performabuilt

iTrader: (25)

* P1285 - Accelerator Pedal Position Sensor 3 Circuit
* P1286 - Accelerator Pedal Position Sensor 3 Circuit Performance
* P1287 - Accelerator Pedal Position Sensor 3 Circuit Low Voltage
* P1288 - Accelerator Pedal Position Sensor 3 Circuit High Voltage
* P1300 - Ignitor Circuit
* P1305 - Ignition Coil 2 Primary Feedback Circuit
* P1310 - Ignition Coil 3 Primary Feedback Circuit
* P1315 - Ignition Coil 4 Primary Feedback Circuit
* P1320 - IC 4X Reference Circuit Intermittent
* P1321 - Electronic Ignition System Fault Line
* P1322 - EI System or Ignition Control Extra or Missing
* P1323 - IC 24X Reference Circuit Low Frequency
* P1324 - Crank RPM Too Low
* P1335 - CKP Circuit
* P1336 - Crankshaft Position (CKP) System Variation Not Learned
* P1345 - Crankshaft Position (CKP)-Camshaft Position (CMP) Correlation
* P1346 - Intake Camshaft Position [CMP] Sensor System Performance
* P1350 - Ignition Control System
* P1351 - Ignition Coil Control Circuit High Voltage
* P1352 - IC Output High/Pulse Detected when GND_Cyl. 2
* P1353 - IC Output High/Pulse Detected when GND_Cyl. 3
* P1354 - IC Output High/Pulse Detected when GND_Cyl. 4
* P1355 - IC Output High/Pulse Detected when GND_Cyl. 5
* P1356 - IC Output High/Pulse Detected when GND_Cyl. 6
* P1357 - IC Output High/Pulse Detected when GND_Cyl. 7
* P1358 - IC Output High/Pulse Detected when GND_Cyl. 8
* P1359 - Ignition Coil Group 1 Control Circuit
* P1360 - Ignition Coil Group 2 Control Circuit
* P1361 - Ignition Coil Control Circuit Low Voltage
* P1362 - IC Cylinder 2 Not Toggling After Enable
* P1363 - IC Cylinder 3 Not Toggling After Enable
* P1364 - IC Cylinder 4 Not Toggling After Enable
* P1365 - IC Cylinder 5 Not Toggling After Enable
* P1366 - IC Cylinder 6 Not Toggling After Enable
* P1367 - IC Cylinder 7 Not Toggling After Enable
* P1368 - IC Cylinder 8 Not Toggling After Enable
* P1370 - IC 4X Reference Circuit Too Many Pulses
* P1371 - IC 4X Reference Circuit Too Few Pulses
* P1372 - Crankshaft Position (CKP) Sensor A-B Correlation
* P1374 - 3X Reference Circuit
* P1375 - IC 24X Reference Circuit High Voltage
* P1376 - Ignition Ground Circuit
* P1377 - IC Cam Pulse To 4X Reference Pulse
* P1380 - Misfire Detected - Rough Road Data Not Available
* P1381 - Misfire Detected - No Communication with Brake Control Module
* P1390 - Wheel Speed Sensor 1 - G - Sensor Circuit
* P1391 - Wheel Speed Sensor 1 - G - Sensor Circuit Performance
* P1392 - Wheel Speed Sensor 1 - G - Sensor Circuit Low Voltage
* P1393 - Wheel Speed Sensor 1 - G - Sensor Circuit High Voltage
* P1394 - Wheel Speed Sensor 1 - G - Sensor Circuit Intermittent
* P1395 - Wheel Speed Sensor 2 - G - Sensor Circuit
* P1396 - Wheel Speed Sensor 2 - G - Sensor Circuit Performance
* P1397 - Wheel Speed Sensor 2 - G - Sensor Circuit Low Voltage
* P1398 - Wheel Speed Sensor 2 - G - Sensor Circuit High Voltage
* P1399 - Wheel Speed Sensor 2 - G - Sensor Circuit Intermittent
* P1403 - Exhaust Gas Recirculation System Valve 1
* P1404 - Exhaust Gas Recirculation (EGR) Closed Position Performance
* P1405 - Exhaust Gas Recirculation System Valve 3
* P1406 - EGR Valve Pintle Position Circuit
* P1407 - EGR Air Intrusion in Exhaust Supply to EGR Valve
* P1408 - Intake Manifold Pressure Sensor Circuit
* P1409 - EGR Vacuum System Leak
* P1410 - Fuel Tank Pressure System
* P1415 - Secondary Air Injection (AIR) System Bank 1
* P1416 - Secondary Air Injection (AIR) System Bank 2
* P1418 - Secondary Air Injection System Relay A Control Circuit High
* P1420 - Intake Air Low Pressure Switch Circuit Low Voltage
* P1421 - Intake Air Low Pressure Switch Circuit High Voltage
* P1423 - Intake Air High Pressure Switch Circuit High Voltage
* P1431 - Fuel Level Sensor 2 Circuit Performance
* P1432 - Fuel Level Sensor 2 Circuit Low Voltage
* P1433 - Fuel Level Sensor 2 Circuit High Voltage
* P1441 - Evaporative Emission (EVAP) System Flow During Non-Purge
* P1442 - EVAP Vacuum Sw. High Voltage During Ign. On
* P1450 - Barometric Pressure Sensor Circuit
* P1451 - Barometric Press. Sensor Performance
* P1460 - Cooling Fan Control System
* P1480 - Cooling Fan 1 Control Circuit High
* P1481 - Cooling Fan Speed Sensor Circuit
* P1482 - Cooling Fan Speed Output Circuit
* P1483 - Engine Cooling System Performance
* P1484 - Cooling Fan System Performance
* P1500 - Starter Signal Circuit
* P1501 - Theft Deterrent System
* P1501 - Vehicle Speed Sensor Circuit Intermittent
* P1502 - Theft Deterrent Fuel Enable Signal Not Received
* P1503 - Theft Deterrent Fuel Enable Signal Not Correct
* P1504 - Vehicle Speed Output Circuit
