6L80 Torque Converter Tune Longevity Question

I just purchased a 2016 Silverado 5.3L 4x4 32K miles. The truck seems to run/shift great so far as I can tell.

Due to all the horror stories regarding TC failure and lifter failure i've installed the updated 154F TBV and now purchased HP tuner. Priority #1 with tuner is disabling AFM which seems a no-brainer. However, I'm reading more into tuning the TCC to identify other ways to increase longevity but I'm struggling with this conceptually.

It seems common strategies generally involve preventing the TCC from applying in low gears and also setting Desired Slip RPMs to zero when TCC is applied. But I can think of downsides to both ... no lockup generates heat, and lockup with zero slip put more stress on the clutch plates.

What have you guys found works best for these stock TCs? Perhaps I should just disable AFM and leave everything else as-is?

Settings the converter to not lock in gears 1-4 is totally fine, you won't notice any extra heat from the transmission.

On the stock converter I do let it slip like 5rpm now instead of 0 rpm per what a guy on here was saying about the stock lock up clutch. If it was an aftermarket converter with billet parts, I'd do zero slip.

I have started using a value between 3-5 rpm on some trucks. I had one get a violent trailer hitching shudder feeling, i believe a 2017ish truck. Most have done really well at 3-5rpm slip. These are getting to the point im disabling lockup in all 6 gears in some cases. I have so many 14-18 trucks return with a shudder or a rich/lean code from faulty injectors, etc. i am disabling half of the dtc on a bone stock truck. Its always the tuners fault the cel comes on after 3-6 months. Most customers are trading these in within a year of buying just to get another truck nearly the same color with the same issues.

For the op, disable tcc in 1-4. Adjust your slip tables as mentioned above, use bluecat for shift points.

Thanks guys for the replies! My tuner arrives tomorrow.

Planning to disable TCC 1-4 (this makes total sense to me to extend TC life). I will have to do some more research on the bluecat and slip tables.

Regarding slip in gears 5-6... To maximize the lifespan of the TC one would actually want zero slip (meaning no metal on metal rubbing plates fully locked) OR a lot of slip (basically disabling the TCC in 5,6 too). And if the TCC is not set to zero then the lower the desired slip the more work the TCC would be doing (metal on metal pressure/friction) and higher the desired slip allowed, the lower the amount of work reqd by TCC (less metal on metal pressure/friction). SO i should be careful about trying to achieve zero/low slip amounts as I could actually be putting more wear/tear on the TCC than if i had just left stock slip targets in 5,6. Am I understanding this correctly?

So perhaps this is what bluecat tables are for?? Basically tell me what conditions I should target ZERO slip (perhaps cruising) and allow for slip in high throttle or significant accel/decell???

Robert from TransGo says the clutch lining used on the stock GM converters needs to slip. I'll defer to his knowledge on that. On the 6L tunes I do I only lock the converter at 50 mph and higher in 5th and 60 mph in 6th if the truck has 3.42 gears. If it has 3.08 gears which a lot of the newer ones do I will add 5-8 mph to those values. I do this for all modes. And I leave the slip values stock. I always disable DOD on the engine side so it never used the the DOD slip tables anyway. Non DOD tables usually have 20 as the highest slip value. I also disable WOT lockup in all gears all modes.

Hey guys, so I started with just simple DOD disable. Unfortunately after I wrote the new file my ambient air temp on the infotainment screen now telling me its 32F and I get the "Ice Possible Drive with Care" message when i start the truck. Its about 80F where i am. I tried turning on/off and letting it sit for a while and turning on again. Still says 32F. Any thoughts? Is it normal to have weird shit like this happen when you start messing with ECM/TCM settings?

Nevermind, found some other posts about this. Apparently it happens after a tune on some of these trucks. Should reset itself after it sits for 8hours.

Or just drive it for a little bit and it will go back to reading normal.

I have a remote tune on my truck . Currently the tuner has TCC lockup disabled in 1-4 and TCC slip set to 5rpm . Issue I?m having is when it downshifts to 4th gear around 3,000 rpm about a second after it enters 4th gear there is a surge of + 200 rpm?s roughly . Any idea what needs done to correct this ? Thanks in advance

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Originally Posted by ZBW87

I have a remote tune on my truck . Currently the tuner has TCC lockup disabled in 1-4 and TCC slip set to 5rpm . Issue I?m having is when it downshifts to 4th gear around 3,000 rpm about a second after it enters 4th gear there is a surge of + 200 rpm?s roughly . Any idea what needs done to correct this ? Thanks in advance

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Check fluid level and verify you're 1 quart overfilled. Thats all I can think of without seeing any data. Hope this helps

You think there?s too much fluid or not enough fluid ?