I know I commented before but I wanted to follow up. UN FREAKIN BELIEVABLE. How is it that I went to 8 different tuners. Nobody knew how to tune my 6L80E. One professed to be able to. Didn't change anything. I follow these directions step by step and this car is a BEAST. Thank you sir! I have a 2013 Caprice PPV, and your driving style and purpose is the same as mine. Great tutorial on what each setting does and the purpose of the changes. Also great about what settings to avoid and why. I only hope that you make more instructional videos about tuning. Very good instructor.
It's good to see you mentioning the presets ,because without adjusting those when shift pressure adjustments are made those adjustments won't do didly squat without adjusting the presets...Love your work mate
Thank you very much for sharing this information. From my understanding, based on other TCU tuning. Line pressure refers to the actual gear holding pressure. The pressure applied while the gear has been already changed and it just needs to hold it until the next gear change. So for example: 1-2 shift, uses the higher value pressure tables for the oncoming and offgoing clutches, once the gear has been performed, it uses line pressure to hold the appropriate clutch elements that correspond to 2nd gear.
Thanks heaps for stringing these videos together mate! I've managed to get the 6L80e in my turbocharged LS3 car to shift AWESOMELY and it survived on the dyno (635rwhp) and just wants more... One thing I did notice though with the pressure adaptives is to be careful with going too high and increasing them. What I did find was in my car and i've also swapped out the boost valve with the unit from a TransGo kit, is if you increase the oncoming and offgoing adaptive pressure, it will shift super firm after you clear the ADAPT presets and after a day or 2, it starts to soften up, then the next morning, I found my shift timings went from 0.2 to 1.0 after ZERO changes. What I did in my specific car was grab the adaptive settings from the "special" tables because special in my car was "sports shift" and it completely fixed my problem. Those values were also WAY less than what I was trying. The car will now shift every gear at 0.3sec when cruising and 0.2 when you're having fun.
Great video, I learned some new stuff, still trying to learn the tuning side of things. I wanted to point out a few things that might help make sense of the numbers in there. Oh and just a quick thing about a typo, it is not a 6L80E, just 6L80 without the E. On the Max pressure thing where it is 758 Kpa forward and 850 in reverse, that's limited by AFL pressure. AFL pressure is the maximum pressure any of the solenoids can see no matter how high line pressure goes. On a 6L80 or 90 the spring limits it to 123 psi aka 850 Kpa. No matter what numbers you put int here, it is physically impossible for any of the solenoids to output more than the 123 psi they are fed with the factory AFL spring. The gain pressure is imply what your actual line pressure will be when boosted by the line pressure control solenoid. So with maximum 123 psi applied to the OE size boost valve and PR spring in the pump, the maximum you can get 300 psi no matter what you do with the tune. In forward ranges, factory maximum line pressure max commanded is 275 psi (758 Kpa), the solenoid duty cycle % never goes as low as in reverse. Now keep in mind that this is not clutch pressure. 300 PSI is the maximum available pressure available to the system, everything else is lower from there. For example the 2-6 clutch in second gear can only get 170 psi maximum no matter what you command. The other elements have boost valve that allows it to switch to full line once the shift is complete so on those you will get full line. Now all this stuff in those max pressure tables of HP tuners simply reflect the carat eristic of the transmissions, I see no benefits or reason to change any of that unless you also alter the transmission calibration. All this is is base info so that it does not have to adapt a bunch to get the shift time and proper overlap to be correct for your other settings. Changing values there will only make it so that it will need to adapt more to correct the erroneous information it was given to begging one aka garbage in = garbage out. The last thing I wanted to point out is that the actual shifts (during the inertia phase) occur when the clutch pressures are much lower than max clutch pressure. During the shift the pressure to the incoming and outgoing element is in the 20-50 psi range only. Only once the gear ratio change is done does it ramp up clutch pressure to max and that that point you can't feel anything at all so there is no point massing with that in the tune. Again I am a newbie at the tuning side, so I could very well be wrong. But if it was me all I would touch is shift time and torque adders if the transmission is stock, I cannot thing of any benefit to changing the other stuff as far as shifting is concern.
This is great information! I appreciate you taking the time to write an in-depth reply. Any chance you can make some 6L80 videos ??? I'd love to watch them!