* P1508 - Idle Speed Low - Idle Air Control (IAC) System Not Responding
* P1509 - Idle Speed High - Idle Air Control (IAC) System Not Responding
* P1510 - Throttle Control System Performance - Throttle Limitation Active
* P1511 - Throttle Control System - Backup System Performance
* P1514 - Airflow to TP Sensor Correlation High
* P1515 - Electronic Throttle System Throttle Position
* P1516 - Throttle Actuator Control (TAC) Module Throttle Actuator Position Performance
* P1517 - Electronic Throttle Module
* P1518 - Electronic Throttle Module to PCM Communication
* P1519 - Throttle Actuator Control (TAC) Module Internal Circuit
* P1520 - Transmission Range Switch Circuit
* P1521 - Transmission Engaged at High Throttle Angle
* P1522 - Park/Neutral to Drive/Reverse at High RPM
* P1523 - Throttle Closed Position Performance
* P1524 - Throttle Closed Position Performance
* P1525 - Throttle Body ServiceRequired
* P1526 - Minimum Throttle Position Not Learned
* P1527 - Transmission Range to Pressure Switch Correlation
* P1528 - Governor
* P1529 - Heated Windshield Request Problem
* P1530 - Throttle Actuator Control (TAC) Module Internal Circuit
* P1531 - A/C Low Side Temperature Sensor Fault
* P1532 - A/C Evaporator Temp. Sens. Circuit Low Voltage
* P1533 - A/C Evaporator Temp. Sens. Circuit High Voltage
* P1534 - A/C High Side Temp. Sensor Low Voltage
* P1535 - A/C High Side Temperature Sensor Circuit
* P1536 - Engine Coolant Overtemperature - Air Conditioning (A/C) Disabled
* P1537 - A/C Request Circuit Low Voltage
* P1538 - A/C Request Circuit High Voltage
* P1539 - A/C Clutch Status Circuit High Voltage
* P1540 - Air Conditioning (A/C) Refrigerant Overpressure - Air Conditioning (A/C) Disabled
* P1541 - A/C High Side Over Temperature
* P1542 - A/C System High Pressure High Temperature
* P1543 - A/C System Performance
* P1544 - A/C Refrigerant Condition Very Low
* P1545 - Air Conditioning (A/C) Clutch Relay Control Circuit
* P1546 - A/C Clutch Status Circuit Low Voltage
* P1547 - A/C System Performance Degraded
* P1548 - A/C Recirculation Circuit
* P1551 - Throttle Valve Rest Position Not Reached During Learn
* P1554 - Cruise Control Feedback Circuit
* P1555 - Electronic Variable Orifice Output
* P1558 - Cruise Control Servo Indicates Low
* P1559 - Cruise Control Power Management Mode
* P1560 - Transaxle Not in Drive - Cruise Control Disabled
* P1561 - Cruise Vent Solenoid
* P1562 - Cruise Vacuum Solenoid
* P1563 - Cruise Vehicle Speed/Set Speed Difference Too High
* P1564 - Vehicle Acceleration Too High - Cruise Control Disabled
* P1565 - Cruise Servo Position Sensor
* P1566 - Engine RPM Too High - Cruise Control Disabled
* P1567 - Active Banking Control Active - Cruise Control Disabled
* P1568 - Cruise Servo Stroke Greater than Commanded in Cruise
* P1569 - Cruise Servo Stroke High While not in Cruise
* P1570 - Traction Control Active - Cruise Control Disabled
* P1571 - Traction Control Torque Request Circuit
* P1572 - ASR Active Circuit Low Too Long
* P1573 - PCM/EBTCM Serial Data Circuit
* P1574 - Stoplamp Switch Circuit
* P1575 - Extended Travel Brake Switch Circuit
* P1576 - BBV Sensor Circuit High Voltage
* P1577 - BBV Sensor Circuit Low Voltage
* P1578 - BBV Sensor Circuit Low Vacuum
* P1579 - P/N to D/R at High Throttle Angle - Power Reduction Mode Active
* P1580 - Cruise Move Circuit Low Voltage
* P1581 - Cruise Move Circuit High Voltage
* P1582 - Cruise Direction Circuit Low Voltage
* P1583 - Cruise Direction CircuitHigh Voltage
* P1584 - Cruise Control Disabled
* P1585 - Cruise Control Inhibit Output Circuit
* P1586 - Cruise Control Brake Switch 2 Circuit
* P1587 - Cruise Control Clutch Control Circuit Low
* P1588 - Cruise Control Clutch Control Circuit High
* P1599 - Engine Stall or Near Stall Detected
* P1600 - TCM Internal Watchdog Operation
* P1601 - Serial Comm. Problem With Device 1
* P1602 - Knock Sensor (KS) Module Performance
* P1603 - Loss of SDM Serial Data
* P1604 - Loss of IPC Serial Data
* P1605 - Loss of HVAC Serial Data
* P1606 - Serial Communication Problem With Device 6
* P1607 - Serial Communication Problem With Device 7
* P1608 - Serial Communication Problem With Device 8
* P1609 - Loss Of TCS Serial Data
* P1610 - Loss of PZM Serial Data
* P1611 - Loss of CVRTD Serial Data
* P1612 - Loss of IPM Serial Data
* P1613 - Loss of DIM Serial Data
* P1614 - Loss of RIM Serial Data
* P1615 - Loss of VTD Serial Data
* P1617 - Engine Oil Level Switch Circuit
* P1619 - Engine Oil Life Monitor Reset Circuit
* P1620 - Low Coolant Circuit
* P1621 - Control Module Long Term Memory Performance
* P1622 - Cylinder Select

