Painless Performance Products PERFECT TORC User manual

Installation Instructions
PERFECT TORC
GM 4L60/65E and 4L80/85E
Part #66501

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Painless Performance Products of Texas, LLC
2501 Ludelle Street
Fort Worth, TX 76105-1036
Phone: [phone]
Web Site: www.painlessperformance.com
E-Mail: [email protected]
If you have any questions concerning the installation of this product or use of this
product, feel free to call the Painless Performance Product tech line at 1-800-423-
9696. Calls are answered from 7:30am to 5pm central time, Monday thru Thurs, and
7:30am to 4:30pm central time Friday, except holidays.
We have attempted to provide you with as accurate instructions as possible, and are
always concerned about corrections or improvements that can be made. If you have
found any errors or omissions, or if you simply have comments or suggestions
concerning these instructions, please call or email using the number or email address
above. We sincerely appreciate your business.
Perfect Performance Products, LLC shall in no event be liable in contract or tort
(including negligence) for special, indirect, incidental, or consequential damages, such
as but not limited to, loss of property damage, or any other damages, costs or
expenses which might be claimed as the result of the use or failure of the goods sold
hereby, except only the cost of repair or replacement of the Painless Product.
P/N 66501 Painless Instruction
June 2022
Version II
Copyright ©2011 by Perfect Performance Products, LLC

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Painless Performance Products recommends you, the installer, read this
installation manual from front to back before installing the PERFECT TORC
system. Due to the variables in modifications done to transmissions and
vehicles; reading this manual will give you considerable insight on the proper
installation of this product. It is likely if this manual is not read completely that
either the product not work due to improper installation and/or damage to this
product or the transmission may result. SO PLEASE READ THIS ENTIRE
INSTALLATION MANUAL BEFORE PROCEEDING!!! THANK YOU.
CONTENTS
INTRODUCTION Page 4
KIT CONTENTS Page 5
INSTALLATION STEPS
Transmission Harness Page 6
Module Mounting Page 8
Vehicle Harness Page 11
SETTING UP THE MODULE Page 18
SHIFTWARE SOFTWARE Page 26
ERROR MESSAGES Page 31

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INTRODUCTION
On non-EFI or mechanically injected diesel engines, a
throttle position sensor must be sourced and installed for use
of this control module.
4L60E/65E Transmission:
•The PERFECT TORC Transmission Controller only supports 1996 and newer
4L60E transmissions.
•When using a later model 4L65E transmission it will not be necessary to plug into
the input shaft speed sensor. The TORC Controller does not need the input shaft
speed to properly control the transmission.
4L80/85E Transmission:
•The PERFECT TORC Transmission Controller supports 1993 to present 4L80E
transmissions. However, the 1993 and earlier 4L80E transmissions use a
different internal wiring harness and main pass-through connector. These early
designs inherently leak fluid through their pass-through connector. General
Motors has several Technical Service Bulletins recommending the upgrade to the
newer style connector and harness. The TORC Controller’s main harness
connector is not compatible with the early harnesses. If an early 4L80E
transmission is being used the harness must be upgraded to the 1993 and newer
style to use with this system.
•The 1994 and earlier 4L80E transmissions use a “Bosch” style pressure control
solenoid. This solenoid is not compatible with the PERFECT TORC Transmission
Controller. It is necessary to upgrade to the 1994 and later “Holley” style
pressure control solenoid. The “Bosch” solenoid is silver in color and the later
“Holley” style solenoid is black in color. If your solenoid is black in color, it is the
correct one and does not need to be changed. If your solenoid is silver in color, it
is the incorrect one and the GM part number 8684216 must be installed. This
number can also be cross referenced at most transmission parts suppliers and
purchased.

