D3 Performance Tuner

Anybody in here have used d3 performance tuner for Toyota Lexus tuning? Tables are kinda different from ecuflash. I'm trying to set the shift point for transmission and figure out what the values inside the tables are. here are some screenshots for reference.

Yes, tables will vary depending on the vehicle since different strategies are used, plus different definitions may use different naming even for the exact same ROM, and then different software looks and feels different, but you can do it. :)

Fortunately the HPA methods cover a really wide range of things, and we'll have more content in the future for your transmission.

For now, given the size of the values in that shift point table, such as 430, it's likely not engine speed based. Can you log transmission output shaft speed to see if that correlates? The values could be the output shaft speed at which the 1-2 up shift occurs at each accel pedal axis value.

In the next picture that's perhaps the engine or output shaft speed to engage the TCC (torque converter clutch), and since they're set really high perhaps in stock form it doesn't engage under those conditions. That's just a guess though.

I'll be curious to hear if someone has tuned that particular vehicle with that product, but if not and you get stuck, please let us know so we can help.

If you see the bottom side of the first picture it says that Transmission shift speed versus accelerator pedal position. This table uses NT speed not engine RPM. Im trying to see how i can calculate nt speed to rpm but im not finding any information, i did try to get a tuning guide from company and this was their answer( We do not have a tuning guide. The software’s target user is an experienced professional tuner.)

I don't know what NT stands for in this context. My guess remains that this table's Z data is populated with transmission output shaft speeds and I'll explain a bit more as to why.

First off, TCM shift scheduling tables are most often based on vehicle speed, engine speed, or transmission output shaft speed.

Especially since you showed 1st gear which is generally FAR from a 1:1 ratio in a street application, engine speed and output shaft speed will be very far apart, and then vehicle speed will be so much smaller than the others.

As soon as I saw the size of the values, output shaft speed was the only one of those 3 that made sense.

To give you a bit more insight, I decided to go ahead and look up the truck's first gear ratio.

The internet says 3.6:1 for first gear.

If that's correct, the 555 from the table at 10% accel pedal position would be 1998 RPM assuming no converter slip for the sake of simplicity, and that's a reasonable shift RPM for light throttle. That's simply 555 * 3.6 = 1998 since that gear ratio means the output shaft spins once per 3.6 input shaft speed rotations.

In the table's higher accel pedal areas you get 1295 * 3.6 = 4662 RPM, which also seems reasonable.

Keep in mind many computers have separate wide open throttle shift tables, so they may cause a shift beyond that point when at or near full throttle.

If you want to take it a step further, you can bring in the final drive ratio and tire size to determine the approximate vehicle speed at a given engine speed (assuming no converter slip which isn't necessarily the case).

The internet says the final drive ratio on that truck is 3.91 and the advertised tire size will result in an estimated 30.5" diameter. Feel free to correct that if you find a more accurate value.

(Engine RPM/Gear Ratio/Final Drive Ratio) × Tire diameter inches × π × 60 / 63360

(1998/3.6/3.91) × Tire diameter inches × π × 60 / 63360

141.944 X 30.5 × π × 60 / 63360

12.88 miles per hour

Again, 12.88 miles per hour seems like a reasonable speed for a stock truck to upshift from 1st to 2nd gear.

Another way you can verify whether my guess seems to match reality, is to datalog the truck or otherwise record your vehicle speed, engine RPM, and accelerator pedal position when the truck shifts. You can calculate transmission output speed from vehicle speed, and see if it lines up with a shift table.

There are often many shift tables in modern automatic transmission TCMs, so it's good to be aware that depending on vehicle and road conditions, which shift or drive mode is currently active, different shift tables may be used, and figuring out which tables are active at a given time is often made easier if you set them up so they're different in a way that's both safe and easy to identify.

As I eluded to prior, I worked with HPA on an automatic transmission tuning course which will be available in the future, including info like this and a whole lot more, but I hope these tidbits help get you going for now!

Thanks for this info it really helped me a bit, transmission course will be my next course once available. Thanks

hi mike after reading this carefully, i would like to now where the 63360 came from in that formula.