performabuilt

iTrader: (25)

* P1623 - Transmission Temp Pull-Up Resistor
* P1624 - Customer Snapshot Requested - Data Available
* P1625 - TCM System Reset
* P1626 - Theft Deterrent Fuel Enable Signal Not Received
* P1627 - A/D Performance
* P1628 - ECT Pull-Up Resistor
* P1629 - Theft Deterrent System - Cranking Signal
* P1630 - Theft Deterrent Learn Mode Active
* P1631 - Theft Deterrent Start Enable Signal Not Correct
* P1632 - Theft Deterrent Fuel Disable Signal Received
* P1633 - Ignition 0 Switch Circuit
* P1634 - Ignition 1 Switch Circuit
* P1635 - 5 Volt Reference Circuit
* P1636 - PCM Stack Overrun
* P1637 - Generator L-Terminal Circuit
* P1638 - Generator F-Terminal Circuit
* P1639 - 5 Volt Reference 2 Circuit
* P1640 - Driver-1-Input High Voltage
* P1641 - Malfunction Indicator Lamp (MIL) Control Circuit
* P1642 - Vehicle Speed Output Circuit
* P1643 - Engine Speed Output Circuit
* P1644 - Traction Control Delivered Torque Output Circuit
* P1645 - Evaporative Emission (EVAP) Vent Solenoid Contorl Circuit
* P1646 - Evaporative Emission (EVAP) Vent Solenoid Control Circuit
* P1647 - Driver 1 Line 7
* P1650 - Control Module Output B Circuit
* P1651 - Fan 1 Relay Control Circuit
* P1652 - Powertrain Induced Chassis Pitch Output Circuit
* P1653 - Oil Level Lamp Control Circuit
* P1654 - Cruise Control Inhibit Output Circuit
* P1655 - EVAP Purge Solenoid Control Circuit
* P1656 - Driver 2 Line 6
* P1657 - 1-4 Upshift Solenoid Control Circuit
* P1658 - Starter Enable Relay Control Circuit
* P1660 - Cooling Fan Control Circuits
* P1661 - MIL Control Circuit
* P1662 - Cruise Lamp Control Circuit
* P1663 - Oil Life Lamp Control Circuit
* P1664 - 1-4 Upshift Lamp Control Circuit
* P1665 - Driver 3 Line 5
* P1666 - Driver 3 Line 6
* P1667 - Reverse Inhibit Solenoid Control Circuit
* P1669 - ABS Unit Expected
* P1670 - Driver 4
* P1671 - Driver 4 Line 1
* P1672 - Low Engine Oil Level Lamp Control Circuit
* P1673 - Engine Hot Lamp Control Circuit
* P1674 - Tachometer Control Circuit
* P1675 - EVAP Vent Solenoid Control Circuit
* P1676 - Driver 4 Line 6
* P1677 - Driver 4 Line 7
* P1680 - Driver 5 (ECU Malfunction)
* P1681 - Driver 5 Line 1
* P1682 - Driver 5 Line 2
* P1683 - Driver 5 Line 3
* P1684 - Driver 5 Line 4
* P1685 - Driver 5 Line 5
* P1686 - Driver 5 Line 6
* P1687 - Driver 5 Line 7
* P1689 - Delivered Torque Circuit Fault
* P1690 - ECM Loop Overrun
* P1691 - Coolant Gage Circuit Low Voltage
* P1692 - Coolant Gage Circuit High Voltage
* P1693 - Tachometer Circuit Low Voltage
* P1694 - Tachometer Circuit High Voltage
* P1695 - Remote Keyless Entry Circuit Low
* P1696 - Remote Keyless Entry Voltage High
* P1700 - Transmission Control Module (TCM) Requested MIL Illumination
* P1701 - Trans. MIL Request Circuit
* P1705 - P/N Signal Output Circuit
* P1719 - Incorrect Shifting Detected (TCM)
* P1740 - Torque Reduction Signal Circuit
* P1743 - TP Signal from ECM
* P1760 - TCM Supply Voltage Interrupted
* P1779 - Engine Torque Delivered to TCM Signal
* P1780 - Park/Neutral Position [PNP] Switch Circuit
* P1781 - Engine Torque Signal Circuit
* P1790 - Transmission Control Module Checksum
* P1791 - Transmission Control Module Loop
* P1791 - Throttle/Pedal Position Signal (2000+)
* P1792 - Transmission Control Module Reprogrammable Memory
* P1792 - ECM to TCM Engine Coolant Signal
* P1793 - Transmission Control Module Stack Overrun
* P1793 - Wheel Speed Signal (2000+)
* P1795 - CAN Bus - Throttle Body Position
* P1800 - TCM Power Relay Control Circuit
* P1801 - Performance Selector Switch Failure
* P1804 - Ground Control Relay
* P1810 - TFP Valve Position Switch Circuit
* P1811 - Maximum Adapt and Long Shift

