4L60E TC unlock issue
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Joined: Nov 2011
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From: Woodstock, GA
If the PCM is commanding the TCC to be locked but it isn't locking, then your problem most likely is not in the tune. It could be an electrical issue with the TCC solenoid or its wiring or possibly the converter regulator ISO valve bore in the valve body is worn. You can try the Fitzall, (A74741QA) converter regulator ISO valve or the Sonnax valve. The Sonnax valve will require reaming the valve body. Ideally the valve body would be vacuum tested to determine if the bore is worn.
Thread Starter
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From: Woodstock, GA
Ok what we know,
It shows locked when it unlocks in data,
It didnt do it before engine work.
Its not missfire (Of course I would have known this had I read your statement about it staying locked in the data).
Honestly you are left with a trans/converter issue. While may seem too coincidental I would say issue with the converter regulator valve and iso valve though this should actually set a code for component slipping . But lets try one more thing , Go to the converter settings and set the TCC DUTY cycles to 99min and 100 max and see what effect that has , If it does not change anything then I would go with converter and or PWM CONVERTER REGULATOR ISO valve worn bore causing clutch slipage and prepare to deal with that . Didnt see what millage on trans was but this type wear with the valve body is comon over 100k miles , But As I mention ussually you will get a code but hey it could have been tuned out at some point possibly , Ussually it will set code p1870 when converter commanded to lock and does not or exhibits excessive slip.
It shows locked when it unlocks in data,
It didnt do it before engine work.
Its not missfire (Of course I would have known this had I read your statement about it staying locked in the data).
Honestly you are left with a trans/converter issue. While may seem too coincidental I would say issue with the converter regulator valve and iso valve though this should actually set a code for component slipping . But lets try one more thing , Go to the converter settings and set the TCC DUTY cycles to 99min and 100 max and see what effect that has , If it does not change anything then I would go with converter and or PWM CONVERTER REGULATOR ISO valve worn bore causing clutch slipage and prepare to deal with that . Didnt see what millage on trans was but this type wear with the valve body is comon over 100k miles , But As I mention ussually you will get a code but hey it could have been tuned out at some point possibly , Ussually it will set code p1870 when converter commanded to lock and does not or exhibits excessive slip.
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“The Tune” Has anyone else noticed that in the last ten years or so no matter the problem everyone’s answer is always, “it’s in the tune.” Even if the car in question is stock everyone will be yelling, “check the tune, check the tune.” Or in this guys case it was running fine and no one messed with the tune but the only answer anyone gives him is, “have you checked the tune?”
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From: Poplarville, MS
Has anyone else noticed that in the last ten years or so no matter the problem everyone’s answer is always, “it’s in the tune.” Even if the car in question is stock everyone will be yelling, “check the tune, check the tune.” Or in this guys case it was running fine and no one messed with the tune but the only answer anyone gives him is, “have you checked the tune?”
Thread Starter
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Joined: Nov 2011
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From: Woodstock, GA
Has anyone else noticed that in the last ten years or so no matter the problem everyone’s answer is always, “it’s in the tune.” Even if the car in question is stock everyone will be yelling, “check the tune, check the tune.” Or in this guys case it was running fine and no one messed with the tune but the only answer anyone gives him is, “have you checked the tune?”
I think I'm going to go the route of post #15.
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From: BERWICK PA
Has anyone else noticed that in the last ten years or so no matter the problem everyone’s answer is always, “it’s in the tune.” Even if the car in question is stock everyone will be yelling, “check the tune, check the tune.” Or in this guys case it was running fine and no one messed with the tune but the only answer anyone gives him is, “have you checked the tune?”
Example recently had a miss at idle, No codes , watched data saw the right bank O2 numbers be normal then go all over the place then normal . Replaced O2 problem fixed.
This is why when someone notes they have the ability to look it is a go to first suggested not because the tune may be bad or wrong but its a good place to start to get clues on what to look at.
As for this instance with engine work and in particular with a new larger cam the tune and data are the look at things because they can give a false reading at low RPM in overdrive as a missfire and cause no lockup or a lock unlock scenario without setting a code or even be felt as a slipping converter clutch as it locks and unlocks,
You would be amazed in my many years doing tech support for a company that indeed lockup issues were in the tune for that reason and had to be corrected there and seeing the data shows why.
But as I said the primary reason people point there first is its the easiest first step if you have that capability.
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Thread Starter
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Joined: Nov 2011
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From: Woodstock, GA
When people mention settings they do not always mean the tune is bad but anytime you make engine changes things can happen that can affect how the tune interacts. And logically if you have the ability looking at the data and tune is the easiest thing to look at first. At least for me and in fact with my own car looking at the data generally gives me the quickest ideas of how to proceed. Its not saying the TUNE is bad or wrong but rather it and data can be a useful first goto tool when available for diagnosis.
Example recently had a miss at idle, No codes , watched data saw the right bank O2 numbers be normal then go all over the place then normal . Replaced O2 problem fixed.
This is why when someone notes they have the ability to look it is a go to first suggested not because the tune may be bad or wrong but its a good place to start to get clues on what to look at.
As for this instance with engine work and in particular with a new larger cam the tune and data are the look at things because they can give a false reading at low RPM in overdrive as a missfire and cause no lockup or a lock unlock scenario without setting a code or even be felt as a slipping converter clutch as it locks and unlocks,
You would be amazed in my many years doing tech support for a company that indeed lockup issues were in the tune for that reason and had to be corrected there and seeing the data shows why.
But as I said the primary reason people point there first is its the easiest first step if you have that capability.
Example recently had a miss at idle, No codes , watched data saw the right bank O2 numbers be normal then go all over the place then normal . Replaced O2 problem fixed.
This is why when someone notes they have the ability to look it is a go to first suggested not because the tune may be bad or wrong but its a good place to start to get clues on what to look at.
As for this instance with engine work and in particular with a new larger cam the tune and data are the look at things because they can give a false reading at low RPM in overdrive as a missfire and cause no lockup or a lock unlock scenario without setting a code or even be felt as a slipping converter clutch as it locks and unlocks,
You would be amazed in my many years doing tech support for a company that indeed lockup issues were in the tune for that reason and had to be corrected there and seeing the data shows why.
But as I said the primary reason people point there first is its the easiest first step if you have that capability.
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Joined: Mar 2023
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From: BERWICK PA
That is fine to do as long as the tune is not set to allow WOT lockup as that can damage the converter with ecessive presure as TCC will aproach line presure, But in normal tune set up that never happens so no issue.
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