Our 2000 Blazer, do they have Adaptive Automatic Transmission ?
#1
03-12-2010, 09:26 AM
Our 2000 Blazer, do they have Adaptive Automatic Transmission ?
Hello,
Our 2000 Blazer, do they have Adaptive Automatic Transmission ?
It learns you habits like if you push the pedal hard and fast or smooth and slow. I can remember driving customer`s car like BMW .pulling out of the lot I notice the difference in drivers, some take off right-a-away and some take off smooth.
Regards.
Supercity.
Our 2000 Blazer, do they have Adaptive Automatic Transmission ?
It learns you habits like if you push the pedal hard and fast or smooth and slow. I can remember driving customer`s car like BMW .pulling out of the lot I notice the difference in drivers, some take off right-a-away and some take off smooth.
Regards.
Supercity.
#4
03-15-2010, 09:07 AM
Hello,
Ah ok.
Do you know the sequence to do to reinitialize all the parameters of automatic transmition to come back to first manufactiring parameters.
I found the sequence of BMW atoadaptive transmission, but I don't know if it is the same for blazer.
Regards.
Supercity.
Ah ok.
Do you know the sequence to do to reinitialize all the parameters of automatic transmition to come back to first manufactiring parameters.
I found the sequence of BMW atoadaptive transmission, but I don't know if it is the same for blazer.
Regards.
Supercity.
#5
03-15-2010, 09:50 AM
This can only be done with a full feature scan tool. The TAP (transmission adaptive pressure) values are stored in a table that does not reset like a trouble code would with a battery disconnect.
Here's a little explanation of TAP:
Here's a little explanation of TAP:
Original 355nation.net:
The 4L60-E transmission utilizes a line pressure control system during upshifts to compensate for the normal wear of transmission components. By adjusting the line pressure, the PCM can maintain acceptable transmission shift times. This process is known as "adaptive learning" or "shift adapts" and is similar to the closed loop fuel control system used for the engine.
In order for the powertrain control module (PCM) to perform a "shift adapt," it must first identify if an upshift is acceptable to analyze. For example, upshifts that occur during cycling of the A/C compressor or under extreme throttle changes could cause the PCM to incorrectly adjust line pressure. When an upshift is initiated, a number of contingencies, such as throttle position, transmission temperature, and vehicle speed, are checked in order to determine if the actual shift time is valid to compare to a calibrated desired shift time. If all the contingencies are met during the entire shift, then the shift is considered valid and the adapt function may be utilized if necessary.
Once an adaptable shift is identified, the PCM compares the actual shift time to the desired shift time and calculates the difference between them. This difference is known as the shift error. The actual shift time is determined from the time that the PCM commands the shift to the start of the engine RPM drop initiated by the shift. If the actual shift time is longer than the calibrated desired shift time, a soft feel or slow engagement, then the PCM decreases current to the pressure control (PC) solenoid in order to increase line pressure for the next, same, upshift under identical conditions. If the actual shift time is shorter than the calibrated desired shift time, a firm engagement, then the PCM increases current to the PC solenoid in order to decrease line pressure for the next, same, upshift under identical conditions.
The purpose of the adapt function is to automatically compensate the shift quality for the various vehicle shift control systems. It is a continuous process that will help to maintain optimal shift quality throughout the life of the vehicle.
Clearing Transmission Adaptive Pressure (TAP)
Transmission adaptive pressure (TAP) information is displayed and may be reset using a scan tool.
The adapt function is a feature of the PCM that either adds or subtracts line pressure from a calibrated base line pressure in order to compensate for normal transmission wear. The TAP information is divided into 13 units, called cells. The cells are numbered 4 through 14. Each cell represents a given torque range. TAP cell 4 is the lowest adaptable torque range and TAP cell 14 is the highest adaptable torque range. It is normal for TAP cell values to display zero or negative numbers. This indicates that the PCM has adjusted line pressure at or below the calibrated base line pressure.
Updating TAP information is a learning function of the PCM designed to maintain acceptable shift times.
It is not recommended that TAP information be reset unless one of the following repairs has been made:
Resetting the TAP values using a scan tool will erase all learned values in all cells. As a result, the PCM will need to relearn TAP values. Transmission performance may be affected as new TAPs are learned. Learning can only take place when the PCM has determined that an acceptable shift has occurred. The PCM must also relearn TAP values if it is replaced.