performabuilt

iTrader: (25)

* P1812 - Transmission Over Temperature Condition
* P1813 - Torque Control
* P1814 - Torque Converter Overstressed
* P1815 - Transmission Range Switch - Start In Wrong Range
* P1816 - TFP Valve Position Sw. - Park/Neu. With Drive Ratio
* P1817 - TFP Valve Position Sw. - Reverse With Drive Ratio
* P1818 - TFP Valve Position Sw. - Drive Without Drive Ratio
* P1819 - Internal Mode Switch - No Start\Wrong Range
* P1820 - Internal Mode Switch Circuit A Low
* P1822 - Internal Mode Switch Circuit B High
* P1823 - Internal Mode Switch Circuit P Low
* P1825 - Internal Mode Switch - Invalid Range
* P1826 - Internal Mode Switch Circuit C - High
* P1831 - Pressure Control (PC) Solenoid Power Circuit - Low Voltage
* P1832 - Pressure Control (PC)/Shift Lock Solenoid Control Circuit High Voltage
* P1833 - A/T Solenoids Power Circuit - Low Voltage
* P1834 - Torque Converter Clutch (TCC)/Shift Solenoid (SS) Control Circuit High Voltage
* P1835 - Kick-Down Switch Circuit
* P1836 - Kick-Down Switch Failed Open
* P1837 - Kick-Down Switch Failed Short
* P1842 - 1-2 Shift Solenoid Circuit Low Voltage
* P1843 - 1-2 Shift Solenoid Circuit High Voltage
* P1844 - Torque Reduction Signal Circuit Desired By TCM
* P1845 - 2-3 Shift Solenoid Circuit Low Voltage
* P1847 - 2-3 Shift Solenoid Circuit High Voltage
* P1850 - Brake Band Apply Solenoid Circuit
* P1851 - Brake Band Apply Solenoid Performance
* P1852 - Brake Band Apply SolenoidLow Voltage
* P1853 - Brake Band Apply Solenoid High Voltage
* P1860 - TCC PWM Solenoid Circuit Electrical
* P1864 - Torque Converter Clutch Circuit
* P1865 - 4-5 Shift Solenoid (SS) Valve Control Circuit High Voltage
* P1866 - Torque Converter Clutch (TCC) Pulse Width Modulation (PWM) Solenoid Control Circuit Low Voltage
* P1867 - Torque Converter Clutch (TCC) Pulse Width Modulation (PWM) Solenoid Control Circuit High Voltage
* P1868 - Transmission Fluid Life
* P1870 - Transmission Component Slipping
* P1871 - Undefined Gear Ratio
* P1873 - TCC Stator Temp. Switch Circuit Low
* P1874 - TCC Stator Temp. Switch Circuit High
* P1875 - 4WD Low Switch Circuit Electrical
* P1884 - TCC Enable/Shift Light Circuit
* P1886 - Shift Timing Solenoid
* P1887 - TCC Release Switch Circuit
* P1890 - ECM Data Input Circuit
* P1890 - Throttle Position Signal Input
* P1891 - Throttle Position Sensor PWM Signal Low
* P1892 - Throttle Position Sensor PWM Signal High
* P1893 - Engine Torque Signal Low Voltage
* P1894 - Engine Torque Signal High Voltage
* P1895 - TCM to ECM Torque Reduction Circuit
* P2008 - Intake Manifold Runner Control (IMRC) Solenoid Control Circuit
* P2009 - Intake Manifold Runner Control (IMRC) Solenoid Control Circuit Low Voltage
* P2010 - Intake Manifold Runner Control (IMRC) Solenoid Control Circuit High Voltage
* P2066 - Fuel Level Sensor 2 Performance
* P2067 - Fuel Level Sensor 2 Circuit Low Voltage
* P2068 - Fuel Level Sensor 2 Circuit High Voltage
* P2096 - Post Catalyst Fuel Trim System Low Limit
* P2097 - Post Catalyst Fuel Trim System High Limit
* P2098 - Post Catalyst Fuel Trim System Low Limit
* P2099 - Post Catalyst Fuel Trim System High Limit
* P2100 - Throttle Actuator Control (TAC) Motor Control Circuit
