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Thread: Force Motor Current Calibrations

  1. #1
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    Force Motor Current Calibrations

    These tables are what to expect in trans line pressure vs the current applied to the solenoid.

    Far left column is the current in milliamps. Second column is the line pressure

    Document ID# 766015
    2004 Chevrolet Chevy C Silverado - 2WD
    Line Pressure (4L60-E) Pressure Control Solenoid Current (Milliamp)
    Approximate Line Pressure (PSI)

    4.3 L

    000 169-195
    100 167-194
    200 161-190
    300 155-186
    400 144-177
    500 133-167
    600 120-153
    700 102-138
    800 83-119
    900 62-97
    1000 53-69



    4.8 L/5.3 L/6.0 L

    000 198-227
    100 197-226
    200 189-221
    300 181-216
    400 168-205
    500 154-193
    600 137-175
    700 114-156
    800 90-132
    900 64-105


    --------------------------------------------------------------------------------
    Document ID# 512029
    1999 Chevrolet/Geo Corvette

    Line Pressure (4L60-E) Pressure Control Solenoid Current (Milliamp)
    Approximate Line Pressure (PSI)

    2.2L/3.8L/4.3L

    000 169-195
    100 167-194
    200 161-190
    300 155-186
    400 144-177
    500 133-167
    600 120-153
    700 102-138
    800 83-119
    900 62-97
    1000 53-69


    4.8L/5.0L/5.3L/5.7L

    000 198-227
    100 197-226
    200 189-221
    300 181-216
    400 168-205
    500 154-193
    600 137-175
    700 114-156
    800 90-132
    900 64-105
    1000 53-85


    --------------------------------------------------------------------------------
    Document ID# 512029
    2000 Chevrolet/Geo Camaro

    Line Pressure (4L60-E) Pressure Control Solenoid Current (Milliamp)
    Approximate Line Pressure (PSI)

    2.2L/3.8L/4.3L

    000 169-195
    100 167-194
    200 161-190
    300 155-186
    400 144-177
    500 133-167
    600 120-153
    700 102-138
    800 83-119
    900 62-97
    1000 53-69


    4.8L/5.0L/5.3L/5.7L

    000 198-227
    100 197-226
    200 189-221
    300 181-216
    400 168-205
    500 154-193
    600 137-175
    700 114-156
    800 90-132
    900 64-105
    1000 53-85

  2. #2
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    Re: Force Motor Current Calibrations

    Good stuff. Don't happen to have the F-body too, do
    you?

  3. #3
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    Re: Force Motor Current Calibrations

    what about 99 C5 Vette????

    Fastest A4 Coupe Bolt On's
    11.33 @ 119.84 mph OLSD Tune

    Tuning done by www.GearsAreUs.com

  4. #4
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    Re: Force Motor Current Calibrations

    This is the Force Motor Current vs Pressure vs Temp table from a stock '98 C5 shown as an example. At Keith's suggestion (Thanks, amigo!) I just added this to my '00 C5's bin file and it corrected the issues I was having (throwing the P0748 - Pressure Control Solenoid Electrical DTC and super-harsh shifts at part-throttle). LS1-Edit corrupted my original table. :

    1069 874 874 874 835 796 776 664 610 576 483 371 332 278 200 68 68 0
    1069 913 894 874 835 796 776 645 610 576 483 371 332 278 200 68 68 0
    1069 913 894 874 835 796 776 664 630 576 483 371 332 293 200 68 68 0
    1069 913 894 874 835 796 776 664 610 576 483 371 332 278 200 68 68 0
    1069 913 894 874 835 796 757 645 610 576 469 361 322 278 200 68 68 0
    1069 933 894 874 835 796 757 645 610 562 469 361 322 264 200 68 68 0
    1069 933 894 854 835 796 757 645 610 562 469 361 322 264 200 68 68 0
    1069 933 894 854 835 796 757 645 610 562 469 361 303 264 200 68 68 0
    1069 933 894 854 835 796 757 645 610 562 469 361 303 264 200 68 68 0
    1069 933 894 854 815 796 757 645 610 562 469 361 303 264 200 68 68 0
    1069 933 894 854 815 796 757 645 591 562 454 361 303 264 200 68 68 0
    1069 913 894 854 815 776 757 645 591 562 454 361 303 264 200 68 68 0
    1069 913 894 854 815 776 757 645 591 562 454 342 303 264 200 68 68 0
    1069 913 894 854 815 776 737 630 591 562 454 342 303 254 200 68 68 0
    1069 913 874 854 815 776 737 630 591 562 454 342 303 254 200 68 68 0
    1069 913 874 854 815 776 737 630 591 562 454 342 303 254 200 68 68 0
    1069 913 874 854 815 776 737 630 591 562 454 342 303 254 200 68 68 0

