Scary issue with the 6L80 today - Page 2 - Camaro5 Chevy Camaro Forum / Camaro ZL1, SS and V6 Forums

olblue75 · 11-04-2021, 06:30 PM

Jewl so your converter is making up for low end loss(if I understand what you said) how would a stick car make up for that loss?

1JEWLDSSRS · 11-04-2021, 07:37 PM

Quote:

Originally Posted by olblue75

Jewl so your converter is making up for low end loss(if I understand what you said) how would a stick car make up for that loss?

Yes, my converter flashes up to 6k when I get on it and when it drops back down in the downshift 1000 or so rpm's, it puts me right in the middle of my power curve, 4800-7500 and makes up for the low end TQ loss that would normally be there "uncammed" and stock converter. I see you are running a 3.91 gear already, my guess would be a 4.10 gear to get the revs up higher in your powerband to get a better launch. I think that is the only way to multiply the TQ you have with a stick car. I believe ACAMMER who is a member here and either does still, or did work with GPI and he is running a 4.10 gear last time I saw one of his posts. Back in the day I used to run a 4.56 gear in my 340 built Challenger to get it going, and a couple of my buddies with Road Runners 4 speed cars. You would run out at the top, but you sure got out of the hole quickly. Just my .02.. I'm not a pro at this by any means. But I've been around.

InFiD3ViL · 11-04-2021, 08:30 PM

Quote:

Originally Posted by AlanRubin

I have had actual solenoid issues, and "D" never blinked on me.
They're intermittent...

The GM Manual says the D on the dash will flash if a trouble code is being entered to
the Transmission Control Module. Yet, I have never seen it, and I get two trouble
codes when it acts up. It is from the TECM though...

Revving to 7200, I would surmise something went out of range, since it's not
supposed to rev that high. AS RPMs go up, solenoids are opened to increase
pressure on the clutches. It's not made to go to 7200.

A good scan-tool will be able to read the TCM to see what it was.

I am going to hook it up to the laptop, I have the GDS2 software and a Tech2 clone. Just been working (and lazy) since it happened. I am curious if there are any codes. If I find any I will update here.

1JEWLDSSRS · 11-05-2021, 11:17 AM

Quote:

Originally Posted by InFiD3ViL

I am going to hook it up to the laptop, I have the GDS2 software and a Tech2 clone. Just been working (and lazy) since it happened. I am curious if there are any codes. If I find any I will update here.

Good luck brother! I hope that it was just a "6l80 glitch" and that there is nothing wrong. Like I said, it's been a looonngg time since mine did it..

Roader · 11-05-2021, 12:15 PM

Quote:

Originally Posted by morepowerjoe

How long have you been pushing it that far? And what mods do you have? Or are you all stock? As I said OUR engines (mine and InFid3Vil) stop making power at 6100 rpm so why in the heck would you run it to 7200 rpm?

Few years. Are you really only making power to 6100 with the ss1 cam? Id assume you'd be making power past that just based on my old v2 cam. I flattened off but still could take it well past 6100 then as well

morepowerjoe · 11-05-2021, 04:49 PM

Quote:

Originally Posted by Roader

Few years. Are you really only making power to 6100 with the ss1 cam? Id assume you'd be making power past that just based on my old v2 cam. I flattened off but still could take it well past 6100 then as well

Well it carried the power to almost 6400 rpm and at 6700 I could hear it losing power almost nose diving. I think my next mod will be an intake and throttle body and that will let me get into the higher rpm range. I just don't see any point to revving it that high right now.

1JEWLDSSRS · 11-05-2021, 05:01 PM

Quote:

Originally Posted by morepowerjoe

Well it carried the power to almost 6400 rpm and at 6700 I could hear it losing power almost nose diving. I think my next mod will be an intake and throttle body and that will let me get into the higher rpm range. I just don't see any point to revving it that high right now.

When you do decide you want to do an intake manifold swap, check this out before you make a decision. Very well done video. I'm still running a VMAX ported TB, getting ready to do a NW 103mm, but I have to port my manifold snout to 103mm first.

morepowerjoe · 11-05-2021, 05:03 PM

Quote:

Originally Posted by 1JEWLDSSRS

When you do decide you want to do an intake manifold swap, check this out before you make a decision. Very well done video. I'm still running a VMAX ported TB, getting ready to do a NW 103mm, but I have to port my manifold snout to 103mm first.

