My 6L80E 6 speed project has almost come to an end, I now have a Cross 8 AWD Crewman that drives like a VF Calais, I wanted to say it drives like my HSV GTSR, but it is never going to be that good. The transmission and transfer case fit like a glove in the tunnel, still using the std transfer case mount and tail shafts, both front and rear. The gear shift points are awesome and for a 2.5-ton AWD, with a bog stock LS1 and a snorkel, it will do 0-100 in 7.7 seconds. The real test will be the first rally in two weeks’ time, at Surat in QLD, after which I expect to see my fuel usage down and my rally times up. I have had a lot of learnings along the way, but the highlight has been getting the PCS TCM2650 operational, it is an awesome little gateway controller, but unfortunately the information on how the controller does what it does is sparse at best. What I have found is you need the TPS, you need the engine RPM, you need a brake signal. The TCM2650 has a torque table that feeds the 6L80E controller (T43 A6) torque, based on TPS and engine RPM, and during the programming phase you need to ensure that the check box that say, “USE 3D Torque Table For GMLAN” and don’t worry about looking for the 3D table it is actually the 2D main torque table. The A6 then uses this information to set clutch pressures and if you leave it alone it works like a charm. The other small thing I found, for those who find this in the future and can’t get the 6L80 out of 3 gear limp mode, is that PCS has the switched power labeled incorrectly in their harness, they splice the switch voltage, in the transmission plug, to pin 12 and pin 9 and call it IGN. However, pin 9 in the A6 in looking for an Acc/run/start. The ACC feed is the wake-up signal for the A6 and if it does not see it will throw a code and go I into 3rd gear limp mode, until you clear the fault. Pin 12 does call for IGN feed, but I could not be bothered stripping the harness apart and simply switch my 12v ignition feed to a feed which was ACC/RUN/START and the fault and the problem went away. The brake signal turns off the torque converter lock up clutch. I could not get the reverse out signal to work and could not get and reliable info on how to make it work. Tap shift work is still ongoing and I will post once I have chased it to it end, whatever that may be. The TCM2650 is just a gateway controller, it comes with its own programming program, but you will need a base O/S and program in your T43 A6 and if you want to mess with that you will need a secondary program, I bought HP Tuners. I have also not done any further work on the integration off the VF shifter into the VY console, when I do I will do an update. Finally, to all those people who have sent me emails I will, email you further info on kit timing early next week. For those that would like more info PM me you email address. Time to find a new modification challenge.
