4L60E trans parameters

[hoogiesngrinderz]

I've been putting on some tuning miles on the 98, engine runs well besides a little knock retard and the seldom random misfire code. Today, for the first time ever, I got a P1870 code for component slip. It seemed that the TCC wanted to go in and out of lockup while cruising around 50 mph.

Everything in the trans has less than 10,000 miles on it - TCI clutches, rebuilt pump, beast shell, TransGo reprogram kit/plate, Trailblazer torque convertor, Corvette servo, etc. TCC check ball was removed when I went through the trans and installed the beast shell along with some other parts. Trans is behind a TR224 cammed LQ4 6.0 with headers.

I did some reading and set the TCC PWM minimum to 92% and the max to 100% (stock is 10% and 96%) which everyone said was recommended by HP Tuners. Other than that, all tables are stock 98 A4. I haven't ran it with the new parameters, yet. Looking for any suggestions. Does anyone have a similar setup and a HPT or EFIlive file I can look? [MENTION=860]sman[/MENTION]?

I'd appreciate any tips, tricks, and/or info! Thanks

[1BADAIR]

mine is stock. 7 -98

[hoogiesngrinderz]

all stock parameters?

Trans holds all shifts, no slip, even at WOT. This never happened before until my 30+ mile trip and while on the cruise home. Maybe trans temp? I have a B&M stacked plate cooler that I need to install yet.

TC is supposed to be 2600 stall. Not sure what a stock LS1 F-body is.

[Nocooler]

With misfire codes you'll have lockup issues. Fix the misfire or tweak the tune to ignore it.


Edit - you have it set to unlock at 20-30% tps right?

[hoogiesngrinderz]

I'll have to look, but everything was set for stock LS1 4L60E. I have since copied over some shift tables from a Trailblazer since the shift points are slightly higher. Haven't ran the car with the new #'s, we got a couple of inches of snow and it's way to cold out.

Here are the stock LS1 Tables for 1998. I used a stock file, my 98Z file is on the laptop:
shifts.png

[Nocooler]

I wouldn't be using Trailblazer tables for the shift points Mike.

http://www.hptuners.com/forum/showth...Table-Software - use that should get you in the ball park for shift points, unless you trans isn't working properly.

It's also important to have the MAF and VE tables close before messing with trans settings too.

[hoogiesngrinderz]

MAF and VE tables have been dialed in pretty close, hard to do on the street without killing myself Runs 12.5-12.9 AFR at WOT

98 PCM's don't have IAT temp scaling table in open loop so I had to really mess with the EQ Ratio table in the very cold temps (under 50 degrees ambient air temps) so it wouldn't lean out before it went into closed loop.

I can't find a link download the software? (EDIT: Nevermind, I found it. Link wasn't a different color or underscored)

[1BADAIR]

Was this a manual car?

[hoogiesngrinderz]

Nope, started out as a 98 Z28 LS1 A4 roller with 3.23 gears. Car was sideswiped so I got another 98 Z28, transferred engine/trans over and put in a 3.42 gear.

[hoogiesngrinderz]

Car shifts better using that program and upping the TCC duty cylce. Proper lockup but would like it to downshift out of 4th a little earlier when getting into the throttle, even though the tables should have allowed it

Didn't help that I had the speedo parameters set to the wheels I had on my NBM Z 255/40/17 vs 275/45/17

No SES but it did have a pending/immature P0300 fault when I had HPT hooked up.

[1BADAIR]

kickdown in my car is set to all 100% but i know it downshifts. My truck is stock and like 28-32%

[hoogiesngrinderz]

Here are the values now

shift.png

I reduced torque management by 50% and upped the minimum TCC duty 50

EDIT: Torque reduction not show in pic

[Detroit Gearbox]

1870 is TCC slippage. Predominate cause is a worn out valve body. This condition normally surfaces when hot. Attach a scan tool and watch tcc slippage rpm. When tcc is commanded on, accelerate slightly and watch the rpm. If it goes above 200 rpm for more than a few seconds it will trigger the code.

Some valve body kits have redesigned valves, and some overhaul kits include a spring to block the valve (forces 100% lock up apply)
Heres one kit that fixes the problem;
http://www.sonnax.com/parts/2458

[hoogiesngrinderz]

I fixed the issue (I believe, anyway) by upping the apply percentages in the tune, as well as getting better tables for shift points and lockup.

I do have a transmission config file to load into my HP Tuners for logging all the 4L60E data, just haven't had time to take the car out for a long drive.

[hoogiesngrinderz]

Figured I'd pull this one back up, possibly pick some of your brains...

So the car isn't locking up when commanded and cruising. However, it will lock right up when commanded AND the force motor is below 650mA (20+ commanded pressure) so the big question is what would cause the lockup to occur only with higher line pressure? It isn't a gradual lockup either, it's goes from 400 rpm slip down to 0 in less than half a second.

Confirmed this with HP Tuners and over an hour of datalogging. All shifts are crisp, going from P to N or P to R isn't sluggish. Need to get a pressure gauge on to make sure the pump is providing enough pressure. Trans temps are in the 160-170 range.

I've ordered a Sonnax TCC Apply Valve and a TeckPak TCC Regulator Bypass (deleting PWM control for lockup)