GREAT VIDEO SERIES, I'm using it to try to correct a weird shift program the previous tuner put in my car. He's out of business and no way to get ahold of him but my tranny shifts from 1st to 2nd and then back to 1st before driving normal. Creates an uncomfortable "bucking bronco" early shift pattern before driving normal. Already checked the 6L80E and confirmed nothing mechanical. 2013 Caprice PPV with a 5.3L and a cam. Thank you!!!!
@SilverSurfer77 for oncoming pressure presets and off going pressure... Is there any reason why oncoming pressure would be higher than off going pressure? I'm looking at it now and values trend in different directions than what you have. Thank you for your video! 🙂🙂
This is what EFI Live names these values: TCM 5100 - Maximum Line Pressure = Maximum PCA Pressure TCM 5101 - Maximum Line Pressure B = Maximum Line Pressure TCM 5102 - Maximum Pressure = Maximum Clutch Pressure That same PCA Pressure used in the TCC Desired Pressure table. I dunno how to calculate what the PCA Pressure is just yet.
I know this video is old but i have a genuine question, got a 6l80e in a 2009 sierra, 4000 stall converter, it pulls tons of timing during shifts to the point it completely bogs and cant figure out what to adjust, is there any other parameters that need to be adjusted?
How much timing is a ton of timing? If you have a 4000 stall then you probably have a really big cam, right? Torque Management [TCM] 560x table play into this with [ECM] 12704. However, the Minimum Final Spark [ECM] 12701 table also factors in. At a min set your torque ramp to immediate so it recovers faster. Also, shift time does play into this as well. This entire playlist covers all these topics. Watch it all and let me know if you still have any questions... ua-cam.com/play/PLRh-HgbRQTHB-3UfFMRVeoqDl2MvjEnZy.html
Picked the car up after getting the new trutrac diff, I ended up going 3.7 and I absolutely love it the car definetly feels more lively and I just prefer how it drives across all gears, sits at 2300 on the highway but I honestly don't mind.. only annoying thing is i have this 2-3 intermittent shift hang that will be having a re look at, sometimes it shifts fast and sometimes there's abit of a delay in the shift at WOT , almost like it hits limiter then you feel the shift has anyone else experienced this? Possibly inertia or torque management/ pressures setting in the tune or maybe just loose convertor? Or maybe its just these 6l80e trans being annoying, I don't have a log sorry.
Is it not possible to read the adaptions and then go back in to make the adapted values the programmed starting point? I'm thinking analogous to using LTFT to adjust base map.
Just add a little bit, just enough to give the adaptive a head start. Even if you don't change them the adaptives are going to adjust them as needed. You're just trying to cutbdown on the time it takes them to learn. If you find it shifts rough/too fast after you flash and do your reset/preset but eventually it settles down, then you have set these too high.
@@SilverSurfer77 is there any concern over adaptives not having learned WOT shift pressures and damaging clutches while it figures it out? That seems to be the reason a lot of people disable adaptives, other than being upset that the shifts get softer. I know a few very reputable tuners have suggested turning off adapts for high horsepower builds so I’m just trying to wrap my head around what makes the most sense but you make a very compelling argument. These videos are awesome by the way. The flow charts of how each of them interact with each other are super helpful.
@@ChaseChristensen8 I would avoid WOT after doing a reset/preset. It is best to slowly work up shift learning from smaller to larger throttle inputs over time. I would only disable adaptives on a transmission that has heavy duty aftermarket parts built for abuse and power. For a stock transmission, regardless of HP, I would suggest to leave adaptives enabled. If you want to disable them for a track session, then that might work...but you are obviously opening the door for potential issues depending on the rest of the tune and transmission health.
I know I commented before but I wanted to follow up. UN FREAKIN BELIEVABLE. How is it that I went to 8 different tuners. Nobody knew how to tune my 6L80E. One professed to be able to. Didn't change anything. I follow these directions step by step and this car is a BEAST. Thank you sir! I have a 2013 Caprice PPV, and your driving style and purpose is the same as mine. Great tutorial on what each setting does and the purpose of the changes. Also great about what settings to avoid and why. I only hope that you make more instructional videos about tuning. Very good instructor.
Music to my ears! Thanks for sharing and glad your Holden is shifting at its best!
Never better 😊 and I've had this car for 4 years
Thank you for this, I’ll be watching it again and going back over what I’ve done already
Finally someone who makes sense of this craziness. Thank you for taking the time to put this together.