* P2101 - Control Module Throttle Actuator Position Performance
* P2105 - Throttle Actuator Control (TAC) System - Forced Engine Shutdown
* P2107 - Throttle Actuator Control (TAC) Module Internal Circuit
* P2108 - Throttle Actuator Control (TAC) Module Performance
* P2119 - Throttle Closed Position Performance
* P2120 - Accelerator Pedal Position (APP) Sensor 1 Circuit
* P2121 - Accelerator Pedal Position (APP) Sensor 1 Performance
* P2122 - Accelerator Pedal Position (APP) Sensor 1 Circuit Low Voltage
* P2123 - Accelerator Pedal Position (APP) Sensor 1 Circuit High Voltage
* P2125 - Accelerator Pedal Position (APP) Sensor 2 Circuit
* P2127 - Accelerator Pedal Position (APP) Sensor 2 Circuit Low Voltage
* P2128 - Accelerator Pedal Position (APP) Sensor 2 Circuit High Voltage
* P2135 - Throttle Position (TP) Sensor 1-2 Correlation
* P2138 - Accelerator Pedal Position (APP) Sensor 1-2 Correlation
* P2176 - Minimum Throttle Position Not Learned
* P2500 - Generator L-Terminal Circuit Low Voltage
* P2501 - Generator L-Terminal Circuit High Voltage
* P2535 - Ignition 1 Switch Circuit High Voltage (PCM)
* P2610 - ECU Malfunction
* P2763 - Short to voltage in the TCC Solenoid
* P2764 - Open or Short to ground in the TCC PWM solenoid valve circuit
* P2A00 - HO2S Circuit Closed Loop (CL) Performance Bank 1 Sensor 1 (PCM)
* P2A01 - HO2S Circuit Closed Loop (CL) Performance Bank 1 Sensor 2 (PCM)
* P3000 - Hacking AWH Data

rufretic

iTrader: (37)

Nice work, should be a sticky.

How about adding just a simple list of how much fluid is needed for each tranny like 4l60e, th350, th400 so on. And then add this much for a deep pan. Or is it not that simple? How do you know when you have enough fluid in it? I have a th400 with a deep pan and have no idea how much to put in. Of course I could always ask my builder but I havn't got that far yet and it might be helpful info for others.

performabuilt

iTrader: (25)

Always use the dipstick to make that determination its will always be correct regardless of pan size or type. With various sized coolers and pans etc any other method would be a guessing game

performabuilt

iTrader: (25)

First the best idea instead of listening to me is to take the car to and experienced tuner and let them do what they do. IMO

However since I get many calls about certain things, Here are a few things you should always do.

1-turn off the test for the codes po751 and po757 this will help avoid the limp mod after stall up or driving with a high stall converter.

2-Set lockup to happen only in 4th gear and above 40 mph .IMO

3-Set lockup so it cuts out under throttle way before the trans does a down shift. A down shift with lockup on can break hard parts in particular the input drum and shaft.

4-set the TCC duty cycle min and max at there highest setting though with our unit this would serve no purpose since we have mechanically set it to always be max. In any case this will help to prolong the life of the lockup clutch by reducing slipping.

5-Always with a built trans ours for sure set the line pressure tables at stock. Using tuning to raise line IMO is not the right way to get a firmer shift and has little or no affect on WOT shifts anyway.

