PWM DELETE 4l60e MOD

the solenoid is at the front passenger side valve body. you can also stake the isolator valve in place but this mod is 100% reversible if you don't like it. just slip oring back on. all this mod does is bypass the regulated pwm and puts full pressure onto the isolator valve to open it up. so when lockup is commanded it will lockup quickly instead of slipping into lockup. so its more firm.
www.camaroz28.c...

[@Bbernhardsr]

Thanks for taking the time to make this video. Completley solved my transmission issue I was having with my Torque Converter slipping between 40 and 60 MPH. Now my trans locks up much better. Feels like I have 5 gears instead of 4. It also allows my deceleration clutch to engage going down hill now. That never happened before. Great info!!!

[@bam6972]

Awesome. Glad it helped

[@mauricewilson2346]

Did you reconnect the solenoid or leave unconnected I’m planning on doing this mod today

[@Bbernhardsr]

I reconnected it that way it will not set tranny codes and put the trans into limp mode.

[@mauricewilson2346]

@@Bbernhardsr thanks I appreciate it

[@Chevy-f4l]

​@@bam6972 is the tcc solenoid in same spot as 4l80e I'm trying to install the transgo tcc valve kit for p0894 code

[@carlbrooks90]

Iv had this done with my transmission, IMHO the transmission shifts a lot better, best transmission mod ever.

[@KollynJ]

Does it help slipping or harsh shifts

[@jayb9687]

Just did this yesterday. Very much improvement in the shifting. Shifts are more stable and it goes into lockup solidly, no more mushy shift like before. I like it. 98 Sonoma 4x4

[@colindykes3061]

Hey, I'm slightly debating this mod and was curious about the long-term effects. How's your Sonoma holding up ?

[@luckyPiston]

