Torque Pro gear and lock-up Indicator equation

[Aquanaught Lurker Find all posts View Profile Close Aquanaught]

The following Torque Pro equation can be used to indicate the gear and torque-converter lockup status. The speed/rev ratio ranges are based on the gear and differential ratios for the 2.8l 6 speed transmission, with a tolerance of between +-3 and +-5% to allow for minor levels of slippage at lock-up. This works really well for 4th, 5th and 6th gear and not as good for 1st and 2nd gear as there is larger variation in revs as a percentage during lock-up for the lower gears. This could be improved by increasing the range but the indicator is really most useful when targeting lock-up in the higher gears when cruising or towing than when accelerating up through the lower gears.


Lookup([0d]/[0c]*100:='Coast':0.0~0.2='P/N':0.2~0.99='D1u':0.99~1.09='D1':1.09~1.70='D2u':1 .70~1.88='D2':1.88~2.39='D3u':2.39~2.64='D3':2.64~ 3.60='D4u':3.60~3.90='D4':3.90~5.29='D5u':5.29~5.6 2='D5':5.62~6.27='D6u' :6.27~6.65='D6')

The equation can be adapted for low range by editing "*100" to "*256.6" to account for the low range gearbox ratio. I have not tested this yet but think it may not work as well for the same reason that the lower gears require a larger tolerance to work.

If anyone knows of a less cumbersome way of indicating the gear and lock-up status directly from the Toyota OBD PIDs I would be happy to be advised.

[Aquanaught Lurker Find all posts View Profile Close Aquanaught]

This is not drive train related but I did some playing around with the Torque Pro equations for measuring / indicating the main and sub tank fuel fill levels as the reported values fluctuate significantly while driving.

The below equation firstly ignores large outliers (EWMAF), and then time averages the gauge response over 3 minutes (TAVG).

TAVG(180:EWMAF(0.007:A))*.5

The reported values are pretty stable and hardly respond to cornering, braking or acceleration.

This works for both the Main Tank (PID 2129) and Sub-Tank (PID 212A), both with Header of 07C0 on the 2.8l 6 speed, but not sure if they work with the 3.0l.

[gwaite001 Junior Member Find all posts View Profile Close gwaite001]

Hi Aquanaught.
I have put these codes into Torque Pro on my 2016 GX Auto with Dasaita head unit.
The torque converter lockup status seems to work – well, it gives an answer anyways. Yes, it does not seem real good in gears 1-3 but with limited tests/drives so far, the higher gears seem reasonable. Need some more driving to test further; and have not tested in low gear yet.

Of interest, I have had a lockup result from Ultragauge (now disconnected) using settings below; it gives a 0 or 1 for off or on. I have not managed to find a Torque Pro equivalent yet.
TDATA: 07E02182 TCTRL:92 RCTRL:21
RPOS: 1F01 MTCH: 618200 X: 0001 /: 0001 +: 0000
Output format: 00 AVE: 00 Left/Right is 30

It is concerning how hot the ATF torque converter temp can get; and I have the Davies cooler added and rarely tow! But mucking around with gears in sport mode and the throttle can control the temp. But why do I have to do that?! Looking into the Stocklock.

With the fuel tank codes, the sub tank code works but I have trouble with the main tank code – it just shows 0 using your and the other codes of:
PID 2129
Equation AVG(20:A/2) or TAVG(180:EWMAF(0.007:A))*.5
OBD header 7c0
Again, need some more testing. But I am not too worried about the fuel codes: the fuel gauge, distance to empty or trip kms are quite OK.

Gerry

[Aquanaught Lurker Find all posts View Profile Close Aquanaught]

Hi Gerry

Thanks for your response. The equations rev/speed ratios are determined directly from the advertised gear and diff ratios, but also assume a wheel diameter to back out the vehicle speed part of the equation. The wheel diameter is a bit of a guess as the Prado like all cars over represents the vehicle speed but I settled on a diameter of 777mm based on observation of higher gear revs when the torque converter was obviously locked. Simply adjusting the "100" in the "Lookup([0d]/[0c]*100:" part of the equation should shift everything up or down to get a better fit if need be but still maintain the inherent gear and diff ratio spacing.

Regarding the Ultraguage equivalent for Lock-up, do you have the same for transmission oil temperature (ATF) and torque converter temperature (TCT), or perhaps the Ultraguage manual describing the data fields as it may be possible to reverse engineer the lock-up status (perhaps you have already tried this?). I have a Scanguage from which I recognise the TDATA, MTCH and X data fields, and the 07E02182 only returns 4 Bytes of data, the first (or A) is the ATF and the third (or C) is the TCT so the lock-up must be in one of the other two bytes in some form or other (He says confidently!!!!!)