Yeah I just watched that yesterday. lol. Thanks though buddy 👍

1JEWLDSSRS · 11-05-2021, 05:05 PM

Very cool, you're welcome sir!! When I called and talked to Ryan after I saw the video and asked why he didn't do a stock TB on the LOD, he said that they didn't get it there in time to do the 92's, but just the 102 TB's.

PhantomBlack · 11-06-2021, 10:05 AM

Ryan did the same with mine as well 7200 rpm. Idk about you guys but I honestly felt like the car wasn't really pulling hard after 6500 rpm so as it climbed up to 7200 it was just making a lot of noise and not really going anywhere lol.
I looked at my dyno sheet one day and it looks like it peaked power at 6200 rpm. I had him adjust the tune to bring it down to 6400 rpm. This was when I was still NA.

acammer · 11-06-2021, 11:32 AM

SS1 VVT will peak around 6100rpm, but it hangs on real good after that to about 6600, and starts to roll over. With a stock torque converter you need to shift it around 6800 to keep shift recovery in a good place - with a higher stall you could probably shift it a bit earlier as it won't dip so far on shift recovery.

7200rpm is ZERO concern for the bottom end on these combinations. With BTR660 platinum springs and Ti retainers, it also is zero concern for the valve-train. 7200rpm wouldn't make sense for the shift point with that cam, but it makes complete sense for the limiter. Unbeknownst to some, you don't always get your commanded shift point RPM to actually happen in real life. You may command the shift at 6700rpm, but on the 1-2 it may come up so quickly (especially if wheel-spin is involved) that it will overshoot the target by a good amount. You've got to have some room between the commanded shift point and the rev limiter, or you'll find yourself into the limiter some times.

morepowerjoe · 11-06-2021, 11:49 AM

Now that's the kind of answer I was looking for. Solid advice from a professional. Thanks buddy for the clarification I really appreciate it. Thank you.

Aqua Blue RS/SS · 11-06-2021, 02:21 PM

Awesome post acammer! Makes perfect sense.

InFiD3ViL · 11-06-2021, 05:11 PM

Perfect explanation. Thank you!

11-04-2021, 06:30 PM	#15
olblue75 Drives: 2010 2SS/RS Join Date: Dec 2009 Location: Clarksville Tennesse. Posts: 6,064	Jewl so your converter is making up for low end loss(if I understand what you said) how would a stick car make up for that loss? __________________ Orange Krush II 1LE Front sway bar, Splitter, shocks and struts, Z28 dual mode mufflers, Intake, UCA Bushings, and Toresen 3.91 Diff. 1 piece DSS Drive Shaft, ZL1/C7 Calipers, and 32mm JPSS Rear Bar. ASC race spec splitter and wicker. 6th Gen M017 Wheels. Stainless Works 1 7/8 LTs. DSE and PAFDT Suspension components.

11-05-2021, 05:05 PM	#23
1JEWLDSSRS Drives: 2011 SS-RS Join Date: May 2011 Location: FLORIDA Posts: 11,435	Very cool, you're welcome sir!! When I called and talked to Ryan after I saw the video and asked why he didn't do a stock TB on the LOD, he said that they didn't get it there in time to do the 92's, but just the 102 TB's. __________________ TSP STAGE 3 CAM,231/246 @112 LSA 614/641 LIFT, CIRCLE D 5C-4200-4500 CONVERTER,LOD INTAKE.CORSA EXHAUST. DSS 1 PC DS. PEGASUS SOLID CRADLE MOUNTS. 486RWHP/475RWTQ.LOTS MORE.

11-06-2021, 10:05 AM	#24
PhantomBlack Drives: 2014 Camaro 2SS Join Date: Oct 2017 Location: Brooksville, FL Posts: 181	Ryan did the same with mine as well 7200 rpm. Idk about you guys but I honestly felt like the car wasn't really pulling hard after 6500 rpm so as it climbed up to 7200 it was just making a lot of noise and not really going anywhere lol. I looked at my dyno sheet one day and it looks like it peaked power at 6200 rpm. I had him adjust the tune to bring it down to 6400 rpm. This was when I was still NA. __________________ Mods: GPI SS1 VVT cam, TSP long tube headers, LSA conversion, ZL1 fuel pump, ADM FPCM, DW 700cc injectors, Lingenfelter solid isolator, Dedicated Motorsports ZL1 reinforced brick, ADM Griptech 2.5 pulley, JLT CAI, Phastek intake scoop, NPP cat-back, GM 3.91 gears, Eaton Truetrac, Tuned by Chris @ CHenry Motorsports.

