HP TUNERS "TCC LOCK DURING SHIFT OPTION"
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HP TUNERS "TCC LOCK DURING SHIFT OPTION" I have tuned some things for my friends converter (Yank 3600) on his 02 corvette. I saw a setting in HP Tuners for TCC LOCK DURING SHIFT OPTION. We enabled it and took his car for a spin and it felt great. I was wondering if it would hurt anything. Thanks for any input.
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My 2001 WS6 has it enabled from the factory.
It's okay to have it on.
PCM will keep TCC applied during 2-3 shift (if TCC is applied in 2nd) and during 3-4 shift,
except above 80% TPS.
Refer to the TCC MPH vs TPS release tables and you'll see that at 80% TPS the curve jumps up to 256 MPH, giving a release (release occurs on transitions to underneath this curve).
It's okay to have it on.
PCM will keep TCC applied during 2-3 shift (if TCC is applied in 2nd) and during 3-4 shift,
except above 80% TPS.
Refer to the TCC MPH vs TPS release tables and you'll see that at 80% TPS the curve jumps up to 256 MPH, giving a release (release occurs on transitions to underneath this curve).
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Originally Posted by DevonsZ
So will this keep the converter locked from 3rd gear into 4th gear at wot?
these curves jump up at 80% TPS forcing TCC to release;
WOT is greater than 80%, so, TCC is released at WOT in 3rd and 4th gears
Edit: (3rd gear TCC released (WOT, above 3rd gear TCC release curve), shifts to 4th, TCC still released (WOT, above 4th gear TCC relase curve).
Last edited by joecar; Feb 16, 2006 at 07:06 PM.
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It seemed like it made it shift better on the 1-2 shift as well. His car shifted loose as heck with his converter before the change and it felt like it was shifting better during all the shifts under WOT. R u guys sure it only adjusts the 3-4 shift? He was very happy with how different the car shifted. I guess I will just leave it on for him. Any other things I could change for his converter. I have already changed the shift speed/RPM, removed torque management and raised the rev limiter a bit. Thanks for everyones input.
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It applies the TCC to all gears that have the TCC apply curve.
On my car, the 2nd gear TCC apply curve is all at 256 MPH which means mine does not apply the TCC in 2nd gear.
Check his 2nd gear TCC apply curve, if it has sensible values, then his TCC is applying in 2nd gear;
otherwise if the whole curve is above his usual 2ng gear speed (i.e. at 256) then the TCC won't apply in 2nd.
On my car, the 2nd gear TCC apply curve is all at 256 MPH which means mine does not apply the TCC in 2nd gear.
Check his 2nd gear TCC apply curve, if it has sensible values, then his TCC is applying in 2nd gear;
otherwise if the whole curve is above his usual 2ng gear speed (i.e. at 256) then the TCC won't apply in 2nd.
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What does the 3rd C in TCC stand for? I am pretty sure i checked all of it and it was at a decent speed with the exception of the 3-4 shift (which i think was at 256) I will check his stuff again. Thanks for your help.
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I had read that the TCC would release anyway, across the
shift, or so I recall.
Seems like if you don't like the shift extension, you've got
the wrong converter. It would be interesting to see track
or log results from lock-through and no-lock conditions, to
determine which produces best acceleration result (being
another matter entirely from shift "feel").
shift, or so I recall.
Seems like if you don't like the shift extension, you've got
the wrong converter. It would be interesting to see track
or log results from lock-through and no-lock conditions, to
determine which produces best acceleration result (being
another matter entirely from shift "feel").
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That is exactly why I am trying to get all this stuff ready. We are heading to the track again tonight. I have 3 different tunes for him to try each has slight changes. We will try it with the TCC lock during shift option on and off to see if there is any drastic change in his et. He will be on slicks so traction shouldnt be an issue. Hopefully we can get some good consistant results and be able to tell if there is any real differance. His car is a stock 02 vette except for exhaust, smooth bellow and a yank SS 3600, the last time we went out his best was a 7.40 (1/8th) with a 100 shot and a 1.79 60' on street tires (I thought was pretty impressive for the mods on street tires). We are shooting for high 6's or very low 7's with a 150 on the slicks which I think should be very possible. Any other changes I should make to his tune other than I noted in my previous post? Thanks.
