![]() ![]() ![]() Torque Converter 6L90 CHEVROLET SILVERADO 4500 HD 2009-2010 6.6L, FTC# : 77-JMDZ Torque Converter 6L90 CHEVROLET CAMARO LZ1 2012-2015 6.2L, FTC# : 77-JMDY Got 300k+ out of the last transmission in that truck (currently 420XXX on the odometer) with the cooler.Torque Converter 6L90 CADILLAC CTS-V 2009-2014 6.2L, FTC# : 77-JMDY I have a Fluidyne on my 4L60E/Colorado that rarely breaks 120* in town. It takes 3-4 miles of highway driving to warm up enough for the TCC to lock. Even sitting behind the intercooler, my temps rarely break 120 in town on hot days- this time of year I'm lucky to break 90-110. I have a B&M Supercooler (Long) on my Sierra- it's the model that's 12x12x1.5. Haven't done it on my current Sierra yet but started a tune to flash after I get some other issues worked out. Get's it 95% of the way there, and remaining 5% is adjust for personal taste. I've used the Bluecat tool a few times now and love it. Only adjustments I'd made to hers were shift times, line pressure, and zeroing out TCC slip. She doesn't drive remotely like what I'd call abuse, aside from bringing it home with the low fuel light on, though she has a heavier foot than me. We had at converter take out my wifes Escalade earlier this year. What do you tell the customer when they bring this up? Is it really necessary to leave the TC unlocked all the way to 6th gear? When you tune a customer who has a truck with a 6L80/90, do you do anything special specifically to prevent early failure of the converter? (besides disabling DoD on the 6L80s) While I'm sure there was a healthy amount of sarcasm behind that statement, it makes a good discussion point: The person I had this playful argument with believed this is "the secret to saving these transmissions". Whenever this comes up I just recommend regular fluid/filter changes, or if they're loosing sleep about it, have a reputable shop rebuild the damn thing with upgraded parts from sonnex, transgo, etc.įor normal driving I leave the TCC unlocked until 4th gear, reduce slip speeds under load to 0 while allowing 5-10rpm at low torque, and make an effort to keep the trans from shifting too frequently.įor towing I start to lock the TCC in 3rd gear, or 2nd if their tire/gearing setup is terrible, to avoid overheating when pulling up steep hills.Ĭommon practice here seems to be leaving the TCC unlocked until 5th/6th gear. I believed there wasn't much you can do to mitigate this problem in software aside from not locking the TCC too early, not raise the pressures, and not have it slip at 30-50 RPM when its locked. ![]() I knew for a while a common failure of the 6L80s and 90s was for the torque converter to eventually shave itself.Ī friend of mine in a high volume transmission shop sees this failure all the time - but unless they were fragrantly abused/neglected or had some QC issue they always had >250k miles on them when they went. ![]()
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