My experience with the Davies oil cooler is that it has brought the temperatures down a lot, but the TCT can still be up to 17 degrees hotter than the ATF and can still get up to 110C when towing up hill. Not great, but much better than without the cooler. I am still not entirely happy with the possible after effects of a lock-up kit on the TC but may still get one for long distance touring with trailer.

Re your issues with the fuel gauge, I have used three different OBD readers (wireless, Bluetooth and USB) and had mixed success with getting fuel tank data even with the exact same Torque Pro equation. I seam to recall I had to drop out or perhaps include the leading 0 from the 07C0 header (or something peculiar) for the wireless dongle, and with a cheap bluetooth dongle I could not get the data for either main or sub-tank if I recall correctly. I have had the best, trouble free and fastest performance from an OBDLink SX USB unit which I would recommend.

Cheers

[Aquanaught Lurker Find all posts View Profile Close Aquanaught]

I had a look at the Ultraguage programming guide and it looks like "RPOS: 1F01" refers to bit 31 of the response, which as best as I can determine is bit 7 (Most Significant Bit) of the second data Byte (Byte B). I tested this is Torque Pro using equation BIT(B:7) and it appears to give a reasonably sensible response with respect to lock-up but I am not absolutely convinced. Both bit 6 and 5 of Byte B also return a "1" or a "0" as do bits 5, 6 and 7 of Byte D but these don't look to be more sense than bit 7 of Byte B in regard lock-up. It may well be more complicated than just 1 bit, as the lock-up I think is PWM so it can have degrees of lock and is not necessarily locked or unlocked. More testing to be done....

Strangely again, when I created the lock-up gauge my TCT and ATF gauges which are on the same PID stopped working so I had to drop out the leading 0 from the 07E0 header to get them working again. Not sure why this would be necessary but is possibly a Torque Pro bug or over polling of the PID 2182.

[gwaite001 Junior Member Find all posts View Profile Close gwaite001]

I put the torque converter code of BIT(B:7) in. It seems reasonably accurate but on the drives so far not entirely accurate; but as you noted the lockup is probably PWM and not simply on or off.
And my ATF temps still work Ok with the lockup gauge; the main fuel gauge just still shows '0' . From my driving, I suspect the converter temp is not a bad gauge of the converter's state. Yes, the Davies cooler reduces the temps, but the converter temps can increase significantly on hill climbs when it seems the converter is working. I am still experimenting using S mode but it seems it can keep a lower converter temp; but more experimenting to be done.

And the gear gauge is not too bad given the logic that has to used; it gives a reasonable idea at least.

Gerry

[Aquanaught Lurker Find all posts View Profile Close Aquanaught]

Based on some good research by GeeWhiz who identified the data trend associated with the PID 2185 for the GDJ150R 6 speed transmission, the following Torque Pro parameters give a more direct indicator of the selected gear and lock-up status:

Transmission Gear Lock-up
PID 2185
Equation Lookup(BIT(B:7)::0='Off':1='Lock')
OBD header 7E0

Transmission Gear Selection
PID 2185
Equation A
OBD header 7E0

I have confirmed these by testing on my 2018 2.8l 6 speed and these supersede the rev and speed based equations indicated in the first post in this thread. These will work in both high and low range.

Gary

[gwaite001 Junior Member Find all posts View Profile Close gwaite001]

Thanks Gary. Put those into my 2016 Prado and work good. Given I have a Stocklock, the Lock-up formula seem out sometimes. And it seems to me the new parameters are slower to update than the old equations; but then I cannot watch the screen to closely!

[Aquanaught Lurker Find all posts View Profile Close Aquanaught]

I have also found that the new parameter to be slightly slower than the old rev based equation, but I think it is because of the broad rev range that I had specified to define "lock-up" so it was tolerant of small amounts of slip that occurred just before lock-up occurred. Not a lot in it though.

I am curious to know how the Stocklock forces lock-up and how this then impacts on the OBD transmitted lock-up signal.

Which Stocklock do you have and how does it work for? I am very keen to get one to help with towing as even though I have a transmission cooler which is absolutely essential in keeping the temperatures in an even vaguely reasonably range, I don't particularly like driving around in 4th whenever I am towing as the revs are high and the transmission temperature creeps up to around 100.

[gwaite001 Junior Member Find all posts View Profile Close gwaite001]

Hi. I have dual speed. There is a newer tri-speed but seems to be only for LC200 series. This is the Stocklock quote: "Dual speed lock up kit (with 2 in 1 switches ) which locks 4th, 5th and 6th gear in high speed mode from 78Kmhr (AUTO) and 2nd, 3rd, 4th, 5th and 6th gear from 32Kmhr in LOW speed mode. This unit is favoured by those who want engine braking in the lower gears or of those who play in the sand dunes or low speed 4wding". Basically 2 buttons, High & Low range. Usually just have high range always on.

