d2903 is TCC solenoid minimum PWM, there are 5 columns left side is psi right side is tft *f. What do I change to 98?
d2901 is TCC minimum pressure was set to zero, do I change it to 60?
d1001 is TCC apply speed second gear, currently normal and cruise are 250 performance and hot 249
d2905 isTCC apply rate pressure is currently 0 to .3 psi to 120 at 4.0 to 240 at 6.0

Wes

d2903 is TCC solenoid minimum PWM, there are 5 columns left side is psi right side is tft *f. What do I change to 98?
in those columns there are #'s which is the duty cycle or percentage of apply for the Torque converter clutch... if the minimum is 98% it will be almost like an on/off switch for the torque converter.

d2901 is TCC minimum pressure was set to zero, do I change it to 60?
The reason I was thinking to increase this to 60 was so that when the tcc applies it would have enough pressure to lockup when starting out at 60psi than the potential for heat build up caused by slipping the tcc from too little pressure from being able to start out at something like 0 psi

d1001 is TCC apply speed second gear, currently normal and cruise are 250 performance and hot 249
those #'s are ok.. they basically are just set above a possible apply speed to ever prevent the tcc to apply in that gear


d2905 isTCC apply rate pressure is currently 0 to .3 psi to 120 at 4.0 to 240 at 6.0-----
I don't know about this one just or thinking of how it would feel at the high rate of pressure ramp up I posted but mine feels firm starting the ramping up from 11-25psi but the min pressure above set to 60 might conflict/overide this one... you would have to see but I think it would be safe to start with atleast20 and go to maybe 30 psi... or try what feels best to you...

I applied those settings except for the ramp rate. The tcc is now an on/off item. I still feel a shutter, miss, or a hunt while driving. I logged a run to the bank and a back, its 3910 frames. Maybe one of yall can take a look and see whats going on. PM your addess and I will send you the log and current tune. Not sure how to attach a file.

Wes

i know this is an old thread, but i'm runing into these issues right now. threw a 1870 code while driving down the highway. didn't notice any trans problems, cleared the code. two days later driving down the highway and felt two kicks or hiccups while driving on the highway, but no code. driving about 1.5hrs on the highway at 80mph. driving 1.5hrs again at 70mph, but with no kick or hiccup but then get the same 1870 code from two days ago. thinking i need to get the upgraded vavle body in my 97 4l60e. i do have the 0411pcm, and TC lock up is only four gear, i have it turned off in 2nd and 3rd so the TC heating up should be taking care of with the 4th gear lock up only(correct?). guess my question is can the problem with the 0411 in the older 96-97 trans be corrected with lock up only in 4th gear and upgrading to the newer vavle body?

The code is probably being set from detected torque converter clutch slippage. TCC slipping is commonly caused by wear from the TCC regulator valve in the valve body bore, pressure leaks past. Sonax makes a repair kit. A Trans-Go shift kit fixes it too.

i have a shift kit install also(forgot till now) the Sonax repair kit, is that the valve body upgrade that my buddy was telling me to get?

i just want to fix the little problem now, before it gets to a $$$big problem$$$ later

VortecBlazer wrote:

i have a shift kit install also(forgot till now) the Sonax repair kit, is that the valve body upgrade that my buddy was telling me to get?

i just want to fix the little problem now, before it gets to a $$$big problem$$$ later

one sonnax repair kit or re-conditioning kit is
http://www.oregonperformancetransmission.com/Merchant2/merchant.mvc?Screen=PROD&Store_Code=OPTI&Product_Code=SNX-SC-4L60E&Category_Code=4L60ESK
will help your problem but the problem is more than just 1 place in the valve body where your tcc apply fluid is leaking and not allowing it to lock up... and allowing the trans to slip too much...

here is a post a while back when i did a bunch of stuff to my 60e before i swapped to the 4l80e

http://www.pacificp.com/forum/viewtopic.php?p=40785&highlight=#40785

maybe it will answer a few ?'s.... if you do search on the various parts i installed sonnax explains a lot in detail of what they are trying to accomplish with each updated part

Robby

Found this while looking up TCC function. I have a 1997 4L80E in my truck, and I want an on-off action with the torque converter. I don't know if my new converter can handle the slippage the new ones use. So...

"I would think say to change these tables other people can add their advice also this is just what I "would think"

under {D2903} set to 98
under {D2901} set to 60
under {D1001} set all to 130 and at the {D2905} is the ramp up rate set this from 40 increasing to 100 psi"

Did anyone try Robby's settings including the ramp rate? I'm going to go ahead and do a 60/99 on mine but would be interested in knowing about the ramp rate if anyone's tried it.

Also, is there any issue with using a Kevlar converter like an on-off? Thinking I might go ahead and make all my programs this way if there won't be a problem.

I was asking the same question when I did my 411 swap and never could get an answer. let me know how it works.

I had to edit this..... I think you will be fine with those settings above. just make sure there is NO apply in 2nd gear(which shouldnt be anyway)
If you use the woven carbon fiber TCC clutch material it was designed for more heat and slippage.... The previous materials were not and designed Mainly for on/off type of engagement
This very reason was why I swapped to a 4l80e BEFORE I swapped in the 0411 bc at the time I didnt have efilive and didnt know of these settings.... I I even called the inventer of the TCC apply valve update for Sonnax who lived in Georgia who described the EC3 tcc apply strategy in detail under their tech bulletins(was a woman actually) and she confirmed that the apply strategy called ec3 for the (60e) was different and tthe reason why there were Many different types of torque converter clutch materials made for the 60e.... I didnt argue so I went to the 4l80e
I never saw the difference via comparison in the tune but knew the valve bodies were different on the 98+ 60e trannys and so was the material of the TCC.
I believe if you Had a 80e or 60e and shortened the time it takes to apply the TCC either material will last..... The only difference will be the FEEL in a Shudder/bump form with the wooven carbon fiber bc it was designed to ramp/slip in while engaging

Cool, thanks. I'm going to give those settings a shot then.

Will I have to do that when I get swapped to the 411 PCM? I still have the 4L60E too.

Chevy 97 wrote:

Will I have to do that when I get swapped to the 411 PCM? I still have the 4L60E too.

I would. The original reason way back when i started this thread was bc under "Sonnax's" tech updates they said the 1998 and up 4l60e was a Different beast via "EC^3" lock up strategy and TC clutch material. I just wanted
To make sure i didnt mess up my 60e at the time bc i wasnt sure.
I spend over a year or research and calling people and asking different opinions.
There was a company I called(have no clue now who they are now or exact specifics since it was 6+yrs ago) but they installed 4l60e's in hot rods with efi. They had a certain combination combination of 95-97 4l60e and a newer style ecu controlling the motor/tranny and they put 3 transmissions and TC's in the truck and narrowed it down to the ecu with that style TC/tranny. At the time I spoke with ED wright to get his thoughts on it and he said he never heard if it.
Fred(97k15004wd) was the original pioneer on fixing this via changing the lockup "time" it takes to fully lock up
The TC. He showed me via Tunercat with a different table on the 1997 ecu.

I think you will be ok with the 0411 if you force to lock up like an ON/OFF style engagement.

I will have to save this thread so when I get it done I can find it again to reread everything.

Well do to all the slippage over the years I didn't want to take the chance of anything being worn out. I pulled the trans and had it built. The builder modded the valve body so it was an ON/OFF lock up, no slippage!