Thank you for the kind words! Glad this is helpful to you! Good luck on the Slugarado lol
It's good to see you mentioning the presets ,because without adjusting those when shift pressure adjustments are made those adjustments won't do didly squat without adjusting the presets...Love your work mate
Thank you very much for sharing this information. From my understanding, based on other TCU tuning. Line pressure refers to the actual gear holding pressure. The pressure applied while the gear has been already changed and it just needs to hold it until the next gear change. So for example: 1-2 shift, uses the higher value pressure tables for the oncoming and offgoing clutches, once the gear has been performed, it uses line pressure to hold the appropriate clutch elements that correspond to 2nd gear.
Thanks heaps for stringing these videos together mate! I've managed to get the 6L80e in my turbocharged LS3 car to shift AWESOMELY and it survived on the dyno (635rwhp) and just wants more... One thing I did notice though with the pressure adaptives is to be careful with going too high and increasing them. What I did find was in my car and i've also swapped out the boost valve with the unit from a TransGo kit, is if you increase the oncoming and offgoing adaptive pressure, it will shift super firm after you clear the ADAPT presets and after a day or 2, it starts to soften up, then the next morning, I found my shift timings went from 0.2 to 1.0 after ZERO changes. What I did in my specific car was grab the adaptive settings from the "special" tables because special in my car was "sports shift" and it completely fixed my problem. Those values were also WAY less than what I was trying. The car will now shift every gear at 0.3sec when cruising and 0.2 when you're having fun.
Glad this is helping, and thanks for the kind words!
Okay I think this is the video I need to figure out the 6l90. I probably still wont touch it for a while but at least I'll start understanding it.
Very well done. Less is More.
lots of good info thank you
Great video, I learned some new stuff, still trying to learn the tuning side of things. I wanted to point out a few things that might help make sense of the numbers in there. Oh and just a quick thing about a typo, it is not a 6L80E, just 6L80 without the E. On the Max pressure thing where it is 758 Kpa forward and 850 in reverse, that's limited by AFL pressure. AFL pressure is the maximum pressure any of the solenoids can see no matter how high line pressure goes. On a 6L80 or 90 the spring limits it to 123 psi aka 850 Kpa. No matter what numbers you put int here, it is physically impossible for any of the solenoids to output more than the 123 psi they are fed with the factory AFL spring. The gain pressure is imply what your actual line pressure will be when boosted by the line pressure control solenoid. So with maximum 123 psi applied to the OE size boost valve and PR spring in the pump, the maximum you can get 300 psi no matter what you do with the tune. In forward ranges, factory maximum line pressure max commanded is 275 psi (758 Kpa), the solenoid duty cycle % never goes as low as in reverse. Now keep in mind that this is not clutch pressure. 300 PSI is the maximum available pressure available to the system, everything else is lower from there. For example the 2-6 clutch in second gear can only get 170 psi maximum no matter what you command. The other elements have boost valve that allows it to switch to full line once the shift is complete so on those you will get full line. Now all this stuff in those max pressure tables of HP tuners simply reflect the carat eristic of the transmissions, I see no benefits or reason to change any of that unless you also alter the transmission calibration. All this is is base info so that it does not have to adapt a bunch to get the shift time and proper overlap to be correct for your other settings. Changing values there will only make it so that it will need to adapt more to correct the erroneous information it was given to begging one aka garbage in = garbage out. The last thing I wanted to point out is that the actual shifts (during the inertia phase) occur when the clutch pressures are much lower than max clutch pressure. During the shift the pressure to the incoming and outgoing element is in the 20-50 psi range only. Only once the gear ratio change is done does it ramp up clutch pressure to max and that that point you can't feel anything at all so there is no point massing with that in the tune. Again I am a newbie at the tuning side, so I could very well be wrong. But if it was me all I would touch is shift time and torque adders if the transmission is stock, I cannot thing of any benefit to changing the other stuff as far as shifting is concern.
This is great information! I appreciate you taking the time to write an in-depth reply. Any chance you can make some 6L80 videos ??? I'd love to watch them!
@@SilverSurfer77 I have never done any video, maybe one day.
GREAT VIDEO SERIES, I'm using it to try to correct a weird shift program the previous tuner put in my car. He's out of business and no way to get ahold of him but my tranny shifts from 1st to 2nd and then back to 1st before driving normal. Creates an uncomfortable "bucking bronco" early shift pattern before driving normal. Already checked the 6L80E and confirmed nothing mechanical. 2013 Caprice PPV with a 5.3L and a cam. Thank you!!!!
