Looking for WOT 4L60e scanner logs with input/output rpm's logged

[TransGo Robert]

Are the shift solenoid command and pressure solenoid command parameters I can log with the 411 pcm?

Having used all of the available 0-5v inputs (using egr and fuel tank pressure) except the a/c one is there an easy way to data log the transmission pressure?

All 4L60E computers since day one back in 1993 have PIDs for solenoid command and pressure control solenoid (force motor). The pressure boost inversely proportional to the current as well as ON-Time duty cycle %. The computer has no way to know what the actual pressure is, but basically you want it tune so that when you do your pass at WOT the computer commands the minimum % (5% is the minimum usually) so that no or just about no current (amperage) flows in the solenoid circuit. A gauge on the pressure tap will tell you what the transmission is achieving for pressure depending on how much amperage (normally 1.1 amp to 0 amp). If you wanted to log it you could use a transducer and wire it to the AC pressure switch but it is probably not needed. I would just make sure it commands no amperage at WOT and that the pressure does rise as it should (how high depends on how it was built) and then call it a day. If you are happy with the shift feel there is really nothing to fix here. To make the shifts shorter you would have to have it modified internally. I think just making sure it is commanding it correctly and that that the transmission pressure is doing what it is asked to do is all you really need to double check here.

[slarsen47]

All 4L60E computers since day one back in 1993 have PIDs for solenoid command and pressure control solenoid (force motor). The pressure boost inversely proportional to the current as well as ON-Time duty cycle %. The computer has no way to know what the actual pressure is, but basically you want it tune so that when you do your pass at WOT the computer commands the minimum % (5% is the minimum usually) so that no or just about no current (amperage) flows in the solenoid circuit. A gauge on the pressure tap will tell you what the transmission is achieving for pressure depending on how much amperage (normally 1.1 amp to 0 amp). If you wanted to log it you could use a transducer and wire it to the AC pressure switch but it is probably not needed. I would just make sure it commands no amperage at WOT and that the pressure does rise as it should (how high depends on how it was built) and then call it a day. If you are happy with the shift feel there is really nothing to fix here. To make the shifts shorter you would have to have it modified internally. I think just making sure it is commanding it correctly and that that the transmission pressure is doing what it is asked to do is all you really need to double check here.

Thank you!

[kingtal0n]

The transmission input shaft speed is a made up value that at time is no even close to being possible. Your computer is a 2002, even if the transmsision had been rebuilt with a 05-up pump and input shaft that use a turbine speed sensor there is no circuitry for it in the computer or wires for it in the vehicle's wiring harness. You can see how bogus the reading his on the first set of upshifts 1-2-3 where under moderate acceleration the input shaft is turning faster then the engine up to 2000+ RPM faster at a certain point which is only physically possible when you are coasting down, now on acceleration. The computer never commands lock-up so you can't ever calcutate the gear ratio accurately. Your 1-2 shift sure seems sloppy but without all the transmsision parameter it is a bit hard to say just how bad it is. We would need shift solenoid command and pressure solenoid command to better evaluate things. No matter what, unless the pressure command is all wrong, there is little you can do on those tuning wise to help a 4L60E shift quicker, it would need to be modified internally.

To be clear when evaluating the 1-2 shift I was only looking at engine RPM. I never look at shift time reports or shaft rpms or anything else. You just look at the rpm drop slope and its pretty clear there is some dragging into second. He did log the 1-2 solenoid it just shows up at trans current gear, I believe when it shows 2nd gear current gear that is the moment of command for 2nd, then the shift takes place a bit later, you can see the start of rpm drop and the finish its a long slope I would look into that. Log force motor make sure it drops out. The stock file and predictive elements of OEM tuning does not seem to put out the correct pressure command from what I've seen. Or it starts out good then falls off and rises the mA during a run.

[TransGo Robert]

To be clear when evaluating the 1-2 shift I was only looking at engine RPM. I never look at shift time reports or shaft rpms or anything else. You just look at the rpm drop slope and its pretty clear there is some dragging into second. He did log the 1-2 solenoid it just shows up at trans current gear, I believe when it shows 2nd gear current gear that is the moment of command for 2nd, then the shift takes place a bit later, you can see the start of rpm drop and the finish its a long slope I would look into that. Log force motor make sure it drops out. The stock file and predictive elements of OEM tuning does not seem to put out the correct pressure command from what I've seen. Or it starts out good then falls off and rises the mA during a run.

The trans current gear PID is almost a match with the solenoid command. It is anywhere from 0.1 to 0.6 seconds before the actual solenoid command depending on the driving conditions. It is all splitting hairs, but I prefer looking at the actual solenoid command when assessing how long it takes for shift to start and complete. Here's an screenshot example, the white line is the trans current gear PID while the other two are the shift solenoid command.
Shifts.png

[kingtal0n]

The trans current gear PID is almost a match with the solenoid command. It is anywhere from 0.1 to 0.6 seconds before the actual solenoid command depending on the driving conditions. It is all splitting hairs, but I prefer looking at the actual solenoid command when assessing how long it takes for shift to start and complete. Here's an screenshot example, the white line is the trans current gear PID while the other two are the shift solenoid command.
Shifts.png

Couldn't that just be the polling interval and a difference in phase or priority depending on CPU time available - splitting hairs but I would be curious about the difference when logging JUST the two on a powerful Computer at the same polling interval. I've noticed at wot for example at high output with a loaded scanner the injector on-time falls behind the other data, stuff like that is common and has no self-check mechanism.

[TransGo Robert]

Couldn't that just be the polling interval and a difference in phase or priority depending on CPU time available - splitting hairs but I would be curious about the difference when logging JUST the two on a powerful Computer at the same polling interval. I've noticed at wot for example at high output with a loaded scanner the injector on-time falls behind the other data, stuff like that is common and has no self-check mechanism.

The gear parameter I could not tell you for sure if it at the right time or not. But I believe it is because it is always before the actual solenoid command and also it changes depending on the load which goes hand in hand with desired shift time. it always turn the solenoid ON or OFF faster after the gear command PID change when under heavier load. The one thing I know without a doubt because I have driven them graphing both the voltage to the solenoid as well as the solenoid command PIDs and they match 100%. For that reason I personally always rely on the shift solenoid command instead of the commanded gear PID because I know I can relay on that data. All that being said, this is just minor details unless you are doing some serious R&D, for the most part you can use that gear command PID like you said without a problem.

[slarsen47]

How does the 411 PCM "calculate" the input shaft rpm PID if it is not a sensor value?

[TransGo Robert]

How does the 411 PCM "calculate" the input shaft rpm PID if it is not a sensor value?

It divides the OSS RPM reading by the gear ratio it is commanding.

[slarsen47]

[TransGo Robert]

Yours does not have an input sensor, and even if it had a unit in it with the sensor, it does not have the wires for it in the vehicle's harness. But if you have any doubts at all for any reason, it take a minute to check. Just unplug the harness and look to see how many wires it has. 13 for non ISS and 15 for model with ISS. Here's where the difference in pinout between the two.
No ISS: No ISS.png
With ISS: With ISS.png

[slarsen47]

Great explanation!

I definitely have only 13 wires in the plug because I converted from a manual 6 to the auto 4 and have the details of the wiring that I used to connect to the 411 PCM!

So NO ISS.