new to me 2002 gmc 1500hd, 6.0 i rebuilt the 4l80e and it worked great for 40 miles at up to 45mph. tried to go on the freeway and the torque converter wouldn't unlock. I suspected bad tcc solenoid even though it's brand new, but it reads 14.6 ohms and my volt meter seems to be telling me it's getting voltage and being commanded to turn on when it shouldn't be. must be either the transistor in the pcm died and is giving power when it shouldn't (gm decided this transistor should fire a whole lot to modulate tcc lockup pressure so the transistor's health is suspect to me) or it could be a break in the wire harness but i was gentle with it during the uninstall and reinstall of the tranny and if i broke the wire harness it shoulda failed immediately not 40 miles into the rebuilt and only once i tried to drive the freeway and commanded full tcc lockup for the first time in 2 years. (truck sat at previous owners for a year and i spent a year fixing). I grabbed a spare 0411 pcm from a junkyard 01 tahoe with a 5.3. im thinking of getting a vx-nano on christmas sale and using pcm hammer, see if i can pull the tune from the old pcm and flash the replacement with the stock tune to start with and see if that fixes my locked converter. it will unlock when i unplug the harness from the tranny and in reverse and it's a rebiult tc so it's not physicaly locked just electrically and hydraulically locked whenever the harness is plugged into the tranny. if anybody has any links to educate me more on this process, or advice to respond here i really appreciate your time. I need to get a second person and some wire to voltmeter test my harness more but i wanna learn pcm tuning anyways, just need to do it sooner than expected now.

 

Based on the symptoms, this doesn’t look like a failed TCC solenoid or a bad PCM driver.



If the converter unlocks in Reverse and immediately unlocks when the transmission connector is unplugged, the issue is almost certainly logic/input related, not mechanical.



A very common cause is an incorrect or missing brake switch (cruise-style) input to the PCM. If the PCM never sees the brake applied, it will allow full TCC lockup and may never release it under certain conditions.



I would verify the brake input PID and wiring before replacing the PCM. On GM trucks the TCC brake input is typically 12V when brake is NOT pressed and goes to 0V/open when the brake is pressed.



Incorrect wiring to a standard brake light circuit can cause exactly this behavior.

 

[QUOTE=iHani;20634139]


thanks much for the help! I still don't believe the pcm pwm should be giving this solenoid 2 min of 12v before i quit checking, while in park key on engine off and also when idling. brake switch or no i thought tcc lockup wouldn't happen until vehicle is at sufficient speed. but i do understand the brake switch being bad can mess with this computer logic and the lockup. would a bad brake switch cause the lockup to be engaged when you start the truck and put it in drive? and it instantly kills the motor every time? i just bought a new brake switch and will look up what proper voltage on what wire should be for diagnosis and see if the switch or wiring is broken.

 

What you’re seeing is actually normal GM behavior. The TCC circuit can have 12V present even KOEO or at idle – the actual lockup is controlled by the PCM/TCM sinking ground via PWM, not by the presence of power alone.

A miswired or failed brake switch absolutely can cause the PCM/TCM to think brakes are not applied and command TCC at the wrong time. In a swap or wiring fault scenario, this can cause the converter to stay applied and stall the engine as soon as you drop it into gear.

Before suspecting the PCM driver, verify the brake input logic:
– Brake released: TCM sees +12V
– Brake applied: voltage removed (open or 0V)

A wrong logic or constant 12V can cause exactly the symptom you’re describing.