What’s New with 4L60-E PWM Modifications Transmission builders are no strangers to modification. Making changes to increase performance, to prevent known issues from cropping up or to overcome existing problems is a hallmark of the ingenuity of the rebuilding industry. Many of these modifications can be beneficial, but some can cause unintended complications or downright damage. Torque Converter Failure & TCC Friction Linings There is a common modification for the 4L60-E TCC circuit that causes multiple problems, one of which is TCC friction delamination. Knowing how and why this happens is the key to avoiding converter failure comebacks which are the product of a modification someone else performed. Before GM introduced its pulse width modulated (PWM) control system in the mid-1990s, the 4L60E TCC apply/release tactics were simple: on or off. At the appropriate moment, a command from the PCM to the TCC solenoid stroked the converter clutch valve, allowing release fluid to exhaust and opening the apply circuit for business. When the PCM de-energized the solenoid, the valve returned, allowing converter feed oil to switch back to the release circuit and cutting off apply pressure. Simple and effective. But on/off operation had some shortcomings. Switching the TCC abruptly can result in a harsh apply sensation and adds unnecessary stress to driveline components. And while fuel economy improves with TCC operation, it can be increased further with a different control process. For these reasons the PWM control strategy was introduced. This control scheme eliminated the on/off feature in favor of a gradual apply/release function. A second TCC solenoid was added to control the regulated apply valve. The TCC lining also was changed, from paper to a high-carbon content lining to stand up to the extra friction and heat generated during PWM operation. HTE (High Thermal Engaging) friction linings available from Sonnax are a good example of this type. Under PWM control, the PCM sends a variable duty cycle to the second solenoid to control the regulated apply valve (Figure 1). The percentage at which the PCM increases or decreases the duty cycle controls the rate at which the TCC applies and releases. Ramping this pressure in stages gives us the smooth operation and improved fuel economy we’re looking for. Figure 1: OE Valve - Regulated TCC Apply Figure 2 shows PWM progression during typical TCC application. Note the linear duty cycle change from 0% (unlocked) to 90% (full lockup), plenty of time to gently apply the clutch without harsh feel or driveline disturbance. Figure 2: 4L60-E PWM Application Sample As a further effort to improve fuel economy and prolong the life of transmission and engine components, PWM control evolved into EC3. The valves and solenoids remain (virtually) the same as with PWM operation, but the control strategy and TCC lining have again undergone changes. Within the EC3 game plan it is generally undesirable to fully lock the TCC. Instead, a consistent slip of about 20 to 40 RPM is aimed for under most operating conditions. It is because if this controlled slip that a different clutch material must be used. Friction material designed for use in on/off systems will burn up when subjected to modulated slip conditions, and the lining material designed for PWM control typically wears out prematurely if used in EC3 systems. A friction lining with higher thermal capacity must be used such as the HTS (High Thermal Slipping) linings offered by Sonnax. Torque Converter Failure & TCC Apply Pressure When the PCM determines EC3 clutch application is necessary, the duty cycle for the regulator solenoid is raised in rapid steps to around 50%, providing enough pressure for converter apply to begin. It is right around this 50% mark that our desired slip (20-40 RPM) is achieved under most driving conditions, and the PCM will constantly monitor and adjust the pulse width in an attempt to keep it in this window while the TCC is applied. Under some high-torque or freeway speed situations, the PCM will increase duty cycle to 98% to fully lock the TCC. This eliminates slip and prevents excess heat during high-load conditions. This adaptive control strategy can provide nuggets of diagnostic gold: as the regulator bore wears, the duty cycle required to keep slip in the appropriate range increases. You often can spot TCC problems before they trigger codes by monitoring duty cycle with a scan tool. For example, if you have a vehicle with a few clicks on the odometer and an average TCC duty cycle of 79%, you can be pretty sure the PCM is compensating for circuit wear, most likely in the regulator bore. A common problem with PWM and EC3 units is caused by continuous oscillation of the regulator valve, which creates bore wear over time that allows critical apply pressure to exhaust. This often results in the setting of code P1870 and/or P0894 due to excess TCC slip. Transmission builders quickly realized they could eliminate these codes (but not the bore wear that caused them) by blocking the regulator valve with an inner pump slide spring from a 700-R4, effectively returning it to an on/off system (Figure 3). Figure 3: OE Valve - TCC Reg. Valve Blocked for Full Line This modification allows full line pressure into the apply circuit, up to 140 psi under load. In contrast, OE apply pressures range from about 60 to 80 psi. While the extra pressure masks bore wear and provides a Band-Aid for TCC slip, it can lead to: Cracked or deformed TCC pistons Broken damper rivets Torsional driveline disturbance Damaged crankshaft bearings Harsh apply feel Friction lining delaminating from TCC pistons (PWM and EC3) Converter failure These problems are made worse if line pressure modifications are performed which allow even higher pressures into the apply circuit. On top of this, a sizeable line pressure leak is introduced, because the worn regulator bore is now open to line pressure, allowing it to bleed off to exhaust. This blocking modification has been embraced by some builders of high performance or heavy towing units, even without a trouble code to conquer. There is at least one aftermarket kit that mimics blocking the valve, with the same detrimental high pressures being allowed to the apply circuit. With this information in mind, it becomes apparent how a torque converter that was built perfectly to specification can fail due to being installed in an improperly modified transmission. Sonnax TCC Pressure Limiter To avoid the negative repercussions of full line pressure in this circuit while still allowing slightly elevated apply pressures for better performance, Sonnax developed the TCC pressure limiter spring system, which converts the TCC regulator valve into a simple pressure limit valve. With the isolator valve removed and the PWM feed orifice in the separator plate blocked, installing the limiter behind the regulator valve regulates line pressure into the apply circuit down to a maximum of 100 psi (Figure 4). This is enough for extra holding power while avoiding the consequences of full line pressure to the TCC piston. It’s the only available modification that both eliminates PWM/EC3 operation and limits converter pressure to acceptable levels. Since the apply pressures are capped in this manner, the pressure limiter can be used with friction linings designed for on/off, PWM or EC3 with great success. Figure 4: Sonnax Limiter Spring - TCC Apply Pressure Limited to 100 PSI The pressure limiter is a performance-enhancing spring found in Sonnax’s popular HP-4L60E-01 Performance Pack that changes how the lockup system works. The spring is NOT a repair for a worn regulator bore, as it is designed to work in a properly functioning apply circuit. If the TCC regulator valve bore is worn, the only way to restore the valve bore and prevent pressure loss is to install Sonnax TCC regulator and isolator valve kit 77754-04K (OE apply rate) or 77754-03K (increased apply rate). The TCC pressure limiter spring works equally well in an un-worn original bore or with the Sonnax sleeve kits. Used with 77754-03K, the limiter will deliver higher levels of performance by allowing pressure of about 110 psi into the apply circuit. This is the maximum clamping power available without causing the negative results associated with full line pressure to the TCC. Like it or not, modifications will always be a part of this business. Some of them can burn you, even when you weren’t the one that performed them. Working with transmission builders to ensure they are buying a 4L60-E converter with lining best suited to their particular build or modifications is one of the keys to long converter life and avoiding modification-related comebacks.

