• 1 Flash Settings 6-Speed
• 2 Launching & Performance Options
  • 2.1 Drag Race Mode
  • 2.2 Custom Launch Control 6-Speed
    • 2.2.1 Override Brake Boost Protection
  • 2.3 Take-Off in 2nd Gear
  • 2.4 Stay in 2nd Gear at a standstill (in M-Mode)
  • 2.5 Activate Line Pressure Bump
• 3 Comfort & Economy Options
  • 3.1 Disable Cold-Run
  • 3.2 Standstill Decoupling
• 4 Shifting
  • 4.1 Shiftmap editor with Presets
    • 4.1.1 Shiftmap Editor: Editing Presets
    • 4.1.2 Shiftmap Editor: Setup hints
  • 4.2 Use Stock Shiftmaps
  • 4.3 Shift Speed in M-Mode
  • 4.4 Torque Reduction during upshifts
  • 4.5 Torque Punch
  • 4.6 Reassign Shift-Speed
• 5 Driving
  • 5.1 Kickdown
  • 5.2 Throttle Blips in M-Mode
  • 5.3 Lockout 6th Gear in S-Mode
• 6 Limiters
  • 6.1 Valet-Mode
  • 6.2 Max. RPM
  • 6.3 Torque Limit per Gear
• 7 Miscellaneous
  • 7.1 Gear Display

Open

Flash Settings 6HP transmission

Open

Flash Settings 6-Speed

xHP has “Flash Settings”, allowing the user to change specific settings before flashing an OTS or Custom Map. This injects these user-defined values into each map before it is flashed.

Use is simple:

• adjust the desired settings

• save the settings

• flash any map to apply the settings.

“Drag Race Mode” is designed to squeeze the absolute maximum out of your transmission and improve your 0-60 and 60-120 times! Torque reduction during shifts is entirely disabled, shift pressures are maxed out, and clutch protection thresholds are raised to put your engine's full power to the ground no matter what.

The absence of torque reduction during shifting results in better acceleration times. This is especially true on turbocharged cars, as the engine does not have to reduce boost during the overlap phase of the transmission. Shifts are made with the maximum possible pressure to compensate for the additional load on the clutch packs. The standard safety thresholds for clutch load are increased accordingly.

The 8-speed transmissions use a similar logic in Launch Control mode, but Drag Race mode furthers this idea. Launch Control mode is also internally disabled on some cars after reaching a specific counter. In Drag Race mode, the LC counter is disabled and is permanently available.

Drag Race mode is automatically activated in Launch Control mode and Sport+/DSC OFF mode (8-speed) or Manual mode (6-speed). The increased pressure only becomes noticeable above about 40% throttle. Everyday daily driving in Comfort/D is unaffected.

All our stages are typically developed within the transmission limits to ensure unaffected longevity and stock-like trouble-free operation.

Drag Mode deliberately ignores these limits for maximum performance and should only be used in particular situations, such as drag strip competition! Drag Mode can be applied to any of the stages or even to your stock file.

Launch control on 6-speed cars is achieved by limiting the maximum torque allowed in first gear during brake boosting. RWD cars use 350 ft-lbs/450Nm as a starting point.
For most AWD cars, torque control is unnecessary as they have more than enough traction. If you have traction problems in the upper gears, use the “TQ limit per gear” panel to manage them.

Override Brake Boost Protection

The ZF6HP and ZF8HP use a torque converter to amplify the torque coming from the engine before it enters the rest of the driveline. This amplification must be considered while brake boosting to protect the transmission and the rest of the driveline.

ZF torque converters' typical torque multiplication factor during brake boosting is around 1.75 - 1.9. (Engine speed > 800 rpm and turbine speed: 0 rpm).

This makes torque converters great for launching vehicles, but due to the amplification, the allowable torque from the engine needs to be limited. This limit is independent of any other torque limits and is only applied during the boost phase of the converter.

It is hard-coded per transmission variant (6HP21, 6HP28, 8HP45, 8HP50, 8HP75, etc.) and cannot usually be changed by the calibration engineer. There is a good reason for this: even small changes result in substantial torque jumps after the converter.

The override function in xHP has five settings from 5% to 15% to increase the allowable torque, OR you can turn the protection off completely. If OFF is selected, the engine torque is not limited by this particular function but only by the corresponding gear limiter. (Gear 1 or Gear 2)

Particularly on higher-powered cars, staying in second Gear at a standstill adds to the comfort of everyday driving (you save one Gear at each junction) and can even help optimise 0-60 times on high-powered RWD cars with limited traction.
xHP lets you choose whether to activate this function for D, S, or both modes.

There is no downside regarding wear, as torque converters transmit torque through fluid rather than friction plates (as in a manual or dual-clutch transmission).

The transmission reverts to standard behaviour when necessary, for example, in the following situations:

• When activated for D mode only, the transmission will revert to 1st Gear when shifting to S and/or setting Sport or Sport+ with the DEC switch.

