Man I love this car

[i3igpete]

Honestly could see this working either way. you might need to just try it and see what happens.

It might enable some currently disabled cells in a lookup table somewhere. Which would be the best case scenario.

On the flip side, it could be the max scalar and the dme is using it as a denominator to calculate a decimal between 0-1. example, "i want 500Nm of lockup torque, so I'll send the diff 0.333 clamp load." but instead it divides be 2000 Nm and now sends a 0.250 clamp signal.

Or could be some weird Edge case where it increases the clamp load but also causes some other value to clip. It just sucks that there's no way to test this in a controlled environment to be sure. Lot of variables on the track.

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[razorlab]

Honestly could see this working either way. you might need to just try it and see what happens.

It might enable some currently disabled cells in a lookup table somewhere. Which would be the best case scenario.

On the flip side, it could be the max scalar and the dme is using it as a denominator to calculate a decimal between 0-1. example, "i want 500Nm of lockup torque, so I'll send the diff 0.333 clamp load." but instead it divides be 2000 Nm and now sends a 0.250 clamp signal.

Or could be some weird Edge case where it increases the clamp load but also causes some other value to clip. It just sucks that there's no way to test this in a controlled environment to be sure. Lot of variables on the track.

Yea, would be nice to log current diff behavior and then log again after changing this.

I'm less interested as I don't have an issue with how the diff currently operates, so someone else would have to do that.

 

[Hasan]

The values I have posted are from a 6MT. It would be interesting to see the values for an 8AT.

I would be quite happy if I could get the diff in my car to behave like an 8AT.

 

[razorlab]

The values I have posted are from a 6MT. It would be interesting to see the values for an 8AT.

I would be quite happy if I could get the diff in my car to behave like an 8AT.

Sorry, which values? Where?

 

[Hasan]

Sorry, which values? Where?

 

[razorlab]

What are the values available when you go into “Max_Sperrmoment” ?

 

[Hasan]

What are the values available when you go into “Max_Sperrmoment” ?

1500 and 2000

Wondering if the auto variant is SP2016?

 

[razorlab]

1500 and 2000

Wondering if the auto variant is SP2016?

No, mine is SP2018 as well.

 

[Hasan]

No, mine is SP2018 as well.

Thanks for sharing the information. Not sure what I am looking for or where to look for it.

 

[R1Outcast]

Tell me about it. It's even worse in Tampa Bay driving on roads designed for 1/3rd the population we currently have.

Yup! I grew up and learned to drive in Miami. I know all about overpopulation and aggressive driving?

 

[Funkjaw]

Thanks for sharing the information. Not sure what I am looking for or where to look for it.

I asked Super Grok to analyze and interpret your 4 photos.

Table: Parameters from PROTOOL GSD CODING (Based on Provided Images)

Image	Parameter	Status/Value	Potential Relevance to Locking Engagement
1	ZuwanzigKmHSchuelle	SchuelleAktiv	Likely a 20 km/h threshold, possibly affecting locking activation
1	Klassierung	Enabled	Unclear, may relate to system configuration
1	XCP	Disabled	Likely unrelated (diagnostic protocol)
2	Private_CAN	Disabled	Unlikely related (communication bus)
2	Temperaturschwelle_Motor	160_Grad	Motor temperature threshold, not directly relevant
3	C_DebugFrame_FR	Disabled	Likely diagnostic, not relevant
4	Max_Sperrmoment	1500Nm	Controls locking force, not timing
4	Kupplungsgroesse	Kupplung_7/8	Clutch size, possibly fixed but relevant to capacity

Seems to me the key things to adjust
ZuwanzigKmHSchuelle (set lower to have the LSD engage earlier - Grok thinks it doesn't engage until going faster than 20 km/h - this would help with J turns, donuts, gymkhana, auto cross, etc )
Max_Sperrmoment (set higher to have the LSD engage with more clamping force, would help with all of the above and more)

Of course just reaching out to the dev team at protool for guidance is ultimately the best solution here. But if you are willing to play around with it I'd start with the two settings above.

Hopefully this is helpful.

 

[Hasan]

Hopefully this is helpful.

This is fantastic. Thanks

I have this value in TL_ID, which is not the factory value as per protool. . Any idea what this might be about. Thanks

 

[FLtrackdays]

The values I have posted are from a 6MT. It would be interesting to see the values for an 8AT.

I would be quite happy if I could get the diff in my car to behave like an 8AT.

You’re really making me want to drive the MT car on track & feel the difference.

 

[Funkjaw]

This is fantastic. Thanks

I have this value in TL_ID, which is not the factory value as per protool. . Any idea what this might be about. Thanks

This is what Grok says:

• TL_ID Meaning: "TL_ID" likely stands for "Teilnummer ID" (German for "Part Number ID"), a common term in BMW and Toyota Supra ECUs (given the Supra’s shared platform with the BMW Z4). It identifies a specific component, such as the differential hardware, firmware, or software configuration.
• Custom Value: 0000054AE: This hexadecimal value (54AE) is a unique identifier, possibly tied to the differential’s part number or a software version. Such IDs are used in automotive systems to ensure compatibility between hardware and software or for diagnostic tracking.
• Compatibility with Coding Profiles: If you’re applying a coding profile (e.g., a GTS or CS profile from BMW models) to adjust differential behavior, the "TL_ID" ensures the profile matches your hardware. A mismatch could cause errors or prevent the profile from being applied.
• Diagnostic Use: When working with a tuner or community (e.g., SupraMKV), providing the "TL_ID" value can help confirm the differential’s configuration, ensuring any coding changes are appropriate.

 

[Hasan]

What are the values available when you go into “Max_Sperrmoment” ?

Whats your default value for “Max_Sperrmoment”?

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