wait a minute! since reinstalling my pcm after a tune by frost, my car has an outstanding 1-2 shift, very crisp 2-3,3-4,but when going to drive it bangs hard.
You don't have to live with a trans that bangs from neutral to drive to have something bulletproof.Īs I mentioned there are much better ways of playing with line pressure. It makes the trans harsh all over the board,which is not necessary, hard on the planetaries and is really unnecessary abuse. The suggestion of turning up the pressure with the EPC solenoid is not the best route. You can build them bulletproof and still be very comfortable to live with day in and day out. You can tailor the line pressures in the tune to your desired feel,upshifting and downshifting,and not have that dreaded "bang" when you slide it into gear. Very hard on parts.īetter off to up the line pressures either via shift kit,or in the tune. It will also cause "in gear" harsh shifting,meaning everytime you go from park to drive or neutral to reverse it will "BANG" into gear,a very unpleasant situation,and if you don't have your foot on the brake "hard" it will shove the car. It ups the pressure everywhere accross the board. Turning the little screw on the EPC solenoid does up the line pressure,but it causes other issues too. Also what we do is turn the EPC soleniod IN 1/2 turn to raise line psi, but be careful to not get carried away with the soleniod adj.Sonnax makes great tranny parts, I've used them on builds in the past. it is sonnax#77911-03k check it out on their web sight if it is even on there yet. I have the part # for sonnax's new servo that is ridiculous. Tuning is actually very easy.If he has the corvette servo setup already and is STILL having 2nd gear issues (possible squak on band apply) going of his post.Then he will eat up his fresh trans too.He obviuosly needs more help keeping that band on and more line psi.
We no longer support TCI products except for pre-existing customers, but it sounds like he really needs some support. If all this sounds like rocket science, have your buddy call me and I'll do my best to set him straight on the tuning. The computer doesn't have much influence here other than a wacked out TPS reading that is applying too much line pressure at a low throttle angle. If your buddy never had a problem reaching Park, then he needs to adjust in that direction.
#4L60E SHIFT KIT TUNING FULL#
Typically, the end user has difficulty achieving full Park or full 1st gear. Jake's feedback is spot on since there really are no shifters available for the 4L80E. A soft transmission or loose converter will exaggerate the shift time delay at WOT. This allows some time, as a function of rpm, for the shift to complete. Max rpm for WOT should be set at least 500 rpm less than the engine's redline.
Again, the proper values must be entered into the setup Please clarify if the TCU has a silver cast aluminum case (gen 1) or a red case (gen 2).Īs for VSS, it uses tailshaft speed, final drive ratio and rear tire diameter to calculate vehicle speed. The calibration process varies slightly depending on whether the TCU is Gen 1 or Gen 2 (PCS). First rule of any TCU calibration is to make sure that the TPS is fully calibrated. Shift timing is based on TPS position and VSS reading unless the TPS is at 100% WOT.
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