6-shift points can be set wherever you like however remember that there is a delay mechanically from command to shift and this will vary with transmission condition, I have found from talking with customers that allowing 200 rpm for the 1-2 and 300 rpm for the 2-3 seems to work out in most cases. However the more power you make the more room you may need as the time for the trans to make the shift is a constant but as power increases the RPM rise is faster so more time is required. EXAMPLE" N/A verses SPRAYED.
For instance where it might take 200 rpm to make the shift N/A it might take 300 with a 150 shot. Also remember that RPM cannot be used as a stand alone to set shift points MPH comes into play also and additionally the KICK DOWN - speeds and throttle percentage also come into play I am told and affect the WOT up shift as well.

Now bear in mind I am not a tuner and these are actually things I have learned from actual tuners and customers doing there own tuning after solving different issues.
I do however have a copy of EFI LIVE I keep on my computer so I can at least us it to try and understand what I am told and read.

performabuilt

iTrader: (25)

Found this on another forum posted as a single thread but wanted to have in this thread for easy reference also

PO121 CODE OR QUICK SHIFT 1-2-3-4 at WOT by 40 MPH FIX
Found this info on another forum and I know many people have popped up with this issue and wanted a fix. This would appear to be it. Hope it helps someone.

The curse of the P0121 Code... This code is infamous for giving people with larger cams fits...everything from traction control troubles, to shift point issues to just the good ole' P0121 code showing up for seemingly no reason making people scramble to purchase new Throttle Position sensors, adjust their set screws, etc, etc.

Before I go any further have a gander at the DTC information provided by LS2.com

http://www.ls2.com/boggs/dtcs/DTC%20P0121.htm

To outline a few key points

Quote:
The MAP is greater than 65 kPa

Quote:
The predicted throttle angle does not match the actual throttle angle

Quote:
All conditions present for 20 seconds

Now, that 65kpa map figure comes into play in nearly every LS1 Car/Truck because its the max map setting in most of the calibrations for the sanity test as shown here


Under normal circumbstances a stock cammed A4 will probably idle at around 35-40 map. When switching to a larger cam with more overlap your map readings could go up to as high as 70 or more kpa map which is way outside of the normal boundries. On a stock cammed car you'd probably need to be at around 30% tps to hit that same map number which is where that predicted throttle angle quote comes into play.

Now onto the last quote the 20 second timeframe. This will Usually come into play more often than not at idle with large cammed vehicles because many times your steady state map will be within the map sanity guidelines so there is a good possibity you might not see this code pop up immediatly.

There are a few ways you can cure this issue
a. Do as suggested in the help file which is to just set the min to 0 & max to 100
b. Adjust them to YOUR liking so you'll be within a reasonable limit. This will help determine if there IS a real issue with your TPS sensor later down the line.

So there you have it, as good an explanation I can come up with for that bastard code. So the next time you go WOT in your auto LS1 with a large cam & you go from 1st to 4th by 40mph or just a nagging p0121 code for no obvious reason you now have the info needed to fend it off.

performabuilt

iTrader: (25)

>Go to VCM Editor
>Open you Bin file
>Go to Eng. Diagnostics
>Go to DTCs
>Scroll to p0757 or PO751
>leave enable box blank
>Next to that box you'll see 1 of these 4 settings
0-MIL on first error
1-MIL on second error
2-No MIL light
3-No error reported
> click on # 3 (no error reported)
>Flash PCM

performabuilt

iTrader: (25)

You route the lines directly to the cooler from the lines that come from the trans and would normally hook to the radiator

performabuilt

iTrader: (25)

LINKS ARE COPIED FROM ANOTHER THREAD BUT THOUGHT WITH THIS TITLE WOULD BE EASIER TO SEARCH


General Maintenance Tips, Coolers, Trouble Codes and Other Issues
https://ls1tech.com/forums/showthread.php?t=886087

M6 to A4 and A4 to M6 Conversion info
https://ls1tech.com/forums/showthread.php?t=200477


TH350 & TH400 Information including how to swap it into an F-Body
https://ls1tech.com/forums/automatic-transmission/815618-th350-th400-frequently-asked-questions.html

https://ls1tech.com/forums/automatic-transmission/197642-what-would-you-like-see-addressed-th400-faq.html


4L80e Information including how to swap it into an F-Body
https://ls1tech.com/forums/automatic-transmission/699277-whats-needed-4l60e-4l80e-swap.html


Tearing down and rebuilding your 4L60e (Includes lots of photos)
https://ls1tech.com/forums/showthread.php?t=631230

https://ls1tech.com/forums/showthread.php?t=800809


4L60e Line Pressure
https://ls1tech.com/forums/showthread.php?t=114376


Transbrake in a 4L60e
https://ls1tech.com/forums/showthread.php?t=482258


Tips for pulling your Tranny and doing a Converter swap
https://ls1tech.com/forums/automatic-transmission/819894-transmission-install-write-up.html

https://ls1tech.com/forums/automatic-transmission/821738-torque-converter-installations.html


