Jump to content

Recommended Posts

Posted
2 hours ago, dna9656 said:

You appear to be a fountain of information; thank you for exposing the secret(s) of OD 2 to the rest of us. Most of US are just people trying to make sense of some part of our world we all live in. Thank you for your revelations on modern OBD 2 operations.

 

 

 

Secrets?  Revelations?  Its nothing new.  OBD2 has been around since 1996.  The networking it what's changed the most in the vehicle electrical platforms.  Programming has been a thing for a long time, its just now almost every single module in these cars needs programming or can be re-programmed to fix issues.  

  • Like 1
Posted
18 hours ago, newdude said:

Depends.  If contaminates get into the TEHCM solenoids, the it needs a new one.  

 

Its technical name is the Transmission Electro-Hydraulic Control Module or TEHCM.  

 

There are multiple reasons the TEHCM needs programming or the shift adapts learned.  Transmission shift adapts need to be learned for the following reasons on the 6L80/6L90:

 

Transmission internal service/overhaul

Valve body repair or replacement

Control solenoid valve assembly replacement

TCM software/calibration update

Any service in response to a shift quality concern

 

If the TEHCM is replaced, not only does it need the shift adapts but before that it needs to be programmed to the vehicle all together as new ones arrive blank aside from any default testing programming.  

Can those solenoids be flushed?

 

I also wonder how bad would it be if you chose not to reset the the shift adapts... it would eventually adapt to the new hardware. Seems like I recall a battery disconnect resets them too (but that is a fleeting memory).

 

I also wonder about salvaged TEHCM - if it is programmed to a comparable truck why wouldn't it work - are they VIN locked?

 

In the end I think the thought about how big a deal programming these things are is being over-stated. It adds what to the rebuild cost? 300.00? But if one is really trying to avoid this...

Posted
28 minutes ago, asilverblazer said:

Can those solenoids be flushed?

 

I also wonder how bad would it be if you chose not to reset the the shift adapts... it would eventually adapt to the new hardware. Seems like I recall a battery disconnect resets them too (but that is a fleeting memory).

 

I also wonder about salvaged TEHCM - if it is programmed to a comparable truck why wouldn't it work - are they VIN locked?

 

In the end I think the thought about how big a deal programming these things are is being over-stated. It adds what to the rebuild cost? 300.00? But if one is really trying to avoid this...

 

 

The only thing I see would be a piston and seal kit from Sonnax.  How to Rebuild GM 6L & 6T TEHCM Pressure Switches| Sonnax

 

Other than that, I don't think there is a way to clean the internals out.  

 

Used transmissions (or TEHCMs for that matter) can be re-flashed and re-adapted to a new vehicle.  

 

Programming isn't a big deal really.  Is it an inconvenience?  Sure, especially to those who grew up wrenching on old stuff where programming was never a thing.  But now, all the GM 6, 8, 9 and 10 speeds, no matter where the TCM is mounted (external to the transmission or internal) require either programming, reprogramming or shift adapt when replacing with new, replacing with used or rebuilding/overhauling an existing transmission.  Its just a part of it and has been for at least 17-18 years.  

  • Like 2
  • 2 weeks later...
Posted

Looking for some input. 
 

I drive a 2016 Sierra 5.3 with 8L90 and purchased a 2018 8L90 from a 6.2. It’s installed, accepted characterization and relearn performed. Truck cranks but will not engage to gear. I’ve recently learned that the TCMs changed in 2017-2018 to the T87a. If I purchase the new TCM and have it programmed to my VIN, recharacterized and relearned, will this solve it?  
 

I’m worried about communication with ECM. I can’t find any information on this topic. 

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
  • Recently Browsing   0 members

    • No registered users viewing this page.
  • Forum Statistics

    250.5k
    Total Topics
    2.7m
    Total Posts
  • Member Statistics

    342,873
    Total Members
    8,960
    Most Online
    DLZ
    Newest Member
    DLZ
    Joined
  • Who's Online   5 Members, 0 Anonymous, 632 Guests (See full list)

  • Latest Articles

  • Posts

    • Because single shot injectors are ancient and multi hole injectors provide smoother running engines and sharper throttle response due to the fuel being atomized better..the best lead I have is a 24lb blue top injector almost everything matches up but the injector will put out about 26lb/hr which is just outside the gm threshold.figured id ask here to see if there was an absolute answer
    • Why is my question?   Any change in injectors requires a tune. Unless you are going back with the OEM part number or a newer part number of that same injector.   Any size difference or type difference like the EV6 style injectors all have different injector data for them. And there is no EV6 injector that matches the factory 25 lb/hr size that your truck comes with. I've been messing with these trucks and tuning them for a long time and what you trying to do doesn't exactly make sense to me.
    • My 6.6 gas lt8 had lifter noise with 28000 miles bought new 2026 and while driven to dealer it threw #1 rod bearing “HD my ass” good luck with yours i hope it don’t turn a rod bearing!
    • When a condition becomes a business model.    https://www.gm-trucks.com/gm-truck-suv-incentives-pricing-2026/   Zane posted this in "Latest Articles".    The honest bottom line   Truck buyers have spent three years assuming this is a temporary condition that will break once inventories normalize. GM just presented it to investors as a durable strategy, on a chart, as evidence of good management.   Inventory did normalize. GM is at 511,000 units and squarely inside its own 50 to 60 day target. The discounts still did not come back, because the low incentive number is the goal rather than a symptom of shortage.   Plan your purchase around that reality instead of waiting for it to change. Follow our ongoing GM News coverage for pricing and incentive changes as the next-generation trucks land.
    • Thought it was raining this morning when we woke. Nope. Dew point was over 80 F and humidity 98%. Zero visibility distance. Everything was 'sweating'. I've seen rain come out of clouds but never out of Pepper or the tree trunks.    Wicked storms just missed us sliding off to the east but by blocks. Heat index about 110 F with air temp in the 90's.    This is  our third wave this month of multiple days of this type of weather. And yet the grass is going dormant and the ground is cracking this side of the street and water up the the hood opposite. Just weird stuff going on. 
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...