slow67

iTrader: (2)

What does it do now? Does it unlock with the stock 60E and a stock converter?
I haven't noticed any delay whatsoever, a relay should only take around .020 seconds to engage.

BattleSausage

iTrader: (3)

Yes, unlocks when I'm out of the throttle now on stock 60e/converter. Reason I asked about the relay is I read a post on another forum and, IIRC, he said that the relay caused a slight delay. I'm just trying to do a nice looking conversion as easily as possible. Doesn't really matter which way I go about it I guess as long as I get the results and can get rid of that damn TCC unlocking all the time.

black04

iTrader: (15)

hmm stock 60e shouldn't unlock until you get down to a certain speed or give a certain % throttle. Is the truck stock or tuned? There are lock up settings that you can adjust.

Adding the relay will not change the way it locks up. The 60e and 80e electronics are very similar, the only difference is the action of the shift b solenoid which is the opposite. So that is why a relay is added to convert the signal. You need to look at the tune.

BattleSausage

iTrader: (3)

Yes, it has a tune but I did not do it.So what I am understanding is that the main reason to run the 60e tune is because in it(most), you can actually keep the tcc locked up even at 0% throttle input whereas the 80e tune will not allow you to do so. However, by doing it that way, one must add the relay which effectively swaps polarities?

Disregarding what my current setup is, if I want to be able to keep the converter locked at 0% throttle when I go 80e, I MUST run the 60e tune. The only way to do so is to swap pins/add relay, etc....correct?

Atomic

iTrader: (42)

Correct

AKlowriderZ71

iTrader: (22)

Both of my 2001's have 60e's, and they both unlock when coasting at any vehicle speed. I've driven other trucks that do this as well with 60e's. I don't really know what the difference is, our 2001 Yukon is 100% bone stock.

BattleSausage

iTrader: (3)

Yup, that's what mine does. I looked into it and the only thing changed in mine was the torque management was disabled. Dunno, but it sure does act weird. When I first got it, I thought something was wrong with my cluster because unless I go 90-100% throttle (best guess), the rpms barely rise in the tach in relation to speed. I've had built 700r4's and 400turbos and none acted like this one so I'm not sure if it's on it's last leg or what. I'm just going to get the 80e swap over with and call it done.

Atomic

iTrader: (42)

Got my problem figured out, and since it deals directly with the relay method I'll throw it in here.

I read something on the hptuners forum about the speedo being off causing this type of error, so I double checked my vss pulses and corrected it and the speedo is dead-nuts on for what it should be with the tire height and gear ratios. However, there is still a ~150rpm slip when its "locked", but the math isnt showing that... Remembering I am still using the 60e tune, I checked the numbers with the 60es deeper OD and sure enough, that would make the "TCC Slip" equal to about 0. What this implies is the PCM has knowledge of the gear ratios in the transmissions and doesnt just use the speed sensors to calculate it.

Case in point;
I logged engine rpm, input shaft rpm, output shaft rpm, and tcc slip in a steady state highway situation. For this particular case these were the values:

Engine - 2212
Input - 2052
Output - 2953

So "TCC Slip" is defined as the difference between the engine rpm and input shaft rpm, so in this case it is measured as 2212-2052=160, which is exactly what HPT showed. But lets keep in mind where these numbers come from. The physical sensors are on the engine (crank sensor) and output shaft (vss sensor), so where does that input rpm number come from? Took me a while to figure out that it is a calculated value...based on the transmission ratios, and as far as the PCM knows im still using a 60e, not an 80e. So lets repeat the exercise for TCC Slip accounting for the correct ratios and knowledge that the physical sensors are accurate (engine and output).
[2212-(2953*.75)] = 0 That is to say the engine speed minus the trans output speed times the OD ratio I actually have gives me the true input rpm and now produces a TCC Slip value of 0 rpm. Excellent.

I am relieved to finally have an answer I am happy with, but disappointed there isnt a way to fix the problem without doing a segment swap as there is not access to the gears the PCM assumes you have. I dont want to do the segment swap because the torque converter unlocking at 0% throttle is extremely annoying. Secondly, if I am in a condition where the clutch is engaged, its at high speeds, so if I let off the gas I want the additional engine braking.

If you are particularly interested in seeing the TCC Slip value making a custom PID to get the *true* TCC slip is not hard, it would simply be:
[engine rpm] -[trans_output_shaft_rpm*actual_trans_ratio] = TCC Slip
However, if you wanted the slip in every gear, you would need to make 4 pids based on the 80e ratios for 1st through 4th (2.48, 1.48, 1, .75). The above case only works in 4th gear.
I was mainly concerned with this because I thought there was a legitimate hardware problem, which I didnt want cooking my clutches and ultimately destroying an expensive drivetrain.

black04

iTrader: (15)

Glad you got it figured out. Iirc you can change the gear ratios with efilive

Atomic

iTrader: (42)

Hmm, thats interesting