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Thread: How about a transmission tuning tutorial!

  1. #121
    Joe (Moderator) joecar's Avatar
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    Quote Originally Posted by EagleMark View Post
    Back from the past... Found this thread accidentally in search... how come it never made a sticky or link or? Lots of good ideas!
    Ok, stickied.

  2. #122
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    Wow I just finished reading the whole thread, lots of great information!

  3. #123
    Junior Member wells's Avatar
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    Wow.... This was a ton of info to take in at one time. excellent info. I only piddle with EFI live on a very few customers of mine, but I have put a good bit of time into my personal truck. 09 Sierra LY2. I have adjusted TM and shift times awhile back and about two months ago installed 1-2 vette servo and 3-4 supper hold servo. Even with the TM adjustments the shift felt great. Not violent, but firm. I now have changed gear from 3.55 to 4.10 ( all this to compensate 35" tires ). Now the 1-2 shift is brutal!!!! I have returned TM back to oe settings, and it helped, but still to harsh. Any suggestions on next plan of attack? Main purpose of servos where to no smoke slush box 4l65E with the tires and now I'm afraid its going to grenade.

    Anything above 18% TPS will "slam" on 1-2. Thank you in advance for any advise.

    Wells

  4. #124
    Joe (Moderator) joecar's Avatar
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    Set 1-2 shift pressure table back to stock, add more 1-2 torque reduction.

  5. #125
    Joe (Moderator) joecar's Avatar
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    Quote Originally Posted by joecar View Post
    Make sure that P0101, P0102, P0103 are disabled in these tables:

    E0101, E0102, E0103, E0104

    edit: and check for any instances of P0101, P0102, P0103 in any Exxxx tables.

    (they don't appear in all these tables)
    Updated ^

    Later years have table E1006.
    Last edited by joecar; April 21st, 2014 at 12:19 PM.

  6. #126
    Joe (Moderator) joecar's Avatar
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    Also, see this: When-throttle-kickdown-is-not-set-at-100


    Quote Originally Posted by joecar View Post
    Graph show what happens when the Throttle Kickdown tables are not set at flat 100%...

    ( 4-3 Kickdown curve has been axis-swapped to match axes of 3-4 PT Upshift and 4-3 PT Downshift curves )

    Above red line = upshift into 4th
    Below green line = downshift into 3rd
    To right of blue line = throttle kickdown into 3rd

    The blue region shows a conflict (PT upshift table wants 4th, throttle kickdown table wants 3rd).

    PCM may or may not follow the kickdown table... it won't shift when you think it should, and vice-versa.


  7. #127
    Joe (Moderator) joecar's Avatar
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    Also take note of this:

    Quote Originally Posted by joecar View Post
    PT shift table relationships:

    basic relationships:
    1->2 curve should be above 2->1 curve;
    2->3 curve should be above 3->2 curve;
    3->4 curve should be above 4->3 curve;

    additional relationships:
    3->2 curve should be above 1->2 curve;
    4->3 curve should be above 2->3 curve;

    this can be summarized as: the curves cannot cross anywhere;

    if they cross anywhere, then you will not be able to predict what gear the PCM selects when the operating point hits the cross.
    Same concept goes for the WOT MPH parameters.

  8. #128
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    Joecar,

    For the shift pressures is it safe to just copy the pressures from the performance side of D701, 702 and 703 to the normal side?

  9. #129
    Joe (Moderator) joecar's Avatar
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    You can go a little higher...

    I do this: make a straight line from (0, 0) to (399 ftlb, 96 psi)... do this on all 3 PT upshift pressure tables;

    then set all 3 PT upshift time tables to 0.25 s;

    then go for a drive, adjust shift feel by adding or removing TR from the shift torque reduction tables;

    I also add 1 extra pint of ATF above the hot full mark (if you do this, check dipstick to make sure ATF is not frothing)... if you're drag racing this will help to keep filter submerged.

  10. #130
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    If decreasing TR does nothing to the up shifts, do I need to increase pressure?

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