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Kit Contents Photo: 66501
Included:(1) PERFECT TORC Module
(1) 4L60/65E / 4L80/85E Transmission Harness
(1) PERFECT TORC Vehicle Harness
(1) USB communication cable
(1) Spare 10amp ATO Fuse
(1) 1 3/8” Firewall Grommet w/ ½”Hole
(2) Mounting Screws
(2) Mounting Bolts w/ Nuts
(4) Hook & Loop Mounting Tape
(10) Large 7” Zip Ties
(30) Small 4” Zip Ties
(1) Installation Instruction Manual
(X) Necessary crimp on terminals to complete installation
Software Note:
Due to the growing number of PCs lacking a CD drive, the software is not
included with this kit, but rather downloadable to a Windows PC from the 66501
product page on the Painless website. You will need the “Second Generation
Software” with this module. If a CD is preferred, contact Painless at 800-423-
9696 and we will gladly mail you a copy.
https://www.painlessperformance.com/wc/66501

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Installation Steps: Transmission Harness
1. Start by removing the system from the box and carefully laying it across a
workbench or table. Take notice of the loomed transmission harness which
contains the round transmission connector and vehicle speed sensor
connector. These are the only two connections needed for both 4L60E (65E)
or a 4L80E (85E) transmissions. This system does NOT require the use of the
input shaft speed sensors on the 4L65E or the 4L80E/85E transmissions. See
Figure 1, page 7, for the pin out of required connections.
2. Next, plug in the transmission connector and the vehicle speed sensor
connector into their appropriate locations on the transmission. The
transmission connector is located on the passenger side of the 4L60E
transmission housing and on the driver side of the 4L80E transmission
housing. The vehicle speed sensor is located in the tail shaft housing on the
passenger side. See Install Pictures 1 & 2 below and on the next page.
Install Picture 1 –Main Transmission Connector

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Install Picture 2 –VSS (Vehicle Speed Sensor) Connector
Figure 1 –Transmission Harness Connections on Transmission

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Installation Steps: Module Mounting & Connections
THIS MODULE IS NOT INTENDED TO BE PLACED OR MOUNTED UNDER THE
HOOD OR ANY PLACE EXPOSED TO EXSESSIVE HEAT OR MOISTURE.
1. The three TORC Module connectors from the transmission harness will need
to be routed through the firewall. If you are not routing though an existing hole,
a grommet has been provided with this kit. This grommet will require a 1 7/16”
hole to be drilled.
2. When mounting the module, one should remember to provide easy access to
the USB port, which is used to interface with a PC for programming and
diagnostics, as well as the display and function control knob. For this reason,
be sure to mount the unit in a way that gives easy access to the USB port,
knob, and display. If you will be using a desktop PC for programming, install
the unit so that it can be unplugged and moved easily.
3. To mount the module, #10 bolts & nuts and #8 self tapping screws have been
provided if permanent mounting is desired. Hook & Loop strips have also been
provided to allow installation, but also easy removability.
4. The Transmission harness has three connectors which plug into the bottom of
the TORC Module. Each of the three connector positions are labeled on the
TORC Module: (1) Solenoids, (2) PRNDL, and (3) VSS. There is an additional
connector position on the TORC Module, labeled Vehicle, for inputs from the
vehicle the module is being installed into. Each connector has a different
number of pins; therefore, preventing them from being connected improperly.
Figure 2 –Connections on TORC Module

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Diagram 1 –4L60E/65E Connection Diagram

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Diagram 2 –4L80E/85E Connection Diagram

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Installation Steps: Vehicle Harness
1. The Vehicle Harness has a 16 pin connector that plugs into the left side of the
TORC Module. See Figure 2 on page 8 for the connection. See Diagram 3 on
page 15 for a diagram identifying the wires in this connector.
2. See below for a detailed list of all the individual connections needed for the
Vehicle Harness with this system.
A. Red Wire Labeled –“Ignition Switched Power”
Connect to a 12volt power source that has power when the Ignition Switch
is in the “On/Run” and “Start” position. Splices and a Posi-Tap have been
provided to make this connection.
Posi-Tap Instructions
1. Unscrew the larger cap from the end of the Posi-Tap. The slot in this cap
will slide over the existing wire you are tapping into.
2. Screw the body of the Posi-Tap
onto the cap, watching the needle
of the body to insure it pierces the
wire insulation.
3. Strip about 3/8 of an inch of
insulation from the wire coming
from the module.
4. Remove the small cap from the end
of the Posi-Tap body and thread
the stripped wire into the end of the
cap. Push the wire into the body of
the Posi-tap and tighten the cap
back onto the Posi-Tap body.
A. Red Wire –“Ignition Switched Power”
B. Black Wire(s) –“System Ground One” and “System Ground Two”
C. Green Wire –“Throttle Position Sensor”
D. Orange Wire –“+5 Volt Feed” Throttle Position Sensor
E. Tan Wire –“Speedometer Signal Output”
F. Yellow Wire –“Engine RPM Input”