• In D/Comfort mode, the transmission immediately returns to 1st Gear when Kickdown is activated. (emergency function)

• On a cold start (some cars)

• On a gradient or with a trailer attached

• When the transmission is overheated

Let's choose whether the transmission shifts to 1st or 2nd Gear when stopped in M mode.

Line pressure" is the main pressure at which the transmission operates outside of gear changes.
The primary input for calculating the line pressure is the torque value sent by the car's engine controller (ECU, DME).
The pressure is regulated by an electronic valve controlled by the TCU (Transmission Computer).
ZF transmissions typically operate with a maximum oil pressure of 16-20 bar. The higher the pressure, the higher the clamping force of the clutches and the higher the maximum torque that can be transmitted through the clutch pack before it starts to slip and quickly burns out.
This custom option adjusts the transmission mapping to allow about 5 to 15% more peak pressure.
Typically, ZF transmissions can easily handle the typical torque increase of Stage 1 or 2 engine tune when fitted with an xHP OTS map. However, for very high power increases, this option can make the difference between whether your clutch pack can cope.

In 6-speed transmissions, the lock-up clutch remains open during cold running to deliberately create slippage in the torque converter, which helps to warm up the gearbox oil more quickly.

Like the engine, the gearbox needs oil within a specific temperature range for optimum clutch control.
This switch allows the user to turn off the warm-up phase and skip the torque converter slip for the first few minutes of driving.

After a few seconds of driving, the lock-up clutch starts to work.

Decoupling at a standstill is a comfort and fuel economy feature that minimises vibration at a standstill and reduces fuel consumption.

This function is active when a gear is engaged at a standstill. Through the torque converter, automatic transmissions create a constant power flow to the wheels when a gear is engaged. This means that the engine must overcome the torque converter's oil pressure when idling.

Decoupling cuts off the power flow after the torque converter by opening a clutch inside the transmission. This allows the engine to idle freely with minimal vibration and low fuel consumption. When the brake is released, the clutch automatically closes to reconnect the power flow.

In comfortable cars, this process is often perceived as a slight delay when moving off. In older/higher mileage cars, the opening/closing of the clutch is sometimes perceived as a slight jolt in the driveline. This function can be used to disengage the clutch at a standstill permanently.

The shiftmap editor allows you to change all shift points in D- and S-mode to suit your personal preferences. For example, you can make your car shift later from 1st to 2nd Gear when accelerating, or vice versa. Or keep the car in 6th Gear longer when accelerating on the motorway.
For an easy start, xHP offers four presets: Relaxed, Relaxed+, Sport and Sport+.

These presets make it easy to test your car and experience the changes quickly. Select a preset and flash any map again. xHP will automatically apply the presets to your shift map during the flash. Presets work with your stock calibration. All flashed OTS maps and custom files.

Relaxed and Relaxed+: Your car shifts up earlier and is less eager to downshift when you press the accelerator.

Sportive and Sportive+: Your car shifts up later and stays in lower gears longer. It responds more quickly to throttle inputs and is willing to shift down.

Shiftmap Editor: Editing Presets

You can edit any presets and save your changes in up to three custom slots for further customisation. Select a preset from the drop-down list and click the toolbox icon.

This will load the preset into the editor and reveal its saved settings. You can edit each up- and downshift and then save your changes to one of the three custom slots.

The presets themselves remain untouched, so you can always return to them. Your Custom Slots are also exported when you use the Import/Export feature, so you can easily share them with other users!

Shiftmap Editor: Setup hints

A "shiftmap" comprises ten lines spread across the throttle input.
Five for upshifts (1-2-3-4-5-6) and five for downshifts (6-5-4-3-2-1). The upshifts and downshifts can be configured independently. The settings made in the editor are always relative to the flashed map. You do not set exact shift points, but you can change the shifting of a given OTS or custom map! The range is from +50% to -50% for each shift.

Make sure you make sensible changes. If you change 1-2 up, you should do the same gradually with the subsequent shifts to get a 'natural' shift feel while driving. A good rule of thumb is to make more extensive changes in the lower gears and more minor changes in the higher gears.

However, you are free to experiment with these settings. xHP pre-calculates and validates all changes against each OTS map stored on the unit. A fixed set of rules is applied to correct 'wrong' settings and prevent deadlocks automatically. Such a deadlock could occur if your 2-3 upshift point were set below the 3-2 downshift point or if an upshift resulted in a target RPM below engine idle.

Below is an example of how the standard Stage 3 map of a 335i in D-mode can be turned into a very comfortable and low-shifting map:

This setting allows the transmission to shift into the 2nd Gear immediately after starting in D-mode and keeps the revs below 2000 rpm during normal driving in traffic on a 335i E90.
This is just an example, but users are encouraged to experiment and find their best shiftmap. The Shift Point Editor allows you to change the character of a given map with just a few sliders.

