Can someone look at my log and tune? Another TCC questions.

[Awheeler]

I am trying to dial in tuning on the transmission. Used BlueCat, which was a big help. After getting the right PIDs and scanning the TCC, I think the parameters are correct. TCC applied "off" and "on" operate as it should and TCC mode seems somewhat okay (apply en at 19:53, apply at 19:58 and locked at 20:07). But I cannot physically feel it engaging. So, questioning whether it is working or not. Log attaged.

It is also interesting that locked is applied when under load and apply is shown when under light load. Due to this, can someone look at the trans settings in the attached tune?

So, do you see anything that seems like it would prohibit TCC engagement?

Thank you!

[TransGo Robert]

The log is mostly just engine channels, you need to log all the transmsision channels and then I can tell you if the lock-up is working or not.

[Awheeler]

Thanks Robert, will do. I am on a Gen iii, so which PIDs would be best?

[TransGo Robert]

Thanks Robert, will do. I am on a Gen iii, so which PIDs would be best?

I usually like to see every Transmission PIDs just in case one of them is showing something I did not think about ahead of time to help with a problem. The PIDs vary from one to another. BUt here's one example that should give us all we need an more:
6L80 PIDs.Channels.xml

[Awheeler]

Finally had a chance to include all of the available channels that were requested. So, is the TCC engaging and if not, why? I think I have an answer to the first part of that question from looking at the data. You can see 'locked' at the 2:41:46 mark.Trans Log.hpl

[TransGo Robert]

Finally had a chance to include all of the available channels that were requested. So, is the TCC engaging and if not, why? I think I have an answer to the first part of that question from looking at the data. You can see 'locked' at the 2:41:46 mark.Trans Log.hpl

I am not sure why I sent you stuff for a 6L80, it looks like this is a 4L80E correct?

[TransGo Robert]

I am not sure why I sent you stuff for a 6L80, it looks like this is a 4L80E correct?

Then again I see no input shaft sensor reading so it might have been swapped for a 4L60E

[Awheeler]

Then again I see no input shaft sensor reading so it might have been swapped for a 4L60E

Yes, this is a 4L60E. The ECM was taken from a 2007 Express. The engine is a 5.3 from a 2003?? silverado. Transmission was purchased as a replacement from a reputable local auto trans shop. All of this now resides in a Jeep TJ.

[TransGo Robert]

Yes, this is a 4L60E. The ECM was taken from a 2007 Express. The engine is a 5.3 from a 2003?? silverado. Transmission was purchased as a replacement from a reputable local auto trans shop. All of this now resides in a Jeep TJ.

Ok well sorry I sent you the wrong list of channels before thinking it was a 6L80 for some reason. The log you posted does not even have engine RPM and it is missing many other things. Use this channel configuration file so that we have all the necessary PIDs. 4L60E PIDs.Channels.xml

[Awheeler]

Not a problem. Thanks for looking at this Robert!

[Awheeler]

I re-wrote the channels and have a log. Thank you!

[TransGo Robert]

I re-wrote the channels and have a log. Thank you!

Ok so you have no lock-up at all. According to the log the computer is commanding things as it should but nothing at all happens. All points to an issue internally, except that your TCC slip and overdrive ratio is not right, it is as if the computer thinks it is a 4L80E (like VIN in the controller had originally) but in the tune you post originally it is selected a a 4L60E so I am not sure what that's all about. Do you have any history on this transmsision or was it put in and never had lock-up since day one?

[Awheeler]

Ok so you have no lock-up at all. According to the log the computer is commanding things as it should but nothing at all happens. All points to an issue internally, except that your TCC slip and overdrive ratio is not right, it is as if the computer thinks it is a 4L80E (like VIN in the controller had originally) but in the tune you post originally it is selected a a 4L60E so I am not sure what that's all about. Do you have any history on this transmsision or was it put in and never had lock-up since day one?

Man, I was afraid this would be the response. So, here is the full history of the vehicle. Probably more details than needed. I purchased a Jeep TJ about 13 years ago that was a 4.0 / 5 speed. About 10 years ago, did the swap. Since this is a rolling brick, didn't need anything crazy powerful but wanted something to trail / rock crawl and something I could drive fairly comfortably at 60 to 70 mph. That said, 95 percent of the time, it is going 40 mph or less. Use it to daily drive around town and it certainly isn't a highway vehicle. The goal was to also have something reliable for off roading, really good low-end torque with a really low 1st gear (why I am using a 60 in place of an 80). Although the vehicle weighs much less than a Silverado, anything that rotates after the transmission is much heavier (axles, transfer case, axle shafts, lockers, driveshafts, tires, wheels...).

