4L60E NO TCC after PCM swap.

[Tranzman]

I LS swapped an S10 with a 2004 Trailblazer/SSR LM4 engine & a 2002 CHD 4L60E. It has an Elgin E-1839P camshaft. I bought the custom wire harness, PCM & a start up tune from CPW. They sent me a 2005 Silverado tune file that left the battery light on in the S10 because of an incorrect serial data.
A friend from the S10 Forum explained that the OS in the 2005 Silverado tune was not compatible with an S10 instrument cluster logic module. He used OS 12587603 in his and the battery light works as it should.
I ordered a PCM from Flashmasters for a 2004 SSR. The MAF, O2's, Alternator & other items were bought for the 2004 Trailblazer/SSR. That PCM swap fixed the battery light issue but gave me two other issues.

1st) I don't have TCC with the new PCM. TCC mode does not change. TCC works fine and TCC mode changes as it lock up when the old PCM is put back in. So my question is what am I overlooking in this tune file that is prohibiting the TCC to enable?

2nd) the calculated load doesn't go past 28%. I am told that the transmission is load based for shift MPH, shift speeds & pressure rise. With the old PCM it goes above 80% as I was taught. I put a gauge on the transmission and it makes 210psi in drive at 2000 rpms. So I'm not sure that this matters as much as I have been taught.
What I did notice is that the 2004 SSR tune only shows 350 lbs. ft. of max torque and the 2005 Silverado shows 639 lbs. ft. of max torque. This is viewed in editor>engine>torque management>max torque.
So my on this my question is what are they looking at to calculate load %?

I attached both tune files and 2 similar road test log files, 1 from each PCM.

[TransGo Robert]

I LS swapped an S10 with a 2004 Trailblazer/SSR LM4 engine & a 2002 CHD 4L60E. It has an Elgin E-1839P camshaft. I bought the custom wire harness, PCM & a start up tune from CPW. They sent me a 2005 Silverado tune file that left the battery light on in the S10 because of an incorrect serial data.
A friend from the S10 Forum explained that the OS in the 2005 Silverado tune was not compatible with an S10 instrument cluster logic module. He used OS 12587603 in his and the battery light works as it should.
I ordered a PCM from Flashmasters for a 2004 SSR. The MAF, O2's, Alternator & other items were bought for the 2004 Trailblazer/SSR. That PCM swap fixed the battery light issue but gave me two other issues.

1st) I don't have TCC with the new PCM. TCC mode does not change. TCC works fine and TCC mode changes as it lock up when the old PCM is put back in. So my question is what am I overlooking in this tune file that is prohibiting the TCC to enable?

2nd) the calculated load doesn't go past 28%. I am told that the transmission is load based for shift MPH, shift speeds & pressure rise. With the old PCM it goes above 80% as I was taught. I put a gauge on the transmission and it makes 210psi in drive at 2000 rpms. So I'm not sure that this matters as much as I have been taught.
What I did notice is that the 2004 SSR tune only shows 350 lbs. ft. of max torque and the 2005 Silverado shows 639 lbs. ft. of max torque. This is viewed in editor>engine>torque management>max torque.
So my on this my question is what are they looking at to calculate load %?

I attached both tune files and 2 similar road test log files, 1 from each PCM.

I can't offer much help as engine tuning is way over my head and comparing those two tunes there are so many differences I would not know where to start. However i wanted to mention a few things that might come in handy to know. Loas is used to control shift feel aka pressure in the transmission, TPS and VSS are the two main input for shift timing. 200 PSI of line means the computer is commanding max pressure. There was no PID recorded in your logs for the pressure control solenoid, so we can't see it but the amperage has to be down to 0 if you have that much pressure. Unless this is a unit that has been modified to run on line pressure, the computer is sign something wrong and jacking up the pressure to max to protect it. It should have a DTC or more stored in there. IT will also not command lock-up when in failure management mode like that. If the unit was built to run a constant max pressure and you have no code then the computer is simply not seeing the right conditions to command lock-up. Pretty obvious with the crazy low load calculation to see why it would not command lock-up since it won't for much more minor things like running too lean, random misfires or temperature too low, but what is wrong there causing tth load to be calculated crazy low is above my paygrade unfortunately, so i can't help fixing that.

