HP Tuner for 2016 Tahoe L83/6L80

[RoadTrip]

Did you try these guys for bcm tuning?
They do require you have an Autosync.

BCM (Global-A)

Body Control Module (BCM) programming for all GM “Global-A” trucks/SUVs. Exclusively available from CCE, this programming will allow you to customize hundreds of parameters in your vehicle’s BCM and add new features as well! You must already own an AutoSync third-party programmer device (google...

www.customcalibrationengineering.com

Thank you. I will contact them next week!

 

[buckwild27]

Thank you. I will contact them next week!

You're welcome. Here's the link to get an Autosync.

https://www.btdieselworks.com/collections/electronics/products/2015-2018-autosync

 

[TireFire]

Great thread! Following along as my ‘17 Tahoe is currently in the shop getting the transmission rebuilt (127k miles). I too plan on using HPT after to tune the TCC.

Question for you: did you already do it? I tow quite heavily with mine as well (also have max tow package), but I am quite set on disabling lockup in gears 1-3 or 4. That is how older and even earlier versions of these transmissions used to operate, and they lasted much longer. With the thermostat bypassed, I’m not very worried about ATF temperatures, and I would think that the constant locking/unlocking in low gears/speeds also creates a bunch of heat in addition to the well documented wear issues.

Second, (and this may be irrelevant to the OP in Texas where they probably don’t check emissions) if you alter your OEM tune calibration you will 100% now fail smog in California and Colorado (& more & more places that adopt CA standards). Has anyone successfully flashed their stock file back temporarily just to pass smog?

 

[RoadTrip]

Great thread! Following along as my ‘17 Tahoe is currently in the shop getting the transmission rebuilt (127k miles). I too plan on using HPT after to tune the TCC.

Question for you: did you already do it? I tow quite heavily with mine as well (also have max tow package), but I am quite set on disabling lockup in gears 1-3 or 4. That is how older and even earlier versions of these transmissions used to operate, and they lasted much longer. With the thermostat bypassed, I’m not very worried about ATF temperatures, and I would think that the constant locking/unlocking in low gears/speeds also creates a bunch of heat in addition to the well documented wear issues.

Second, (and this may be irrelevant to the OP in Texas where they probably don’t check emissions) if you alter your OEM tune calibration you will 100% now fail smog in California and Colorado (& more & more places that adopt CA standards). Has anyone successfully flashed their stock file back temporarily just to pass smog?

I’m sure your question is directed at more than just me, but I also have the max tow package, lower temp trans thermostat, and have an engine and trans tune, done by a local performance shop, that prevents converter lock up in gears 1-3 in non-tow mode.

I requested them to tune out the lock up in gears 1-4, but the tuner advised against it. Turns out his experience proved best when I noticed that 4th gear is what the trans uses most often for gear choice around town. Non lock up in 4th would have generated more heat.

Although they also tuned the Tow Mode settings, I forgot to ask what they did for lock out settings in trailering mode.

We don’t have smog testing in our state so we don’t need to switch back and forth on the tunes.

 

[TireFire]

I’m sure your question is directed at more than just me, but I also have the max tow package, lower temp trans thermostat, and have an engine and trans tune, done by a local performance shop, that prevents converter lock up in gears 1-3 in non-tow mode.

I requested them to tune out the lock up in gears 1-4, but the tuner advised against it. Turns out his experience proved best when I noticed that 4th gear is what the trans uses most often for gear choice around town. Non lock up in 4th would have generated more heat.

Although they also tuned the Tow Mode settings, I forgot to ask what they did for lock out settings in trailering mode.

We don’t have smog testing in our state so we don’t need to switch back and forth on the tunes.

Thanks for replying! I didn’t even know that you could tune tow mode differently than non towing. I need to find a good tuner, doesn’t need to be local since I have HPT and can pull logs & load files.

 

[gtrslngrchris]

What is the rationale for disabling TCC lockup in any gear? Knowing how my Allison and its' triple disc converter behave I would think you would be specifying faster and firmer lockup instead of disabling it altogether and this worked the same way when tuning 4L60s. You put a higher thermal load on the converter without it being able to lock up AFAIK.