Transmission Adaptive Functions
The 4L60-E transmission utilizes a line pressure control system during upshifts to compensate for the normal wear of transmission components. By adjusting the line pressure, the PCM can maintain acceptable transmission shift times. This process is known as "adaptive learning" or "shift adapts" and is similar to the closed loop fuel control system used for the engine.
In order for the powertrain control module (PCM) to perform a "shift adapt," it must first identify if an upshift is acceptable to analyze. For example, upshifts that occur during cycling of the A/C compressor or under extreme throttle changes could cause the PCM to incorrectly adjust line pressure. When an upshift is initiated, a number of contingencies, such as throttle position, transmission temperature, and vehicle speed, are checked in order to determine if the actual shift time is valid to compare to a calibrated desired shift time. If all the contingencies are met during the entire shift, then the shift is considered valid and the adapt function may be utilized if necessary.
Once an adaptable shift is identified, the PCM compares the actual shift time to the desired shift time and calculates the difference between them. This difference is known as the shift error. The actual shift time is determined from the time that the PCM commands the shift to the start of the engine RPM drop initiated by the shift. If the actual shift time is longer than the calibrated desired shift time, a soft feel or slow engagement, then the PCM decreases current to the pressure control (PC) solenoid in order to increase line pressure for the next, same, upshift under identical conditions. If the actual shift time is shorter than the calibrated desired shift time, a firm engagement, then the PCM increases current to the PC solenoid in order to decrease line pressure for the next, same, upshift under identical conditions.
The purpose of the adapt function is to automatically compensate the shift quality for the various vehicle shift control systems. It is a continuous process that will help to maintain optimal shift quality throughout the life of the vehicle.
Clearing Transmission Adaptive Pressure (TAP)
Transmission adaptive pressure (TAP) information is displayed and may be reset using a scan tool.
The adapt function is a feature of the PCM that either adds or subtracts line pressure from a calibrated base line pressure in order to compensate for normal transmission wear. The TAP information is divided into 13 units, called cells. The cells are numbered 4 through 14. Each cell represents a given torque range. TAP cell 4 is the lowest adaptable torque range and TAP cell 14 is the highest adaptable torque range. It is normal for TAP cell values to display zero or negative numbers. This indicates that the PCM has adjusted line pressure at or below the calibrated base line pressure.
Updating TAP information is a learning function of the PCM designed to maintain acceptable shift times.
It is not recommended that TAP information be reset unless one of the following repairs has been made:
- Transmission overhaul or replacement
- Repair or replacement of an apply or release component, clutch, band, piston, servo
- Repair or replacement of a component or assembly which directly affects line pressure
Resetting the TAP values using a scan tool will erase all learned values in all cells. As a result, the PCM will need to relearn TAP values. Transmission performance may be affected as new TAPs are learned. Learning can only take place when the PCM has determined that an acceptable shift has occurred. The PCM must also relearn TAP values if it is replaced.
#6
03-15-2010, 02:27 PM
The 4L60E tranny is NOT like the BMW's in the regards that it learns a drivers habits. Teh 4L60E is controlled by the PCM as Swart pointed out.
The PCM monitors engine load and vehicle speed, then adjusts the tranny to maintain the most fuel effiecnt setting. For example your wife is light on the gas peddle, the tranny will shift sooner and with softer shifts. Your hard on the peddle, the truck will climb in rpms faster and accelerate faster, the shifts will be firmer and at higher speeds than your wifes.
Lets say the next day you hook up a 3,000 pound trailer. The puter will adjust the engine rpms/tranny shift points (speed), and tranny shifting firmness to compensate for the additional load on the engine. You unhook the trailer and the puter will readjust to the new driving conditions.
So no, it wont react like a BMW's and adjust for each person, like a personal setting. Its more functional, it will adjust to the current driving conditions. Its main goal is to maximize fuel economy and it considers a hoist of data from all the sensors...
I want to also include this info.
Your tranny has a torque converter lock up feature which improves mpg. The puter will lock up the torque converter at consistent speeds over 45mph in either 3rd or 4th gear. It will unlock when you decelerate, or tap the brakes. The puter will alos leave the torque converter unlocked in cold weather until the engine gets up to operating tempurature. Teh tranny cooler lines run through a tranny cooler which is part of the radiator. The puter will use the heat in the tranny fluid to help warm up the radiator fluid to help the engine get up to optimum operating temp faster. Once the optimum temp is reached the puter will engage the torque converter lock up feature as needed. When driving at highway speeds with your torque converter unlocked you cna overheat and toast your tranny in about 1 hr on a hot summer day.