[@leoamaya1818]

Thank you for sharing this info. I personally had issues with my 4l60e in my 94 impala & no one seems to have any answers.

[@judithking2116]

Man just swapped in a 95 trans into my 93 Sierra and I'm lucky you have this video brother. Nice

[@squarebodynut5429]

95 is a one year only trans from what I've heard

[@brandonward2619]

Right on! Good stuff here, also good info in the comments.

[@charlesknupple8331]

thanks had 1870 code fixed tcc valve but still had this problem so my son did this for old dad and sure enough that solenoid was the problem all along computer did not no it was bad

[@DillonTurner395]

Why not just block the pwm valve? Precision Transmission shows how to do this if you look up 4l60e pwm delete. He simply uses 2 check balls in each of the 2 pieces of the valve there to collapse the spring and stop it from moving.

[@lancealderman2755]

Wish there were more answers to your question because Im a noob and was wondering the same thing. Mod with checkballs can always be undone so I think ill try it first.

[@linuxguy1199]

@@lancealderman2755 That's what I was thinking, I'm really not a fan of cutting metal on a part that'd be hard to replace.

[@lancealderman2755]

@linuxguy1199 I've done a 4l60e with a TransGo shift kit since then and it has an option to bypass PWM simply. I did it but I don't remember all it consisted of. I can look in the instructions though if anyone is interested.

[@snowxmann]

@DillonTurner395 The Precision Transmission 2-check ball method requires dropping the valve body. The mod in the video above can be done without dropping the valve body.

[@TEDodd]

​@@linuxguy1199not hard to get a replacement solenoid if for some reason you wanted to go back.

[@leoamaya1818]

I have a 1994 Chevy impala, long story short the yard bought me a 1995 PWM transmission which was marked 1993. This is a PWM with a 1994 valve body with sonnax upgrades ( new solenoids & what not ) I have a code 84 & I plan on blocking the valve next to the 3-2 down shift even though the 1994 does not have a 3-2 downshift solenoid. Does that make sense?

[@ZBrink11]

Does this affect the "Tow/Haul" function?

[@hsxvlv]

I have an 04 suburban and won’t catch overdrive will this fix the issue. *** NO CEL

[@micthegreasemonkey2918]

Thnks 4 the clip but what benifits r had by deleting the PWM function ?

[@budthechud3408]

What years is this applicable too?

[@micthegreasemonkey2918]

hi i liked yur clip. but u didn't explain why u would delete the pwm & the reasons b hind doing so also what 2 expect from doing the mod?

[@Cs39601]

He did explain why , watch it again

[@bimmerman9839]

Help! I have 1997 chevy astro 4.3L with P1870. I've been fighting this problem a long time now. Replaced the valve body with high quality new one but it didn't work. Tried draining fluid and adding a lot of Lucas, didn't work. Then replaced the TCC valve and spring with Fitzall P1870 fix kit, (solid aluminum piece) and new tcc solenoid just in case and updated fluid to Mercon V. It worked for 2 weeks and then came back! What do I do now? Is there a way to permanently delete this pesky code out of the computer or something? Is something else possibly worn out in the tranny causing this code?

[@bam6972]

p1870 generally means something is slipping when in lockup. either the torque converter is slipping or 3-4 clutch pack is starting to slip. if you replace all those and it still does it them im leaning towards a worn out torque converter or trans.

[@bimmerman9839]

@@bam6972 Thanks! Actually before I bought it, the transmission was rebuilt by a professional shop (about 10 years ago) and they never fixed the p1870 code even then. Obviously they must have overlooked something. If it were me, I would have brought it back immediately to fix the issue, but the owner, my father, didn't want to bother the shop owner and just lived with the shift bangs, sheesh!

[@bam6972]

@@bimmerman9839 i had the same problem. had it rebuilt and the problem still was there. brought it back multiple times and after a year of constantly bringing it back he finally rebuilt a different transmision and put it in. problem solved. it may have been a crack in the casing and fluid was seeping by causing the minor slip making the code pop up and hard shifts afterwords.

