down change at the base of a hill. Best for others to chime in here to see what they do towing there loaded vans. Are most driving in D mode the whole time and then manually shifting back when approaching inclines or plenty of head wind? Are you comfortable having the transmission stay in D8 whilst towing? Yes that is a good thing others could chime in with! (y)

But, yes it's probably possible to have D7 selected as the tallest gear when driving in D mode only and could be operated by a switch also so it only restricts D8 when you want it to, eg when towing only. I would only explore this if you really cannot restrict top gear comfortably yourself by using the gear shifter, or potentially a TCM remap could be done so its more reluctant to upshift to D8 when there is more load. That would be my first preference.

Otherwise to do what you are asking, would need D8 solenoid wires running though some relays, so whenever the module is switched ON to restrict top gear and whenever D8 bus message is received, it will then send D8's pwm signal from the TCM back to D7 solenoid, instead of D8. This should keep D7 locked in gear without feeling any change. Mind you it will still display D8 on the dash. Plenty of "safe" testing would need to be done here with some failsafe devices built in, as at no point do you want 2 gears being accidently selected at the same time.
Yea i was hopeful of and easy yes, but realized that was not probably likely so

PS. Even when i change the transmission i will open up the sump to see if i can view any clutch material inside the strainer or magnets as all this was cleaned when the service was done.

Thanks for your reply

Cheers
Drag
 

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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.


View attachment 251223
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.
Please count me in. If your solution works and I can acquire same....I may keep the car. If not then the Touareg has to go. I am sick to death of VWs ignorance and scant regard to customers real world concerns. Help!
 

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Discussion Starter · #59 · (Edited)
UPDATE
Revision 2.0 is currently in progress, this time the throttle position sensor has been added into the code.

I've added this as I wanted to explore the effects of having the TC lock up, however only whilst during deceleration (foot off pedal whilst in D3) and is to maintain engine braking functionality whilst in D3.
I managed to get a short test drive in last night with it working, but I'll be away now until next week before I can test it a little further.

I may add a short duration delay, say 500 millisecond from when foot is off the throttle before it allows the TC to lock up during deceleration in D3.
 

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Just added a paddle shift wheel to my 7P after following the guide here: T3 Steering wheel paddle shifters

Used OBDELEVEN retrofit app to do the coding. All went well after a little extra time to release the airbag.
All works great.
Something odd though is the auto gear changes are much better, more aggressive and responsive without being edgy. Don鈥檛 know if the coding reset the gear shift learning or what but it鈥檚 great. It seems like the tourque converter unlocks now when in third and you floor it putting you in boost where as before it would just lug its way there.
Anyway thought I鈥檇 post for you guys incase any of that was of interest 馃榾
 
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