Why does no one care about WOT TCC Lockup?
I was going to ask the question on the thread below, but most everyone is not concerned about WOT, especially since the 8L90 only has shuddering problems at very light throttle (which I believe are 100% fixed by the new Mobil 1 fluid).
Even though you know for sure you are commanding lockup at WOT, the TCM ignores you. My Camaro with the 8L90 sees about 150-200 rpms of slip at WOT, I don't know how to translate this to a power, but im sure it would add up to 10 maybe 20 or 30 or 40 rwhp at the wheels of wasted energy that should be put into kinetic energy to move the car forward but is instead lost to useless heat.
The same problem was present on the Duramax on the Allison and the Allison TCM had a hidden table that inhibited lockup past a certain threshold of TC slip, and with increased power you would always run over this threshold. I wonder if that's the case here too?
Earlier before I swapped in my cam and heads im pretty sure I remember seeing full lockup (0 slip rpm) at WOT, although it still didn't do it instantly like commanded, it would still take until the very top of 2nd before it fully lock with zero slip. Now its just completely ignoring it.
I do have the stock torque converter and I have the latest Mobil1 fluid that fixes the shudder. The main thing is with everyone so obsessed with every last bit of HP they can get, why does no one care about the wasted power going through and unlocked TCC at WOT. I understand not locking it in 1st gear since you can use it to stall and I can also understand unlocking it during WOT shifts, but it is completely baffling to me why some people think it should be unlocked at WOT.