Hello, first time post here, been a long time user and fan of HPtuners since my workplace started using GM equiptment for our Swaps. The wealth of top quality information and education i have found along my GM journey as been of critical importance to me and i couldnt be more greatful for it.
Everything ive needed to learn or tips on what can and cannot be done, i have been able to easily find all through HPT and its comunities efforts in this forum.
However, Im working with a particularily challenging project at the moment and i have found myself well and truelly stumped.
HARDWARE
So we have a moderatly modified LQ9 6.0 im told is stroked, with a 2.3l whipple,and all supporting mods. 698BHP 592ft/lbs @ 6450 rpm.
GM Reman 6L90E bolted to a Atlas 3.1 Transfer case (am told).
4.1 final Drive
33'' tyre.
PCS sft 5000 shifter.
ZGP 2600 TCM & standalone Harness
ECU is a CANEMS.
incase your interested the vehicle is a LAND ROVER 110.
PROBLEM
So the Transmission was installed, along with the wiring harness and the TCM module is in the seat box next to the battery and many other electical components.
It is recieving a hardwired analog connection for the RPM and from the ACC PEDAL V range = 0.5 - 4.5 as pedal depressed, as instructed in Wiring schematic.
now i have been tasked with tuning the file as it is ''Shifting down weird when cruising''
After speaking with zero gravity performance(Very helpful) who supplied the TCM, and confirming the correct calibration ect ect,
they said that it shouldnt be far away from good and should need little tuning.
However i have been testing and testing and making small adjustments to shift scheduling to make it Driveable , becuase at the moment its unpredictable and not really safe.
slow driving around under 30 mph its fine and im happy with it as it is, however once i pull onto the road and try to cruise at or above 30 ish,it feels like its shifting from 5-2 even when steady state with speed and pedal%
putting the Rpm up to 4kRPM
i have also noticed the scanner logs its shifted when it hasnt sometimes, and it has gone into limp a few times. code being, range switch not in p/n at start. thats a given becuase it doesnt have park/nuetral safety switch wired into harness except for brake signal that goes from the pedal switch to the SFT5000 shifter for the lever lock solenoid
i know this isnt the worst thing and doesnt sound that bad really 4k or so..
but in this particular vehicle its horrifying, and klunky and not appropriate for a road going 150k+ freshly built vehicle. That is not currently safe to drive at Normal road going speeds.
Im at my wits end with it now becuase of the amount of time ive put into this thinking im missing something or just not getting it, and good advise over the phone in the UK on GM tuning subjects is Hard to come by becuase theyre not so common here.
and the time difference makes it so that to get some help i have to wait to after working hours to call people i believe could help me in the states which is consuming my free time, which is fine becuase im learning.
But Mrs & Mini Me are not happy about it now so.... Im reaching out, Please, if anybody can offer more insight or advice into my problems i will be eternally greatful.
I have attatched a log file and the Cal file. it is as found except for a - 8MPH reduction on 4-5 shift schedule pattern B Normal which i made in an attempt to make it so i could get the vehicle to our local Airfield for Safe & Private testing.
Havent made it yet. My hunch is something is giving me an erratic speed signal, which is calculated from known ratio, wheels etc based on output shaft speed i imagine, as there is no wheel sensors or no speedo drive in the trans case or anything. the dash speedo is GPS driven. or im Missing something really obvious, but not to me. atleast not to date.
Im not and never have been a Transmission expert in anyway, theyre not really my thing, i usually leave them to the specialists and for good reason.
but being familiar and a fan of the HPt software and how intuitive it is from the Engine side, i thought id see what i can do to get this issue resolved. and we need to have this knowledge in house really becuase we do LS/LT swaps regularly now and have problems everytime.
Thanks Again... sorry for ramble, im stuck in rabbit hole
have you actually verified or ran the tps calibration on the tcm2600? on the 2 cars i've done with fbw, i've only ever seen 2.4v on the pedal signal. so calibrated the 2600 for that range.
Yes i had verified it, and i get a full sweep from 0v-0.5 / 4.5v.4.8v in relation to pedal % pressed. so its calibrated respectively, i also recalibrated the TPS with the standalone also so they read the same % at the same time, Just becuase thought prudent.
Ive fixed the Eratic shifting issue now just yesterday,
It was the wrong ISS/OSS fitted , giving an erratic signal causing the bad shifting. I put the Right one on and it was Fine again.
However. I cant seem to get the correct calibration Identification i need for the TUTD to work?
It is set up right as far as i can see , SFT5000 wired to pin #7 Trans Plug, ZGP 2600 Calibration.
OS:24264923 , CVN:B4BB
T43, TCM, GM A6
Serial: DV5873Q258411822
Transmission: 24265266 CVN:E0E7
Ive spoken to Jim at ZGP, many times and hes been super helpful great guy, were still ongoing with it at the moment but theres an Atlantic Ocean and a working days time zone difference im having to contend with.
ive got one more thing to try tomorrow and that is a ZGP tap shift module at little up/down switch. and then im all out of somewhat educated ideas and any more prodding with files and calibrations will be a hazardous guess.
im desperatly trying to avoid this, but its been 3 weeks on this now nearly
6L90E, Urgent help needed ! strange behavior.
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