The engine and transmission was a junk yard pull. The ECM and wiring harness was done by someone that was not detail oriented. I had to work out a lot of issues along the way, which I expected. That said, now have about 65k miles on this setup. It has been very reliable, but again, had to work out bugs along the way that were more irritants than something that kept it from running. However, the transmission gave up about 5k miles ago. A reputable local shop provided a rebuilt 4l60e. The transmission shifts really well and runs cool.

Since doing the Vortec conversion, the TCC has never worked. I put this on the back burner as the brake switch was not wired in and I suspect that other wire tracing would need to be done (just didn't make time to fix it). I also didn't think the transmission would last very long as it was basically free. I was actually shocked I got 60k out of it. However, I would like to get the TCC working with the new transmission. So again, the TCC has never worked in this platform. I did wire in a relay so that the brake switch signal is now being sent to the ECM. And this is where I am today.

I am wondering if this could be a wiring issue. Any hints to look for when I begin tracing wires? Any continuity tests to ensure the TCC module is actually receiving the signal? Based on the history of the vehicle, wiring has been the root of several issues I had to remedy over the years.

I also noticed that the shift light table has the incorrect transmission gear ratios. I have never messed with those. Could that be the source of the overdrive issue? If so, this is an easy fix.

Robert, again, I do appreciate your input and taking time to look at this!

[TransGo Robert]

Thanks for the details. So the thing to do right now is to use a voltmeter and see if both solenoids are getting commanded as the computer thinks they are or not. Both solenoids are provided voltage from the ignition switch. So both solenoids when OFF like in park engine running, you need to have full battery voltage on the other side on the control wire for each. Then when the TCC enable solenoid is commanded ON (showing locked on your scanner) the voltage needs to go down to less then 0.2 V. Then when the TCC PWM solenoid gets commanded the voltage needs to on that wire in direct relation to the duty cycle % shown on your scanner. Once it is up to 92% it should have less then a volt on the control wire. If you have that, the problem is in the transmission. If not, it is external being either a wiring issue or computer command issue. If it is external, let me know what you have for readings on both wire and I'll be able to narrow it down for you.

[Awheeler]

Thanks for the info Robert!. I had to think about what you are saying and want to make sure I am following correctly. I think I need to be testing on the ECM (I have a green / blue ECM), green pin 42 (TCC solenoid valve control). Pin 42 should go to the 4l60E. Pin 42 should have 12 volts out to the trans and the connector on the trans should have 12 volt (brown wire I think) when ignition is on. If this is correct, can test this easily. However, how do I test for less than 0.2v? Understand that this should work like a potentiometer, but don't know how to test the voltage while going down the road.

[TransGo Robert]

Thanks for the info Robert!. I had to think about what you are saying and want to make sure I am following correctly. I think I need to be testing on the ECM (I have a green / blue ECM), green pin 42 (TCC solenoid valve control). Pin 42 should go to the 4l60E. Pin 42 should have 12 volts out to the trans and the connector on the trans should have 12 volt (brown wire I think) when ignition is on. If this is correct, can test this easily. However, how do I test for less than 0.2v? Understand that this should work like a potentiometer, but don't know how to test the voltage while going down the road.

Pin 42 (tan wire with black tracer) is the TCC solenoid enable control wire. You need to have full battery voltage on that wire with the engine running in Park. While driving, when your scanner TCC Mode PID says Locked, you need to have less than 0.2V. You will need to run a long wire to bring the meter in the cab so that you can look at the meter and laptop screen at the same time. Best to do that while someone else is driving of course.

The other one is pin 2 ( brown wires) of the same connector is the TCC PWM solenoid control wire. You need to have full battery voltage on that wire as well with the engine running in Park. While driving, when your scanner TCC PWM Duty Cycle PID is up to 99.2%, you need to have less than 1.0V.

[Awheeler]

Got it. Thank you!

[Awheeler]

Okay, think starting to narrow down the problem. Checked volts from the ECM, not the trans. Pin 2 is at 14.5 in park. When TCC PWM reads 99.2, volts were about 0.8, so good there. Then checked PIN 42 and when TCC Mode 'locked' appears, the volts stayed at about 14.3 to 14.5. Did not drop to 0.2 volts. So, what is doing on with PIN 42?

[TransGo Robert]

Okay, think starting to narrow down the problem. Checked volts from the ECM, not the trans. Pin 2 is at 14.5 in park. When TCC PWM reads 99.2, volts were about 0.8, so good there. Then checked PIN 42 and when TCC Mode 'locked' appears, the volts stayed at about 14.3 to 14.5. Did not drop to 0.2 volts. So, what is doing on with PIN 42?

Ok good, so now you know why you have no pick-up. If you checked it back probing directly at the computer and not piercing the wire then the computer is not doing it's job. The driver in it is either bad or some sort of configuration in there is not right.

[Awheeler]

What do you mean by bad driver or some sort of configuration?