TCC unlocking/slipping

[Black02Z71]

I am having problems with my TCC locking and unlocking/slipping, under light throttle, I think its that TCC PWM thing lowering the apply pressure. Is there a way to tune in more pressure.

What does TCC DC vs. line press vs. Trans temp do and what does DC stand for? Base and Offset?

Does anybody know how to wire the PWM valve so it runs 100% duty cycle all the time. Like putting in a relay so when the PCM calls for lock up the relay will turn on the TCC like a manually switch.

[jimmyblue]

There's another thread here about this.

DC = Duty Cycle = on time / total time
PWM = pulse width modulation
The time-averaged (by duty cycle) voltage across the
solenoids produces a controlled current and force in
the regulator valving to obtain the "desired" pressure
in the hydraulic circuits. Though what the PCM desires,
and what you'd prefer, are two different things.

On my vehicle I have the TCC running 98% and still
see slip. This I'm pretty sure is because the TCC
pressure is a sub-regulation of main PWM line and
can never go higher. Main PWM is load dependent.
I don't think we have a table for this yet (though
the Shift Pressure vs Torque one is something I am
playing with, it indicates shift rather than gear as
its area of effect).

I have a TCI 3000 with the carbon clutch.

I would say to go logging TCC PWM, the other trans
line pressure PWM / force motor PIDs, trans temp,
Delivered Torque - Trans, TCC slip, TPS, RPM, MPH
and you'll see whether when you are slipping, it's
the TCC duty or (I bet) not.