 

[RoadTrip]

What is the rationale for disabling TCC lockup in any gear? Knowing how my Allison and its' triple disc converter behave I would think you would be specifying faster and firmer lockup instead of disabling it altogether and this worked the same way when tuning 4L60s. You put a higher thermal load on the converter without it being able to lock up AFAIK.

Because GM programmed the converter clutch to stutter-engage to lessen the feel in the cab during engagement and when switching between V4 and V8. That’s a whole-lotta pulling on the clutch cover friction material, and then it starts to shred. Off the line accelerating of a heavy vehicle places more strain on the clutch multi-engagements than engagements once the vehicle is accelerating less fast as you approach the speed limit.

 

[gtrslngrchris]

Because GM programmed the converter clutch to stutter-engage to lessen the feel in the cab during engagement and when switching between V4 and V8. That’s a whole-lotta pulling on the clutch cover friction material, and then it starts to shred. Off the line accelerating of a heavy vehicle places more strain on the clutch multi-engagements than engagements once the vehicle is accelerating less fast as you approach the speed limit.

This still sounds like an issue of not engaging aggressively enough, faster/more line pressure, as opposed to changing the behavior of a torque converter to not lock up.

 

[RoadTrip]

Your butt may put up with the harshness, but not your driveline.

 

[RoadTrip]

Did you try these guys for bcm tuning?
They do require you have an Autosync.

BCM (Global-A)

Body Control Module (BCM) programming for all GM “Global-A” trucks/SUVs. Exclusively available from CCE, this programming will allow you to customize hundreds of parameters in your vehicle’s BCM and add new features as well! You must already own an AutoSync third-party programmer device (google...

www.customcalibrationengineering.com

This is the way to alter BCM settings and commands. First, you purchase an AutoSync device and then purchase a CCE program.

I’m grateful that there is a method to alter the BCM programming, however there are only a couple settings I would like to change, so at $500 cost combined, I have other uses for these funds right now, but I will do this someday.

Thank you everyone for your help.

@RobH Please keep us updated on your programming progress.

 

[RobH]

I have described how I set my TCM's shifting schedule speed parameters in this thread's post # 18 on page 2.

 

[mikez71]

but I am quite set on disabling lockup in gears 1-3 or 4. That is how older and even earlier versions of these transmissions used to operate, and they lasted much longer.

Only first gear did not lock on my 2012. With 4th disabled, there was too much slippage when getting back on the throttle after lifting. That's with my 3.08 gears! I honestly like the locked feeling, but seeing as how you rarely stay in 1,2,3 very long.. There are conditions where it helps. A steep slow downhill, you start coasting and when you touch the accelerator you get converter slack and then a harsher engagement vs leaving the converter locked.

if you alter your OEM tune calibration you will 100% now fail smog in California and Colorado (& more & more places that adopt CA standards). Has anyone successfully flashed their stock file back temporarily just to pass smog?

Not true. Some members here have passed Cali smog with tunes. With DOD disabled. Many people delete AFM, there will be no going back to stock tune after that. Not sure if it applies to all counties, I'll find out in less than a year I s'pose... Who knows, they could just be slow to implement new testing procedures.

 

[BattleTank]

When I overwritten my 2002 S10 ECU with 2002 Express software and dropped a V8 in, NY didn't even notice. When they do state emissions, they are only looking for a CEL and if your readiness monitors are online. Without officially saying it, EGR and my rear O2's were turned off and they didn't know.

 

[RobH]

I left the torque converter lockup essentially stock. I did set the target slippage to 0 (zero). HP Tuners recommended doing so and said that the 6L80 in the Corvette was set to zero target slippage. Since I don't try to be the first from one stoplight to the next, there is no harshness. The shift in non Tow/Haul driving is essentially the same and actually feels smoother in Tow/Haul mode.

And, having the AFM disabled removes slippage when the torque converter clutch slips to smooth/disguise switching between V4 and V8 modes. This should extend the torque converter clutch (TCC) life.

After I get home from my trip hauling my 3,200 pound camping trailer to Montana and back, I may do some refining of the shift points, but I'm not going to mess with it until I am back home.

