Built 4L60E shift times?

[SilverBullet6.0]

Im building the 4L60E in my cruiser/hot rod truck at the moment. After learning a lot about this transmission from analyzing everything on tear down and the various tuning strategies ive employed on it over the years, plus talking to several successful builders, Ive pretty well got my tune nailed down. However, one grey area I haven't decided on a strategy for is shift timing. Obviously im upgrading the weakpoints and downfalls of the transmission for my particular setup. Some people suggest zero'ing shift times and letting the trans "do what it can do". However, im curious if leaving the shift times alone and letting the shift kit do its job will be fine, or if the pcm will be "slowing down" my shifts after all the modifications Ive done to the valve body, pump, clutches, etc. Ive set my pressure tables back to stock, torque management back to stock (which was pretty conservative in my stock tune, and none at all in normal shift mode). I have done pressure/oiling/clutch modifications to handle high rpm shifts, so I'll set my performance/tow haul mode up for fun driving and leave my normal shift mode fairly stock for cruising around. Converter will be set to unlock at anything over 80% throttle and the trans will not be set to shift into 4th at WOT. So with all that in mind, would I be better off to zero my shift times, or set them to something like 0.150-0.300 based on desired shift feel?

[kingtal0n]

I've often wondered if shift time does anything
According to random readings as...
https://ls1tech.com/forums/pcm-diagn...ml#post3765109
https://www.camaroz28.com/forums/com...torial-498673/


The shift time feature simply compares latest time of shift with desired shift time, and if the shift is too slow it will utilize adaptive pressure function to increase shift pressure.
OR reduce the pressure if the shift is too fast, I guess.

So it really doesn't do anything or have anything to do with the shift time. It just interferes with torque signal fluid pressure to the boost valve apparently.
In many performance apps we disable adaptive feature anyways. With high stall converters it may not even report accurately sometimes I think (I had an issue like that).

For 4l80e the most pressure we can command is 90 to 96psi to the torque signal circuit which moves the boost valve and PR valve.
You can buy an upgraded boost valve and other mods to adjust the overall effect of the torque signal circuit, so that applying the same old torque signal can result with more pressure due to aftermarket or modified hardware.
In the 4l80e, for each shift there is no hydraulic clutches coming "off" as each gear progress 1-2-3-4.

However in the 4l60e style trans, pretty sure there is a band coming off on the 2-3 shift and that binding can occur.
So for the 4l60e there is some extra attention that needs to be paid to make sure the band comes off before the 3-4 clutches come on. Or whatever differently rotating parts are otherwise involved (I am not familiar with 4l60e anymore its been 15 years since I've been inside one) so the pressure and rate of exhaust flow may be more important in those type of unit.
This may have tuning implications, I am not sure, so just mentioning it.

[mbray01]

.15 is about the fastest it could possibly achieve, so going above will only force the ecm in to max adapt. ive used .15 without incident. command about .4 for normal cruise driving, and scale it up to .15 at full thottle torque