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Originally Posted by 98Blubrd
What does the 3rd C in TCC stand for? I am pretty sure i checked all of it and it was at a decent speed with the exception of the 3-4 shift (which i think was at 256) I will check his stuff again. Thanks for your help.
You're welcome, no worries.
Last edited by joecar; Feb 17, 2006 at 01:06 PM.
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Originally Posted by jimmyblue
I had read that the TCC would release anyway, across the shift, or so I recall.
i.e. the 3rd gear TCC apply has a sharp rise to 256 MPH at 80% TPS;
so if you're at WOT, the TCC is not applied while in 3rd and going into 4th;
then when in 4th at WOT, same thing, the 4th gear TCC apply curve has a sharp step up at 80% TPS, so TCC is still not applied.
At least that's my understanding of it;
I haven't yet had the chance to reduce the sharp step down to a reaonable value and log what happens.
Edit: My understanding is that the step up at 80% is because the TCC can't handle full torque since it's only "half a clutch" (only 1 friction surface instead of 2 or more).
Last edited by joecar; Feb 17, 2006 at 01:04 PM.
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Originally Posted by jimmyblue
Seems like if you don't like the shift extension, you've got the wrong converter. It would be interesting to see track or log results from lock-through and no-lock conditions, to determine which produces best acceleration result (being another matter entirely from shift "feel").
Could you explain the term "shift extension" to me, please...
Yes it would be interesting to see the acceleration differences between locked and unlocked
(actually the terminology I'm used to is 'applied' and 'released', different books I read or something...
)Regards
Joe
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shift extension: the rpm the converter slips to after a shift (example, at WOT w/my converter, after a shift at 6400 RPM i only go down to about 5700RPM, whereas a smaller converter would drop even lower)
at non WOT, a looser/big converter will have higher RPMs after a shift.
By locking the converter during a shift, you're eliminating much of the slip so after a shift RPMs should be lower than w/out it locked
at non WOT, a looser/big converter will have higher RPMs after a shift.
By locking the converter during a shift, you're eliminating much of the slip so after a shift RPMs should be lower than w/out it locked
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Thanks. Joecar. I will have some track results for this maybe on saturday if I decide to go on the net and post them. Monday would be the latest I will post them. Then we will have some #'s to go by rather than just thoughts. I would think that since he is spraying a 150 shot the car should do better with the TCC locked during the shift cause of the extra power and less slippage but N/A it might be slower if the car drops to much RPM going into the next gear. Correct me if I am wrong.
Last edited by 98Blubrd; Feb 17, 2006 at 01:22 PM.
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Originally Posted by horist
shift extension: the rpm the converter slips to after a shift (example, at WOT w/my converter, after a shift at 6400 RPM i only go down to about 5700RPM, whereas a smaller converter would drop even lower)
at non WOT, a looser/big converter will have higher RPMs after a shift.
By locking the converter during a shift, you're eliminating much of the slip so after a shift RPMs should be lower than w/out it locked
at non WOT, a looser/big converter will have higher RPMs after a shift.
By locking the converter during a shift, you're eliminating much of the slip so after a shift RPMs should be lower than w/out it locked
Stall converters (looser) will allow a higher RPMs.
Okay, I understand the term (I had previously called it "stall slip" or similar), thanks.
Regards
Joe
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Originally Posted by 98Blubrd
...N/A it might be slower if the car drops to much RPM going into the next gear...
if TCC is slipping between gear changes,
it allows higher RPM going into new gear,
so engine is higher up on torque curve;
also, a slipping TC is multiplying torque,
which helps to start pulling in the new gear.
So we'll see, we're interested in your track results,
thanks in advance for posting (take your time).
Regards
Joe
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Oh, there is another table for each gear...
the TCC Throttle Release table, and is typically set at 100% TPS;
if the TPS reaches this value, the TCC releases.
jimmyblue, you're correct, this is probably what you meant.
Regards
Joe
the TCC Throttle Release table, and is typically set at 100% TPS;
if the TPS reaches this value, the TCC releases.
Originally Posted by jimmyblue
I had read that the TCC would release anyway, across the
shift, or so I recall.
shift, or so I recall.
Regards
Joe