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WS6FirebirdTA00

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WS6FirebirdTA00 last won the day on September 19 2020

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  • Name
    Mike
  • Location
    NC
  • Gender
    Male
  • Drives
    2018 Sierra SLT Crew Cab

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  1. Does anyone know the centering pin diameter for the leaf springs? It is tapered so I am unsure from my block measurement if it is 9/16 or 5/8. Thanks.
  2. Thanks I will check those out. When I initially looked at those before removing the blocks some folks said they had fitment issues (which is why I was looking at blocks).
  3. Hi All, I have been searching trying to find some results, but most of what I find are lift spacers for the rear/leaf springs. I removed my rear blocks initially to level the truck. Then I put 5100’s on it and am on the 2nd notch now. It sits higher in the back about 1/2” but the side steps give it the illusion the rear is lower (they actually slope down now). I wanted to install some rear blocks that were about 1/2”. I found some on Summit, but I need to measure the factory blocks to see if they will fit. I wanted to see if you all had any recommendations. Maybe I am using the wrong key words, but I am doing a great job finding 2”+ blocks. I don’t want to go higher in the front and I don’t want to go back to stock height in the rear. Being shorter, it is nice to be able to reach over the tailgate lol
  4. I don’t lock it any more than stock, actually bumped the MPH in a few spots. I just don’t leave it unlocked in low gears, I find it annoying.
  5. Let me hop on the PC and post some screen shots. What I mean is if you change the downshift table up 5 MPH, you will also want to change the upshift table. If at 25% throttle you command a downshift below 20 MPH in a given gear (and say it was 15 - that will make it downshift “easier”) if your upshift was 21 MPH that would make a fast downshift and shift right back up. I would bump the upshift up about the same amount, at least a few MPH. I have mine set up to stay in a low gear for MPH. Mid range has a reasonable downshift without having to stab the throttle to the floor. I also adjusted downshift times, but beware that if you jump on it in the middle of a downshift it will always lag there so just keep that in mind. I also setup tow/haul to be more of a sport mode. I don’t tow. The reality is there isn’t a lot different between the two. I do leave more negative off throttle/low throttle driver demand in tow mode in case I do tow. I keep my converter locked too, I don’t see what people dislike about it. I actually prefer that over having it flash up on me. I also did adjust my TCC apply pressure, so maybe that is why I don’t notice issues too. If I don’t post back up by the end of the day, PM me to remind me. This PC does an update about every time I turn it on and I lose the network and it takes forever to restart. Windows 7 was great, 10 sucks lol
  6. Those are all in shift scheduling. Downshift MPH vs. TPS. For now, I would leave WOT tables alone and in the normal tables leave 100% alone. Also make sure you tweak the upshift if you make big moves on the downshift. You don’t want to make the transmission hunt between gears.
  7. Just go for it and make the investment. It is well worth it. While I can catch mine from time to time in an odd state, maybe 1-2x per month, it feels great otherwise. I really look forward to driving the truck. The odd spots can be there in just about anything depending on what you do during an active shift. Downshifts are still slow if it is actively in the middle of another downshift. The other day it actually barked tires shifting down to first on a slow roll WOT kick - I actually backed out a bit to stop it. That put a smirk on my face, but I dialed it back a little lol Mine took a lot of tweaking the driver demand, torque converter apply pressure, shift speeds, inertia, shift timing, etc. - you have to be patient with the adaptation this transmission does. You can overcorrect if you aren’t patient. I was also slowing down tuning as Gen 4 stuff was ramping up (cut my teeth on Gen 3) so the Gen 5 stuff just took me a while to learn (and still am). Showroom new, the factory calibration sucked SO bad off the line. Traction off it would not even attempt to roll the tires over. It felt in 4 cyl mode. After tweaking the traction actually does it’s job to limit wheel spin to get out of the hole strong. I disabled DOD and have had a best real MPG of 22.3 on a country road cruise. By the way, you can recalibrate that too - factory mine was was high on the DIC. My best half tank of gas - which is where I normally fill up - was 20.7 MPG calculated using the same pump and topoff method. That was driving mostly country back roads from 25 MPH to 55 MPH. I haven’t had any long highway cruises to see straight highway MPG. I say all that to tell you this, a good tune on these trucks make them a lot of fun. I actually used my tow haul button to hold gears out for towing, but since I never really tow I favored it towards a “sport mode”. Real easy downshifts and delayed upshifts vs TPS.
  8. Yes it sucks for sure! It cost me $800 to tune my own truck and I already had the hardware. $200 TCM $200 TCM unlock $200 TCM license $200 ECM license Ouch! What are you trying to change the calibration for? Any specific issue?
  9. Attached are a few trim pieces for sale from my 2018 Sierra SLT crew cab. License plate bracket kit 23354525 $20 shipped driver/passenger front door trim (Black) 23433430/23433433 $50 shipped for pair Driver a-piller missing retention clip (Gray) 23463713 - make an offer Front grill GMC emblem with a few broken tabs - make an offer I can get more pics if needed, just message me.
  10. Here is my Sierra with blocks removed and co-workers Silverado with strut spacers (top) to level. He is working on getting new wheels and tires. I will try to get a pic of that, with it clean too lol
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