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Ya wish I was that busy ha ha. I got a deal I couldn't beat so figured might as well give it a try. Might be up and running this weekend its all tore apart just waiting on my ARP head studs and So Cal injector hold downs
so does the co-pilot download a tune into the tcm, or does the co-pilot come with a new tcm. Also interested in the price of this with the fully built tranny.
The TCM strategy is built into the Co-Pilot - and it functions based on driver input, such as boost and throttle position. With that, it is able to command more line pressure, TC lock-up, etc, depending on the driving condition - launching from a stop, cruising at 40mph or passing on the highway.
Here's a summary of what it is doing via the ATS site:
The ATS Co-Pilot commands the lock-up clutch of the torque converter while also controlling line pressure and internal clutch timing within the transmission to vastly improve the reliability of the 68-RFE 6-speed transmission. The ATS Co-Pilot has 2 driving settings; stock mode and performance mode. To switch between these two modes, you simply use the UP and DOWN arrow keys on the front panel. Switching between driving modes can be done while driving.
Stock Mode: = (Down arrow button)
The stock mode of the Co-Pilot uses optimized line pressures and factory lockup timing to improve drivability, reduce transmission temperatures and drastically improve the reliability of the transmission. This mode is best used with the factory exhaust brake because it follows the factory torque converter clutch (TCC) command.
Performance Mode = (Up Arrow button)
The performance mode also uses optimized line pressure incorporating a more aggressive torque converter apply strategy. Performance mode employs our unique torque based TCC engagement strategy to permit forced TCC engagement for high torque situations. When the Co-Pilot is driven in the performance mode, the TCC is engaged based on engine torque output, boost and throttle position. A new feature also incorporated into the Co-Pilot performance mode is part-throttle TCC drop-out. When not under boost, this feature allows a slight increase in engine RPM allowing the turbo to spool and generate boost to effortlessly accelerate the truck. As turbo boost is gained and engine torque comes up the converter clutch is pulsed in coupling engine torque to the transmission providing a smooth positive power transfer. These programming features drastically improve transmission performance during aggressive driving and towing while increasing transmission reliability.
Race Mode = (Automatic in both Performance and Stock mode)
As mentioned earlier, the 68-RFE transmission is controlled using a “torque management” strategy rather than a “torque based” strategy. Due to the fact the Co-Pilot is a secondary add on box or standalone box there are several added benefits that can be achieved taking this approach. A very common problem that the 68-RFE has is its very weak low one way sprag or one way mechanical clutch. The low sprag is used to transfer all the power from the rear gear set to the wheels. In basic terms the wimpy 3-inch diameter low sprag must hold all the engine power and transfer it to the ground when on first gear. In instances that the low sprag is over torqued the one way clutch fails and catastrophic transmission damage occurs. Because of the physical limits of the 68-RFE case and gear set there is no way to increase the size of the mechanical clutch. This physical limitation limits the transmissions ability to hold BIG power in first gear. The Co-Pilot has a huge advantage in this area! Because the Co-Pilot is an add on standalone box it has many advantages over a TCM “re-flash”. One of these advantages is the ability to command the LOW-CLUTCH during high power situations. During a situation that the vehicle is used for a hard launch such as drag racing, snow plowing, sled pulling or just generall wide open throttle acceleration the Co-Pilot automatically senses the load and the low clutch pack is engaged, totally routing power around the weak low sprag. Because of this action there is no fear that the low sprag will fail because it is not used.
The latest update is we've dialed in the programming for them over the last 6 months. We've pulled back on the TCC control, as there are a multitude of challenges with doing it on dozens of different TCM flashes - and on the 2010+ trucks. Eventually we will get there, but as of right now it's substantially raising line pressure (how much depends on stock vs built transmission), based on engine load (i.e. boost), by-passing the low sprag and controlling clutch pack engagement.
Soon we'll have the 2010+ trucks ready to go.
Current - 08 GMC Sierra LMM, EFI-Live DSP5 by DuramaxTuner, Flo-Pro, ADP transmission lines, 20x9 Moto Metal 962's, Nitto 420's, 3" Belltech drop shackles, So much more to do . . .
Former - 08 6.7, some fuel, some air and a 47RE swap.
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