    Steve - NJ State Trooper #3936 (retired)&&Life Member: VFW & Vietnam Vets of America&&2000 C5 441 rwhp/418 rwtq 11.478 @ 121.55 60\'=1.696

  5. #5
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    Re: Force Motor Current Calibrations

    What specific "features of the table" do you think account
    for those problems? Can you edit the old table into this
    post as well so we can look at the differences, highlight
    any you think are especially significant?

  6. #6
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    Re: Force Motor Current Calibrations

    Here is my "problem child" table. As you can see, most if not all of the settings have a much lower value (which translates into a correspondingly higher pressure) and the weirdest thing is the last column which is set at zero in the stock table and has a value of 1245 here. :P

    771 630 630 630 601 571 557 532 488 459 435 396 352 293 239 156 156 1245
    771 659 645 630 601 571 557 518 488 459 435 396 352 293 239 156 156 1245
    771 659 645 630 601 571 557 532 503 459 435 396 352 308 254 181 181 1245
    771 659 645 630 601 571 557 532 488 459 435 396 352 293 239 166 166 1245
    771 659 645 630 601 571 547 518 488 459 420 381 337 293 239 156 156 1245
    771 674 645 630 601 571 547 518 488 449 420 381 337 283 225 39 39 1245
    771 674 645 615 601 571 547 518 488 449 420 381 337 283 210 39 39 1245
    771 674 645 615 601 571 547 518 488 449 420 381 322 283 210 39 39 1245
    771 674 645 615 601 571 547 518 488 449 420 381 322 283 210 39 39 1245
    771 674 645 615 586 571 547 518 488 449 420 381 322 283 210 39 39 1245
    771 674 645 615 586 571 547 518 474 449 410 381 322 283 210 39 39 1245
    771 659 645 615 586 557 547 518 474 449 410 381 322 283 210 39 39 1245
    771 659 645 615 586 557 547 518 474 449 410 366 322 283 210 39 39 1245
    771 659 645 615 586 557 532 503 474 449 410 366 322 269 210 39 39 1245
    771 659 630 615 586 557 532 503 474 449 410 366 322 269 210 39 39 1245
    771 659 630 615 586 557 532 503 474 449 410 366 322 269 195 39 39 1245
    771 659 630 615 586 557 532 503 474 449 410 366 322 269 195 39 39 1245

    Steve - NJ State Trooper #3936 (retired)&&Life Member: VFW & Vietnam Vets of America&&2000 C5 441 rwhp/418 rwtq 11.478 @ 121.55 60\'=1.696

  7. #7
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    Re: Force Motor Current Calibrations

    Hopefully Ken will jump in here and give a better description of how this table works.

    The first and last columns are "safe" zones. Notice that big numbers are lower pressure.

    So at the rest stage(first column) safe is low pressure... big number 1000
    Same with at the last column, it was explained to me that the transmission does not even use this column, so safe is a big number.... low pressure on the trans

    Most all the V6 tables are like below

    1094 972 894 830 791 757 718 664 596 527 459 400 332 205 98 98 98 1245

    Some however do have 0 in the last column also.

    Loyde

  8. #8
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    Re: Force Motor Current Calibrations

    If you go and change your max line pressure field, you
    might find yourself indexing over to this "safe" column
    and have some pretty freaky operation (blow off all
    line pressure under max load... ick).

    I have just copied the second-last column over one.

    Here is my current force motor table which began as
    min(GTO, Fbody) but then got some adjusting to bring
    up the line pressure at lighter cruise-uphill loads (to
    humor my slip-print TCC) and correct what I feel is a
    poor temperature-pressure profile (more slip when hot).