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B. Black Wire(s) Labeled –“Module Ground” & “TPS Ground”
Connection of these wires will depend on what type of throttle position
sensor you are using: one that is part of an EFI system or one fitted to a
carburetor or mechanically injected diesel engine.
Electronic Fuel Injection Systems
Splice both, “MODULE” and “TPS”
ground wires (Pins 15 & 16 Black) into
the main ECU ground wire. Do NOT
connect the ground wires to sheet
metal or other ground sources. The
TORC Module MUST be connected to
the Main ECU ground, as close to the
ECU as possible. The reason for this
connection method is because the TPS
is shared between the two systems
and improper grounding will corrupt the
TPS signal. Splices and a Posi-Tap
have been provided to allow this
connection.
If this step is overlooked there is a
good possibility the Throttle Position
Sensor (TPS) will not read correctly.
Carbureted / Mech. Injected Diesel
Connect the “MODULE GROUND” wire
(Pin 15 Black) directly to the battery
ground post or negative battery cable.
Do NOT connect the ground wire to
sheet metal or other ground sources.
The TORC Module must be connected
directly to the battery ground post or
negative battery cable for the cleanest
(less noise) ground possible.
Pin 16, “TPS GROUND” will be
connected on the following page.

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C. Green Wire Labeled –“Throttle Position Sensor Signal”
Connection of this wire will depend on what type of throttle position sensor you
are using: one that is part of an EFI system or one fitted to a carburetor
Electronic Fuel Injection Systems
Connect this wire to the Throttle Position Sensor signal on a “Throttle-By-
Cable” engine or an Accelerator Pedal Position Sensor signal on a “Throttle-
By-Wire” engine.
On most GM “Throttle-By-Cable” applications this is the Dark Blue wire at the
Throttle Position Sensor connector.
Splices and a Posi-tap have been provided to make this connection.
Carbureted / Mech. Injected Diesel
See below for connection of the TPS signal wire
D. Orange Wire printed –“+5 Volt TPS Feed”
This is the +5 volt power source for carbureted and mechanical injected diesel
applications where an external Throttle Position Sensor must be installed. This
orange wire will not be needed on vehicles with an EFI system installed.
Connect the Orange “+5 VOLT…”, Green “…SIGNAL”, and Black “TPS
GROUND” wires to your throttle position sensor.

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Identifying the Terminals of an Unknown Throttle Position Sensor
This is a procedure for identifying the correct terminal connections of
any potentiometer-style throttle position sensor (almost all three-terminal
TP sensors). A DVOM or analog Ohmmeter is required.
1. Set the meter to resistance mode and set it to a scale that can read up
to 10K or 20K Ohms (if it is not auto-ranging). Please keep in mind when
setting up and reading the meter that "K" means thousands of Ohms. In
other words, 15K Ohms is the same as 15,000 Ohms.
2. Connect the meter to two pins at a time while operating the lever or cam
of the TPS. Watch the meter while rotating the sensor. Check all three
pairs of pins until you find a pair that does not change resistance when
you rotate the sensor. The two pins that do not change resistance are
the fixed ends of the resistance element (+5V and ground). The
remaining pin that did change is known as the "wiper". It is the moving
contact that slides along the resistance element to give the varying
voltage. This is the output or signal terminal of the sensor and should be
connected to the green wire (Vehicle pin 3).
3. Next, with the sensor at the idle or closed throttle position, measure the
resistance between the wiper (output) and each of the end terminals (the
two whose resistance did not change in step 2) of the sensor. The end
terminal with the lowest resistance to the wiper (at idle) is the ground
terminal, and should connect to the black, “TPS GROUND” wire of the
controller (Vehicle pin 16). The terminal with the higher resistance to the
wiper is the 5 volt reference input to the sensor and should connect to
the orange wire (Vehicle pin 11) in the harness.
General Guidelines for setting up Throttle Position Sensors
The linkage to a throttle position sensor should use most of the
rotating range of the throttle position sensor. This can be adjusted by
changing the ratio of the linkage. Also, please make sure that a small
amount of the sensor's travel is being used at idle. You will want a TPS
voltage of at least 0.35 volts at idle, never zero. This is done to allow the
controller to detect problems with the TP sensor. For instance, if the sensor
becomes disconnected or the linkage falls off, the TPS voltage will fall
below the set idle threshold. If the TPS voltage goes below the idle
threshold, the controller assumes that the TPS is bad and will switch to
failsafe line pressure and default shift points. This is done to prevent
damage to the transmission from low line pressure and will provide a safe
"limp home" mode.

