That would be more of a question for the more knowledgeable in this section but I would get it taken care of sooner rather than later to prevent damage to the lock up clutch in the converter.

 

Parts will be here Thursday. I'll just let it sit until then. Thanks again.

 

you can also get the transgo sk4l60 kit and just replace the tcc valve, you dont even have to remove the valve body.

 

The kit the guy above sent, you dont have to either. Thankfully.. not something I wanna tackle tbh. I wonder why it popped up immediately after install and I've never had issues. Maybe the higher stall just made it really obvious to the pcm I guess. That's my thought anyway.

 

You can drive it as long as the transmission fluid temperatures are under control...

If the temp starts going over 220*F... discontinue driving the vehicle.

 

higher line pressure or he changed something with the pulse command maybe if that's possible. They say its better to have no pulse anyways when running a higher stall

 

Yes... Normally a re-tune is needed after installation of a "High-Stall" torque-converter (some DTCs will be set to: no error).

 

Yeah I had Frost tune it. He said the same thing Cayenne said. I needed to replace those parts and that it wasn't his tune.

 

Put the new part in. Same code came back at about 12 miles. Car still drives perfect... i don't get it.

 

I bought the Fitzall A74741Q...for reference.

 

Can you post any and all DTCs... Trans and engine related.

It is common for a re-tune to be needed when installing a high stall-speed torque-converter.

Something many people forget is the effect of P0300 - P0308 DTCs for engine misfires.
Often these need to be set to ignor/ not action taken or the TCC will not lock-up.

 

Only code is the P1870. No other codes of any kind.
Also adding that I sent it to Frost for a tune.

 

Any ideas?

 

I would post the tune and any live data you have from the transmission for forum members to look at.

 

I wish I could but I currently have no way to do that, which sucks. Guessing Frost doesn't send out his tunes either. The only live data I can get is with my Aeroforce Interceptor which won't give the data we need to see.

 

Any local tuners?

 

As far as I know the nearest is Speed Inc. In Chicago. Over 5 hours away. I could be wrong though. My zip is 50619

 

i have a frost tune as well which is bang on. i have an ss3600 that i was getting misfires on until i sent him the pcm and all is good now. i used the transgo valve myself cause i read that if the valve bore is bad that the fixall one will not fix the 1870 code where the trango valve is a little different and works in worn out bores. he suggests to change out the valve. anyone as long as it gets rid of the pulse with a higher stall. in the end he really knows his stuff when it comes to this stuff.

Diagnostic trouble code P1870 (Transmission Component Slippage) is a General Motors-specific code whose set parameters are determined by transmission type and engine size. The PCM monitors and compares engine speed to vehicle speed after the converter clutch has been commanded ON in either high gear or Overdrive. Should the expected rpm ratio exceed predetermined parameters, DTC 1870 sets. And upon doing so, the PCM elevates the transmission main line pressure and stops converter clutch apply.

In some instances, the PCM also will inhibit 4th gear and may or may not illuminate the MIL. This really is an added safety strategy, as the PCM had already monitored the upshifts and determined all was well through those ranges. Once the vehicle has made it to a cruise state, the PCM then begins to monitor the vehicle's cruise ratio. If at some point the transmission begins to slip, P1870 sets and line pressure is elevated in an attempt to stop any further slippage and prevent further damage. This would explain why DTC 1870 is often accompanied by a complaint of a hard 1-2 upshift.

When this code sets, it could have any number of causes, ranging from the sump running low of fluid to a malfunctioning torque converter. DTC P1870 is produced when the PCM sees a breakaway in the slip ratio while at a cruise. If the ratio breaks away, the cause could be compromised trans components, hydraulics or electronics. Fortunately, time has shown that in most cases it can be traced to some form of converter clutch failure—in particular, bore wear. Unfortunately, since bore wear is a frequent cause for the code, when it is not, other reasons are often overlooked.

Remember, the code is set after the vehicle is in high gear with the converter clutch applied. With the 4L60-E transmission, that means the forward clutch and the 3-4 clutches are applied as well as the 2-4 band, and if the 3-4 clutch or the band slips for any reason, DTC P1870 sets.

 

Thats a lot to take in. All I currently have to add is that I've never once had any trans issues before or after the converter (sotp). The trans has 50K on it (I know this is irrelevant basically but the car is in near mint condition) I guess I'm not sure where to go next. Its possible the converter itself has an issue but from what I've read it would be more obvious. It was bought used from a reputable seller on here. I guess i should have just bought HP tuners by now. Would be a lot easier to diagnose. Whatever issue it is, it's not apparent by actually driving. Shifts are spot on, no slipping or anything. So whatever it is, it's not anything you can feel or see happen. I might just look for an HP tuners unit or something.

 

Is there any value in monitoring TCC slip or TCC duty?