Some really basic graphs on what a gearbox specialist will need to look at (not perodua, this is almost 10 years old technology which involve minimum coordination between ECU and TCU, mostly wheel speed and throttle opening only, Most modern gearbox will have comprehensive communication between ECU and TCU)




P.S. For graph below, note the pressure that the gearbox component is experiencing, it is in close to a hundred PSI. We only pump our tyres to less than 40psi in most cases and at high pressure you can feel all the bumps on the road. Gearbox is a very precise equipment and very expensive as well. That's why many say only use manufacturer ATF and fill ATF per manufacturer spec as gearbox operate on hydraulic/fluid pressure principle via the transmission fluid, recommended dont overfill which cause excess pressure, and dont underfill which cause inadequate pressure (which is why user manual has procedure to check atf level, and atf dipstick has hot range markings and cold range markings.) Some manufacturers like Mazda do not use ATF dipstick on their gearbox anymore, ATF level is checked electronically via pressure readings from ECU/TCU with manufacturer service equipment and specs for perfect function of their gearbox



* Bind up: Gearbox 'accidentally' engage 2 gear at the same time. You will feel a shift where it seems like it's going to next gear but got 'blocked' but current gear. And the gearbox re-do the shift very quickly in most cases.
* Flare: Gearbox release 'clutch' too soon. RPM rise more than 300rpm during a shift. During that rpm rise, no power is transfer to wheel. Ie. Slippage.
* Bump: Kick/thud during gear shift which has no symptoms of above
** Just a general guideline









What a fully modern TCU-ECU coordination will need, at it's basic: