TCI SSF 3500 installed last night--Now Questions
08-08-2004, 09:18 AM
#1
TCI SSF 3500 installed last night--Now Questions Just got a TCI SSF 3500 installed last night. I know about the TM and Misfires but does anyone have any info on how to increase the line pressure. Right now I am 25% stiffer than stock. How do I increase the line pressure to where it needs to be?
Thanks,
Bill
Thanks,
Bill
08-08-2004, 01:22 PM
#3
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I recommend leaving the line pressure where you have it and installing a Trans go shift kit, I have one waiting to be installed right now. It corrects a lot of problems of the 4l60e and is only around 100 dollars plus cost of install.
08-08-2004, 03:14 PM
#4
Originally Posted by 2xLS1
Why do you think the L/P needs to be higher with a converter? What did you change to get it 25% stiffer than stock?
Bill
08-08-2004, 03:24 PM
#5
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You might need to change line pressure in
regions where the TC's higher STR presents
more input shaft torque than the transmission
cluthes can hold (including the TCC which is
fed by that line but sub-regulated).
The "line pressure" that HPP3/Predator change
is just the shift pressure table. For fiddling the
non-shift (in-gear) pressure you have to mess
around the force motor table. I'm sure there is
at least one table we don't get to see with
HPTuners (yet?) which is the load-to-commanded-
line map; the force motor table is the commanded-
to-hardware layer and will do the job.
I'd recommend logging first and looking at trans, TCC
slip information to see if you really need anything.
As far as the shifts, the SSF3500 will expose the
torque management and you'll want minimized shift
adaptation times and reduced or eliminated TM.
regions where the TC's higher STR presents
more input shaft torque than the transmission
cluthes can hold (including the TCC which is
fed by that line but sub-regulated).
The "line pressure" that HPP3/Predator change
is just the shift pressure table. For fiddling the
non-shift (in-gear) pressure you have to mess
around the force motor table. I'm sure there is
at least one table we don't get to see with
HPTuners (yet?) which is the load-to-commanded-
line map; the force motor table is the commanded-
to-hardware layer and will do the job.
I'd recommend logging first and looking at trans, TCC
slip information to see if you really need anything.
As far as the shifts, the SSF3500 will expose the
torque management and you'll want minimized shift
adaptation times and reduced or eliminated TM.
08-08-2004, 07:18 PM
#6
Originally Posted by jimmyblue
You might need to change line pressure in
regions where the TC's higher STR presents
more input shaft torque than the transmission
cluthes can hold (including the TCC which is
fed by that line but sub-regulated).
The "line pressure" that HPP3/Predator change
is just the shift pressure table. For fiddling the
non-shift (in-gear) pressure you have to mess
around the force motor table. I'm sure there is
at least one table we don't get to see with
HPTuners (yet?) which is the load-to-commanded-
line map; the force motor table is the commanded-
to-hardware layer and will do the job.
I'd recommend logging first and looking at trans, TCC
slip information to see if you really need anything.
As far as the shifts, the SSF3500 will expose the
torque management and you'll want minimized shift
adaptation times and reduced or eliminated TM.
regions where the TC's higher STR presents
more input shaft torque than the transmission
cluthes can hold (including the TCC which is
fed by that line but sub-regulated).
The "line pressure" that HPP3/Predator change
is just the shift pressure table. For fiddling the
non-shift (in-gear) pressure you have to mess
around the force motor table. I'm sure there is
at least one table we don't get to see with
HPTuners (yet?) which is the load-to-commanded-
line map; the force motor table is the commanded-
to-hardware layer and will do the job.
I'd recommend logging first and looking at trans, TCC
slip information to see if you really need anything.
As far as the shifts, the SSF3500 will expose the
torque management and you'll want minimized shift
adaptation times and reduced or eliminated TM.
Bill
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08-09-2004, 06:23 AM
#8
Originally Posted by 2xLS1
Trans Cal - A4 Shift Firmness - Pos and Neg Pressure vs Temp are the force motor tables in LS1edit. They are labled Force Motor in HPTuners.
Bill
08-09-2004, 03:08 PM
#11
Originally Posted by jimmyblue
I'd recommend logging first and looking at trans, TCC
slip information to see if you really need anything.
slip information to see if you really need anything.