This option will always keep the stock shift points, no matter which map you flash.
With this feature enabled, changes in the shiftmap Editor will be relative to the stock shiftmaps, not the shiftmaps of any OTS map you may have flashed!

This panel allows you to fine-tune the speed of each upshift in M-mode!
Positive values (slider to the right) mean FASTER but harder and, therefore, less comfortable shifts. Negative values (slider to the left) mean SLOWER but smoother and, therefore, more comfortable shifts.

This function allows you to adjust how much torque reduction the transmission requests from the engine during upshifts. Just as in a manual gearbox, where the driver presses the clutch while releasing the accelerator, the automatic transmission requests the engine to reduce torque as it shifts from one Gear to another.

Reducing the amount of torque reduction (slider to -) can reduce turbo lag after shifts, especially in the lower gears. Conversely, increasing the amount of torque reduction (slider to +) can produce faster/sharper shifts.

The primary purpose of this function is to fine-tune your shifts to your current engine setup, as any aftermarket component or tuning will slightly alter the engine's behaviour during shifts.
Tuned cars with large turbos may require less reduction than cars with stock turbos. If you experience a bit of "lag" on a particular shift, you can also try reducing the torque reduction by a few percentage points until it starts to smooth out.

Simply minimising all values won't do the trick, as raising the amount of torque pulled during a shift will put more strain on your clutches and extend the shift time a little.

This panel lets you set up the amount of clutch kick the transmission applies on each upshift in its sportiest setting (Sport+/DSC OFF).
Lower values will lead to smoother shifts, while higher values will lead to firmer shifts with more "punch" in the driveline.
Lowering those values to compensate for the added friction can benefit high-power vehicles with uprated clutches.

The 6- and 8-speed automatic transmissions have three different shift speeds (Standard, Medium, Fast), which the TCU selects during driving based on several parameters.

For example, when the sport button is active, when the car is in manual mode or when the driver presses the accelerator quickly. Sometimes, the shift speed can also be limited generally, for example, when towing a trailer or during cold running.

The shift programs can be reassigned to this panel. For example, you can set the "Fast" program always to be active.
(= set “Standard” and “Medium” to “Fast”)

Or you can set the "Medium" shift program as the minimum available speed.
(= set “Standard” to “Medium”)

Allows the user to enable/disable the use of the kick-down switch, separately for D-, S- and M-modes.

There are three settings: Default, Enabled, and Disabled.

“Default” uses whatever is set in the flashed map.

“Enabled” and “Disabled” override the settings in the map.

Throttle blips are used to adjust the engine speed during downshifts. This function allows you to set the aggressiveness of your downshift blips in manual mode.
The main aim of rev-matching is to speed up downshifts by actively matching the engine rpm to the target rpm in the target gear. This is achieved by applying a short blip to the throttle during the transition between 2 gears.
Users can change the intensity of this blip by +-50% compared to the setting in any of the OTS maps or custom maps used.
Higher values result in more audible and faster blips but can be uncomfortable.
Lower values will result in slower but smoother rev-matching.

This has been a never-ending debate since the introduction of xHP Flashtool. Some users want the transmission to engage the 6th Gear at motorway speeds when using S mode, while others don't and complain about the same thing. Most BMWs do not use the 6th Gear in S mode. It's a factory setting and is due to the German Autobahn.
Nothing is more annoying than a transmission that shifts back and forth between 5th and 6th Gear at constant speeds of 200km/h+. On the other hand, customers in other countries use S-mode as standard and complain about poor motorway mileage.
Our OTS maps mostly use 6th Gear in S-mode, as most of our customer base cannot enjoy unlimited motorway driving. To end this battle, users can use this switch to disable 6th Gear in S-mode, although most of our OTS maps are configured differently.

Lend your high-performance vehicle to your children safely, or make sure the garage mechanic does not show off your car to his mates. Valet Mode can be applied to any map and works safely in all driving environments.

• Limits your vehicle's power to approximately 100 hp in lower gears and 130 hp in higher gears.

• Limits max. RPM to approx. 2500-3000 (depending on vehicle)

• Disables kick down

• Prevents premature downshifting in manual mode (max. 2500 rpm)

• Locks the transmission in its slowest operating mode

• Disables launch control/brake boost.

Allows users to set their own WOT (Wide Open/Full Throttle) shift points. "Max RPM can be set separately for D-, S- and M-modes.

Allows the user to customise the “current Gear” display on the instrument panel.
Four settings are available:

• “Default” uses whatever is set in the flashed map.

• “OFF” switches the display off. The dash will only show the current mode, not the current Gear (except in M-mode).

• Display Actual Gear and Display Target Gear show the current Gear in all modes (D, S and M) but differ in when the display changes to the next Gear.

  • "Display Actual Gear" causes the display to change when the shift has been fully processed and the next Gear has already been engaged by the transmission.

  • "Display Target Gear" switches the display at the beginning of the shift. Drivers have different perceptions of when it is correct for the gear display in the instrument panel to change.

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