[@KollynJ]

Is the notch through the plastic or just the metal?

[@Curtis1984]

I really like how easy this is, and how you can just get another solenoid to put it back to stock if needed. They're only $20. I have an 09 Colorado with the 4L60E, no codes, overall smooth, but I do get a slight shudder/vibration (like a tire out of balance occasionally), and I know for sure it's from the trans. I know exactly what PWM does now and I really don't like it, too much slop/delay IMO. My only concern with this mod (of which I'm going to try either way) is will it increase or decrease line pressure? I've read every comment to date, but didn't find anything on it except that long comment of a Sonnax bulletin someone pasted. I also suppose that if the solenoid is good, the size of that groove you make will make a difference as well.

[@Boots_And_Slicks14]

@bam6972 Do you know if the 4L60E's that came in '95 B-Bodies had this valve? I'd like to know before I pull the pan again and waste about 5 quarts of fluid. Having issues with a weak, inconsistent lock-up. Did the HD-2 kit years ago, seemed to help but didn't cure the problem.

[@thedailybench2527]

I believe 95’s were non PWM

[@KollynJ]

A week lockup that leads to a hard shift? What’s you find out

[@montrosepatriot]

if doin the PWM delete will this make the 96+ 4L60E compatible with the earlier 4L60E TCM (integrated with the ECM)?

[@bam6972]

yes. there is a forum on the net tells you what year can go in what and what mods you have to do to get them to work. lookup 4l60e interchange or something like that

[@bam6972]

actually i have the link in the discretion to the page

[@KollynJ]

@@bam6972can’t do this in an 04?

[@orangecaplawnservice8476]

Did you notch the blue plastic little thingamajig also? Or just the metal parts of it? Please help

[@themetalmike187]

Just the metal.

[@timothykoller5210]

Is this the same for a 4l80e?

[@Liveforsquishy]

Did you groove the blue screen ring too?

[@davidaktun]

With this mod. can i install a 4L60E with pwm, in my 1994 s10 non PWM?

[@duaneafields]

This is exactly what I need to know and to also know if you leave it unplugged. I was misguided in buying a good used transmission and of course its a 95 or 96 one piece case with the letters PWM on the inside bell housing . so do i leave the pwm mod alone, do this mod or unplug it?? Im putting the 95/96 pwm trans and new stock 94 torque converter on the transmission tomorrow morning. Will my 94 gmc sierra 4.3 computer start acting up, go in limp mode, burn up something prematurely or will it work fine? thanks. I just don't know what to expect. Do I do any jumper wires anywhere? i sure wish I bought a 94 or 93 trans. thanks. anyone who knows, chime in. thanks.

[@davidaktun]

@@duaneafields I finally(the mechanic) installed the 95 pmw trans, in my 94 S10, last may. The only mod was to "delete" the PMW solenoide, i did the groove and removed the oring, my truck does not have the wire to control the solenoid, so the ECM does not even know that the solenoid conector is pluged. Transmission works fine ALL the gears, and even the TCC works fine, exactly at 44 mph.

[@darrellarrowood465]

Ok are u talking about doing this to the tcc solinoid, front left on 99 blazer, mine tends to jump 200 rpm at 55 nowhere else..very annoyed...ty

[@bam6972]

just the pwm solenoid

[@ramnyljohnabeto3547]

Hey bro, I concerned if this would decrease the life of my transmission. . . What are the disadvantages though?

[@luckyPiston]

Its more a convertor lifespan mod, pw modulating lockup is just wearing out the clutches for soft comfy engage.

[@johnny0454]

This modification will help your torque converter last longer and generate less heat.

[@RickPreciado]

Hello i have a bad 4l60e non pwm that i took out from my 4x4 and i have a 96 4l60e pwm sitting here.. is there anything i have to modify before i swap it? They both have the same green connector from the harness but the older 4l60e is a 12 pin and the 96 is a 13 pin

[@RickPreciado]

My truck is a 93 gmc sierra Z71 4x4 and the newer tranny i have is from a 96 z71 4x4

[@kushingtonpaciano3304]

There is a forum on interchange..it will work with slight mods

[@tonygomes4]

this work on blazer 97 4x4?

[@bam6972]

yes

[@santosrobles4746]

I have a 00 silverado with code p1860. Transmission only shifts 1st and 2nd only and wont shift after that. If I replace the tcc which is the only code I get will it fix my issue? Please help

[@bam6972]

sounds like th 3- 4 clutch pack when out. check the fluid and see if its dark and smells burnt.