TCCSLIP rpm
136.4387315
1653
-889
TFMDC %
54.16883856
69
11.8
TCCMODE
1.87437242
4
0
TCCDC %
78.01327234
98
0
TCCAPPLYTIME seconds
2.013695191
6.38
0
Do you know what these numbers should be?
Thanks.
Bill
08-09-2004, 03:32 PM
#13
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Re numbers - I think what you want to do is look
in Excel, and concentrate on the mid-throttle
acceleration for TCC slip. With my SF3000 I have
a lot of clutch slip from maybe 15% throttle on
up to where it unlocks. I expect the SSF3500 is
similar but yours might be new and un-bedded-in,
and hopefully you haven't put B&M fluid in there
so you might have better holding power. Anyway,
if you can accelerate at low, mid, high (non-WOT)
throttle without large TCC slip then life is good.
I maxed my TCC duty and still am at the mercy of
line pressure (I have tweaked it up slightly but am
not done yet).
For trans component slippage you may find a trans
slip PID, or may have to just log input and output
shaft speed PIDs and use Excel to make a ratio
column; criticize that column for how long it takes
to settle to a proper ratio (should be identical to
the gear ratio or its inverse) after start of shift,
and whether you can "break it out" while in gear
with increasing throttle position; if so, you need
more in-gear line pressure; if not, you're good.
That is, short of downshift, you should see the
same shaft speed ratio maintained across all
TPS values.
The shift-cycle-related pressures are a different
matter, these have their own adjustments in the
shift pressure and shift time.
in Excel, and concentrate on the mid-throttle
acceleration for TCC slip. With my SF3000 I have
a lot of clutch slip from maybe 15% throttle on
up to where it unlocks. I expect the SSF3500 is
similar but yours might be new and un-bedded-in,
and hopefully you haven't put B&M fluid in there
so you might have better holding power. Anyway,
if you can accelerate at low, mid, high (non-WOT)
throttle without large TCC slip then life is good.
I maxed my TCC duty and still am at the mercy of
line pressure (I have tweaked it up slightly but am
not done yet).
For trans component slippage you may find a trans
slip PID, or may have to just log input and output
shaft speed PIDs and use Excel to make a ratio
column; criticize that column for how long it takes
to settle to a proper ratio (should be identical to
the gear ratio or its inverse) after start of shift,
and whether you can "break it out" while in gear
with increasing throttle position; if so, you need
more in-gear line pressure; if not, you're good.
That is, short of downshift, you should see the
same shaft speed ratio maintained across all
TPS values.
The shift-cycle-related pressures are a different
matter, these have their own adjustments in the
shift pressure and shift time.
08-11-2004, 05:12 PM
#18
Here is what wait4me(ls1.com) sent me and I just gave it a test ride. Feels much better. I will know more tomorrow after a longer test ride.
on the base shift pressure vs torque put in this
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320
Normal 2nd 0 0 0 0 2 5 8 12 16 19 24 28 32 37 41 45 49 53 56 60 62 64 68 71 74 77 81 84 87 89 91 94 98
Normal 3rd 0 0 0 0 3 7 11 15 20 25 30 34 37 40 42 44 46 47 49 51 53 56 59 62 65 68 71 73 75 77 78 80 82
Normal 4th 0 0 0 2 4 8 12 16 20 22 26 30 34 38 41 45 49 53 58 63 67 71 75 78 82 86 90 94 98 102 104 104 104
Perf. 2nd 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104
Perf. 3rd 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104
Perf. 4th 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104
and that should do it, i wouldnt go to much higher, you risk poppin seals. I just wanted everyone to have these numbers if you need them. It looks like a linear increase over stock.
Bill
on the base shift pressure vs torque put in this
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320
Normal 2nd 0 0 0 0 2 5 8 12 16 19 24 28 32 37 41 45 49 53 56 60 62 64 68 71 74 77 81 84 87 89 91 94 98
Normal 3rd 0 0 0 0 3 7 11 15 20 25 30 34 37 40 42 44 46 47 49 51 53 56 59 62 65 68 71 73 75 77 78 80 82
Normal 4th 0 0 0 2 4 8 12 16 20 22 26 30 34 38 41 45 49 53 58 63 67 71 75 78 82 86 90 94 98 102 104 104 104
Perf. 2nd 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104
Perf. 3rd 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104
Perf. 4th 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104 104
and that should do it, i wouldnt go to much higher, you risk poppin seals. I just wanted everyone to have these numbers if you need them. It looks like a linear increase over stock.
Bill