    938 811 708 635 547 483 430 386 337 288 249 220 186 151 122 103 98 98
    938 811 713 635 547 483 430 381 332 278 244 210 176 146 122 103 98 98
    938 811 713 635 547 483 430 371 322 273 234 205 166 137 117 103 98 98
    938 811 708 630 542 474 425 366 317 264 229 195 156 132 112 98 98 98
    933 806 708 630 542 474 420 366 312 259 225 190 151 127 107 98 98 98
    923 801 703 625 542 469 420 361 308 254 220 186 146 122 107 98 98 98
    908 791 698 620 537 459 415 356 303 249 215 181 146 122 107 98 98 98
    894 781 693 615 532 454 410 352 293 244 210 181 146 122 107 98 98 98
    879 771 688 610 527 449 405 347 288 239 205 181 146 122 107 98 98 98
    864 767 684 605 522 444 400 342 283 234 200 181 146 122 107 103 98 98
    859 762 679 601 518 439 396 337 278 229 195 176 146 122 107 103 98 98
    854 757 674 591 513 435 391 332 273 225 190 166 146 122 107 103 98 98
    850 757 674 591 513 435 391 332 273 225 190 166 146 122 107 103 98 98
    845 752 669 586 508 435 391 332 273 225 190 166 146 122 107 103 98 98
    845 752 669 586 508 435 391 332 273 225 190 166 146 122 107 103 98 98
    840 752 669 586 503 435 391 332 273 225 190 166 146 117 107 103 98 98
    840 747 664 581 503 435 391 332 273 225 190 166 146 117 107 103 98 98

  9. #9
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    Re: Force Motor Current Calibrations

    quick question to verify... My Transmission is currently vacuum modulated... so none of these tables should be of interest to me correct?
    Mike Horist
    00 WS6 (TA) | 04 WS6 (GTP Comp G)
    Mike \\#at&\\ horist \\&dot$\\com

    BOTH cars HP Tuners Tuned

  10. #10
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    Re: Force Motor Current Calibrations

    Quote Originally Posted by jimmyblue
    If you go and change your max line pressure field, you
    might find yourself indexing over to this "safe" column
    and have some pretty freaky operation (blow off all
    line pressure under max load... ick).

    I have just copied the second-last column over one.

    Here is my current force motor table which began as
    min(GTO, Fbody) but then got some adjusting to bring
    up the line pressure at lighter cruise-uphill loads (to
    humor my slip-print TCC) and correct what I feel is a
    poor temperature-pressure profile (more slip when hot).

    938 811 708 635 547 483 430 386 337 288 249 220 186 151 122 103 98 98
    938 811 713 635 547 483 430 381 332 278 244 210 176 146 122 103 98 98
    938 811 713 635 547 483 430 371 322 273 234 205 166 137 117 103 98 98
    938 811 708 630 542 474 425 366 317 264 229 195 156 132 112 98 98 98
    933 806 708 630 542 474 420 366 312 259 225 190 151 127 107 98 98 98
    923 801 703 625 542 469 420 361 308 254 220 186 146 122 107 98 98 98
    908 791 698 620 537 459 415 356 303 249 215 181 146 122 107 98 98 98
    894 781 693 615 532 454 410 352 293 244 210 181 146 122 107 98 98 98
    879 771 688 610 527 449 405 347 288 239 205 181 146 122 107 98 98 98
    864 767 684 605 522 444 400 342 283 234 200 181 146 122 107 103 98 98
    859 762 679 601 518 439 396 337 278 229 195 176 146 122 107 103 98 98
    854 757 674 591 513 435 391 332 273 225 190 166 146 122 107 103 98 98
    850 757 674 591 513 435 391 332 273 225 190 166 146 122 107 103 98 98
    845 752 669 586 508 435 391 332 273 225 190 166 146 122 107 103 98 98
    845 752 669 586 508 435 391 332 273 225 190 166 146 122 107 103 98 98
    840 752 669 586 503 435 391 332 273 225 190 166 146 117 107 103 98 98
    840 747 664 581 503 435 391 332 273 225 190 166 146 117 107 103 98 98


    this force motor table cured my tcc slip problem + made part-throttle shifts crisper. it gets my reccomendation

  11. #11
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    Re: Force Motor Current Calibrations

    Just a note, I have since seen slip come back and have
    moved to an even more aggressive line pressure (force
    motor) profile. Which I will post later if I don't see anything
    blow out... guinea pigs have to volunteer otherwise.

    The force motor table is a second layer to the input shaft
    torque -> line pressure chain and the problem really lies
    in the first layer, inadequate line pressure being commanded
    for the applied output / load.