[@santosrobles4746]

@@bam6972 the fluid was brownish and smelled burnt. There was a magnet and had alot of residue. I guess I need a new trans😕

[@KollynJ]

@@santosrobles4746did you?

[@84montecarlonazi]

ok i have a question i had p1860 code thats pwm solenoid so i dropped pan to replace only to find that that solenoid is not there there is a hole for it but somebody must have removed it also was no plug or wires for it so guess its a harness from pre 96 or what do you think why would you remove this totally what are your thoughts thanks for your time

[@brandonward2619]

lol wtf. Have you figured it out yet?

[@84montecarlonazi]

Brandon Ward my only guess is that must of used a valve body from 95 or earler or the trans itself is from 95 back the hole is there tho idk but was haveing prob loseing od when real hot trans cooler seems to have fixed it ill leave it til it blows up but lol is right wtf?

[@84montecarlonazi]

Brandon Ward so get this i live in allegheny county have emissions a cel light automatically fails for state insp i insp it myself so dont give a shit but for somebody else thed have to replace trans to be legal how stupid is that

[@brandonward2619]

Yeah that's some BS man. I'd be pissed if the state required me to replace a trans basically because it didn't have OD! We don't have inspections in Kansas, which is kind of nice. But if we did have required inspections I could make a lot more money! lol

[@jaredrosenberger3925]

Thank you Nicholas Cage

[@howardjohnson6584]

If you do this mod, do you still have to worry about the worn out isolator/regulator valve bore?

[@bam6972]

yes. unless you stake the isolator into the full open position.

[@howardjohnson6584]

thanks. i just use a tg sift kit.

[@hucktrucks1161]

How did yall get the pan down with the exhaust pipe in the way?

[@bam6972]

you have to remove the rear transmission cross member to drop it. support the trans and unbolt it

[@swinkdaddy]

i have a 4l60e in a 2005 sierra, gave me the torque converter solenoid stuck open code, replaced all the solenoids, still wont engage any gears. Anyone have a link to some fixes I can try? Thanks in advance!

[@shawmansmash]

Speed sensor

[@KollynJ]

What was it? Was it shifting hard

[@darrellarrowood465]

Ok I'm still debating on doing this fix, does this modification do the same thing as the sunnax tcc regulator fix does, or are we talking two different problems. Thanks in advance

[@bam6972]

well if the tcc bore is wore out then it wont make a difference with this mod.

[@skankytrick]

@@bam6972 The Sonnax part fixes the effect that this mod creates, correct? So do you mean that the Sonnax part fixes a loose bore, whereas this mod creates a bypass in a similar way that a loose bore would, considering they would both allow fluid bypass? In other words, the Sonnax part would ensure the TCC works properly, whereas this mod would ensure the TCC doesn't work at all?

[@johnny0454]

@@skankytrick the torque converter will still work just fine with this mod, it'll just be firmer instead of gently slipping into lockup. Which will help the TC last longer and generate less heat.

[@alejandroespino1998]

What about the 4l60 in an 04 tahoe? Are they all the same. I read on another comment you said something about certain years or something

[@bam6972]

it should work the same way.

[@darrellarrowood465]

I know I very ask alot of silly questions. But my Jimmy locks and unlocks the torque converter at 55, drives me crazy, do u think this may stop that...and thanks for the help

[@bam6972]

its possible. yea.

[@lancealderman2755]

Did you try it?

[@libertyforamericanow]

Did you try it? I got a 98 Chevy Blazer that 3rd and 4th gear were out of. So I just rebuilt it myself using transmission bench Channel. Now it seems like mine's doing the same thing

[@kerryhunter6304]

Can this be done to an 2002 4l60e

[@michaeldose2041]

Nice video thanks for posting. Obviously the PWM was an idea that didn't really work all that well long term. If I modified the isolator valve with the Fitzall A74741QA. I think that does the same thing. Obviously, what you are doing has zero cost, but would there be any advantage to doing both? I mean while I am doing one it would be easy to do both. Or is that just overkill?

[@erscustoms911]

Same ?

[@thedailybench2527]

@@erscustoms911 well I’m at that state I already have this fitzall valve in and it helped but I stil slip in lockup like he had I think I may try this sometime I could utilize my old solenoid

[@aftershock2222]

Will this mod set off the check engine light?