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Optional Accessories within the TORC Module
E. Tan Wire printed –“Speedometer Signal Output”
We have provided an adjustable speed signal output on the tan wire on pin
12 of the vehicle connector that can be used to drive an electronic
speedometer. Use of this output signal is not necessary, but it can be helpful if
your speedometer can not be driven correctly from another source. This signal
can also be corrected for different gear ratios and tire heights, so it can be
very useful in some applications. The speedometer output signal is provided
as a 12 Volt square wave or 5 Volt AC signal.
The speedometer output modes can be selected via the built-in tuning
interface in Setup Menu>Speedo Out or in the tuning software. After entering
the Speedo Out menu, the current mode and ratio will be displayed. Push the
knob to configure speedo out options. You can choose between 5V AC, 12V
Pulse, Disable, Replicated, Adjustable, and Reset SPO. After making your
choice, you can then fine tune the speedometer ratio using the knob.
Choosing replicated will provide an amplified and squared replica of the speed
sensor signal on the speedometer output. Reset SPO will clear all saved data
for the speedometer output and revert to using values from the tune. The
speedometer output is adjustable and is essentially the electronic equivalent
of a ratio corrector gear box for a mechanical speedometer. When adjusting
the speedometer output, the correction factor is entered as a decimal number.
The correction factor is the frequency ratio of the speedometer output
frequency to the speed sensor frequency. This number can be easily adjusted
to synchronize the vehicle speedometer to a GPS or other instrument.
If you have a 4WD transfer case with low range capability and want the
speedometer to be accurate while in low range, you will need to adjust the
speedometer ratio in both high and low range. Reset SPO will allow you to use
the tune values. In some cases, such as driving the input of an engine control
ECU, the 0-12 Volt square wave signal will not be able to properly drive the
device that it is connected to. This is because some devices are only designed
to accept an input signal from a variable reluctance (magnetic coil) sensor.
Because of this, they may expect the input signal to swing below ground (0
Volts). To drive this type of input, use the 5 Volt AC signal mode. In this mode,
the driven device will see a -2.5V to +2.5V signal.

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F. Yellow Wire printed –“Engine RPM Input”
This is not a signal to operate a tachometer, but the same signal from your
ignition system that operates a tachometer.
The engine RPM signal input on the yellow lead (pin 7) can be connected
to a digital tachometer output from an engine computer or the tachometer
output from an MSD ignition or similar CDI (Capacitive Discharge Ignition)
system, but NEVER to the coil outputs (coil negative stud) of a CDI system
like MSD.
For breaker points (or conventional electronic ignition systems such as GM
HEI, Ford Duraspark or TFI), it can be connected to the coil negative terminal.
For this configuration, add the supplied 47K Ohm resistor (yellow, violet,
orange, and gold bands) to the yellow lead (pin 7) in-line with the tachometer
signal. The correct setting will need to be set in the tuning software under
Settings>Speed Sensor & Gearing.
For COP (Coil on Plug) ignition systems that do not have a conventional
tachometer output (such as later Mustang engines or 2007+ GM ECMs), one
of the coil trigger wires can be used, but the update rate will be slow. A better
approach for such applications would be to use a tachometer adapter such as
the AutoMeter 9117. Painless offers a tach driver for 2007-2014 GM ECMs,
part # 60150. DO NOT run the engine RPM signal wire in the same wiring
harness as the speed sensor as this can cause interference.

