4L60E part throttle shift points

[JD1964]

I got my part time shifts modified and loaded. My TCC unlocks are well above the downshifts so I think I'm ok without access to the forced unlock feature for now. I'll checkout the EEXTRA definition sometime soon either way.

Of all the changes I initially made I only went back and changed one. It was the 2-1 downshift. I had increased those numbers about 4mph and it would shift down to first on a slowdown and turn in residential neighborhood type driving. That was a bit annoying and not needed so I lowered those back to where they were. On the upshift from stop I like the delay from 1-2. It lets you roll out a bit more and stay in 1st before slamming the throttle if the spirit moves you. Much better that way in my opinion.

On everything else shift point wise, I raised the values 4-6 mph up to the 37% throttle positions and none of that caused any unwanted behavior for my preference.

On the TCC's, I eliminated the 3rd gear lockup altogether. Since my upshifts are delayed with the other settings I find it unnecessary to have lockup in 3rd. In my opinion it makes more pleasant driving experience at lower speeds in 3rd and will also reduce wear and tear on the lockup mechanism. I also delayed the 4th gear lockup until 50mph and set the unlock at 47mph. It's a stock tq converter so low stall speed, therefore I dont need excessive lockup activity to rescue me from anything. I also have an aux trans cooler. I run the fluid through the radiator first, then the cooler and back to the trans.

It's a very nice light throttle driving experience now. If any of this seems like a wrong approach to anyone, I'd like to hear your opinion on it. Thanks again everyone.

[LeMarky Dissod]

I got my part time shifts modified and loaded. My TCC unlocks are well above the downshifts so I think I'm ok without access to the forced unlock feature for now.
I'll checkout the EEXTRA definition sometime soon either way.

Your TCC Unlocks need only be 1MpH over their corresponding downshifts. Margins larger than that are up to you to suit your taste.

Of all the changes I initially made I only went back and changed one. It was the 2-1 downshift.
I had increased those numbers about 4MpH and it would shift down to first on a slowdown and turn in residential neighborhood type driving.
That was a bit annoying and not needed so I lowered those back to where they were.
On the upshift from stop I like the delay from 1-2. It lets you roll out a bit more and stay in 1st before slamming the throttle if the spirit moves you.
Much better that way in my opinion.

At the very low speeds where I might get away with treating a Stop Sign like a Yield sign (unless it's a Stop Sign Trap!), I actually avoid the 2Dn1 immediately followed by a 1Up2 by lowering the 2Dn1 thresholds like so:
00.00% @ 5MpH
06.25% @ 6MpH
12.50% @ 7MpH
18.75% @ 8MpH
25.00% @ 9MpH
31.25% @ 10MpH

3.73 axle handles it effortlessly. If I want 1st, I still don't need to push much to get the 2Dn1 shift, but most 2Dn1-1Up2 shifts are really unnecessary …
… unless I actually bother to put my foot down of course.

On everything else shift point wise, I raised the values 4-6MpH up to the 37% throttle positions and none of that caused any unwanted behavior for my preference.

This is a typical occurrence. GM really wants those upshifts ASAP, but they're usually not worth more than 1MpG or 2MpG.
It's not easy to resist the idea that, the more unnecessary shifts that can be avoided, the longer the transmission will last before it needs a rebuild.
(By all means, if I'm wrong, please teach me why!)

On the TCC's, I eliminated 3rd gear lockup altogether. Since my upshifts are delayed with the other settings I find it unnecessary to have lockup in 3rd.
In my opinion it makes more pleasant driving experience at lower speeds in 3rd and will also reduce wear and tear on the lockup mechanism.
I also delayed the 4th gear lockup until 50MpH and set the unlock at 47MpH. It's a stock tq converter so low stall speed, therefore I don't need excessive lockup activity to rescue me from anything.

You MAY be able to get away with locking the TCC in 3rd at TPS% angles that are so low that you would not notice / feel the TCC.
I doubt the wear and tear on the TCC would be significant at, say, under 18.75% TPS.
That said, if it feels better to you, it's not like it'd be worth more than 1MpG or 2MpG to lock the TCC at such low speeds & low TPS% angles.
In other words, I get why you don't lock it in 3rd.
I'll similarly suggest that, in 4th, you might get away with locking the TCC at very low TPS% angles and road speeds - but again, suit your tastes.

I also have an aux trans cooler. I run the fluid through the radiator first, then the cooler and back to the trans.

You only need to run the fluid 'through' the radiator to warm it up in cold weather.
While your winters don't get under freezing temps, you only need external ATF cooling.

It's a very nice light throttle driving experience now. If any of this seems like a wrong approach to anyone, I'd like to hear your opinion on it.
Thanks again everyone.

Don't think the word 'wrong' really applies here. Try things you might not like just so you'll actually learn if you were wrong or not - but that's from your perspective; it's your car.

Only thing I can think of that might make you think twice is whether or not you have access to the Performance Shift Table.

[LeMarky Dissod]

Separate subject:

It's a stock torque converter so low stall speed, therefore I don't need excessive lockup activity to rescue me from anything.
I also have an aux trans cooler. I run the fluid through the radiator first, then the cooler and back to the trans.

If I'm not mistaken, kur4o's latest definition file has access to the ability to turn on the radiator fans based on ATF temps.
This is pretty fricken schweet.

[WASyL]

Separate subject:If I'm not mistaken, kur4o's latest definition file has access to the ability to turn on the radiator fans based on ATF temps.
This is pretty fricken schweet.

yes he did that patch in my request and it works, for still unknow reason to me sometimes th fan won't go out untill shutting down the engine, not a big thing but this might happen.

beest regards

[JD1964]

Only thing I can think of that might make you think twice is whether or not you have access to the Performance Shift Table.

Thanks for the analysis of my overall mentality in the shift timing regard. I had been thinking of the performance table. At the last boneyard visit I even snagged a momentary on / off switch in the form of a rear window defroster switch from an 86 Cutlass S. Lights up when on too. :-)

I dont imaging changing the shift timing much with performance mode though. Maybe some data for some harsh gear chirping action that I can turn back off. Right now all my pressures are stock.

[yoheer]

yes he did that patch in my request and it works, for still unknow reason to me sometimes th fan won't go out untill shutting down the engine, not a big thing but this might happen.

beest regards

Where to get this xdf file? Is it a new one file?

[NomakeWan]

Where to get this xdf file? Is it a new one file?

http://gearhead-efi.com/Fuel-Injecti...ll=1#post89095

[yoheer]

http://gearhead-efi.com/Fuel-Injecti...ll=1#post89095

Thnx

[JD1964]

Separate subject:If I'm not mistaken, kur4o's latest definition file has access to the ability to turn on the radiator fans based on ATF temps.
This is pretty fricken schweet.

Werd