1-2% at a time...

 

Do you also have a aftermarket converter?

 

Your was unlocking and staying unlocked... Your missfires were caused by the ridiculusness of your converter...

Start out with the first 2 rows.... This is where logging comes in...

 

yes, and so does the OP.

 

It's just a worked over trailblazer converter

 

welcome to my world!! mine has been doing that exact same thing for 9 months.... i cant cruise on the highway at all, its always unlocked unless i give it 30-40% throttle then it locks but im going to fast then, so i slowly let off the gas and it unlocks.

 

The newer trucks uses all kinds of crazy logic to control the tcc. your truck (judging from your sig pic) should have no problems....

 

i think i've talked to you about my truck before. we turned up the pressure in the force motor table and it helped, but when we changed it, it was cold outside. now its warming up here in tx and its unlocking/locking again??? i hate to just keep throwing pressure at it. but maybe its not bad since its mainly in the low torque area??

 

I have the exact opposite problem as you guys. After the high stall(2600-2800) converter went in it locks and does not unlock quickly enough causing bucking. If I am cruising at 50 MPH on a main street and I take my foot off to coast to a stop sign or light it will start bucking below 45. I want it to unlock sooner so it will not buck plus it comes back up to speed faster with the tc unlocked to pass. If it stays locked and I give it a little gas it does nothing so I have to practically mash the go pedal so it downshifts and unlocks the tc. With the tc unlocked it has higher rpm so it accelerates faster. At 50 in 4th I am at 1400 rpm so it is out of the power band but with the tc unlocked it shoots to 3K and pulls the truck really good.

 

I lowered the first two rows by 1.5% and the 3rd by .5%, did not change anything.

I guess I'm confused about when logging, how I would go about linking delivered trans torque to relate to the Force Motor Current table.