2015 2500HD BlueCat and shift point help.

I am not sure if my ECU has been modified already or not, so I am asking here...

Is the stock 5>6 shift 8192rpm?

I am attempting to use bluecat to dial in my transmission shifts and I have the following.

1>2 5600 rpm
2>3 5600 rpm
3>4 5400 rpm
4>5 5200 rpm
5>6 8192 rpm

BlueCat has 6 gear options, and I am not sure what to put in. Am I doing something wrong?

Attachment 143977

At full throttle that looks normal because for one you could never shift into 6th gear at full throttle anyway, You'd be going faster than that truck could even go.

Thanks, so I should have 8192 where I circled twice in the image? Because you are saying that I will just stay in 5th gear and never go over 8192rpms and it should never shift into 6th gear. Makes sense if that's the logic. Thanks for the clarification!

Thanks,

Got all the shift points dialed in.

I didn't change the Torque Converter>TCC Desired Slip from 20 to 0 because I am essentially eliminating it with the bluecat from what I can tell in gears 1-3 and most of 4th?

I didn't turn off any of the torque reduction, did turn the speed ctrl terminate and set to "Immediate".

On the engine side all I did was the following.

Engine>Fuel>Power Enrich>Delay>RPM>1500rpm and Delay set to 0 from 1.
Engine>Fuel>Power Enrich>Throttle>Enable Pedal> Changed it to 65 from 89.
Engine>Fuel>Power Enrich>Throttle>Enable Torque>Changed it to 30 on all cells from 60.
Engine>Airflow>Electronic Throttle>Max% Area vs RPM>Changed cells 1200-2000rpm from 30 to 60.
Engine>Fuel>General>AFR> Changed it to 14.67822 across the board

Completely stock truck other than the larger tires.

I assume this should be enough to notice a big difference?

I assume I could mess with the Engine>Spark>Advance>Base>High Octane if I wanted, but only running 87 octane and don't want to get too crazy. Just want a little better throttle response and better transmission shifts.

Thanks in advance, huge help!

That all sounds okay.

Just post the tune file too, that helps us visually see the changes being made.

Quote:

---

Originally Posted by 5FDP

That all sounds okay.

Just post the tune file too, that helps us visually see the changes being made.

---

Thanks, will try and get it Monday. I took it on a test drive and saved the log. It drives smoother is about the main thing I noticed. It's a big heavy truck with 33's. I put in 32.5 within gear change in hptuners and within bluecat. Shop was closing down for the day and wanted their laptop and device back before closing down shop.

Seems like from 1-2k it blazes through the rpms which it didn't do before... However, I still notice quite a bit of rpm TCC slip in the datalog. Is that normal? Is the fast rpm gain due to that 1500rpm change I made under Power Enrich Delay? Based off the description I thought all that would do is enable PE at a lower RPM. Almost acts like a larger stall converter and more loose until it hits that rpm. Before it was set to like 8100rpm or something.

The channel config I use for Gen3 engines, so that TCC Slip may not even be right on the Gen5. After reviewing the log its showing it slipping all the time, which makes zero sense.

Attachment 143991

Thanks in advance as always and happy Friday!

Quote:

---

Originally Posted by alaska_guy

Thanks, will try and get it Monday. I took it on a test drive and saved the log. It drives smoother is about the main thing I noticed. It's a big heavy truck with 33's. I put in 32.5 within gear change in hptuners and within bluecat. Shop was closing down for the day and wanted their laptop and device back before closing down shop.

Seems like from 1-2k it blazes through the rpms which it didn't do before... However, I still notice quite a bit of rpm TCC slip in the datalog. Is that normal? Is the fast rpm gain due to that 1500rpm change I made under Power Enrich Delay? Based off the description I thought all that would do is enable PE at a lower RPM. Almost acts like a larger stall converter and more loose until it hits that rpm. Before it was set to like 8100rpm or something.

The channel config I use for Gen3 engines, so that TCC Slip may not even be right on the Gen5. After reviewing the log its showing it slipping all the time, which makes zero sense.

Attachment 143991

Thanks in advance as always and happy Friday!

