Control 4l80E with $0D code or go $0E. Smoked my last 4L60E

[96lt4c4]

I have probably been through 5 60E's over the years. Now that I have a turbo, I broke it again. I have an 80E, but I do not want to start all the way over on my tune. What needs to be done to run the 80E off the 60E code, or can it even be done? If I have to start over and go to $0E I will but really do not want to.

[96lt4c4]

Also is there fan code for $0E? If I change to $0E I do not want to lose my fan code.

[Markmx6]

You can control the 4l80e with a 4l60e tune using some relays and some pin changes. I was looking to do it myself and ended up going with HPtuners and did the segment swap.

Some people have mentioned preferring this method due to the torque convertor lockup issue, but either way it wouldn't effect (affect?) your tune at all. It will have some issues if you don't change the gear ratios though.

[Fast355]

You can control the 4l80e with a 4l60e tune using some relays and some pin changes. I was looking to do it myself and ended up going with HPtuners and did the segment swap.

Some people have mentioned preferring this method due to the torque convertor lockup issue, but either way it wouldn't effect (affect?) your tune at all. It will have some issues if you don't change the gear ratios though.

You don't even need a relay. It can be done by switching a single address bit in the calibration code to invert a single solenoid. I would recomeend swapping to a $OE bin file and just pasting in your calibration tables.

[billygraves]

.....

[96lt4c4]

You don't even need a relay. It can be done by switching a single address bit in the calibration code to invert a single solenoid. I would recomeend swapping to a $OE bin file and just pasting in your calibration tables.

Well, come on man, give it up!...LOL. If its that simple to change, why do you still recommend going to the $0E code?

The unit I have is a 99 and is compatible with the PCM. I have ran into the issue you you are talking about with the PCM matching the trans, I put a 91 80E behind a LS2 and was getting low line pressure. Switched to a 94 valve body with the later FM, and fixed it.

[Fast355]

Well, come on man, give it up!...LOL. If its that simple to change, why do you still recommend going to the $0E code?

The unit I have is a 99 and is compatible with the PCM. I have ran into the issue you you are talking about with the PCM matching the trans, I put a 91 80E behind a LS2 and was getting low line pressure. Switched to a 94 valve body with the later FM, and fixed it.

I recomeend $0E code because there are more transmission parameters and tables than engine and the calibration needs major adjustments to properly run and shift a 4L80E. When you are going through the code there is literally a table that dictates shift solenoid positions for various gears. IIRC it is the 1-2 shift solenoid that is inverted. You also have to zero the 3-2 downshift solenoid pulse width table and turn off the trouble codes for the TCC solenoid and 3-2 downshift solenoid. Also need to correct the gear ratio values for accurate slip calculations. I did it once to run a 4L80E using OD_MAF PFI on a 350 TPI engine.

[billygraves]

.............

[96lt4c4]

There is an easier way than changing all the cals in the tables. The XDF doesn't have ALL the cals defined. You will miss items.
Take a PROM/MEM-CAL/hex file for a stock 4L80-E with any engine within your code or s/w. Find the starting and ending address for the trans side. Copy and paste it into your engine running calibration. The only way I know is to use a PROM with a hex editor or my S-4 Dataman PROM Programmer from 1924. Use to did this with new software releases before production if the address didn't shift in the cal area.

Alright, so I am trying to move the $0E trans parameters over into my $0D bin. I have 2 instances of Tuner Pro open looking at my current tune with an $0D xdf, while looking at a stock $0E bin in the other. If I open a $0E bin with a $0D .xdf some of the tables do not make sense and are off some, same the other way around. It looks like all the tables are at the same addresses between the $0d and $0E xdf. Is there some kind of offset? Kind of getting over my head here, but I want to figure this out.

[brian617]

I don't know the correct terminology, but you can most copy and paste tables from Instance to another. Both masks use almost all the same tables (not all) and they are in different locations. Its almost like they had two different groups of people building these with the same bucket of parameters and assembled them in a different order lol. PE is one set of parameters I can think of in which OD and OE have a different amount of tables. Could be a lack of undefined tables...

[96lt4c4]

I don't know the correct terminology, but you can most copy and paste tables from Instance to another. Both masks use almost all the same tables (not all) and they are in different locations. Its almost like they had two different groups of people building these with the same bucket of parameters and assembled them in a different order lol. PE is one set of parameters I can think of in which OD and OE have a different amount of tables. Could be a lack of undefined tables...

I know I can copy the tables back and forth, but I am trying to copy the raw HEX data and paste it

[brian617]

Ohhhhhhhh... Yeah that's deep LOL

[buddrow]

In the mean time, I am building a stand alone trans controller which will control both the 4L60E and the 4L80E. Its not quite ready for consumer use yet but getting close. PM me if you're interested.

Buddrow

[96lt4c4]

In the mean time, I am building a stand alone trans controller which will control both the 4L60E and the 4L80E. Its not quite ready for consumer use yet but getting close. PM me if you're interested.