I'm in the ballpark in the vicinity of second base. I'll see how it works in daily driving when I get back to home at about 1,000 to 1,500 elevation. I may just leave it as is.

An interesting thing is that at higher elevation, with less atmospheric pressure pushing air into the combustion chamber, it takes more throttle opening to get the same power, so the upshifts happen at a higher RPM than they do closer to sea level. I've adapted by using the normal, non-Tow/Haul mode at higher altitude. And, some of the time I do use the Manual mode to manage the transmission gear selection.

I do use the transmission for controlling descents. I can envision how cutting desired slippage to zero will reduce wear on the torque converter clutch in the mountains, both going up and coming back down.

I try to have reduced throttle when doing shifts, similar to when shifting a manual transmission smoothly. It is a bit more work driving, but I believe it is easier on the powertrain.

Given that I am hauling a trailer, I am trying to drive in a manner to avoid having to have major maintenance done away from home and to give me longevity of the engine and transmission.

FWIW and YMMV.

 

[BattleTank]

Out of curiousness, when does it go into V4 mode? Does the ECU actually start the truck out in V4, or is it a cruise only mode?

 

[RobH]

Out of curiousness, when does it go into V4 mode? Does the ECU actually start the truck out in V4, or is it a cruise only mode?

Automatic Fuel Management (AFM) or Displacement on Demand (DOD). Anytime the Engine Control Module decides that not much power is needed, it will switch to V4 mode. Switching back and forth from V4 to V8 to V4, etc. all involve torque converter clutch slippage.

I can be cruising on the freeway doing 65 in V4 mode. I come to an overpass. When I start up the incline, my Tahoe starts to struggle, then switches from V4 mode to V-8 mode. As I go over the overpass, the load on the engine decreases and it switches back to V4 mode. Each change involves torque converter clutch slippage.

I can be driving on the street at thirty-five MPH in fourth gear. Low load on the engine, switch to V-4 mode. Increase load on the engine, switch to V-8 mode after a little struggle. When I back off on the accelerator pedal, switch back to V-4 mode again.

With the AFM disabled in the ECM, no more switchy-switchy.

 

[BattleTank]

Automatic Fuel Management (AFM) or Displacement on Demand (DOD). Anytime the Engine Control Module decides that not much power is needed, it will switch to V4 mode. Switching back and forth from V4 to V8 to V4, etc. all involve torque converter clutch slippage.

I can be cruising on the freeway doing 65 in V4 mode. I come to an overpass. When I start up the incline, my Tahoe starts to struggle, then switches from V4 mode to V-8 mode. As I go over the overpass, the load on the engine decreases and it switches back to V4 mode. Each change involves torque converter clutch slippage.

I can be driving on the street at thirty-five MPH in fourth gear. Low load on the engine, switch to V-4 mode. Increase load on the engine, switch to V-8 mode after a little struggle. When I back off on the accelerator pedal, switch back to V-4 mode again.

With the AFM disabled in the ECM, no more switchy-switchy.

Ok, I was slightly incorrect thinking it only turns on while on the highway and not in the city.

 

[RobH]

Ok, I was slightly incorrect thinking it only turns on while on the highway and not in the city.

What I described is valid for my 2016. It may be different for a 2011.

My 2016 Engine Control Module (ECM) has the capability to set the AFM to Enabled above 0 mph (my factory setting), enabled above some speed, or disabled. I set mine for disabled, and set the enabled above speed to 200 mph, just to be sure it would stay off.

Is the SSV one of the Law enforcement models?

Does it have the engine information readout between the tach and speedometer which shows the Gas Miles per gallon for the last 50 miles? Mine shows the V4/V8 mode in the lower right of that screen.

I was in Tucson earlier this week towards the end of my trip which included going up to Montana on the eastern side of the Continental Divide and then down to Grand Junction and Tucson on the western side of the Divide. Saw family going up and back from a full week in the east side of Glacier National Park. Back in San Antonio now.

 

[BattleTank]

Mine is of the SSC variant.

My display didn't show the V8 economy until I installed the DIC buttons. After making changes with HPtuners and turning AFM off, it only shows V8 fuel economy.

Tucson, you were in my neighborhood.