[@bam6972]

No

[@franks551]

Would this work on a 97 Mercury grand..I changed all the solids still getting o.b.d. code p1747 can anyone help befor I try this and burn my transmission

[@nefiredude]

Frank s no wrong all together make model everything wrong, you need to find a Ford forum

[@adrianwilson1944]

Are u going to tell them that if u have a Trailblazer 4.2 and u do this. Your truck will bog down n the city and when it does unlock. It will bang hard?

[@bam6972]

really? do the newer 4l60e's not have a tcc lockup solenoid. if not then yes it will bog really bad. hell, it will probably kill the engine when put in gear. should have said this mod only applies to blazer jimmy bravada s10 and Sonoma's. 94 till whenever they stopped putting the tcc solenoids in!!!

[@blackericdenice]

bam6972 it has a TCC solenoid but the TC was designed to slip slightly. Because it was made that way. GM didn't put damper n the Tc. This allows you to feel the engine vibrations more.

[@bam6972]

umm ok then it still shouldn't be a problem with this mod then. it will just feel like shifting another gear. no problem.

[@blackericdenice]

bam6972 No it's not a bad problem but I can do without the jerk when it unlock when it's under load. I'm not just talking here. I did the valve flip thing. Glad I did that because my valve body was dirty and was hurting the way the trans shift. Also my accumulator pressure sleeve was jammed.

[@bam6972]

yea

[@orangecaplawnservice8476]

also did you put back the O-ring and reinstall it or you left it off

[@themetalmike187]

1:22 - He says to leave it off.

[@ajkooper]

Would this help against tcc shudder at load?

[@KollynJ]

What did you do?

[@franks551]

Willl this mod work on a 97 Mercury Grand Marquis with a code p1747

[@nefiredude]

Frank s no ! Wrong make and model

[@martinez1701a]

Would this be the same thing as getting an aftermarket TCC isolater valve? My 4l60e doesnt lock up in first gear from a dead stop ( intermittently and high rev slugish acceleration) and then shifts hard into second gear also loss of gas mileage I have no codes though, when its working fine its awesome just had bit built and didnt do it the first month or so had my builder take it apart twice do you think he missed it cuz the bore just barley wore out?

[@VndNvwYvvSvv]

TCC shouldn't operate in first gear anyway. what do you mean it doesn' tlock up from a dead stop? That would stall the engine. High revving without moving would indicate bad torque converter operation, not the TC *clutch*. Check for low fluid or low pressure from worn valve body.

[@martinez1701a]

A daft punk your not understanding when I say from a dead stop, when I take my foot off the brake the pcm should re-engage the transmission the car still moves but takes higher revs to get going when it does this I get a hard 1-2 shift, anyway I just moded the TCC regulator/isolator valve and this seems to solve my problem. Now when I release my brake I can feel the TCC engage and I can accelerate faster/normal again and 1-2 shift is smooth.

[@KollynJ]

@@martinez1701ahow did you mod the valve? Basically blocking off with check balls? How did it work king term

[@martinez1701a]

@@KollynJ what you can do is take out the valve and spring leave the plunger and put one check ball on either side of the spring put it all back. Doing that basically turns your tcc lockup to an on/off instead of a pwm, you can also buy a drop in valve for like $20 by Fitzall. I like the Fitzall route because it comes with orings and seals better if the bore is really worn out.

[@KollynJ]

@@martinez1701a I imagine my problem is worse than that. I was given the van. I changed selenoid and first shift I felt was really harsh and it slipped into it almost

[@ericbiehle2019]

I have a 2000 silverado it kept bringing up 1870 code so I changed the tcc valve and still didn’t fix it would this help it

[@KollynJ]

What was it for you?

[@Kill4Time255]

Hello will this work on 4l65e H2 2003. Greetings from Mongolia.

[@jameslovelady3253]

Yes....

[@fyffeal]

worked great on my 93 z71 with a 99 4l60e. Not only does it lock up now but the converter feels tighter all around. (less stall speed) Is that possible, or just my imagination?

[@bam6972]

nice. it prolly does actually feel tighter. the 93 didnt have a pwm. so removing it allows full lockup.

[@VndNvwYvvSvv]

The stall speed is your imagination. You haven't changed the turbine or impeller.

