TCC slip/duty
Thread Starter
TECH Regular
iTrader: (4)
Joined: Mar 2002
Posts: 414
Likes: 0
From: Schuylkill County PA
TCC slip/duty Thanks to the Interceptor I'm able to monitor these parameters. Now can someone explain to me exactly what I'm looking at 
What little I do know is that as the TCC duty cycle increases, I should see slip decrease. What would be "red flags" when looking at these numbers? Yank SS4000 BTW.
What little I do know is that as the TCC duty cycle increases, I should see slip decrease. What would be "red flags" when looking at these numbers? Yank SS4000 BTW. 
TCC duty follows several things. One is the "load"
(Delivered Torque) but you also have "slip learning"
(Fie on thee, Satan!) and trans fluid temp acting
on the force motor current. As well as sappy soft-
apply strategy, because your Grandma was fixing to
buy a V-8 Camaro, yeah.
Duty cycle is just the fraction, of main line pressure
that is being delivered at the end of the chain. The
real problem is in the force motor table, where on
an F-body there is "0%" line pressure being commanded
at cruise loads and up light grades, in the name of fuel
economy. Because Grandma was very concerned
about that too. 100% of diddly squat, is diddly and slip.
If you see TCC slip and you're locked, and TCC duty
is 90+ %, you have to deal with the applied line
via either the force motor current table or the trans
general pressure, TCC-locked line adder (depending
on whether your OS & tuning tool provide that).
I modified my force motor table years ago to bring
line in earlier and all in by 300 lb-ft, it has caused
no trouble to date. Did it when I had the slippery
little TCI in there as a crutch, and just stayed with
it.
(Delivered Torque) but you also have "slip learning"
(Fie on thee, Satan!) and trans fluid temp acting
on the force motor current. As well as sappy soft-
apply strategy, because your Grandma was fixing to
buy a V-8 Camaro, yeah.
Duty cycle is just the fraction, of main line pressure
that is being delivered at the end of the chain. The
real problem is in the force motor table, where on
an F-body there is "0%" line pressure being commanded
at cruise loads and up light grades, in the name of fuel
economy. Because Grandma was very concerned
about that too. 100% of diddly squat, is diddly and slip.
If you see TCC slip and you're locked, and TCC duty
is 90+ %, you have to deal with the applied line
via either the force motor current table or the trans
general pressure, TCC-locked line adder (depending
on whether your OS & tuning tool provide that).
I modified my force motor table years ago to bring
line in earlier and all in by 300 lb-ft, it has caused
no trouble to date. Did it when I had the slippery
little TCI in there as a crutch, and just stayed with
it.
If you see TCC slip and you're locked, and TCC duty
is 90+ %, you have to deal with the applied line
via either the force motor current table or the trans
general pressure, TCC-locked line adder (depending
on whether your OS & tuning tool provide that).
I modified my force motor table years ago to bring
line in earlier and all in by 300 lb-ft, it has caused
no trouble to date. Did it when I had the slippery
little TCI in there as a crutch, and just stayed with
it.
is 90+ %, you have to deal with the applied line
via either the force motor current table or the trans
general pressure, TCC-locked line adder (depending
on whether your OS & tuning tool provide that).
I modified my force motor table years ago to bring
line in earlier and all in by 300 lb-ft, it has caused
no trouble to date. Did it when I had the slippery
little TCI in there as a crutch, and just stayed with
it.
what tcc apply settings were you using with your tci converter? as in, how much throttle could you give it before you were seeing slip?
i've got a performabuilt 2.5str 3600 rated stall which is basically a converted 9.5inch unit with an adapter ring. i've noticed some slip going up steep hills when the converter is locked even at less than 50% throttle (fluid is fine, replaced it to be safe).
when you modify the force motor table, what do you recommend to decrease slip?
I couldn't give it 25% up an overpass (swampy flatland)
without seeing slip.
Since the line% index was showing zero, in the force motor
table I took the zero column from 1069mA to 898mA, the
6% from ~980 to 547, bringing it down much more quickly
against line% than the stocker. I did try to keep the 0%
as high as I could stand (low pressure as possible) since
that is where I idle and cruise.
I think the tune files of mine on the HPTuners site, at least
the later one with the force motor warnings in the description,
might be what you want to look at. I left all that alone after
swapping to the Fuddle converter and had no need to mess
with.
Nowadays there are more sophisticated ways to deal with it
but back then, I did what I had to.
without seeing slip.
Since the line% index was showing zero, in the force motor
table I took the zero column from 1069mA to 898mA, the
6% from ~980 to 547, bringing it down much more quickly
against line% than the stocker. I did try to keep the 0%
as high as I could stand (low pressure as possible) since
that is where I idle and cruise.
I think the tune files of mine on the HPTuners site, at least
the later one with the force motor warnings in the description,
might be what you want to look at. I left all that alone after
swapping to the Fuddle converter and had no need to mess
with.
Nowadays there are more sophisticated ways to deal with it
but back then, I did what I had to.
what tcc apply settings were you using with your tci converter? as in, how much throttle could you give it before you were seeing slip?
i've got a performabuilt 2.5str 3600 rated stall which is basically a converted 9.5inch unit with an adapter ring. i've noticed some slip going up steep hills when the converter is locked even at less than 50% throttle (fluid is fine, replaced it to be safe).
when you modify the force motor table, what do you recommend to decrease slip?
i've got a performabuilt 2.5str 3600 rated stall which is basically a converted 9.5inch unit with an adapter ring. i've noticed some slip going up steep hills when the converter is locked even at less than 50% throttle (fluid is fine, replaced it to be safe).
when you modify the force motor table, what do you recommend to decrease slip?
i found your tune file in the repository and i'm using some of your numbers.
25% also seems to be the required release tps% in my case even with 96 and 100 tables at "98." it did help, but the slip was still there at 35-40% throttle up slight grades at freeway speeds and 25% throttle up a steep hill. i'm working with "0" in the last two 96/100 columns of the force motor table.
at least this gets my tcc apply up to 25% release compared to the 18.75% i had to set earlier.
thanks!
25% also seems to be the required release tps% in my case even with 96 and 100 tables at "98." it did help, but the slip was still there at 35-40% throttle up slight grades at freeway speeds and 25% throttle up a steep hill. i'm working with "0" in the last two 96/100 columns of the force motor table.
at least this gets my tcc apply up to 25% release compared to the 18.75% i had to set earlier.
thanks!
decreasing the force motor tables for me caused a P0748 code - Pressure Control Solenoid Circuit Electrical.
after some driving, shifts were really harsh (even with a stall). so i brought all tables back to stock, but left the 90/96 columns at 98 and the 100 column (set to full pressure bleed off in stock calibration) to 801. seems to be working fine.
anyone know what to avoid adjusting on the force motor table to prevent triggering this code?
after some driving, shifts were really harsh (even with a stall). so i brought all tables back to stock, but left the 90/96 columns at 98 and the 100 column (set to full pressure bleed off in stock calibration) to 801. seems to be working fine.
anyone know what to avoid adjusting on the force motor table to prevent triggering this code?
