T43 2007 ERA OS: 24239353 CALID: 24242131 or 24246751 Good Performance & Tow Tune
So I have decided to edit my first post to encompass several things I have learned about the 6L80 from 07-2014 in all GM Applications. Below is the first post that started this thread. However, look through this rather long post for "Edits:" that will be posted. Finally, I will include (3) Stock tunes for stock transmissions, that have been tested each with about 300 miles of individual driving and testing. They will be Performance alone, Economy Alone, and then a combo. I will give all information in those posts below. I will also have several files attached below in this updated post, as well as the tune files attached in each of their respective posts.
2/23/2021 EDIT: I have submitted 2 new final revs, after completely testing both calibrations 18" Rom and 22" Rom Versions. Please use these files, and ignore previous unless you wish to look at the previous versions for educational and learning purposes.
NOTE: All ATTACHED FILES, SPECIFICALLY MY EDITED TUNE FILES, WHILE HAVE BEEN TESTED BY ME, WITH NO KNOWN OR VISIBLE ISSUES, ARE (1) TESTED ON MY STOCK 2007 CADILLAC ESCALADE EXT, AND (2) ARE AVAILABLE TO YOU WITH STANDARD DISCLAIMER, USE AT OWN RISK. I AM NOT RESPONSIBLE FOR DAMAGE THAT MIGHT TAKE PLACE. WHILE i HAVE TRIED TO TEST THOROUGHLY, BY NATURE I AM LIMITED TO WHAT VEHICLE I HAVE TO TEST WITH. THERE FOR, YOU MAY NEED TO ADJUST THESE A LITTLE FOR YOUR VEHICLE, DRIVING STYLE, COMFORT, AND PERSONAL CHOICES. I AM MERELY POSTING THIS TO AID OTHERS WITH LEARNING SOME PROCESSES, OUT OF BOX THINKING BACKED UP BY RESEARCH, ETC. THE STOCK ROMS THAT STATE STOCK, ARE IN FACT STOCK READ FILES FROM GM DIRECTLY OR FROM STOCK VEHICLE. ALWAYS CROSS REFERENCE WITH OTHER KNOWN POSTS, THREADS, TUNING SITES, ETC. BASICALLY UNDERSTAND THAT WHEN DOING THINGS FOR YOURSELF, YOU NEED TO QUESTION EVERYTHING, AND CROSS YOUR T's AND DOT YOUR I's!!! THANK YOU. RESULTS MAY VARY.
Original Post:
Hi everyone,
I could use some help. I have another thread dealing with Speedo Calibration, but this is for something else. I have been sifting though the threads discussing good tune's in relation to Torque Converter Lock up, and shift points, and just I guess not interpreting what I need to do. Please be patient with me and I will try to clarify any questions asked, etc.
My Truck is 2007 Cadillac Escalade EXT, 6.2L E38 and 6L80E T43. I recently purchased it with 165K miles. Looked good on paper, but including trade of another vehicle, and cash out of pocket, I am 40K deep into this truck. New Motor, New Trans, among many other things that fell apart right after I bought it. Initial issues with the trans when I bought it, it would randomly lock and unlock the Torque Converter, lock out 5 and 6 gears at highway speeds, and many other inconsistencies with shifting. It now has 2K miles on the fresh GM certified Trans, and is starting to do the same thing. I keep reading in threads how it is the shift points and actual programming that is the issue. So I am trying to gain some knowledge about just getting this truck to be a daily driven truck that doesn't blow transmissions. In its history, come to find out, this is the 4th 6L80 in this truck...
I am definitely willing to learn, but also need to be able to drive this truck since I am a private contractor. I don't have within decent distance a Tuner that has had experience with specific PCM/TCM combo, to do a good transmission tune. I am hoping that someone has a tune that is directly loadable, or relevant that I could use as a good base, with some basic adjustments already made. I.E. maybe for a 1500 Truck, Suburban, Yukon, etc with this same combo. Or one they could post, that could copy and paste the basics into my rom or calibration that would improve it's drivabilty until I could spend more time logging and adjusting. I interpret best when I see Tables, and can compare them to correlating stock tables, to see how the adjustments were made i.e starting points and ending points comparing tables and graphs tells me a lot, or I can decipher best that way is what I am saying.
