TCC Lock at WOT now.

[mustbbrent]

I'm not exactly sure how I did it. But I have it saved and I have logs proving it. I can now, lock the TCC at around 4krpm (through shift if I want, which I don't want at WOT only ( I do lock through shift at part throttle) or unlock just before shift and then relock at around 4krpm in 3rd right at the end of the track.

I can't wait to get to the track and see if I gained back my 3mph and equivilant time that I lost by installing this HIGH stall converter. I can actually feel the extra pull when the TCC begins locking in 2nd gear. I told the tables to lock at 42MPH and it begins locking at almost 50 and completes the lock by 60MPH and holds it till right at the 77MPH shift ( i told it to unlock at 72mph). Then 3rd starts locking at 85 and I haven't gone faster to find out how long it takes to finish the lock.

I thought this was Pretty cool . Don't forget, this is a 5350LB truck with all wheel drive, not a camaro or vette, so this is quite a feat.

If someone has an upload site, I will send my exported log... or copy and paste the tables for TCC apply, shift, etc.

[Casey]

[quote author=mustbbrent link=board=gmv8trans;num=1087352688;start=0#0 date=06/15/04 at 21:24:48] I can actually feel the extra pull when the TCC begins locking in 2nd gear. I told the tables to lock at 42MPH and it begins locking at almost 50 and completes the lock by 60MPH and holds it till right at the 77MPH shift ( i told it to unlock at 72mph). Then 3rd starts locking at 85 and I haven't gone faster to find out how long it takes to finish the lock.

quote]


Be very careful with how you lock the TCC. I used to lock it just after a launch and keep it locked through the entire run. I also knew it would cost me a converter every X amount of runs. But seeing as I build and rebuild my own trans I could afford to beat them up.

If you are going to lock the converter under heavy load, make sure it is built with kevlar clutch lining. There is only a single clutch in the converter for locking it.

There are also tables for the TCC apply pressure. If you are getting a lot of slip between locks, you may need to increase the pressure until those times come down a little. Just don' hammer the TCC with over pressure.


Ken

[mustbbrent]

Thank you!!!! Ken. I heard what you said. What about Carbon fiber clutch linings?

I bought a TCS Performance converter ... Here is a snippit from their web site...

This Converter has a 9.5" pump cover, 11" billet clutch cover, carbon fiber clutch lining, billet front cover, furnace brazed pump cover and turbine. It also features double reinforced turbine blades, anti-balloon plate and Torington bearing on all three friction points. Our LS1 Converter is by far the best thing on the market for the LS1 performance torque converter that you demand.

The TCS Family has been in the transmission industry since 1967. Let our years of high performance experience help you to get the best torque converter for your needs.

For more info, contact Rusty @ TCS Performance.

Thank you,

Rusty Stewart

[jimmyblue]

Could someone explain the TCC pressure (duty) tables?
I see one (Base) that is all 97 & 98%, and another
(Offset) which is pretty variable w/ temperature.

What I want to do is increase the holding power of my
TCC, which currently slips at anything above 1/4 - 1/3
throttle (like, any hill at all).

The latest Help version has nothing at all about the
meaning or sense of these two tables. Are these the
only clutch pressure tables there are? I would really
like to have something like duty% vs CylAir, torque,
MAF gm/sec, something load-like. Something where I
could tailor the clutch pressure to just stay a little
ahead of slip threshold. If there is some "slip
adaptation" thing going on then maybe that too, or
instead. I see over 500RPM of locked slip on grades. :P

[Casey]

Jimmy,


Those two tables act like a regulator for the TCC duty cycle.

The rows are in Deg trans temp, columns are the commanded trans line pressure range.

The returned value from those two tables is the duty cycle rate (0-100%).

The first table is the base duty cycle, the offset table is subtracted from the base table. That will give you your final %DC.

If you need more TCC pressure, increase the offset values but do not let them exceed the base values. Otherwise you will wind up with a negative number that will be cleared and the offset value will be used.


Ken

[Casey]

What about Carbon fiber clutch linings?

I bought a TCS Performance converter

Looks like an excellent converter
I really like the work they did with the clutch apply piston. That has always been a weak area.


Ken

[jimmyblue]

Jimmy,


Those two tables act like a regulator for the TCC duty cycle.

The rows are in Deg trans temp, columns are the commanded trans line pressure range.

The returned value from those two tables is the duty cycle rate (0-100%).

The first table is the base duty cycle, the offset table is subtracted from the base table. That will give you your final %DC.

If you need more TCC pressure, increase the offset values but do not let them exceed the base values. Otherwise you will wind up with a negative number that will be cleared and the offset value will be used.


Ken

So this is like a blow-off regulator, where the
pressure is highest at low duty? As I take your
description, I would have higher pressure at a
lower (base-offset) value?

[Casey]

No. 100% line pressure to TCC apply piston is 100% TCC duty cycle.


Ken

[jimmyblue]

So then I would want to >decrease< the offset table
entries to make the (base-offset) term its largest, to
get more holding pressure? Sorry if I seem a bit slow,
it's just something not adding up (heh).

Final_TCC_Duty% = Base_TCC% - Offset_TCC% - yes?

98% - 21% = 77%
98%- 11% = 87%

[Casey]

Sorry if I seem a bit slow,
it's just something not adding up (heh).

Nah, it's my fault. I'm the one who is slow this week

There are a few more things going on in that routine. There is base and offset table I talked about. There is also a desired table and slip gain value we do not have added yet.

Basicaly the offset is subtracted from the base rate. Then the desired and slip rates are factored in.

Then add the offset back to the result. So your end TCC DC should be very close to the offset value when all is said and done.

The higher the final number, the higher your end TCC DC will be.
Ken

[jimmyblue]

Cool. So if I wanted to jam it to full applied, I would
really want to set base to 0, offset to 99, let it zero
the negative math, and get my 99% back at the end
of it all?

I'm looking forward to seeing the TCC stuff fleshed out
because that's the real weak spot of this converter, it
slips easily.

[Casey]

Cool. So if I wanted to jam it to full applied, I would
really want to set base to 0, offset to 99, let it zero
the negative math, and get my 99% back at the end
of it all?

I'm looking forward to seeing the TCC stuff fleshed out
because that's the real weak spot of this converter, it
slips easily.

I have my base set to 100, and my offset set to 95.
When my converter locks, it goes straight to 95% and stays there across the entire trans pressure range.


Ken

[Elmis]

Obviously without access to the desired and slip gain tables it is difficult to work out what exactly is going on. However I can't quite associate my settings and logs with what has been said here.

My Base TCC% is 96% (across the board).
My Offset TCC% is 10% (also across the board - i haven't changed it, but my tuner might have).

Should I be concerned? Under logging, (with TPS around 32%) my reported TCC PWM Duty Cycle % normally sits on 96.1%. (When it changes it drops to between 30 and 40%.)