Pictures from inside a failed converter and some pictures of sponsor converters
https://ls1tech.com/forums/automatic-transmission/862534-torque-converter-education.html


Dope Style Transmission Cooler Mounting for those with FTRA and SSRA ram air intakes
https://ls1tech.com/forums/automatic-transmission/476059-trans-cooler-dope-style.html

Blk_Ws6

iTrader: (4)

Frank you the man!

performabuilt

iTrader: (25)

First you must understand that when speaking of and auto trans at WOT"Max line pressure" the time from command to shift is a constant regardless of power it will remain the same, The trans when commanded to shift must either make the shift or slip. It cannot just say no.
Now there is however something that does change with lower gears sets and power adders that must be considered. RPM-Since both power adder and lower ratio change the rate at which RPM rise it must be taken into consideration. Since the shift time is a constant if the RPM rises at a faster rate more time must be allowed between desired and actual shift, Which is why for instance with ratio changes simply changing the ratio in the PCM may not be enough to stop the bouncing the rev limiter. Consideration must be allowed to the faster RPM increase this would also have to be considered with power adders such as N2O which is why you will hear people say that there trans shifts perfect N/A but hots the limiter on N2O.

And example and these numbers are random just for explanation. Lets say that with a 2.73 gear ratio it takes 200 RPM to complete a shift from command to actual (6200 commanded-6400 actual) with lets say 4.10 gears it may take 400-500 rpm and possibly more to complete the same shift(6200 commanded-6800 actual) Now if in addition you have a power adder like N2O this could e pushed even further not because the trans cant make the shift but again because the RPM are increasing at a greater rate in the given amount of time.
So when making gear ratio changes or power adding this must always be considered.
Also of note generally more time must be allowed for the 2-3 than for the 1-2 shift , The reason is on the 60e the shift to 2nd is very simple fluid is sent to the intermediate servo it moves and applies pressure to the band stopping the REVERSE INPUT DRUM and creating second gear where on the 2-3 shift more is o curing. Fluid must travel to both the 3-4 clutch set and simultaneously be fed to the back side of the servo to release the 2-4 band. So basically you have two chambers being filled at the same time with a given amount of fluid so it takes longer to complete this shift.

Additionally you may also note a small difference in the shift timing in D3 over D4 on the 2-3. Again in D3 something is different the OVERUN CLUTCH is also turned on during the 2-3 shift in this position so now you have 3 components being moved by a given amount of fluid further increasing the time from command to actual shift. This also must be considered when allowing the car to auto shift in the D3 position from second to third gear and would need to be allowed for.

Now all this time may e measured in 10th or 100th of a second but can make a considerable difference when trying to set a shift point near the rev limiter

Hope this information is use full for someone

Frank at PerformaBuilt

mike13

iTrader: (27)

If just pulling the stock camaro firebird pan to do a filter change how much fluid should I add before starting the car to get a precise level check?

Also what fluid to use, whenever I look at the labels I get confused.

performabuilt

iTrader: (25)

Add 4 quarts then start and then add till full as needed,
Dexron/mecron specs or better .

performabuilt

iTrader: (25)

13
Oxygen sensor circuit wiring/connection
55
Lean fuel monitor
14
Coolant sensor high temp. indicated
58
Trans Fluid high temp. indicated
15
Coolant sensor low temp. indicated
59
Trans Fluid low temp. indicated
16
Ignition low resolution pulse not detected
61
Low R134A pressure indicated
21
TPS signal voltage high -REPLACE TPS MAKE SURE PLUGGED IN (THROTTLE POSITION SENSOR)
63
Right heated O2 sensor lean indicated
22
TPS signal voltage low-REPLACE TPS (THROTTLE POSITION SENSOR)
64
Right bank O2 sensor lean indicated
23
IAT sensor low temp. indicated
65
Right bank O2 sensor rich indicated
24
VSS fault, no pulse indicated-REPLACE VSS (VEHICLE SPEED SENSOR)
66
A/C pressure sensor low pressure
25
IAT sensor high temp. indicated.
67
A/C pressure sensor circuit fault
26
EVAP purge control solenoid circuit.
27
EGR vacuum solenoid circuit
68
A/C relay fault
28
Transmission range control circuit-REPLACE MPS SENSOR IN TRANS (MANIFOLD PRESSURE SENSOR)
69
A/C relay fault
29
Secondary air injection circuit
70
A/C high pressure indicated
32
EGR failure
71
A/C evap sensor low temp indicated
33
MAP sensor signal high
72
VSS signal circuit error
34
MAP sensor signal low
73
Trans. pressure solenoid current surge-REPLACE PCS (PRESSURE CONTROL SOLENOID)
36
Ignition faulty high resolution signal
74
Traction control system
37
TCC brake switch stuck ON-CHECK BRAKE SWITCH UNDER DASH
75
Transmission system low voltage-CHECK ALTERNATOR OUT PUT AND BATTERY CONNECTIONS
38
TCC brake switch stuck OFF-CHECK BRAKE SWITCH UNDER DASH
77
Cooling fan relay control
39
Clutch switch error
79
Trans. temp sensor high temp. indicated
41
No ignition control circuit
80
Trans. component harness fault-CHECK THAT HARNESS PLUGGED INTO TRANS AND NO PINCHED OR BROKEN WIRES
42
Ignition control module circuit
81
Trans 2-3 shift solenoid circuit-REPLACE 2-3 SHIFT SOLENOID
43
Knock sensor wiring open or shorted
82
Trans 1-2 shift solenoid circuit-REPLACE THE 2-3 SHIFT SOLENOID
44
Lean exhaust detected
83
reverse switch inhibit circuit
45
Rich exhaust detected
84
Skip shift or 3-2 shift solenoid circuit-REPLACE THE 3-2 SHIFT SOLENOID
46
VATS pass key circuit fault
85
TCC stuck ON-REPLACE THE TCC SOLENOID AND CHECK VALVE ABOVE IT (TORQUE CONVERTER CLUTCH SOLENOID)