I'm open to any suggestions, as well as any info you may need, or even possibly sending someone the info, and paying them for their time. I have attached both stock files below if someone needs them to make the adjustments. I am using TCM Cal ID 2426751 currently for on GM's own calibration database states it is the calibration for 22" Rim Luxury editions of the Escalade's. Infact, the only difference of the two calibration files, is one says it is for the 18" rims, and one is for 22" versions. A side by side comparison shows very subtle changes in a couple of the tables, and not sure if there are any other changes that we can not see. My local GM dealer says that mechanically there are no difference in a 6L80 18" Rim base model, and a 6L80 22" Rim Luxury model vehicle, and that it is all within the calibration.
Thanks in advance,
Edit:
This testing has been done with an entirely stock T43 6l80 out of an 07 Cadillac Escalade EXT. Motor is mostly stock E38 6.2L L92 Non VVT/AFM, with CAI, Coils, Wires, Catback Exhaust, Transmission cooler. Mileage on chassis is 165K, with 2000 miles on full stock rebuild drive-train, i.e. Motor and all accessories, Transmission, Transfer Case, Differentials, Brakes, Rims, Tires.
Edit:
So I started with first, shifting issues that most people see with the 06-08 Cadillac's in general with 6L80's. Shutter shifting, lockout in 3rd gear tow haul, lockout in cruise control of 6th gear, and other random shift issues. Look at any google search on 6L80 shift issues, and the list becomes long... Well, I have good news for you, read on.
In my endeavor to fix this either mechanically, or software tuning oriented, I have come across some great information, that may be common knowledge, but in my searches, I have not seen anyone suggest nor prove/disprove what I am about to propose.
Right, so here we go.
Speedo/Tire Calculation lead me to my first research project of Visiting both a GMC Dealer, Chevrolet Dealer, (2) Transmission repair shops. Where we found:
At First Glance:
One of the shops actually had a 2009 6L80 out of a Cadillac Escalade EXT.. Which the only difference is that I drive a 2007. Gm Verified no change between years of 2007 and 2014 respectively. as well as Transfer cases all have the 40 tooth in them as well. I counted the Teeth myself on both the 6L80 Trans, and the T-Case. and 2WD VS 4WD/AWD does come in to play here, which I will explain.
The input shaft 6L80 Reluctor ring is 36 Teeth
The Output Shaft 6L80 Reluctor Ring is 44 Teeth
The Transfer case Reluctor Ring is 40 Teeth
So, on a 2WD application only, the transmission does the speed sensing, and it is an Average of both input and output, so input being 36 teeth, and output being 44 teeth, the average of the 2 is 40 teeth.
On 4WD/AWD applications with use of Transfer case, the speed sensor is on the T-Case, where the output reluctor ring is 40 Teeth. This is the primary speed sensing, if it fails, the TCM will utilize the average discussed in 2 wheel drive applications.
GM Verified this in their parts department with parts schematics. One note to make, is I only have access to the USDM Markets. Not sure if other markets have different specs, but I would generally think not.
Note: I tested this within both ECM/TCM, changing the VSS to 40 and LIMPED THE TRANS. I posed some questions to EFILive about this, and Joecar is researching at looking at things. SO FOR NOW 36 is the accepted number, and other changes will yield you good speedo/tire calibration
Shift points change which I will get to later in the post, lead me back to the same shops, to double verify and check.
ALL 6L80 Transmissions put in to SUV/Trucks as of 2007 thru 2014, are Identical. GM Verified that there is no difference in mechanical build, they are all cross compatible. What does differ is the TCM OS and Calibration ID. They all use the T43. The difference is within the shift tables and what they are doing.
Example:
For my Cadillac: Normal mode is shift lever D, Pattern A shift is Tow/Haul, and Pattern B is Cruise.
For My dads 2014 Suburban, Normal Mode is Shift Lever D AND Cruise, Pattern A shift is Tow/Haul, and Pattern B is ECO AFM shift mode.
Speculation and my own research says, that the reason for the different part number within GM is the Year of vehicle, and what accessories it has like AFM/VVT, or not, etc. Calibration ID of course is the revision number fro that OS. Common knowledge probably, but figured I would clarify. I will further explain this below once I get to Shift Tuning, Pressure Tuning, and etc.
Speedo Tire Size Calibration:
Initially with this setup, first order of business was to get my speedo adjusted. This is where I started. In this bit of tuning, I was adjusting the ECM to reflect 32" tires. Here was the thread I started(https://forum.efilive.com/showthread...do-Adjustment) but I will summarize it below by post.
NOTE:My Method to Tire Size/Speedo/GPS adjusment:
Open ECM Rom, and TCM rom in two different windows.
Select Speedo in ECM Calibration.
