If a drain and fill is required during every oil change for any transmission this means GM makes dung and does not deserve anyone's business and should close up now. Just because it's common for a transmission to go beyond this does not equal it's a expectation. 200K miles is a lifetime for any automatic transmission. Mike I have to disagree there was no murder committed. You can do a pan drop and filter swap every 10,000 miles and never have dirty fluid. The complete 6L90E system holds 12.4 quarts. If you drain the pan you get about 6.5 quarts out. I personally haven't understood people who don't lock the converter down low in 3rd and up, but I also have 350 lb-ft at 2000 RPM in a 2800 lb car.The beauty is they have a drain plug and the pan is easy to drop. In any case, the shudder is caused by discontinuities in the torque provided by the engine, and the locked converter clutch allows these to be felt by the driver. I have found that part throttle shudder in my car is either too much or too little timing, or I am transitioning in/out of DFCO rapidly. I also have it engage lock at 105 in 3rd at WOT with zero slip and it totally transforms the car in the top end.īTW: the shuddering described here can PROBABLY be solved by playing with your fueling/timing/DFCO tables. I can lock at 25 mph in 3rd (1200 RPM) and stay locked through 6th with zero issues. I went to a triple-disk carbon fiber clutch after my first aftermarket converter died. More accurately, if/when you install an aftermarket single-disk converter in one of these cars (definitely depends on year), you will not be able to achieve 0 slip and will ruin the clutch very rapidly. I believe it is a special spun/woven carbon material designed for the best of all worlds very few manufacturers make these clutches in popular aftermarket sized. If you have a factory converter (at least this was the case on my 2013 C6), it is designed to "slip" a few RPM without any ill effects. Just some helpful info from my experiences: It would also help to not let it apply at higher throttle points, especially with mods.The TCC apply ramp does not stop the pressure dropping until slip occurs, so far so good on the minimum adaptive though. I am not even allowing it in any gear but 5 and 6, stock cal allowed it in 3 and 4 at like 22 mph or some ridiculous thing. IMO you really want to stop regular tcc slip, as it will put clutch material in the system and start mucking up the valve body, then all hell breaks loose. Then it will increase pressure with slip at the rate allowed by the chart, which is at a pretty wimpy rate. The tcc regulator offset affects holding pressure as well, but it seems to be that the total holding pressure is the tcc regulator offset + the tcc apply ramp pressure at zero slip. Fuel economy increase of milligrams of fuel from the reduced engine load.pffft. I will let you know when I log next but I suspect that even if you command 0 slip, it will gradually lower pressure until it slips and then ramp up pressure according to this ramp chart. Look at your tcc apply ramp chart as well.
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