ssean92

thanks guys, I will try that. Ok I have a friend that is getting torque converter issues, it jump from 1st to 3rd wont use 2nd

aifilaw

Sounds more like he broke the 2-4 band in the transmission... see if it will shift from 3rd to 4th.
Otherwise, do a search for "stall wall"

VinceTrifecta

Or a broken reaction shell... That happened to my 1991 Caprice! A broken reaction shell leaves Reverse non functional, too, though.

ssean92

tranny is fine

OneFlyn95z28

At least the miss-information continues on

For the record we are running 9s and 10s with out a "Shift Kit"

rtracy

Does your friend have a high stall converter?

aifilaw

not really the place to discuss such things, that's what new threads are for.

cause4panic

I believe you skipped over the 3->4 shift and put the 4th gear redline in. 3->4 should be like 117 or something.

Why did u put 42 - (0.10 * 54) = 38mph

shouldnt it be

42 - (0.10 * 42) = 38mph

Just trying to clariffy

THanks

aifilaw

Math ****,
yes, you are correct


and if I remember right 3->4 shift should be 126 or something like that.

C_Rules

Anybody have some ideas of what the TCC WOT Forced Lock Speed Threshold vs. Gear tables do. I have a suspicious feeling that they are causing me spikes on my dyno graph from the converter locking and unlocking. Mine are set to lock at 95 and unlock at 90 for both the 3rd (dyno runo) and 4th gear.

blown94

just tuned into this thraed as I finally got my laptop hooked up and running with tunercat. Ive got a mailorder tune but had them leave the trans stock. Ive changed gears and adjusted my speed calibration. Now im tweaking trans. shift points and lockup.

To answer C Rules' question, yes, this is exactly what you think. Lockup WILL engage at WOT at the set speed. If you want to disable that function temporarily you can set the enage speed @ WOT to like 200 mph. Though, I wouldnt leave it like that unless you only want 4th gear lockup. Lockup is actually a good thing, if you've got a good converter. It couples your trans with the engine completely for more power/torque. Assuming you have a converter that can handle the torque, you WANT lockup to come on even at WOT for less power loss to fluid sheer in the converter. Where to set it??? I have read setting it around the RPM wher your eng. makes peak torque is where you want it to be. I would try 1-200 rpms below peak torque, but you need to figure out what speed that will be obviously to enter it into that chart.

By the way, alot of good info here, just gotta weed through it.

evilbeef54

got a couple of questions, im getting a DTC error:

MALF 83: TCC Control Feedback Fault

Anyone know what this means?

also what is Slip RPM this seems to be bouncing up and down a bit here's a .csv from my trans data from a pass the other night

http://www.datafilehost.com/download-1e6211c5.html

cause4panic

After reading some posts in the automatic transmission forum I am going to mess with some of the TCC settings. On a smaller converter the lock up clutch has much less surface area to apply on.

I believe we can tune this pulsing out by adjusting…….
ECM switch parameters
Gradual TCC release (x= enabled)
ECM constants
TCC apply rate (%dc/sec) vs gear vs % tps
And
TCC release rate vs gear vs % tps

Anyone messed around with these settings?

93v8clone

sorry to bump a old thread but ttt, i love the way my performabuilt lvl 2 , when i drive shift wise . but when i go from a digg i hit my rev limiter every time on my 1-2 and 2-3 can i just change my w.o.t shift points a touch just to fix this without changin everything else ?

aifilaw

Pretty much, I would change the RPM table in that case down by a couple hundred RPM in those two tables until you are shifting at the RPM you wish to shift.