Select Transmission Calibration > Speedo in TCM Calibration
With the ECM:
Select Parameters > Speedo Calculator > Speedo Calculator Tab > Enter known Tire Diameter in Tire Diameter field under Tire Calibration, then hit Apply, and close the calculator. (I prefer to measure my tire diameter with a flat board and tape. On flat ground, stick board flat on top of tire and eyeball level it, then measure between it and the ground, on flat surface of course.)
Notice how table's H0101, H0136, and H0139 have now changed.
Leave H0102 alone, (ill get to that later once we have feedback from EFILive on reference to conclusion over in that thread, for now, IT IS 36.)
Mirror new settings in H0136 over to H0105.
Mirror new settings in H0101 over to H0135.
Mirror new settings in H0139 over to H0140.
Mirror new settings in H0152 over to H0153 (This is assuming you have same size tires on all 4 corners, if not this would be staggered, but since I am AWD/4WD, they are mirrored)
H0160 is worth Mentioning, for since mine was AWD/4WD, I chose to change that table to reflect actual Drivetrain)
With TCM:
Select Parameters
Mirror H0101 to the new settings from the same table within the ECM
Mirror H0136 to the new settings from the same table within the ECM
Save both Calibrations, Flash both Calibrations, and run your test. Repeat if necessary, or OCD like me. My GPS and Speedo are identical, both will change speed at the exact same time using my method. You may have tro try a couple of times, like I did, but once I used this method I explained, I was dead on.
Shift Point changes:
First, read through this thread: (https://forum.efilive.com/showthread...-points-change)
For the most part we are going to follow Wheelz post #11 within that thread, as well as my posts that start with post #25, here it is below:
From Wheelz:
Quote:
Please read the entire post before attempting any changes. I am assuming your truck is in sound mechanical condition and that you are using a good bit of common sense when testing so you don't tear your truck up if you made a mistake. This is a guide that I follow for my trucks, make changes at YOUR OWN RISK. If you are not comfortable tuning your transmission consider buying a tune from a tuner.
Happy reading
What I've been doing on my personal truck (ls1B = 05 5.3 and 4L65, so it's gonna be a little different cause I only have 4 gears to work with, but not too different)
1. Correct you speedo for any tire change. Verify the speedo output from the ECM matches the TCM speedo output matches your speedometer. You'll have to make a couple datalogs to verify this. If you need help with that let us know.
(The following is for up shifts)
2. Set your WOT shift points and copy those values to your part throttle shift tables for throttle positions 65% and up
3. Determine what speeds you want your truck to shift at when your driving easy (less than 30% throttle position) I tuned my moms 6L80 to always keep the rpms above 1500 after the shift. Just drive it in manual mode and take notes at what speeds you want it to shift at.
4. Go to your part throttle tables and at approx 15% throttle, set the values to the what you liked from step 3. Then for 0% throttle, subtract 2-3 mph from that value and for ~30% throttle add 2-3 mph to that value. Highlight the cells from 0-30% inclusive and select the linear smooth button from the toolbar. You should see the graph become a nice smooth line. Or you can do that manually by picking numbers.
5. Highlight starting with the 30% throttle cell you changed to the 65% throttle cell you changed and click the linear smooth button again to make a nice straight line. You can massage the corners (no more than 2 points) so you have nice smooth transitions in the graph.
6. Determine what gears you want the torque converter to lockup in. I did gears 4-6 in my moms and 2-4 in mine. Locate the TCC folder and find the TCC apply speeds. For 4th gear TCC apply speeds, copy the entire 3->4 part throttle shift table to the 4th gear TCC apply speed table and then multiply every value by 1.05. That will let the truck shift then lockup the converter. Some people prefer to simply add 2mph instead of multiply by 1.05. It's all personal preference of how quick you want it to lockup. Then repeat that process for the other gears. 4->5 copies to 5th gear apply speeds. 5->6 to 6th gear apply speeds, and so on.
7. (Downshifts) for simplicity sake, start with WOT. Determine what speeds to downshift at. ***make sure your downshift speed is LOWER than your up shift speed, or you can create the shuttle shift where your truck can't decide what gear to be in*** one guide is for the (example) 3->4 WOT up shift, subtract 5mph and that is you 4->3 downshift speed. Set all your WOT downshift speeds similar to that process.
8. Copy the WOT downshift speed to the appropriate part throttle downshift table at throttle positions greater than 85-90%.
9. This is where it can get confusing... For the 4->3 downshift, go to the 3->4 up shift tables and highlight the cells that have speeds LOWER than your WOT downshift speed for the 4->3 shift. Copy those cells from the 3->4 table to the 4->3 downshift table so that the last cell you highlighted lands at the 85-90% throttle position. This means that there will be cells at the top of that table that are unchanged.