GM recommends to drive in 3rd gear if your towing a load, expecially in hilly terrain. The reason for this is when the tranny is in 4th gear (overdrive) it can hunt for gears. This constant upshifting, downshifting (hunting) causes the torque converter to stay unlocked and it causes tons of slippage in the tranny torque converter, slipping causes a ton of heat. This heat is the number one reasons tranny fail. To help keep the tranny at cooler operating temps GM recommends driving in 3rd gear (3 or D on the shift column based on which version of column you have). GM also locks up the torque converter while in 3rd gear over 45mph to reduce the heat generated by the torque converter. When I say the torque converter is locked up, thats what it means, its a fluid lock, no slipping. There is nothing wrong with driving in 3rd gear, its a 1:1 ratio, your gas mileage will decrease compared to 4th gear (overdrive .70:1 ratio). However your tranny will live a longer life.
GM does not monitor tranny temp, it only monitors radiator temp with two sensors, one feeds the puter and the other feeds the dahsboard. This is why it is recommended to install an aftermarket tranny temp gage, and if you tow alot or live in hilly terrain add an auxilary tranny cooler too. I also recommend a trany drain plug so you can drain the pan at least once per year and top off with new fluid. That is all the service your tranny needs. Keep it cool, and change the fluid every 15K miles.
What I jsut described to you is called the Power Train Management program by GM. GM makes the tranny and engine work as one unit to improve fuel efficiency.
The PCM monitors engine load and vehicle speed, then adjusts the tranny to maintain the most fuel effiecnt setting. For example your wife is light on the gas peddle, the tranny will shift sooner and with softer shifts. Your hard on the peddle, the truck will climb in rpms faster and accelerate faster, the shifts will be firmer and at higher speeds than your wifes.
Lets say the next day you hook up a 3,000 pound trailer. The puter will adjust the engine rpms/tranny shift points (speed), and tranny shifting firmness to compensate for the additional load on the engine. You unhook the trailer and the puter will readjust to the new driving conditions.
So no, it wont react like a BMW's and adjust for each person, like a personal setting. Its more functional, it will adjust to the current driving conditions. Its main goal is to maximize fuel economy and it considers a hoist of data from all the sensors...
I want to also include this info.
Your tranny has a torque converter lock up feature which improves mpg. The puter will lock up the torque converter at consistent speeds over 45mph in either 3rd or 4th gear. It will unlock when you decelerate, or tap the brakes. The puter will alos leave the torque converter unlocked in cold weather until the engine gets up to operating tempurature. Teh tranny cooler lines run through a tranny cooler which is part of the radiator. The puter will use the heat in the tranny fluid to help warm up the radiator fluid to help the engine get up to optimum operating temp faster. Once the optimum temp is reached the puter will engage the torque converter lock up feature as needed. When driving at highway speeds with your torque converter unlocked you cna overheat and toast your tranny in about 1 hr on a hot summer day.
GM recommends to drive in 3rd gear if your towing a load, expecially in hilly terrain. The reason for this is when the tranny is in 4th gear (overdrive) it can hunt for gears. This constant upshifting, downshifting (hunting) causes the torque converter to stay unlocked and it causes tons of slippage in the tranny torque converter, slipping causes a ton of heat. This heat is the number one reasons tranny fail. To help keep the tranny at cooler operating temps GM recommends driving in 3rd gear (3 or D on the shift column based on which version of column you have). GM also locks up the torque converter while in 3rd gear over 45mph to reduce the heat generated by the torque converter. When I say the torque converter is locked up, thats what it means, its a fluid lock, no slipping. There is nothing wrong with driving in 3rd gear, its a 1:1 ratio, your gas mileage will decrease compared to 4th gear (overdrive .70:1 ratio). However your tranny will live a longer life.
GM does not monitor tranny temp, it only monitors radiator temp with two sensors, one feeds the puter and the other feeds the dahsboard. This is why it is recommended to install an aftermarket tranny temp gage, and if you tow alot or live in hilly terrain add an auxilary tranny cooler too. I also recommend a trany drain plug so you can drain the pan at least once per year and top off with new fluid. That is all the service your tranny needs. Keep it cool, and change the fluid every 15K miles.
What I jsut described to you is called the Power Train Management program by GM. GM makes the tranny and engine work as one unit to improve fuel efficiency.
Last edited by Hanr3; 03-15-2010 at 02:48 PM.
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