Low range shifting up and down

[SGRACING]

Did some off roading this hunting season with the ZR2 and have noticed a very annoying thing with the shifting patterns.
The truck will stay in 1st gear until it tacks to 4500 rpms or so in low range only. Very annoying! Is this a normal operation for the ten speed in low range?

 

[GATORB8]

Sounds very similar to the 4low trans programming in our Jeep. It does have it's place, but is annoying most of the time.

What we do in the Jeep, is manual shift and run in 3rd gear or above when "trail riding" in 4lo. Crawling is done in the lower manual gears. The only time we use standard drive in 4low is faster runs in between obstacles.

 

[AXE]

I haven't run 4 low much, just a couple of vehicles recoveries and pulling a heavy trailer across a field. Is seemed normal, but never really ran it through the paces.

 

[DNZR2]

I noticed the same thing but then thought 4low is for going really slow with a lot of torque so I lay off the accelerator and let the truck crawl. I switch to 4 Hi if I want to go faster.

 

[GATORB8]

I noticed the same thing but then thought 4low is for going really slow with a lot of torque so I lay off the accelerator and let the truck crawl. I switch to 4 Hi if I want to go faster.

Yup, one thing to consider is that the 4hi-4low shift requires putting the transmission in neutral and very low speed or full brake lock. That can be tricky on low traction incline/decline, so I tend to feel it's safer to stay in 4low and upshift the trans if that's a potential issue.

 

[SGRACING]

I want to thank everyone on for your input !
I thought the function was a defect!

Apparently the low range features are quite lame in my opinion..
In
I'm in the performance business and none of my current lineup of off road vehicles operate in this fashion.. Very disappointed with this one.
Global "B" sucks !
But not down and out . So before too long I will have most of these quirks worked out .
I'm getting ready to tear it all down and do things my way...lol In my opinion there is tons of potential... Yes starting with the HP tuner
Stainless Works equal length headers x pipe cam with cylinder head work . Trany tuning.
And much more.. I did make the purchase for this ! Let the fun begin!

 

[AXE]

When's the programmer coming?

 

[KLA]

Can't wait to see the end results!

 

[SGRACING]

When's the programmer coming?

Axe
I already do programming and have most tools for programming,
Global "B" requires removing the original ECM,TCM module and having them reflashed for corrective changes to occur. This takes about two weeks total.. The next step is mapping sensors.. Headers, cam change and total air flow.. this takes many hours to achieve max efficiency. Dyno testing during load testing.. This is not a plug and play effect.
My goal is 580 HP at flywheel and 600 lbs tq.
The estimated cost of such change is around 18k conservatively,my cost..lol voiding all warranty.. Customer costing is around 25k- 35k conservatively.
This program at this point has some work arounds with Global "B".
These numbers are truly doable with LS and pre Global B. Naturally aspirated programs can easily produce greater numbers.
It's not just programming,it requires supporting parts.

 

[AXE]

So are you buying an unlocked ECM and using something like HP Tuners to do the programming or how are you specifically tuning it when it's "locked"?

 

[SGRACING]

Axe,
You have to send HP you existing Computer and not apply a new one or your already upside down and GM will not assist in this case
They will unlock your OE.
99 percent of all onboard system required OE.
Every thing is coded to S/N(Vin)