2010 Tahoe with 6L80, tune for longevity and towing

GM does lock up the converter. I'm only across the one OS at the moment but new parameters have been added to the scanner showing the TCC mode and PCA pressure for the later OS that use the desired pressure table. The TCC modes are off, coast, on and lock. In on and coast modes the converter slips. When torque demand reaches a threshold it goes into lock mode. The reference slip goes to 0 and the pressure goes right up. Always learning new stuff.

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Originally Posted by SilveradoWillie

Could disabling AFM and no TCC lock in 1-4 result in a somewhat less 'dynamic' transmission system result in a less 'active' PR valve potentially reducing wear?

This is great info TransGo. Thank you for sharing. The clutch plate with woven carbon lining definitely seems like it was designed with slip in mind rather than designed to lock

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No, lockup command has no effect on the PR valve bore wear.

I have 2010 Tahoe 2WD that I have the TCC lock-up turned off until 5th and 6th for years with about 180k on the clock along with AFM. In my opinion it makes it way smoother to drive and keeps it in the ?power band? in normal and tow haul mode. I?ve also changed the spark control for torque management to immediate instead of ramp which helps the shift feel more positive. I?ve done this same thing to multiple other vehicles haven?t had any issue and they all love how smooth they drive. One thing I will recommend is after you make any changes to the transmission tune make sure to reset the adapts with the scanner and allow it to relearn. It will be clunky at first but will smooth out.

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Originally Posted by TransGo Robert

Got it, I was thinking many it is already amazing it made it that long, towing on top of it this guy must be going to the right church! :cool: There is zero comparison between the two kits, our TOW&PRO kit is for towing or performance if you do the tuning part on top of it. Aside from addressing the usual wear issues, it increases drastically the torque capacity of all the friction element. The other kit is simply to addresses wear, it does not increase the towing capacity of the unit at all. As for making it not slip the converter clutch in 5th and 6th that's mostly only good for aftermarket converter that don't use the GM woven carbon lining and so prone to shudder. The carbon woven lining is very brittle and designed to slip without wearing out, but it is super brittle . the extra pressure required to make it not slip and the increase rate of apply is hard on it and it often will crack and lose chunks of it causing the TCC to start slipping after many thousandths of mile with this modification. Eliminating lock up in 1-2-3-4 is not going to hurt anything, but I would not recommend increasing the pressure to stop it from slipping the 20 or so RPM factory programing does.

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I am extremely glad I read your information about the TCC slip. I was going to make the TCC changes to try to improve reliability and shift quality but now I know better. I saw you mention removing TCC lock up in 1-4 would help with driving experience. I am trying to make my truck shift better. I have a 2015 Silverado @ 115k with no issues(stock tune with AFM disabled via plugin) Once and while I get a clunk when going under up a hill decelerating then adding a very small amount of throttle. I also do not like the way the truck feels in traffic under 25 mi. When I am transitioning from decelerating up a hill to slight acceleration it feels like it confused. Often it feels like the TCM can not figure out whether the TCC should be lock or not. Would disabling the TCC in lower gears (at least in 1-3) fix this? And should I be concerned with the added heat from the TCC being open will add? I still have the OEM transmission thermostat(190deg F).

I build transmissions at a GM dealership and frequently see extremely worn PR valves in almost every torque converter failure on a 6L80E. Even low milage units. Most of the time, the 1-2-3-4 piston is also cracked due to pressure spikes, and sometimes even the drum is cracked. For the OP TGMachine, I highly recommend the TransGo kit over the Sonnax kit, not to detract from Sonnax at all, as they have great products. I have used both kits on numerous builds, and the TransGo kit has become my go-to for all recent builds. Shifts are greatly improved throughout all load ranges, even normal driving. Superior also produces an excellent PR valve with a seatless design, which I also use on all my personal builds.