47
Knock sensor module or circuit
90
TCC solenoid circuit fault-REPLACE TCC SOLENOID
91
Skip shift lamp circuit
48
MAF sensor circuit
97
VSS output signal voltage low-REPLACE THE VSS (VEHICLE SPEED SENSOR)
50
System voltage low
99
TACH output circuit
51
PROM/EEPROM error


53
System voltage high-CHECK ALTERNATOR OUTPUT VOLTAGE

JJD49

QUOTE]


Thanks for all of your information. I was thinking that my stalled 05 A/4 GTO trans was running hot. In normal driving conditions my temps would climb to around 180 degrees and I thought that was kind of high.

LS1_K1DD

iTrader: (3)

This thread should be helpful to everyone. Thanks for taking the time to type it up. On another note, is there any pics of a trans cooler install floating around LS1Tech? Bypassing the stock cooler? Thanks - Zack

crzytown69

iTrader: (17)

great info

performabuilt

iTrader: (25)

Bear in mind that while the shift may be commanded at 5100 it could indeed take to 6200 for the trans to make the shift . You see while the electronics are instant hydraulics are not and several things come into play.

One thing is a constant at WOT it always takes the same amount of time for the trans to complete the shift. This time will of course vary from trans to trans depending on condition, Shift kit set up. Line presure.

What does change is the rate the RPM are climbing under various conditions. These numbers are off but bear with me.
Lets say it takes 1 second to complete a shift from 1-2 and at 340 hp NA the RPM climb 300. Ok same time period at 600 hp the rpm might climb 600 RPM during the same period. Other variables would be for instance gear ratio and engine with 4.10 gears behind it is going to climb in RPM much faster that lets say a 3.23 would so then again you might have another 300 or more increase in the RPM during the same time frame between the two gears.I think this is why many times you hear of people boucing limiter after going to lower gears even though they did set up the PCM for the hear change. They failed to compensate for the RPM rate increase. With the stock converter and stock power the PCM can adapt but once you get outside those it cannot do so on its own. Add a shot and the RPM rate increases again even though the time for the trans to shift is still a constant.

I think this is why you hear so many people talk about bouncing the rev after mods they changed something wether it be power or gearing that changes the rate of the rise and fail to realize that all of these things have to be compensated for. Its not as simple as I want it to shift at 6000 rpm and set it that way because to acheive and actual shift at 6000 RPM where you would actually have to command the shift would be different for virtually any mods you make that can affect the rate the RPM rise during the shift.

So realistically every car would be different depending on the POWER/GEAR RATIO/SPRAY.
Then a converter with a high stall is still a further complication and the RPM due to the slip in the converter may be higher that expected for the MPH and this again would vary again with the addition of power adders such as Nitrous or even rear end would affect this too.

So the conclusion I have come to is there can be no one size fits all when it comes to tuning for shifts it would be unique to each set up. A car with 4.10 might take 500-800 or whatever to complete and shift and a 2.73 car might do it in 200-400 and power adders change these numbers around more. So its kinda a trial and error system I would conclude would have to be used.

Also you have to beware looking at the shift completion times with the 4l6x units since the PCM uses the engine rpm verse output speed to determine when the shift did happen and with a stall these numbers can be way off so are useless. The exception would be the late 4lxx with the input speed senor 07 up with these you would get a true time since the converter is not part of the equation.This would be true of the 4l80e also since it does have input speed sensor.
Ramble over lol

dondb

iTrader: (1)

Frank,
Great info!!
Thanks for the thread and adding to it when more info is available.