11-06-2021, 11:32 AM	#25
acammer GPI Sales Consultant Drives: 2011 Camaro 2SS SGM Join Date: Jul 2016 Location: Weedsport, NY Posts: 2,794 View My Garage	SS1 VVT will peak around 6100rpm, but it hangs on real good after that to about 6600, and starts to roll over. With a stock torque converter you need to shift it around 6800 to keep shift recovery in a good place - with a higher stall you could probably shift it a bit earlier as it won't dip so far on shift recovery. 7200rpm is ZERO concern for the bottom end on these combinations. With BTR660 platinum springs and Ti retainers, it also is zero concern for the valve-train. 7200rpm wouldn't make sense for the shift point with that cam, but it makes complete sense for the limiter. Unbeknownst to some, you don't always get your commanded shift point RPM to actually happen in real life. You may command the shift at 6700rpm, but on the 1-2 it may come up so quickly (especially if wheel-spin is involved) that it will overshoot the target by a good amount. You've got to have some room between the commanded shift point and the rev limiter, or you'll find yourself into the limiter some times. __________________ GPI Max Package 2.0: Brodix BR7 heads/GPI porting, MAX3 cam, ST2116LSR, BSR Max Lift rockers, LS7 LSXR with 103mm TB, Vararam OTR, Mcleod RXT, G-Force/Strange 9" IRS setup with 4.63 gear. 551whp, 11.1@124mph. *Got a question about a GPI product? Feel free to shoot me a message!*

11-06-2021, 11:49 AM	#26
morepowerjoe Drives: 2012 Chevrolet Camaro l99 Join Date: Aug 2020 Location: Austin, TX Posts: 2,105	Now that's the kind of answer I was looking for. Solid advice from a professional. Thanks buddy for the clarification I really appreciate it. Thank you. __________________ DSS FX Forged Pistons, Eagle ESP L19 Forged Rods, ARP Head and Main Studs, TSP PRC 260 CNC Ported Heads milled .030, Cometic .040 Head Gaskets, GPI SS3 VVT Camshaft, GM Performance Racing Lifters, CHE Trunnions , Molly Pushrods, Melling 10355HV Oil Pump, Cold Air Inductions CAI, Fast LSXR Intake Manifold, Nick Williams 103 TB, TSP 1 7/8" Longtubes with 3" TSP Exhaust, ZL1 Fuel Pump, Mishimoto Radiator, Mishimoto Oil Cooler, Tru Cool 40k Tranny Cooler, 3600 Circle D Converter, Fluid Dynamics Balancer Build Thread https://www.camaro5.com/forums/showthread.php?t=609817

11-06-2021, 02:21 PM	#27
Aqua Blue RS/SS Drives: ABM #93 Join Date: Oct 2018 Location: Lotaburger Posts: 2,693	Awesome post acammer! Makes perfect sense. __________________ ABM #2399 2SS/RS:SOLD ABM #93 2SS/RS Black Rally stripes, Titanium Interior 4,000 miles: GM GFX side skirts and diffuser waiting on paint, GM dovetail, GM heritage, RPI ZL1 style splitter. ‘87 IROC-Z Iroc blue. all original unmolested with 50K miles.

11-06-2021, 05:11 PM	#28
InFiD3ViL Drives: 2010 CGM 2SS/RS LS3 Swapped A6 Join Date: Sep 2016 Location: Spring Hill, FL Posts: 4,575	Perfect explanation. Thank you! __________________ 2010 CGM Camaro 2SS LS3 Swapped A6 - GPI LS3 SS1 .647/.638, (224/237, 112 +4, 7º overlap) on CamMotion 8620 core, BTR Platinum .660" Dual Spring kit w/titanium retainers, CHE bronze trunnion upgrade, stock heads milled @ .015, Melling HV 10296 oil pump, TSP 1-7/8" long tube headers (W/Catless Off-road Pipes), Corsa Xtreme 3" Catback, GPI Ported/Rod Mod Intake, Stage 2 Ported Throttle Body, Vararam OTR CAI, Mike Norris Gen 2 catch can + GM 1LE clean side separator, 160º thermostat - Megan Racing adjustable coilovers (lowered 1.75"), MRR M017 10/11" wheels-Tuned by Ryan @ GPI