The TCU has many parameters that can be user-adjusted. For a description of each adjustable setting, you can check the relivant chapters:
aditionally, the EGS calibrations can be modified manually, but that will not be covered in this chapter, as modifying those settings could result in damage to the gearbox. If you know how to modify them (The config app allows you to), you can.
This is caused by the wrong CAN layer being selected. Usually, this happens when a vehicle has a different EGS model to its selected CAN layer (For instance, W211 always came with EGS52, but towards the very end of its life, some vehicles got fitted with EGS53 TCU, but it runs software compatible with EGS52 CAN).
As a rule of thumb, the following CAN Layers can be used based on chassis types:
This is 99% of the time caused by the Torque converter.
Unfortunately, due to the sheer number of torque converter variants present in the 722.6, there is no such thing as a good default map that I could come to. Therefore, the Torque converter system is designed to adapt over time to try and learn how your Torque converter clutch behaves. This can take quite a while in some situations, thus, the pressure maps can also be manually tweaked at any time in the config app's map editor.
For users of the TCC Zener board, it is recommended to have a minimum locking pressure of about 5000mBar.
This can be mitigated by activating the TCC Zener mode on the PCB (Or installing the addon mod for prior 1.3 boards).
If you are using an output shaft sensor with the TCU, then you cannot activate the TCC Zener mode. In this case, the best option is to just disable the Torque converter completely under TCU Settings.
All additional profiles can be enabled under TCU Settings, Shifter settings
This can be solved by modifying the shift point maps. Raising the threshold RPM for the higher gear, or lowering the threshold for the lower gear.
This is caused when the TCU detects an invalid gear ratio. (More than 10% off the target gear).
For most vehicles, this can be fixed by double-checking the differential ratio. A lot of cars have 2 or more different ratios listed on the wiki, its worth trying all the ratios, since some differential ratios are for specific markets (As a rule of thumb, the highest differential ratio listed for any chassis is for the USA market only)
After some adapting period, if the shifts are still harsh under low load, then it is best to adjust the low and high filling pressure maps for the relivant applying clutches. 100mBar reduction should be enough to mitigate the harsh shifting.
Increase the high filling pressure of K3 by about 100mBar, and increase the filling time when above 60C in 20ms steps until the flare stops.