CC Gearshift software

[samueluper]

doing that is like installing FD drive by wire?

 

[conaero]

Better.

 

[samueluper]

Better.

and cheaper??

 

[Delmonte]

Thanks all, sounds like a very worthwhile mod. Does it affect both normal and sport modes? Can you do away with ‘normal’ gear change mode while doing the mod (so sport button only affects the suspension.... I’d love to lose the non-sport gear change but quite like to keep the normal suspension setting, sometimes)

Also... is all of the hardware the same across all these cars? Including the clutch?

 

[Delmonte]

doing that is like installing FD drive by wire?

Wouldn’t doing this affect the throttle rather than the gear change? Can anyon clarify this?

 

[Delmonte]

Would the 360 version be better than the Gransport version?

Far as I understood it, the GS shift is the same as the 4200 facelift, so yes the 360 should be better than GS

 

[CatmanV2]

Wouldn’t doing this affect the throttle rather than the gear change? Can anyon clarify this?

It impacts gear change by tricking the TCU that engine revs and throttle opening are much higher than they actually. Thus the TCU goes full bore.

I believe it also changes the *throttle* mapping (so effectively how the moving the pedal is interpreted by the ECU)

Help?

C

 

[foibles]

and cheaper??

Whoa! Hold them horses!

So given I'm about to press the button on buying the FD DBW for a 2006 GS.... more so for the economics of preserved clutch life than performance .... is consensus now that there is a better solution?

Or is this solution only performance related....and does not improve clutch life?

 

[Mr.Cambio]

Getting the 360 software for a 4200 sounds tempting.
I have set my pis to almost 2 (1.9) plus the dbw. Changes are hard, as i needed them to be and of course i would need more, as the car is now a beauty. But i believe it's a bit risky to have a different software. We only have credits from owners, but no techincal report about this 360 software change. If you don't want to risk a possible pump/gearbox failure, i would spend a (big) amount of money getting the dbw, than risking to spend more on a possible failure due to incorrect software.

 

[CatmanV2]

I don't think there's enough *proper* data to determine if clutch life is improved. There are so many variables in driving style and usage.

There is certainly a significant bank of opinion that it helps, and there's some good logical theory that it should be improved.

But get it for the performance anyway

C

 

[Delmonte]

L

Getting the 360 software for a 4200 sounds tempting.
I have set my pis to almost 2 (1.9) plus the dbw. Changes are hard, as i needed them to be and of course i would need more, as the car is now a beauty. But i believe it's a bit risky to have a different software. We only have credits from owners, but no techincal report about this 360 software change. If you don't want to risk a possible pump/gearbox failure, i would spend a (big) amount of money getting the dbw, than risking to spend more on a possible failure due to incorrect software.

This is why I was asking about hardware differences... If they are all the same hardware, the software should be interchangeable without damage?

PS what's PIS?

 

[CatmanV2]

Point of Initial Slip Basically the lower the number the less the clutch 'disengages' and the more abrupt the gear changes.

I'm not saying faster as there is more at play in terms of the change than just how far, or fast, the clutch moves.

C

 

[Zep]

The hardware isn’t all the same, the 360 clutch (for example) is a single plate whereas the 4200 is a twin plate like the F430.

There are more likely to be commonality to some degree with the 430 as it has the same engine block. However the gearbox itself may have derail differences.

Logically, the speed of the change is generally governed by the PIS. To change gear the TCU gives the engine ECU a signal to hold the engine speed, moves the clutch to a position just beyond the set PIS at a rate determined by the engine speed and throttle position, moves the gear actuator to the neutral position (confirmed by sensor), moves the actuator to engage the requested gear (confirmed by sensor), then releases the clutch actuator at a speed determined by the engine speed and throttle position and then tells the engine to get back on it.

If the PIS is too far past the point of engagement the speed with which the clutch engages will be reduced and there would, logically, be more clutch slip. The DBW simply spoofs the engine speed and throttle position to alter the TCUs response.

We have very little we can fiddle with the gearbox software, the geometry of the gearshift, the throw of the clutch, the functionality of the sensors, could all be different and one wrong figure could cause a huge crunching noise.

More likely the best way to deal with this is as Matt said, up the pressure and the movement speed within the existing settings increases in response. You could, if you can get into the code, replace some of the key variables with CS ones, maybe the pulse frequency of a solenoid. But the wholesale replacement of the program with one from a different car is fraught with danger.

 

[conaero]

4200/GS is a 360 gearbox with a 430 clutch, hence the application of the 360 software.

Bit of a ‘bitza’ Really.

 

[midlifecrisis]

4200/GS is a 360 gearbox with a 430 clutch, hence the application of the 360 software.

Bit of a ‘bitza’ Really.

Not a mongrel just the best of both worlds... Lol