Yeah, the moment anyone puts a 3400 or whatever in they're most likely concerned with acceleration more than MPG. I was only trying to shed some light on what is "normal".
Yeah, the moment anyone puts a 3400 or whatever in they're most likely concerned with acceleration more than MPG. I was only trying to shed some light on what is "normal".
I understand what is normal, not tryn to argue. Just was wondering why the converter wouldnt lock back up sooner when i get back into the throttle.
1993 Gmc 02 ls1 Circle D 3400 stall, long tubes, 220/224 cam stage 3 heads, weiand intake, auburn posi, 389rwhp 352ft/lbs
Originally Posted by Turbo_smh
Gen I Viper
I increased only the TCC "apply" settings and left all misfire codes the same as factory including min and max ETC temperatures. No more TCC issues here and I just did the same to a 2000 Silverado with 3500 stall the same way.
97 GMC, 2002 LS6.
1991 GMC Syclone #1428
Ill mess with that today, Thanks
1993 Gmc 02 ls1 Circle D 3400 stall, long tubes, 220/224 cam stage 3 heads, weiand intake, auburn posi, 389rwhp 352ft/lbs
TCC Lockup settings are all based on MPH and dont use RPM to lock and unlock and converter... you guys seem to talk alot about the tps settings... The lock up settings vs mph table will fix this slow lockup problem your having... most people complain of a low power or bucking problem....40-50 in OD and converter locked up it isnt high load but motor isnt happy running at 1500rpms pushing 5000lbs into the wind.... I dont see you guys talk much about the "shift lock" tab.... I think most of the people that have trouble in this area are Stock Tall gears 3.32/3.55 ..... with 3000+ stalls...
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