Using HPT, I'm debating removing the TCC desired slip and setting to 0. I wanted to ask first if there could be any drawbacks to this, I assume GM did this for a reason other than the likelihood of felt jerkiness...maybe not. Does it also act as a "cushion"for torque applied and maybe dampen the crank pulses? Curious to anyone's findings who have removed the desired slip and used it long-term.
Removing TCC slip from 6L80E
- Thread starter i6pwr
- Start date
@clinebarger will know
Many tuners and transmission builders won’t recommend this for a stock converter.
I’ve done it for both of our trucks, both have billet converters. Also did some minor tuning like no lockup until 5th gear.
GM did it to reduce felt vibrations, and the amount of slip is greater when AFM is active / cylinders are deactivated.
From a drivability POV, my trucks drive and shift like factory. The average person would not notice a thing.
But some folks go wild with transmission tunes with very quick and very firm shifts. I’m not one of those people.
I’ve done it for both of our trucks, both have billet converters. Also did some minor tuning like no lockup until 5th gear.
GM did it to reduce felt vibrations, and the amount of slip is greater when AFM is active / cylinders are deactivated.
From a drivability POV, my trucks drive and shift like factory. The average person would not notice a thing.
But some folks go wild with transmission tunes with very quick and very firm shifts. I’m not one of those people.
The TCC piston has dampers (springs) built-in just like a manual clutch disc we're all familiar with, And the TCC will still ramp-in (PWM) when applying.
I haven't seen any evidence that zeroing out the slip table has any adverse effect on the TCC, Converter itself or any parts in the transmission.
I haven't seen any evidence that zeroing out the slip table has any adverse effect on the TCC, Converter itself or any parts in the transmission.
I have just recently turned my DOD off, but didn't mess with anything else related to that except change the torque ramp to speed ramp.
Ok, thanks. Was also curious about the thrust bearing but I would assume it shouldn't have any associated issues but not sure.
I've zeroed out several hundred 6L80/6L90 TCC tune files, None have failed from a thrust bearing failure.
Of note.....The first 6L80's used.....In C6 Corvettes came factory with zeroed out TCC slip tables.
I should have been more clear, I was wondering if the thrust bearing could take on additional stress with the TCC zeroed out. Sorry if that sounded backwards. I assume not, but was curious.
You're speaking of the Crank Thrust Bearing? If so....No additional force will be applied to the crank.