10. For the cells that were left unchanged after that last copy event, copy the 0% throttle position up shift speed and subtract ~3-5 mph and set that as your 0% downshift speed. Highlight from 0% to the "corner" on the graph where you shift points start climbing rapidly and click the linear smooth button. That will give you a good starting point for your downshift tables. You can massage the values where you want it to shift sooner or lug harder.
11. TCC release speeds. (Torque converter unlock) for (example) 4th gear release speeds, copy the entire 4->3 part throttle downshift table to the 4th gear release speeds and either multiply all values by 1.05 or add 2mph. Do this for your other gears. (5->4 downshift to 5th gear release and so on) This will let the converter unlock right before the shift for smoother downshifts.
That's the basic process I follow. For your 6th gear downshift since that's your highway gear you will most likely have to adjust the values so that it will lug more and not shift so quick on a hill. I set my 75% throttle downshift speed to 75mph and smooth the graph from there. That's by no means a final shift table, but it will get you close enough you can simply tweak values and get there.
Use caution, go slow. It takes me an hour to rebuild all my tables for my 4L65. Take notes of what tables you've changed, are changing, and have left to change cause its easy to get lost and copy to the wrong one or miss one.
I am going to add an additional tool to help as well. I found a Spreadsheet Calculator, this calculator does shift points for 4l60 thru 10L90 Transmissions. This is great find.
Here is the link to the HPT thread about the spreadsheet "Most GM Trans" Calculator: https://forum.hptuners.com/showthrea...Table-Software
I will attach it to the post below. File Labeled: "BC_Trans.zip"
NOTE:In the calculator you will see a table in the upper right hand corner labeled "D RPM" within the "Engine / Drivetrain" box. What this is, is a table that sets the highest downshift RPM you would like to see. This will help with downshifts in all shift patterns, but more importantly downshifts while towing. I have it set at the recommended 3500 RPM for downshifts while towing. Adjusting this RPM speed, will adjust the downshift points directly. So as I tested the Tow Haul pattern I set in previous tune revision, I found that it was downshifting correctly, but I was seeing 5K rpm on downshifts, under heavy load this could cause some issues. So this new attached tune has the pattern A Tow Haul mode downshift speeds readjusted for a 3500 RPM downshift.
Shift Pressure Changes:
On the shift pressure side, a table to help with minor flaring is the base shift pressure, Shift Pressures > Pattern A Base Upshift > 1>2, 2>3, 3>4, 4>5, 5>6 respectively. From 0-300 Nm and from 20-125 TFT-C degrees trans temp, most tuners add 5-10% more to the shift pressure. Do that for the 1-4 gears as 5th and 6th are pretty much overdrives and don't really need it, I don't mess with them.
Also, in the Engine RPM Pressure Limiter > 1st, 2nd, 3rd, 4th respectively, leave Park, Revers, Neutral, 5th, 6th alone. As to 1st thru 4th, the max line pressure in PSI is 123. Set 0-2500 RPM to 123, Set 4000 Rpm to 116, and set 7000 RPM to 109. Due this in all 4 gears.
Torque Limits:
You can up your torque limits, though on stock motor and trans you wont really gain anything. I set mine a little higher, for I will be tuning the motor rather soon. I set my Torque Limits > Parameters > D9411 TCC Max Torque Rating Table with a slight bump from stock 461 setting up to 502. Then I gave my Torque Limits per Gear as slight bump as well. In the 1st, 2nd, and 3rd in all RPM's, I bumped the stock 664 up to 725, 4th in all RPM's got a bump from 664 to 675, and 5th and 6th got a bump in all RPMS from 520 to 550.
Adaptive Learning:
Next is the Oncoming pressure presets, it's also used for how quickly it enters the next gear. Located in Adaptive Learning > 1>2 Defaults > 1>2 Torque Based Pressure > On-coming Column VS Mid/Min/Max Torque. Most tuners normally add anywhere from 10-20% depending on gear to help get a nice clean shift. Do this for 1-2, 2-3, and 3-4 shifts as well. Only change the On-coming column and Min, Mid, Max rows.
NOTE/Edit:These changes will not take effect until you do an adaptive reset, preset within the Scan 7.5 DVT controller tables. Look to Post #9 within this thread below for a crash course on how to do this, I am running out of room...lol
Now for my trial and error by fire:
So my first revision used my stock tables, adjusted using both wheels method and the calculator method, homeoglated into each respective shift table.
(Continued to Post 2...)
