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Can someone explain what my converter is doing based on my data log screen shots
Just trying to understand what all of the TCC means and is doing by my screen shots. Just wanting to learn what my converter is doing with what is showing on the data log in hptuners.
It’s a fully built 4l65e 3600 Yank 3.73 gears
Full throttle Complete stop 30mph cruise 65mph highway cruise
Did you notice the trans fluid temp..... when was the trans at operating temp and what temp should it be ?
I have a big cooler, but seems to hover around 160-165. Hottest I've caught it was 173 or so, also on this day these images were after 20 mins driving and probably 8-10 miles. That's not to say the trans has been hotter but I've never seen it that high but honestly only see the temp when logging data due to not gauge installed.
Notice that a post by RonSSNova says "The TCC slip % is only valid when the converter is locked". In your "65mph highway cruise" the TCC slip is 0.5rpm meaning your converter is locked and NOT slipping. Another post says that the "%" is meaningless, just look at the RPM for "TCC Slip". That is what I suspect RonSSNova meant; if you want I can call him for clarification; he is a tuner friend of mine.
Notice that a post by RonSSNova says "The TCC slip % is only valid when the converter is locked". In your "65mph highway cruise" the TCC slip is 0.5rpm meaning your converter is locked and NOT slipping. Another post says that the "%" is meaningless, just look at the RPM for "TCC Slip". That is what I suspect RonSSNova meant; if you want I can call him for clarification; he is a tuner friend of mine.
That would be awesome to get some schooling on this. I'm trying to learn what the converter is doing by reading these driving logs. Is the Yank 3600 good or is it slipping excessively and on it's way out. Just trying to learn all I can on what these tuning parameters mean. I've come to realize a lot can be done with the trans and converter behind a solid motor it can make it a very fast car or under a bad tune trip all over it's feet.
if you're trying to observe converter stall characteristics, lock up clutch slip is not quite what you wanna look at.
60e's only have 1 speed sensor so you're looking at engine rpm vs output shaft speed (the ratio of which of course changes for each gear)
you'd need to set up user configured table to correct for the gear to observe converter fluid coupling. and even then it'll be very noisy data as the clutch packs release and apply as you go through the gears.
much easier on an 80e where you can get input shaft rpm vs engine rpm
It would help if OP tried to explain an issue he is having or something to that affect so we can help.
Pretty hard to tell what the converter is doing from screenshots...especially screenshots that don't give us all the info we need for the converter
TCC PWM is a nearly useless parameter to watch with HPT. You need to find the lockup solenoid enable/disable parameter and watch that to tell you if the TCC is supposed to be locked or not
I think he was just startled by the apparent high slippage numbers. From what I can see, it all looks fine.
Yeah exactly, just trying to learn and be a better LS owner if that makes sense lol. I read about so many saying that just based on logs or how a car feels they can tell if a converter is good or bad.
It would help if OP tried to explain an issue he is having or something to that affect so we can help.
Pretty hard to tell what the converter is doing from screenshots...especially screenshots that don't give us all the info we need for the converter
TCC PWM is a nearly useless parameter to watch with HPT. You need to find the lockup solenoid enable/disable parameter and watch that to tell you if the TCC is supposed to be locked or not
Yeah tonight I can post the actual HP log, but as mentioned was mainly trying to learn as much as I can. Just curious what I can learn based on doing logs. I have OCD live making sure everything is 100% before beating on it lol. I'm always up for improvements whenever possible.
Log tcc on/off and when it is ON, slip should be low or 0 because that's actually when the converter is locked.
The rest of the time the converter is SUPPOSED to slip...that's how it works and why you can sit at a stoplight without pushing in a clutch pedal.
I had my C5 on the dyno last summer. I did log TTC Slip %, I forgot to log TCC Slip rpm.
Forced 3rd gear and TCC lock with the scanner before I started each pull.
I also have a Yank SS3600, so technically not supposed to lock it at full throttle, but I did anyway.
Slip showed 80%, which clearly it wasn't. I'm 100% sure it was locked solid during the pull. So I'll have to say that data for slip % is meaningless. I mean it showed 640% unlocked at slow speed.
FWIW, unlocked costs about 20hp at the wheels. And unlocked starting at 3100 rpm, the rpm went right to 5100 when I floored it and sat there until the mph caught up with the convertor.
If you really want to record actual converter slip, you can write some math in the user defined PID that will calculate and display it in the charts. I did that for my Nova with a TH400. It has a speed sensor that is calibrated very well. Was quite revealing to see the slip change with rpm.
I hear people talk about smoking a converter or pushing through a converter, what are the signs or how does one know this? Also have seen people talk about a tranny flaring during a shift, is that just it slipping then grabbing the commanded gear?
Super interested in learning all I can about transmissions as I've been around some people that spent a lot more time and effort in setting up a good overall chassis and transmission that ran harder and more consistent than a lot that just pile on the horsepower but skimp on other areas.
Can someone explain what my converter is doing based on my data log screen shots 