Buddrow

No thanks, been there done that.

[96lt4c4]

So I have the 80E built and in the truck. Running $0E code, copied most of my other running $0D tune over and the truck runs pretty good. There are a few little bugs to work out. The major bug that I have is no TCC lockup. It was a long day of installing the trans when I moved the wires around to eliminate the 3-2 downshift solenoid and move the TCC wire into its spot, that the 4l80e uses on the trans connector. Somehow screwed that up. I fixed that last night and still no TCC lockup. After digging around and looking through the PCM schematics I noticed the 94 4L60E uses pin E10 for TCC lockup, which is how I have it connected now. With the $0E code the PCM uses pin E11 for PWM TCC lockup. I am hoping this is my problem. I have not found anybody doing this on a 94 model yet, I have seen some posts about a 95 which would already have the TCC control wire going to pin E11, with the 60E and $0D code, because I think that was the first year for PWM TCC 4L60. It was pretty late last night so I didn't have time to move the wire and test it.

[Fast355]

So I have the 80E built and in the truck. Running $0E code, copied most of my other running $0D tune over and the truck runs pretty good. There are a few little bugs to work out. The major bug that I have is no TCC lockup. It was a long day of installing the trans when I moved the wires around to eliminate the 3-2 downshift solenoid and move the TCC wire into its spot, that the 4l80e uses on the trans connector. Somehow screwed that up. I fixed that last night and still no TCC lockup. After digging around and looking through the PCM schematics I noticed the 94 4L60E uses pin E10 for TCC lockup, which is how I have it connected now. With the $0E code the PCM uses pin E11 for PWM TCC lockup. I am hoping this is my problem. I have not found anybody doing this on a 94 model yet, I have seen some posts about a 95 which would already have the TCC control wire going to pin E11, with the 60E and $0D code, because I think that was the first year for PWM TCC 4L60. It was pretty late last night so I didn't have time to move the wire and test it.

The 4L80E DOES use the PWM output for the TCC. The TCC and 3-2 wires became my input speed sensor wiring in my Express van.

[96lt4c4]

The 4L80E DOES use the PWM output for the TCC. The TCC and 3-2 wires became my input speed sensor wiring in my Express van.

I ran 2 new wires for the input speed sensor, because you really only end up with 1 extra wire down there right? At least I do, maybe 94 only.

Pin T needs to be moved to S. I do not have pin U, so that leaves me with the pin/wire S (3-2 downshift) not going anywhere.

http://i105.photobucket.com/albums/m232/tapyz250/images_zpsb9r4ofte.png (http://s105.photobucket.com/user/tapyz250/media/images_zpsb9r4ofte.png.html)

So hopefully moving my TCC wire from pin E10 to E11 will fix the issue.

[Fast355]

I ran 2 new wires for the input speed sensor, because you really only end up with 1 extra wire down there right? At least I do, maybe 94 only.

Pin T needs to be moved to S. I do not have pin U, so that leaves me with the pin/wire S (3-2 downshift) not going anywhere.

http://i105.photobucket.com/albums/m232/tapyz250/images_zpsb9r4ofte.png (http://s105.photobucket.com/user/tapyz250/media/images_zpsb9r4ofte.png.html)

So hopefully moving my TCC wire from pin E10 to E11 will fix the issue.

I had two unused wires but I think that is a 1995+ thing

[96lt4c4]

I had two unused wires but I think that is a 1995+ thing

Well its fixed, TCC is locking now. I love this trans, should have done this a long time ago.

[Fast355]

Well its fixed, TCC is locking now. I love this trans, should have done this a long time ago.

Same way I felt! My buddy rode in my Express on Sunday and asked me if the trans was BUILT. I said its actually a stock trans with a Transgo HD2 kit, deep pan, and a little tuning. He couldn't believe how it could spin the tires on a 1-2 shift at 50 mph. He is rolling a 383 powered 1998 K1500 rolling on 44s with a solid axle fron differential and Dana 70 rear. I datalogged his 200cc aluminum head 383 and found he was running 120% duty cycle @ 5,200 and hit 100% at just 4,000. His stock 4L60E is not liking it much.

[96lt4c4]

Same way I felt! My buddy rode in my Express on Sunday and asked me if the trans was BUILT. I said its actually a stock trans with a Transgo HD2 kit, deep pan, and a little tuning. He couldn't believe how it could spin the tires on a 1-2 shift at 50 mph. He is rolling a 383 powered 1998 K1500 rolling on 44s with a solid axle fron differential and Dana 70 rear. I datalogged his 200cc aluminum head 383 and found he was running 120% duty cycle @ 5,200 and hit 100% at just 4,000. His stock 4L60E is not liking it much.


LOL...yeah my injectors are a little small I am well over 100% on 10 pounds of boost. The old 60E didnt like me turning the boost up. I am back down to about 7 pounds now, the thing pulls like a mother, I think I am going to leave it alone.