@SilverSurfer77 for oncoming pressure presets and off going pressure... Is there any reason why oncoming pressure would be higher than off going pressure? I'm looking at it now and values trend in different directions than what you have. Thank you for your video! 🙂🙂
This is what EFI Live names these values:
TCM 5100 - Maximum Line Pressure = Maximum PCA Pressure
TCM 5101 - Maximum Line Pressure B = Maximum Line Pressure
TCM 5102 - Maximum Pressure = Maximum Clutch Pressure
That same PCA Pressure used in the TCC Desired Pressure table.
I dunno how to calculate what the PCA Pressure is just yet.
Great info! Thanks for sharing!
Very informative and appreciated video!!! Where did you learn or reference your learning and trial and errors from? Thanks man
Great video series. I've got my tune open in another screen following along. What size cam and exhaust are you running on the SS?
Cam is 233º/253º (.646"/.637") (112º LSA and 19º overlap). Exhaust is ARH 1-7/8" long tubes.
I know this video is old but i have a genuine question, got a 6l80e in a 2009 sierra, 4000 stall converter, it pulls tons of timing during shifts to the point it completely bogs and cant figure out what to adjust, is there any other parameters that need to be adjusted?
How much timing is a ton of timing? If you have a 4000 stall then you probably have a really big cam, right? Torque Management [TCM] 560x table play into this with [ECM] 12704. However, the Minimum Final Spark [ECM] 12701 table also factors in. At a min set your torque ramp to immediate so it recovers faster. Also, shift time does play into this as well. This entire playlist covers all these topics. Watch it all and let me know if you still have any questions...
ua-cam.com/play/PLRh-HgbRQTHB-3UfFMRVeoqDl2MvjEnZy.html
That pump Max's out at about 1800 kpa. I build those things for a living so I see max pressure all the time. About 260 psi
Good to know, thanks!
Picked the car up after getting the new trutrac diff, I ended up going 3.7 and I absolutely love it the car definetly feels more lively and I just prefer how it drives across all gears, sits at 2300 on the highway but I honestly don't mind.. only annoying thing is i have this 2-3 intermittent shift hang that will be having a re look at, sometimes it shifts fast and sometimes there's abit of a delay in the shift at WOT , almost like it hits limiter then you feel the shift has anyone else experienced this? Possibly inertia or torque management/ pressures setting in the tune or maybe just loose convertor? Or maybe its just these 6l80e trans being annoying, I don't have a log sorry.
Going to try this to try and tune the trucks trans 😅😅😅
You can do it!
I was wonder what that maximum volume 2-3 adaptive was about
Where do you get someone to hp your transmission which company does it.
Hello, are you asking who you can hire to tune your transmission, or rebuild it to handle more HP?
@SilverSurfer77 yes where do you get hp tuning at special tranny shop cause I called a few transmission shops and the don't tune trannys
Is it not possible to read the adaptions and then go back in to make the adapted values the programmed starting point? I'm thinking analogous to using LTFT to adjust base map.
I wish. As far as I know HPT does not give us access to that info. I agree it would make things simpler.
How are you determining how much to bump oncoming and off going pressures?
Just add a little bit, just enough to give the adaptive a head start. Even if you don't change them the adaptives are going to adjust them as needed. You're just trying to cutbdown on the time it takes them to learn.
If you find it shifts rough/too fast after you flash and do your reset/preset but eventually it settles down, then you have set these too high.
@@SilverSurfer77 is there any concern over adaptives not having learned WOT shift pressures and damaging clutches while it figures it out? That seems to be the reason a lot of people disable adaptives, other than being upset that the shifts get softer. I know a few very reputable tuners have suggested turning off adapts for high horsepower builds so I’m just trying to wrap my head around what makes the most sense but you make a very compelling argument. These videos are awesome by the way. The flow charts of how each of them interact with each other are super helpful.
@@ChaseChristensen8 I would avoid WOT after doing a reset/preset. It is best to slowly work up shift learning from smaller to larger throttle inputs over time. I would only disable adaptives on a transmission that has heavy duty aftermarket parts built for abuse and power. For a stock transmission, regardless of HP, I would suggest to leave adaptives enabled. If you want to disable them for a track session, then that might work...but you are obviously opening the door for potential issues depending on the rest of the tune and transmission health.