    Does anyone have a good idea about a proper temperature
    profile to the force motor current, to compensate for the
    fluid viscosity change? The stock table seems to have a
    small current decrease w/ temp but I think that leaves a
    net line pressure decrease (as evidenced by some bad
    slip, hot, with stock table).

  12. #12
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    Re: Force Motor Current Calibrations

    Did I understand you guys to say that if I lower the numbers in the lower number columns towards the left, that my stall converter will actually start the truck moving and not slip near as much? Or were you talking about when the TCC is locked and you are getting some slip when you shouldn't be.

    That seems to be a tall order. Surely, i am misunderstanding, right?
    Because it must be Brent!&&\'05 FORD F-250 Diesel, baby

  13. #13
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    Re: Force Motor Current Calibrations

    Quote Originally Posted by mustbbrent
    Did I understand you guys to say that if I lower the numbers in the lower number columns towards the left, that my stall converter will actually start the truck moving and not slip near as much? Or were you talking about when the TCC is locked and you are getting some slip when you shouldn't be.

    That seems to be a tall order. Surely, i am misunderstanding, right?
    Yes you are misunderstanding. This has nothing to do with the torque converter. It's all in the transmission and the fluid pressures being delivered to the clutches and band.
    Now I do know transmissions a little so I'm 80% sure what I said is correct.
    But as of right now I know nothing of electronically increasing line pressure, thats why I'm here reading.
    I noticed an unanswered question so I thought I'd help.

  14. #14
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    Re: Force Motor Current Calibrations

    Quote Originally Posted by XTrooper
    This is the Force Motor Current vs Pressure vs Temp table from a stock '98 C5 shown as an example. At Keith's suggestion (Thanks, amigo!) I just added this to my '00 C5's bin file and it corrected the issues I was having (throwing the P0748 - Pressure Control Solenoid Electrical DTC and super-harsh shifts at part-throttle). LS1-Edit corrupted my original table. :

    1069 874 874 874 835 796 776 664 610 576 483 371 332 278 200 68 68 0
    1069 913 894 874 835 796 776 645 610 576 483 371 332 278 200 68 68 0
    1069 913 894 874 835 796 776 664 630 576 483 371 332 293 200 68 68 0
    1069 913 894 874 835 796 776 664 610 576 483 371 332 278 200 68 68 0
    1069 913 894 874 835 796 757 645 610 576 469 361 322 278 200 68 68 0
    1069 933 894 874 835 796 757 645 610 562 469 361 322 264 200 68 68 0
    1069 933 894 854 835 796 757 645 610 562 469 361 322 264 200 68 68 0
    1069 933 894 854 835 796 757 645 610 562 469 361 303 264 200 68 68 0
    1069 933 894 854 835 796 757 645 610 562 469 361 303 264 200 68 68 0
    1069 933 894 854 815 796 757 645 610 562 469 361 303 264 200 68 68 0
    1069 933 894 854 815 796 757 645 591 562 454 361 303 264 200 68 68 0
    1069 913 894 854 815 776 757 645 591 562 454 361 303 264 200 68 68 0
    1069 913 894 854 815 776 757 645 591 562 454 342 303 264 200 68 68 0
    1069 913 894 854 815 776 737 630 591 562 454 342 303 254 200 68 68 0
    1069 913 874 854 815 776 737 630 591 562 454 342 303 254 200 68 68 0
    1069 913 874 854 815 776 737 630 591 562 454 342 303 254 200 68 68 0
    1069 913 874 854 815 776 737 630 591 562 454 342 303 254 200 68 68 0
    If you multiplied all the columns except the far right by 90% would this give a noticeable and more importantly safe increase in shift firmness with a 3000 stall converter?

    Cheers
    Chris

  15. #15
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    Re: Force Motor Current Calibrations

    The force motor table affects modulated line pressure
    -all the time-. Specific to the shift events are the pressure
    and adaptation time tables. If you only have an issue
    with the shift firmness then those two are where to start;
    if you get to 95 and still aren't happy then maybe work
    the force motor table. But in general "enough" is where
    the transmission clutches do not slip under load in gear.
    More than that just makes wear and work for the pump.
    Reducing force motor current will increase firmness but
    it's not very "surgical", more a blunt instrument. Though
    blunt instruments do have their uses.

