I've seen this question come up quite a bit lately and I'd like to gather some more info on this....my thoughts on it are:

You do not NEED to do any specific "tuning" after installing a converter, there are a few things I feel you'll WANT to do though:

* Adjust TC lockup speeds to your preference...there are no exact numbers to use, it's all up to personal preference

* Adjust shift speeds to better make use of the converters characteristics - again, this is personal preference

* Adjust rev limiter to compensate for "converter flare" at the shift-point (not common, but more visible on high-horsepower motors)

* Adjust timing/PE fueling below the converter's flash stall speed to try and make a little more power before the converter engages

* Soften up your 1-2 shift slightly - 2nd is going to engage at a higher RPM now due to the looser stall, make use of the newfound power going into second by allowing the tires to grab when entering 2nd instead of spinning

Anything else you guys do ???

 

Good information

 

I have tuned on a smaller converter and a larger stall converter to make it lock up quicker... if you notice (well actually its sometimes almost not noticeable) in a stock application, the lock up is gradual... i tuned it now so it will lock quicker, almost feels like its in another gear after shifting into overdrive. Basically this is to prevent clutch wear during normal driving.

 

Some may run into a misfire problem. Just need to adjust the misfire threshold tables..
With HPTuners there are few new tables.
There is "Revolution Mode" and "Cylinder Mode"

Also there are a few of use that have had problems with TCC holding, some Adjustments to the forcing table, or the new "offset (TCC)" tables may be required.

 

this is gonna be a short thread, hehehe, sounds to me you pretty much nailed every aspect I would mess with.

The only thing I would add, is to me all these characteristics that you bring up to tune for will make a bigger difference if you have a cam that can help with the power ranges and flash spots. ie; a matched cam/converter combo. So, if you are stock and get a converter, you can wait to tune it in. You might need to play with your lockups, shift settings, limiters (as mentioned) a little, but if you have a cam you will have lots of differences over the TPS range you can mess with.

 

on the tc lock up to you want to go with higher or lower numbers using efilive?

 

The TCC lockup speed is all personal preference, some like it to lock up sooner to save gas, some want it to lock up later. It's all up to you.

 

Pretty much got it covered above. Its really driver preference and there are know magic numbers, Just tune to taste. Beside what was said above, The TCC Duty Cycle Minimum Needs to be bumped up ALOT and I turn the Shift Lock off also.

 

LOL yeh like ALOT=TONS, instead of 23 maybe 90 or even 98. Mine is 98.

Would this be the appropiate thread (<Tech Only Specific>) to discuss why we would turn on or off the Shift Lock with a new converter? Why do you turn yours off 1slowsilverado? Obviously more HP and cheaper converter, it will not like it, but a good quality converter can handle it. Does it help or hender? installing a higher stalled converter makes what difference in turning this off?

 

so does the tcc lock up have anything to do with WOT as in take off stall higher or anything?