Tcc apply and lockup questions-FTI 3200 stall

[NYSS guy]

Hey guys, I am having some scheduling issues with getting together with my tuner, so I've been tweaking the tune he sent me to get started. I have a couple of questions, since I think the tune isn't far off.

First, can someone explain the TCC apply tables. The rpm values on one axis, are those saying that if the converter slips by that amount of rpm that the pressure will increase to keep it from slipping?

Also, as far as lockup, what mph do most of you guys set for lockup at part throttle? I'm at 48 mph in 6th, and when I cruising I bounce right around the mph, and the converter keeps locking and unlocking. It's kind of annoying, so I'm wondering if there is any issue with setting that to a higher mph that I would mostly see on the highway.

Fwiw, I've set the part throttle slip tables to 0 already, and the tuner had already adjusted the TCC apply tables, which I do think are pretty close. I've also reduced my mph shift points a little lower to keep the car from revving to high just leaving a light.


Thanks all!

[bluegoat06]

First step, zero out the tcc desired slip for all gears, go to trans/ auto tcc / tcc desired slip tables ac off 1st through 6th, make them all zero,
Then use bluecat 6l80e calculator, it's available in HPT forum, this would allow you to set shift mph and rpm with any size stall. there is a field where you change stall size, the calc spits the values you use per gear.
Good Luck.

[bluegoat06]

Also, set the tcc offset pressure to 90 PSI, this would guarantee the tc won't slip when lockup is commanded. you can observe tc slip pid to make sure the slip is zero.
The ramp rate can also be increased to make a tigher clamp with the tcc desired set to 0, and offset set to 90 psi
Avoid lockup at WOT unless the verter manufacturer tell you is ok, this can accomplished maxing out the mph for tps% > 75 for example, you would see this in the 6l80e calculator, you can command lockup at parth throttle so you won't loose mpg, and unlock it at WOt so the verter do what is supposed to at WOT.

[desertg8]

how do you get the pid for the tcc slip tables? i need step by step instructions.

[Hooked on Speed]

I have a FTI 3000. My car does the same damn thing around 60-65mph off throttle. The converter will unlock, lock, unlock, lock.................. My tuner said he doesn't know how to fix it.

[desertg8]

I have a FTI 3000. My car does the same damn thing around 60-65mph off throttle. The converter will unlock, lock, unlock, lock.................. My tuner said he doesn't know how to fix it.

I know how to fix it. In Phoenix the next two days. Will give you detailed instructions when I get back to Tucson. I am learning how to scan and need to know how to scan for slip. That is another subject which bluegoat can help me with.

[bluegoat06]

Hey Desert, what's up dude, i don't check around here very often.

You guys need to log TCC slip RPM and TCC line pressure PID's.
When the verter is locked, the tcc line pressure would be > 0psi, with verter unlocked, tcc line pressure would be 0, to know if the verter is slipping, use tcc slip rpm PID.

With verter locked, tcc slip rpm should be 0, it fluctuates betwen +-0 rpm.
if line pressure is > 0 and tcc slip rpm is not 0, the verter is slipping while locked, and more pressure needs to be added so tcc slip rpm is 0.
To fix it, you use the tcc offset pressure, you can also massage the tcc apply pressure ramp rate, for the portion of engine torque you see in the logs when the car is cruising down the road, this table controls ramp rate of tc locking, and can speed up locking the verter, when pressure is applied to the locking clutches. you need to spin up a histogram that'll mimic this table, which will be: engine torque vs tcc slip rpm pid's.

Setting the tcc offset to 90 psi would gurantee lock everywhere, assuming nothing is wrong with the locking clutches, with this pressure, tcc slip rpm should be zero everywhere while the verter is locked (again, you look at tcc line pressure > 0 to know if the verter is locked) of course, the tcc desred slip tables have to be zero out as well, pretty much anything that commands a slip in those table need to be zero. No locking at WOT for single clutch verters, so make sure the apply table doesn't lock the verter at WOT. only part throttle, and, start with lock in 5th and 6th only, again part thottle, then try to see how she reacts locking in 4th, part throttle, for this you can use Bluecat calc.

Have fun.

[Virus]

bluegoat, what is your thought on adding 10rpm of slip to the tables to soften issues with "trailering" effect while the converter is locked?

[bluegoat06]

I don't know if aftermarket verters would like that, although 10rpm is very little, have you asked your verter manufacturer to see what they think ?
On this the trailering effect, i'd assume wheen the car feels a tad heavier when the verter is locked?, i have a little bit of that as i'm locking the stocker in full with 0 slip at PT, so i get the feeling when the verter is slipping normally, then locks at about 50mph, it's not bad, but definetely a different feel. I guess you could try to harden up the tcc ramp to make the feeling a bit more linear, or perhaps the opposite.
Once i get my verter installed, i'll be able to play more with this setting, and i'll be able to offer more inside. hopefully the install will happen in about 10 days or so.

[bluegoat06]

Virus, definetely no, don't let you aftermarket verter slip when the verter is locked, the locking clutch would say goodbye within a few months. To clarify the feeling now between the stocker and aftermarket, the stocker would just ramp up to lock, aftermaket should be like an off/on switch when it locks, and it'd feel a little bit harsh if you're not used to.

Please post a log with TCC line pressure and Slip RPM during your 6th gear experience, and i'll be able to say if your verter is slipping while locked. it shouldn't be slipping at all when it's locked. Btw, my car drives almost like a stock after the Yank 3200, if it wasn't because the locking points in 5th and 6th, or when i'm going uphill on a parking lot, or when lauching the car on DR's, i'd say the verter was stock , no problems here accelerating in 6th gear with the verter locked, with no slip rpm in it. if anything i've seeing 3rpm slip, and that's going on long inclines where 5th or 6th can be used, i drive the car 140 miles round trip, in heavy Orange county - Los Angeles Rush traffic morning/afternoon, and the car is as driveable as she was with the stock verter, the verter locking feel can be a little harsh at times though.