4r70w software

[blakshukvw]

Already posted in the trans section. I’m looking for software for the 4r70w in my 99 5.0?

 

[boominXplorer]

SCT tuner

 

[Gary Crist]

I do not know if you are aware or if this is too much.

Quick 4 Stand-Alone Transmission Control

Hope this helps....

 

[CDW6212R]

There's a stand alone controller for sale on the Corral right now, $450ish I think it was.

 

[Blown]

Mine is Tweecer tuned. You can find them used for $150, maybe less. Software is free but your computer program/calibration must be supported. Tweecer.com

Here is my first to second shift schedule with stock being the bottom line. I got it shifting at higher rpm, faster and firmer.

 

[blakshukvw]

Blown, we’re you able to move torque converter lockup so it doesn’t happen in 3rd gear almost as soon as the 2nd-3rd shift takes place? This new to me 99 does this and it drives me nuts. I don’t remember my 01 doing this at all.

 

[Turdle]

weird, from what I understand, TC should not lock on 3rd gear unless the od button is turned off. It should not be locked for shift into 4th gear .

 

[blakshukvw]

Turtle, I drive at all times with the OD off except on the hiway, so I do experience this. That said I’m pretty certain that it does it with OD on as well.

 

[fastpakr]

Turtle, I drive at all times with the OD off except on the hiway, so I do experience this.

Why?

 

[blakshukvw]

Why? Because as anyone who drives a 4r70w vehicle knows the gears are not spaced correctly and the stock shift schedule sucks. The 4r70 will shift into od at pretty low speeds during in town driving and then you just lug the truck around. I don’t want to have to stand on the throttle just to accelerate a bit. I prefer to be in a better rpm range. I’d also prefer the trans not be doing that much shifting unnecessarily.

 

[blakshukvw]

Turtle, I must correct my response to you. I thought I had experienced TC lockup in 3rd with OD on but this morning on my way home from work I tested that theory again and you are correct. TC lockup will not happen in 3rd with OD on. But since I drive primarily with it off I do experience TC lockup in 3rd often and it’s quite annoying. If I’m coasting and tip into the throttle just a tad to accelerate the rpms jump up when it comes coast and in under 2 seconds the TC locks. It’s rather annoying and I feel like it should wait a bit longer for more input before doing so.

 

[Turdle]

Your in town driving is a lot different than mine!. OD doesn't occur until 40mph and my whole town is 30 mph max. Other side of city limits sign is pretty much how fast you want to try to get away with, according to normal traffic. There are signs but nobody has use for them.

I haven't done a lot of 40-50 mph suburban jaunts with our mounty but have held those speeds through mountains, so, I would tend to agree the trans would perform better in that speed range without the Direct drive OD shifting in and out. The transmission will probably operate a lot cooler also.

 

[Turdle]

I think TPS input is what commands torque converter "unlock" ( like when climbing a steep hill)

Mine will hold pretty well. I wonder if you were to try to lower your TPS counts by adjusting your TPS ? Yours might be a bit high. Just a thought.

 

[Blown]

3rd gear lock schedule is a Function of throttle position and MPH. It's a good idea in mountain country rolling down steep hills for engine braking. You can have two tunes with the Tweecer and keep it locking in 3rd for mountainous country.

It locks as early as 26MPH at only 100pt. TPS on a 600pt. scale.

 

[CDW6212R]

Adjusting the shift timing etc, would be great for any Ford transmission. Factory shifting is definitely not that good. They can all be improved, but it usually requires dropping the VB and performing some special work on it, with Sonnax parts typically. The Jerry's Mod is the most popular, but that's kind of old idea now with the age of these 4R70W's. I'm about to do all of that with my newest 98, it's stock shifting is very vague and smooth, slow etc. It needs some VB work, and new solenoids etc.

 

[blakshukvw]

If I were driving in the mountains I would want the converter unlocked for engine braking thus requiring a higher rpm limit for the solenoid. 26 mph is just ludicrous. I guess I’ll look at the tweecer tunes.
I have an act X2 tuner for my marauder. Does anyone know if the X2 will work with the 99 X and does anyone on here have tunes they can load into my X2?