[@jamesgreer3924]

Will this work for a 99 z71 silverado?

[@bam6972]

it should yes. they use the same transmission

[@darrellarrowood465]

Can u unhook this thing all together...or more problems

[@bam6972]

it would cause more problems. prolly to into limp mode

[@jamesgreer3924]

ok I'll have to try it.

[@dal3fan88]

I've got a 94 tahoe and my transfer case locked up and cracked my trans. so I'm throwing in one from a 96 that's a pwm. if I do this, the Trans will run fine?

[@bam6972]

+Tom Wozniak it will work if you either do this mod or stake the isolator valve all the way forward.

[@dal3fan88]

+bam6972 thanks man, thought I was going to have to start all over again

[@bam6972]

+Tom Wozniak I put a link in the description to further aid you into installing it.

[@dal3fan88]

You're the best

[@kristopherfrootloops6714]

How did your t case lock up? Broken chain get wedged?

[@williewalthour7813]

question after duing this bypasss do you still get the code P1860

[@bam6972]

depending on how worn out the bores in the valve body are. it might go out for awhile. thats only a band aid fix for that code.

[@gadgetdeez7069]

applying common sense to the operation of the tcc. pwm tcc's never completely lockup. they are always slipping just a little. roumor has it that the pcm does that because after 95 the computer looks for missfires. with the tcc locked 100%, any drivetrain bucking that may occour could and has been seen sometimes as a missfire.. p0300

[@bam6972]

never had an issue after 2 years.

[@gadgetdeez7069]

so its just a firm tcc apply with no slippage then...?

[@bam6972]

yup

[@mikeebert8869]

Well because of the pwm valve there is always a little slip, does a little slip still occur, or does it completely lock with no slip whatsoever? Have you ever scanned it to see how much slip also?

[@bam6972]

it locks up pretty firmly on the highway. theres always going to be a little slip withing the torque converter. all the pwm valve does is makes the tcc apply as smooth as possible so you dont feel it shift again into lockup.

[@84montecarlonazi]

will it throw cel light check engine

[@bam6972]

no. it should not.

[@darrellarrowood465]

Is this passenger side front, and is the tcc and pwm same thing.

[@bam6972]

yes pass front. and no there not the same. the pwm regulates the flow to the tcc to lock up the converter

[@hucktrucks1161]

Does this mod just let the pressure go passed through the groove?

[@bam6972]

it allows full pressure to the torque converter solenoid so it locks up faster and firmer.

[@MrDyna90]

Think this would also work on a 4l80e?

[@bam6972]

yes

[@joshmclarty1704]

Mine wants to slowly go into 3rd sometimes an I got a 1860 code an it says I got a short at D plate do you have any idea what is going on

[@ClumsyCars]

what year trans

[@bam6972]

from 95 on up that uses this pwm solenoid.

[@ClumsyCars]

cool, looking at a 97 tomorrow for my 87, research i gather if i do this mod, leave line pressure and 3-2 solenoid disconnected, i should be able to manually shift the trans without issue.

[@KollynJ]

@@ClumsyCarshow’d that go? Manually shift the trans how lol

[@ClumsyCars]

@@KollynJ There is no reason to do the mod, the pwm solenoid dont care if you apply full 12v on it.

[@ClumsyCars]

@@KollynJ I ended up wiring the nss up in a way that i manually shifted using the shifter. i could start off in 4th gear if i wanted

[@dustydoug7742]

Will this Mod work on my 99 G20, early 16 bolt 4L60E? I am having over temp conditions when towing because the converter never really locks. I wired an over ride SW to test lock up , I can feel it engage buy it really never locks, only min rpm drop around 50 is notable. My trans is freshly rebuilt.

[@bam6972]

yes it will work. just put in a relay so the computer can still control lockup. and when you flip the switch it will bypass computer. wont have a engine light that way.

[@nefiredude]

Your not supposed to tow in overdrive. That’s why your having the heat issue . Later models have a towing switch that keeps it out of overdrive.

[@dustintunis9347]

@@nefiredude - I know this is a year old, but my 03 Astro owners manual says to tow in OD unless it's downshifting often. I've also towed with my 00 Tundra (my dad's at the time) and watched the trans temp with Torque app and it ran substantially cooler in OD than drive because drive doesn't lock up, only OD. Check your owners manual, and if you can watch the trans temp to see what runs cooler.