True story.

 

Basically, yes, but far superior.

As far as a camaro tranny and truck tranny, apples to oranges. Trucks weigh twice as much, different axle ratios, different tire sizes, transfer case in 4x4', PAYLOAD AND TOWING, all "extra" factors when figuring how much a transmission can take. LOTS more abuse and wear and tear than a camaro or corvette could ever give it in stock form.

Now, again, this is just my opinion, but I believe the power was dialed back to keep people from frying their trannys from the HP and TQ increases over the past couple of years. GM know's they're phasing out the 4l60, so why spend money improving parts and beefing it up to handle more power, when you can "manage" the power through the computer and dial it back for hard launches.

 

I doubt it. TQ management and the PE delay are completely different tables in the PCM in LSx tunes. It wouldn't make sense to use one to accomplish a function the other is infinitely better at doing.

It makes far more sense that it's there for gas mileage or EPA reasons, since well, that's exactly what the point of that setting is for. A 4 second delay for enrichment is going to do nothing to help limit torque during WOT upshifts, which is when the majority of transmission wear is going to occur.

Why would it be there in the 4 speeds and not the 6? My best guess is, the 6 spd trucks don't need to use as much throttle during EPA gas milage testing and so don't get into PE as often, or maybe they just do so much better for the rest of the test that GM didn't care if it hit PE during the test. Using PE delay as a crutch for 4 speed gas mileage makes perfect sense.

 

I don't know about you, but I abused the 4l60 in my old formula WAY more than my new truck. I've only towed with my truck twice and neither time was anything heavy. My formula saw a hard launch and 2nd gear chirp probably everytime I drove it.

 

The 4L60E is the electronic version of the 4L60...(which may or may not be practically very similar to the 700R4)

 

You're forgetting two VERY critical factors: weight and available traction. Your car weighs about 2000 lbs less than these trucks, has lighter drivertrain components, can break traction with ease, and will never have to suffer the abuse of all four tires grabbing for traction at the same time at maximum engine torque.

Available traction can also be stated as skid torque. That is, the maximum driveline torque when the tires lose traction. It is a function of the tire/road friction coefficient, tire rolling radius, axle ratio, weight over the axle, and driveline efficiency. Who's at a disadvantage for each? Tire radius, axle ratio, weight, and friction coefficient (when in 4WD) are disadvantage: truck. Think of the moment your rear tires break loose in that Formula as "blowing the fuse" in the driveline. This saves the trans, axles, etc from breakage. It's not so easy to spin the rears in these trucks, so all of that troque stays in the driveline.

To put it another way, this 4L70E would have no trouble handling 800hp (just picking a number) in stock form if the vehicle only weighed 2000 lbs and only had 2WD. Consider a worst case: the Hummer H2. That 4L70E has to suffer the abuse of FULL-TIME AWD, more weight than a Silverado, and humongously heavy wheels and tires. That right there is the pit of hell for any 4L70E.