 

[blakshukvw]

Adjusting the shift timing etc, would be great for any Ford transmission. Factory shifting is definitely not that good. They can all be improved, but it usually requires dropping the VB and performing some special work on it, with Sonnax parts typically. The Jerry's Mod is the most popular, but that's kind of old idea now with the age of these 4R70W's. I'm about to do all of that with my newest 98, it's stock shifting is very vague and smooth, slow etc. It needs some VB work, and new solenoids etc.

You’d be surprised what a good trans tune will do for those issues you’re having. My marauders 4r75w was just like that before my act tune. Now the shift points are higher, firmer, and I don’t experience this converter issue at all with it. It’s like a different car.

 

[CDW6212R]

You’d be surprised what a good trans tune will do for those issues you’re having. My marauders 4r75w was just like that before my act tune. Now the shift points are higher, firmer, and I don’t experience this converter issue at all with it. It’s like a different car.

Most of these issues are only with older vehicles, from age and wear of the serviceable hard parts(solenoids, acumulators etc). I'll get to tuning with my keeper projects, but the core trans needs to be in top condition. This 98 I just got has 173k miles, it's a good time to do maintenance items that have been neglected.

My last 98 is at work with 129k miles, no 3rd and 4th gear, and the water pump is very noisy this past week. I tried to do the WP and timing chain in Summer of 18, but one bolt head broke off and I've been forced to keep using the truck for work. So I wanted to do the WP and the trans items long long ago, but as my one usable work truck, I couldn't, and just bought another spare, which also needs work. A work vehicle is in a different class of use etc, I don't claim to do car work like others with normal daily driver cars. I have to have a usable vehicle full time, and I do not pay shops $3k for a trans, which I can do for under $400. Yes, I could reduce my yearly income by relying on shops to do things, but I prefer to keep the money and do it myself.

 

[Blown]

My EEC is using the REAC4 Strategy which is supported by Tweecer. You can find the strategy on the EEC, input that on the Tweecer site and see if it is a strategy they support or have broken-out. Software is free to download and play with. There is no support for used units other than the web site. and web.

I agree you have to have a sound transmission. You can't properly tune a faulty engine or tranny. A trans kit can really provide the results you want and was the only way to tune in the past. You can do much with electronic tuning and I believe newer transmission are more tuneable. I had a very built E4OD. It was a bit much, hit second so hard the first time I got on it I thought something broke. Then I realized that was it that tough and could spin tires when it hit second! It was fun, but too harsh for daily driving. I had four tunes, available on the older EEC via Tweecer, and I was able to turn down the line pressure for a more comfortable shift to second. I also did much with fine tuning shift points. I got a look from anyone who was in that truck at WOT when it hit, no, slammed second!

If I am not happy with what I get out of this transmission with a tune, it will get rebuilt and a kit. Then I know it can be tuned to what I want. So far I am happy with a tune. but I will have more power after the first of the year.

I got it downshifting sooner and shifting at higher rpm under close to full throttle and on up to WOT 2-1, 3-2, 4-3, 1-2, 2-3 and 3-4. It is shifting firmer, again at closer to full throttle up to WOT by adding TV/line pressure. She accelerates nicer onto the freeways around here. I did that with shift schedules like the one I posted, changing line pressure for shift points and changing shift point by RPM at WOT.

You can adjust the locking and unlocking schedules in 2nd, 3rd, and 4th. That radical E4OD I had felt like it was hitting another gear when the converter locked! I mellowed that out a bit for a daily driving tune.

Those are the items I have tuned. I bet if you got too radical with them you could break something. There are many other items you can tune but I have not found the need to do so or understand exactly how they work and interact with each other. I don't screw with these:
Torque reduction when shifting, Delta ratio for shifts, Downshift slopes, Clutch fill time,
filter for desired slip during shifts, non shift slopes, minimum TV non-shifting, pressure ramp, time to delay converter lock, upshift slope, and at least a few more.

I like this stuff, it does take a bit of learning, but anyone can get a basic tune down with a little time and help.

 

[Blown]

My supermotors site has much on tranny tuning, been a while since I tuned the E4OD and a good thing I looked. I am going to update my supercharged tune to include larger torque numbers in the Torque table. Then it will know what the tranny is handling, sure to be used in EEC calcs.

Torque table for Blown 351W:

E4OD stock Trans shift WOT:

Old E4OD tranny tuning pics: 1993 Ford F-150 E4OD Tweecer Tune pictures, videos, and sounds | SuperMotors.net