Used lots when cruising and is great; car is more responsive & overtakes better as just uses the gears. Both Pan and TC temps stay the same; and I have the Davies cooler and don't tow. You can feel it kick in as the TC goes off and there is slight drop in revs as it just uses the gear, usually 4, maybe 5, at around 80kmhr.
Essentially the Stocklock intercepts 2 wires; a 3rd wire intercepted is a speed sensor wire; then the Stocklock boxes do their work. I cannot be sure, but sometimes I think the PIDs report as without the Stocklock; so maybe the Stocklock is over-riding the ECU signal to the TC. But not a worry to me, it works. Suspect you could contact Matt Stockwell (Mr Stocklock) and he may provide more technical stuff. Haven't tried in Low range; my main reason was for cruising.

I did a write up of my self install in another thread; the instructions are generally good; very good for identifying the connector and wires to splice, a bit vague with constant power, dash lights and accessory wires; but I used fuse taps on fuse box under drives side.

My experience is the speed is closer to about 81/82Kmhr. It can be annoying on the 80kph roads as wants to cut on/off, so sometimes best to turn off.

[GeeWhizz Senior Member Find all posts View Profile Close GeeWhizz]

Which Stocklock do you have and how does it work for? I am very keen to get one to help with towing as even though I have a transmission cooler which is absolutely essential in keeping the temperatures in an even vaguely reasonably range, I don't particularly like driving around in 4th whenever I am towing as the revs are high and the transmission temperature creeps up to around 100.

I've just come home from a trip towing a 2000kg camper trailer. If I left the ECM/gearbox to choose its own gear, the temperature would creep up to over 100C. Held back in 4th, the torque converter was happy to lock and stay locked almost 100% of the time - with the ATF Pan temperature hovering around 90C. I'll watch it closely on the next few trips - I'm not in so much of a hurry to fit an extra transmission oil cooler with the results I've seen. Note that fuel consumption increased slightly when held back in 4th.

[nikolhs 2.8 Lurker Find all posts View Profile Close nikolhs 2.8]

Hi Aquanaught.
I have put these codes into Torque Pro on my 2016 GX Auto with Dasaita head unit.
The torque converter lockup status seems to work – well, it gives an answer anyways. Yes, it does not seem real good in gears 1-3 but with limited tests/drives so far, the higher gears seem reasonable. Need some more driving to test further; and have not tested in low gear yet.

Of interest, I have had a lockup result from Ultragauge (now disconnected) using settings below; it gives a 0 or 1 for off or on. I have not managed to find a Torque Pro equivalent yet.
TDATA: 07E02182 TCTRL:92 RCTRL:21
RPOS: 1F01 MTCH: 618200 X: 0001 /: 0001 +: 0000
Output format: 00 AVE: 00 Left/Right is 30

It is concerning how hot the ATF torque converter temp can get; and I have the Davies cooler added and rarely tow! But mucking around with gears in sport mode and the throttle can control the temp. But why do I have to do that?! Looking into the Stocklock.

With the fuel tank codes, the sub tank code works but I have trouble with the main tank code – it just shows 0 using your and the other codes of:
PID 2129
Equation AVG(20:A/2) or TAVG(180:EWMAF(0.007:A))*.5
OBD header 7c0
Again, need some more testing. But I am not too worried about the fuel codes: the fuel gauge, distance to empty or trip kms are quite OK.

Gerry

hello i'm young could you help me on how to do it setting please..

[watsea Member Find all posts View Profile Close watsea]

Based on some good research by GeeWhiz who identified the data trend associated with the PID 2185 for the GDJ150R 6 speed transmission, the following Torque Pro parameters give a more direct indicator of the selected gear and lock-up status:

Transmission Gear Lock-up
PID 2185
Equation Lookup(BIT(B:7)::0='Off':1='Lock')
OBD header 7E0

Transmission Gear Selection
PID 2185
Equation A
OBD header 7E0

I have confirmed these by testing on my 2018 2.8l 6 speed and these supersede the rev and speed based equations indicated in the first post in this thread. These will work in both high and low range.

Gary

Thanks Aquanaught. I put those equations into my Torque Pro and everything seems to be registering correctly for me. The readings are very useful for confirming my own physical senses.
I use a 7 inch tablet for Torque Pro. I found the display of the readings on the screen were quick. That is to say, if l felt a gear change or a Lock or Unlock of the Torque Converter, the screen would be already showing the new status.