Performance tuning the 4L60E and 4L80E Transmission VIA PCM

[Cadride]

My truck is a 94, but after comparing the tables between $0D and $EE I'm getting in way over my head. I was hoping that I could use just the info from the performance tables, but like you said what I don't know could kill my tranny.

Did you put 0 for shift times in the "desired shift time vs TPS" mine is currently 1st 875, 2nd 1000, and 3rd 800 at WOT. I have read from different forums that changing line pressure or changing shift times can have the same affect. I would personally think the way you have gone changing the time would be the easiest on the drivetrain components. I changed the MPH that it shifts at under different conditions mostly for the gearing change that I made.

Thanks for the prewarning on the TCC lock up at this point I don't plan to make changes there.

[EagleMark]

I looked in a bin for $0D and I beleive those settings should be .850 and IIRC I did end up at 0 or .100. Sneak up on them, cut in half and see how it feels. RInse and repeat.

When I was plsying with shift times I did lots of data and tranny temps went down a little with short or 0 shift times compared to stock/sluuuuuuussssssshhhhhhhh

[Glen Koenig]

In the thread title you mention 4L80E, and that is why I came in here, to find information about tuning for a 4L80E behind an LT1. However, it looks to me that most of the information is about tuning for a 4L60E. Am I missing something?

I don't want to hijack your thread. Do you know if the 4L60E tables parameters are basically the same as what I would need for a 4L80E?

[EagleMark]

We are trying to get the tips and trick in one thread so good hijack! What are you looking to do? Although transmiossions are differant the paremeters to adjust are similar.

[Glen Koenig]

We are trying to get the tips and trick in one thread so good hijack! What are you looking to do? Although transmiossions are differant the paremeters to adjust are similar.

Sure, I'll explain it all here.

I have been running a 4L80E with a PCS TCU-2000 behind an LT1 (still controlled by the stock PCM (16188051)), in an Impala SS. Conventional wisdom at that time was that an external TCU was the only option for controlling a 4L80E back when I installed the 4l80e. A lot has changed since then, and now I want to go back to the stock PCM for controlling the trans.

I used Tunercat with the CE version of EEB.tdf to switch the solenoid settings in the constants table, and re-pinned the trans connector. It seems to work fine on a short drive around the block. However, I'm very concerned that I not make a mistake by using incorrect line pressure settings, as well as other key controlling tables, in order to avoid burning it up after a few blasts down the 1320. I have a friend that did the swap using TC and he burned up 2nd gear. After looking at his bin file, it looks like he bumped up the line pressure significantly. Might have been his undoing.

Oh I just got a response from Bryan Herter, who said that he uses the same parameters for the 4L80E as he's been using with the 4L60E. So I guess I have my answer, unless you think otherwise?

Thank you,
Glen Koenig

[RobertISaar]

from a control standpoint, there isn't much difference between the 60 and 80, the biggest two things i can come up with are gear ratios differ a bit, so slip calculated would be off without correction, and that the 80 only uses a single TCC related solenoid (PWM) while the 60 uses a PWM and discrete solenoid.

the 80 has the advantage of an input shaft speed sensor, so slip can be calculated better.

the main calibration difference would be the table used for determining what duty cycle to run the PCS at based on desired pressure and trans temp.



other than that, i can't think of much that would need changed. once the trans temp gets high enough, the line pressure is ran closed-loop to help prevent slippage, which is one of the advantages of a PCS equipped transmission.

[EagleMark]

That's good info that 60 and 80 can use same settings!

Here's some info to think about. No need to use EEB, just flash with EE, it's worked for me many times. 4L60E from 94 which is only one early in year $EEB to 95 $EE trans is 95 has PWM TCC, there's an exrta wire from PCM to trans and I would guess some bin file changes? I just stick to keeping a bin year to trans. If there's any mechanical mods to trans then line pressures should not be touched as they have already been modified.

Use TunerPro RT to datalog transmission! It is a seperate data logging connection from motor data, this will keep an eye on what's happening like shifts and more importantly tempretures! Can see how MPH and shifts line up, does TC do gear change calcs in bin? this could very well be the biggest issue. There's three speed related settings in bin, start from a stock bin and make the overall changes. I know that TC OBDII does this overall and can bee 100s of changes to all the tables! Have any of these wrong and all sorts of shifting issues and heat can occur.

[95stroker]

Hello,
I have a Golen Built 540 HP -495t dyno numbers we put a 2800-3200 rpm stall converter in a pro built (8yrs ago) 4l60e. Ie Shift kit ect . my issue is that i have issues with the 3-4 shift wanting to slip umless I go WOT . my tuner has my TCC enable off as well as the PN switch . Im not worried about the second . but , I am conserned with the TCC lock up being off on an electrically shifted and controlled tranny. Could this be my issue ? I have zero knowledge on the pcm side of the performance of the trans . i have done all the wrench stuff , pan drop filter change . no codes , the filter flush cleaned it up for a couple runs, adjusted the throttle cable and tps and that helped for a few runs . it could be the 3-4 clutches . But , I need to know if the TCC being off is a problem
thank you all for any help to a novice pcm guy ,
GOD bless,
Rob