The 40TES seems to be an untunable slushbox... support for the VLP system is nonexistent. Even finding support for the 41TE/62TE is difficult, and they do not even feature vairable line pressure.

Given that few people outside of the original design team are going to be capable of messing with the formulae and algorithms used by the open loop VLP duty cycle tables, I think we should probably leave those alone.

But the desired line pressure model should be relatively simple to manipulate if we can gain access to it. Then let the TCU use its original algorithms and original open loop VLP duty cycle tables with the new desired line pressure model.

I was thinking that a blanket increase across the entire model would be easiest... say a 10% increase of all the minimum pressures, and a 5% increase of all the maximum pressures... scale everything inbetween accordingly. Or whatever the numbers happen to be... it is hard to say without knowing what format the desired line pressure model is in.

We are still limited by the ~2000rpm stall TC. And the horrible soft lock that precedes every time the EMCC locks the TC. That semi-lock condition happens every time the TC locks, something about smooth ride quality or some other such BS. Anyways, it probably needs to be turned off/tuned out of the EMCC's operation entirely. Either lock the TC, or don't, but don't waste time going halfway.

You are going to lose 45% of your rpms going from 1st to 2nd, regardless... so you would have to be shifting this thing at 7300rpms in order to keep it above peak torque. You lose about 36% of your rpms going from 2nd to 3rd, and would need to be shifting around 6250rpms to maintain peak torque. You "only" lose 31% of your rpms going from 3rd to 4th, so that shift can happen around 5800rpms...

Point is, adjusting shift points is actually a pretty low priority... without raising the stall speed on the TC, and addressing the valvetrain... we cannot even shift where we need to with the stock cams. So, the focus should be on tuning the transmissiom for the quickest/firmest shifts possible within the rpms the engine will be driven in its current configuration.

Upgrading the valvetrain to survive past 7300rpms is pointless if you cannot tune the transmission to shift that high.

Any chance that Chrysler Tech could chime in on the mystery box they have created known as the 40TES?

Anyone else know how to crack into this thing's open loop VLP duty cycle tables or desired line pressure model?