---

Had to run back to the shop to get my scanner so I was able to grab the files off the laptop.

Attachment 144003Attachment 144004

I'd keep a close eye on your trans temp. The biggest advantage to locking a converter as early as possible is temp control. I typically don't touch TCC lock up stuff in an otherwise stock vehicle. Only time I do really is in cammed stuff. And that's just out of necessity.

Quote:

---

Originally Posted by edcmat-l1

I'd keep a close eye on your trans temp. The biggest advantage to locking a converter as early as possible is temp control. I typically don't touch TCC lock up stuff in an otherwise stock vehicle. Only time I do really is in cammed stuff. And that's just out of necessity.

---

Thanks for the advice.

I went off of this video explaining how he tunes gen5, and bluecat's settings.

https://www.youtube.com/watch?v=4SmhtMQMvRA&t=761s

If you go to the 15:15 mark he is disabling TCC in gears 1-3.

Here is using bluecat to disable TCC just as he describes.

Attachment 144083

Should I just skip that step and only adjust the shift timing?

I am new to tuning gen5, so I don't want to do anything to harm it. I hear the Torque converters on these are garbage and basically come apart and kill the pump/trans eventually. So they do this to get longer life out of them? Just a quick google search.

Again, I appreciate any info to help me out.

Disabling the lockup prolongs the life of the TC lockup clutch on 6L80/90s. That is their weak point for total transmission failure. Ask any transmission shop that rebuilds them. I have a few local trans shops that have me do that on every one they rebuild. I disable LU in 1-4. and limit lockup to over 50 mph in 5-6. There is a transmission thermostat mod you can do on the 14+ 6 speeds that helps keep the fluid temps down. Google it. The 13 and older trucks don't use it. My 2013 truck trans temp rarely goes over 150 degrees and I don't lock it up in 1-4. There is a guy that works for Transgo that posts here that says setting the slip to 0 will damage the TCC woven lining.

Quote:

---

Originally Posted by 2xLS1

Disabling the lockup prolongs the life of the TC lockup clutch on 6L80/90s. That is their weak point for total transmission failure. Ask any transmission shop that rebuilds them. I have a few local trans shops that have me do that on every one they rebuild. I disable LU in 1-4. and limit lockup to over 50 mph in 5-6. There is a transmission thermostat mod you can do on the 14+ 6 speeds that helps keep the fluid temps down. Google it. The 13 and older trucks don't use it. My 2013 truck trans temp rarely goes over 150 degrees and I don't lock it up in 1-4. There is a guy that works for Transgo that posts here that says setting the slip to 0 will damage the TCC woven lining.

---

Thanks, I will keep it as is. I didn't mess with any of the TCC slip values.

I see some guys maxing out the Trans and Axle stuff so there is no tq management and I see others don't touch it. I doubt it will actually give me any more noticeable difference by adjusting it?

Other than that, I imagine not much more to change/tune for a stock truck?
Attachment 144090

Quote:

---

Originally Posted by 2xLS1

Disabling the lockup prolongs the life of the TC lockup clutch on 6L80/90s. That is their weak point for total transmission failure. Ask any transmission shop that rebuilds them. I have a few local trans shops that have me do that on every one they rebuild. I disable LU in 1-4. and limit lockup to over 50 mph in 5-6. There is a transmission thermostat mod you can do on the 14+ 6 speeds that helps keep the fluid temps down. Google it. The 13 and older trucks don't use it. My 2013 truck trans temp rarely goes over 150 degrees and I don't lock it up in 1-4. There is a guy that works for Transgo that posts here that says setting the slip to 0 will damage the TCC woven lining.

---

I believe the 6L90e don't have a thermostat from the factory in heavy duty trucks, the 1500's all have it though.

Quote:

---

Originally Posted by 5FDP

I believe the 6L90e don't have a thermostat from the factory in heavy duty trucks, the 1500's all have it though.

---

Yes, that is correct. My temps never get much above 150.

TransGo Robert knows his stuff. Seeing as these TCC's are meant to slip, what's the general consensus on WOT lock up?