[Tranzman]

Thanks TransGo Robert for your reply. I took your advise from the Transmission Brotherhood post I made the other day. I made some logs with engine data and posted it here, I didn't think to add the PCS solenoid demand & actual amperage.
Sorry my 210 PSI statement was misleading. I did not mean it makes 210 all the time.
I did do another complete line pressure test on both PCM's. They are normal pressure tests to me but the SSR test is slightly higher. It seems erratic while driving. An example of this is while taking off from a stop it starts at 90psi goes to 120psi as you accelerate then drops back to 80psi for a few seconds then back to 120psi.

Engine torque management is turned off (or shows 639 max torque) in the 2005 PCM and I could not get to 2000 RPM's without breaking loose...
Pressure test 2005 PCM
Range Idle 2000 +W/brake
P 75 75
R 140 300
N 75 75
OD 95 140
D 95 140
2 100 150
1 100 150

Pressure test 2004 SSR PCM
Actual Pressures
Range Idle 2000 +W/brake
P 75 75
R 125 240
N 75 75
OD 90 210
D 90 210
2 80 140
1 90 210

Tomorrow I plan to write the max torque of 600 to the 2004 PCM and see if it changes anything..

[TransGo Robert]

Thanks TransGo Robert for your reply. I took your advise from the Transmission Brotherhood post I made the other day. I made some logs with engine data and posted it here, I didn't think to add the PCS solenoid demand & actual amperage.
Sorry my 210 PSI statement was misleading. I did not mean it makes 210 all the time.
I did do another complete line pressure test on both PCM's. They are normal pressure tests to me but the SSR test is slightly higher. It seems erratic while driving. An example of this is while taking off from a stop it starts at 90psi goes to 120psi as you accelerate then drops back to 80psi for a few seconds then back to 120psi.

Engine torque management is turned off (or shows 639 max torque) in the 2005 PCM and I could not get to 2000 RPM's without breaking loose...
Pressure test 2005 PCM
Range Idle 2000 +W/brake
P 75 75
R 140 300
N 75 75
OD 95 140
D 95 140
2 100 150
1 100 150

Pressure test 2004 SSR PCM
Actual Pressures
Range Idle 2000 +W/brake
P 75 75
R 125 240
N 75 75
OD 90 210
D 90 210
2 80 140
1 90 210

Tomorrow I plan to write the max torque of 600 to the 2004 PCM and see if it changes anything..

I never realized it was you Randy. I knew this sounded a bit familiar but never put two and two together. The pressure difference is not something I would worry about, the load is calculated so incorrelty the pressure command is never going to be right. Same with the no lock-up command I would not worry about this until you get the engine side tuned properly.

If it was me I would start another post but in the appropriate engine forum for engine tuning issue (GM V8 Tuning - Engine, Gas) so that you can get help from guys that know how to tune engines. There are some on here in the transmission forum of course, but I suspect many will skip over your post since it is presented as a transmsision issue.

I found a stock file in the Repository for a 2004 Chevrolet SSR 5.3L LM4 with aa 4L65E. That should at least give you a starting point to get it running stock and see if all is well or not and then take it from there to tweak it and made it do what you want. Here's the Tune: 1207613256.hpt

[Alvin]

The TCC will not lock up while the misfire diagnostics are active. You must disable the misfire diagnostics when you have a cam. It sees the cam lope as a misfire.

You can simply max out the timers.

[Tranzman]

Thanks for the information & direction. Just to be sure because this is my first tune & had to do a PCM swap here is the changes I made.2004 SSR current tune 4-4-24 + misfire count.hpt

[Alvin]

that looks correct. Does it work now?

[Tranzman]

that looks correct. Does it work now?

Yes TCC works, thank you. 1 issue fixed,1 to go.
Do you have an idea on what to look at for the load % showing so low compared to the other PCM? How does a gen 3 calculate the load?