  16. #16
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    Re: Force Motor Current Calibrations

    I was curious if that table was the "constant" or base table the other tables reference.

    That way I could save time by making the main change there and tweaking the other tables as necessary...

    Thoughts?

    Cheers
    Chris

  17. #17

    Re: Force Motor Current Calibrations

    I notice in my 99/00 Holden tune, i have both a Negative and Positive Options for this table, both tables values seem identicle.

    Looking at later holden tunes, it seems this was done away with and only the positive option remains. Does this mean the later tunes reference this one table for both Negative and Positive current or something inside the trans' changed to accomodate this so only a positive setting was required ?

    Would i apply above examples to both positive AND negative in my current tune ?

    Ross

  18. #18
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    Re: Force Motor Current Calibrations

    Quote Originally Posted by XTrooper
    Here is my "problem child" table. As you can see, most if not all of the settings have a much lower value (which translates into a correspondingly higher pressure) and the weirdest thing is the last column which is set at zero in the stock table and has a value of 1245 here. :P

    771 630 630 630 601 571 557 532 488 459 435 396 352 293 239 156 156 1245
    771 659 645 630 601 571 557 518 488 459 435 396 352 293 239 156 156 1245
    771 659 645 630 601 571 557 532 503 459 435 396 352 308 254 181 181 1245
    771 659 645 630 601 571 557 532 488 459 435 396 352 293 239 166 166 1245
    771 659 645 630 601 571 547 518 488 459 420 381 337 293 239 156 156 1245
    771 674 645 630 601 571 547 518 488 449 420 381 337 283 225 39 39 1245
    771 674 645 615 601 571 547 518 488 449 420 381 337 283 210 39 39 1245
    771 674 645 615 601 571 547 518 488 449 420 381 322 283 210 39 39 1245
    771 674 645 615 601 571 547 518 488 449 420 381 322 283 210 39 39 1245
    771 674 645 615 586 571 547 518 488 449 420 381 322 283 210 39 39 1245
    771 674 645 615 586 571 547 518 474 449 410 381 322 283 210 39 39 1245
    771 659 645 615 586 557 547 518 474 449 410 381 322 283 210 39 39 1245
    771 659 645 615 586 557 547 518 474 449 410 366 322 283 210 39 39 1245
    771 659 645 615 586 557 532 503 474 449 410 366 322 269 210 39 39 1245
    771 659 630 615 586 557 532 503 474 449 410 366 322 269 210 39 39 1245
    771 659 630 615 586 557 532 503 474 449 410 366 322 269 195 39 39 1245
    771 659 630 615 586 557 532 503 474 449 410 366 322 269 195 39 39 1245

    from the factory my last column is set to 1245?

  19. #19
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    I know that transmission tuning is up to personal taste... but can some post a table or info for a 4l80e that is set up for performance?
    Thanks.
    '03 z71 Avalanche-Onyx Black-Radix-FLT 4L80E w/ PI 2500 stall-LS1 eFans-Tint-SW LT-SW ORY-Magnaflow w/ true duals-Dual Optimas-160A Alternator-2500 watt inverter-Air horn w/ compressor-front hitch-relocated trailer conn-cup holders-5k HIDs-clear corners-smoked front lights-rear LEDs-Silverstar ambers-Aux. Tranny Cooler-Shiftkit w/ Servo-4.56's-Rod's Mod-20" SS wheels-NavCam-TNR-Denali Cluster-8 Strobes-AirAid intake-Vinci Valvetrain-Crane Vac Can-CW black grill-Baer Alumasports-35 shot N2O

  20. #20
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    it it fair to say that these FMC tables are a good starting point for the 4L80e?
    '03 z71 Avalanche-Onyx Black-Radix-FLT 4L80E w/ PI 2500 stall-LS1 eFans-Tint-SW LT-SW ORY-Magnaflow w/ true duals-Dual Optimas-160A Alternator-2500 watt inverter-Air horn w/ compressor-front hitch-relocated trailer conn-cup holders-5k HIDs-clear corners-smoked front lights-rear LEDs-Silverstar ambers-Aux. Tranny Cooler-Shiftkit w/ Servo-4.56's-Rod's Mod-20" SS wheels-NavCam-TNR-Denali Cluster-8 Strobes-AirAid intake-Vinci Valvetrain-Crane Vac Can-CW black grill-Baer Alumasports-35 shot N2O