Just drive with the new values. Still no 4th
Just drive with the new values. Still no 4th
trucktransdiag2.hpl
most recent log file
This might be part of our problem right here. Is it a 60 or an 80? They take different operating systems. You can't throw an 80 in where a 60 was, hook it up and go.
So let's get some explanation for this before we go further.
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The ecm and harness came off of an 02 2500 2wd truck that had a 6.0 and 4l80e. I swapped everything
The ECM calibration file says it's something totally different. 2004 Avalanche 5.3 4L60e. Sounds like you don't know what you have.Originally Posted by travmac79
Last edited by edcmat-l1; 10-27-2023 at 06:15 PM.
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I dont even have any licenses from an 04 avalanche. is showing its 4l80 and 6.0. Am I looking at the wrong thing?
the most recent tune is below to confirm
travmac.hpt
Could the coolant sensor, tps, trans temp, vss, iss all be putting out logical values In the scanner, but still not providing whatever the pcm needs to allow the activating of both solenoids for 4th gear? All of them seem to be in a normal range on the data logs but I'm fishing for anything else to try at this point.
I wouldn't think it would be a hydraulic issue since it goes in and stays in gear when I command both solenoids to activate, or command 4th in special functions while driving. But hell, I don't know
Sorry buddy that's on me.
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Should I throw a new tps and ect sensor on it just because? Could a ground in the wrong place cause noise in a signal and not allow 1-2 and 2-3 solenoids to be commanded at the same time(via the pcm logic alone)?
No that's throwing parts at it. They're both obviously working. Neither would cause a problem ONLY shifting into 4th gear.
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Yea im just getting frustrated with it lol. I read that the pcm won't allow it to shift into 4th until the coolant temp and or trans temp reached a setpoint. Hence the, "throw an ect sensor at it" suggestion.
It's definitely strange. If it were in my shop I'd throw a PCM in it and start with a totally different file. But I have stacks of PCMs and unlimited licensing so it's a no cost roll of the dice for me. I'd bet there's something in the background we're unable to see. Only way to rule that out is with a completely different piece of hardware and software.
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trucktransdiag4.hpl
newest data log with pretty much all the trans channels added. The TCC is showing that it is being applied and locking in 3rd and 4th. But there doesnt look to be an rpm drop when it applys and locks. I can do another datalog with longer stretches of constant throttle position if that is useful. Would tcc slip cause no 4th shift and no code? whats a normal tcc apply time? mine was between 5 and 6 seconds on this data log.
ive already swapped the pcm, since i had the original one (2001 4.3/4l60) from my truck and the one that came with my swap parts. No change between the two. I just loaded my 6.0, 4l80 stock tune onto the 4.3 pcm. I can swap it back to the pcm that came with the 6.0/4l80 combo though if theres a possibility of that screwing something up. only takes a few minutes
The software looks like it is working so I immediately think wrong memory value, I would try changing every number to force the file re-submit new values, and remove all limitations for incorrect addressing,
for example make these crazy changes
force.png
Your goal at this point is to write over every single 4th gear related cell with a new, crazy insane value, to force the ECU to shift into 4th gear somehow, even if it takes using a WOT table.
If the ECU can be forced using insane values then you can assure the ECU has the capability to actually do the job, then you can gradually change them back to realistic and see where the problem was.
Make sure you go through the other tables and fix other values as well, especially the maxed values like '256' , never put the max value into a cell unless you absolutely must.
There could be a value preventing upshift or a value bleeding into another cell corrupting it to some inane number. Like one time I put a negative 1 (-1) into the IAT power enrichment adder and it sent my injector duty to 999999%. All it takes is one programming mistake oversight or a wrong alignment of the file header.
I just tried them and it still will not go into 4th on its own. I did also go through all of the tabs and tables to make sure no numbers were maxed out. Do I need to swap back to the pcm that came with the 6.0/4l80e? It was no different than this one with the same tune loaded. Do I need to try loading another OS?
Alright so thanks for all the help with this but I just loaded the non molested stock tune I took from the 6.0/80 pcm and loaded to the known good 4.3/60 pcm and it's shifting into 4th now. I feel really dumb that it was this easy a fix but at least I have overdrive now. Converter locks up too.
I don't know why it didn't shift into 4th with the original pcm and stock tune. Or how it corrupted the only slightly modified version of the file, or if I changed something on accident and still don't know what it is. But anyways thanks again for the help
Well I had 4th for a brief and glorious minute. It then started hard shifting, would still shift into 4th. It threw an p1810 code. I noticed the force motor channels all stop reporting any changes so it had jacked the line pressure up. But when it only has 1-3, the shifts are nice and smooth and the force motor channels are changing as they should. I are confused
A common issue with 4l80e is the ancient connector on the side of the trans starts leaking fluid into the connector. If its easy I would inspect that first before anything. Fluid gets inside there and you start having a bunch of unrelated electrical issues. At this point I would not rule out mechanical and electrical diagnosis aside the computer. You can spray some electronics cleaner in there to temporarily clear out the fluid. From there those wires go right the ECU so inspect the ECU plug, make sure its tight, the pins are seated
I replaced the internal harness with a new one because it was leaking from that connector. Have cleaned everything out as well. When I backprobe the pcm connector pins for the A B and C pressure signals, and get someone to shift into the different ranges with the brakes held, I get a bunch or weird combos of which of those 3 pins are being grounded by the pcm. Park, overdrive and manual first ground the correct pins according to the 4l80e service manual. But the rest of the ranges ground out incorrect and extra pins.
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