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SETTING UP THE TORC MODULE
Software
Due to the growing number of PCs lacking a CD drive, the software is not
included with this kit, but rather downloadable to a Windows PC from the
66501 product page on the Painless website. You will need the “Second
Generation Software” with this module. If a CD is preferred, contact
Painless at 800-423-9696 and we will gladly mail you a copy.
https://www.painlessperformance.com/wc/66501
Calibration
Verify that the correct calibration is loaded
on the TORC MODULE. A basic calibration
for a 4L60e is loaded into the module
before shipment. However, if a 4L80/85e is
being used, you'll need to connect the
module to a Windows PC and load the
calibration that matches your
transmission's configuration.
Throttle Position Sensor Calibration
Whether you have electronic fuel injection
or a carburetor, you will need to set the
throttle position. To do this, use the throttle position calibration option on the
built-in tuning interface. Turn the knob until “Setup Menu” is highlighted. Click
the knob to enter the menu. The first item that will be highlighted is “TPS
Setup”. Click the knob to enter the TPS screen. It will show the current idle
and WOT voltage values as well as the current throttle position sensor
voltage. Press the knob again to enter the TPS setup menu.
To calibrate throttle position, the ignition should be in the ON position but the
engine not running. For carbureted engines, make sure the choke is fully
open and off the fast idle cam before beginning. In the TPS setup menu,
highlight “AutoSet TPS” and click the knob. It will begin detecting the idle
throttle position right away, so leave the pedal untouched.
Next, the display will show “Press Accel Pedal”. Push the accelerator pedal
all the way to the floor and hold it. After a few seconds, “Release Accl Pedal”
will be displayed and you can release the pedal. If no errors occur, “AutoSet
Success!” will display and the values will be shown to the left. If an error
occurs duringcalibration, thedisplaywill show the error andabortcalibration.
If this happens, you can try running the calibration again. If errors continue,
you may need to check your wiring for problems.

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If needed, you can manually adjust TPS values by choosing “Adjust Idle” or
“Adjust WOT” in the TPS setup menu. Once the TPS calibration procedure
is completed, the values are permanently stored in the controller and will be
active for every tune written. TPS values displayed within individual tunes
are then irrelevant. If you require TPS customization for individual tunes or
are using a negative slope TPS, then the TPS values stored in the controller
can be reset by choosing “Reset TPS” from the TPS setup menu. Our
provided tuning software, Shiftware, can then be used to calibrate TPS
values for specific tunes.
Possible TPS Calibration Errors:
Pedal Not Pressed / Acc Pedal Not Held
The throttle wasn’t pushed or held at maximum long enough for the test to
complete. Accelerator pedal must be held for 3 seconds and voltage must
not drop more than 0.168V below the maximum recorded value.
Pedal Not Released
The throttle wasn’t released within 5 seconds. The voltage must drop at least
0.96V below the maximum measured WOT value.
TPS V. Not Stable
The idle throttle position has changed values too drastically over the course
of the calibration. The idle voltage is more than 0.6V greater than the lowest
recorded value.
Error: TPS V. Low
The voltage is below the minimum allowed 0.2V during any of the tests.
M. Busy, Try Again
EEPROM is busy, so the TPS settings couldn’t be written to it.

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BUILT-IN DISPLAY
The second generation built-in display of the Torc is easier to use and more
intuitive than our previous module. It provides useful information, such as
current speed, gear, transmission temperature, and TCC lock status, along
with any fault messages. Using the menus, you’ll be able to access many of
the same options found in Shiftware.
BASIC OPERATION
While the home screen is shown, you can turn the function knob in either
direction to bring up the main menu. The highlighted phrase in the center of
the screen is your selection. When you’ve found the menu item you wish to
access, push the knob down to click it. Sub-menus work the same as the
main menu. Each sub-menu has an EXIT option which will return you to the
previous menu or the home screen.
HOME SCREEN
Shows real-time transmission information such as speed, current
commanded gear, transmission temperature, TCC lock, PRNDL position,
and any active faults. When low range is engaged, “LO” will be shown beside
speed. “KEY OFF” will show in the PRNDL location if ignition is off and the
controller is being powered by USB. “Error” will show in the PRNDL location
if there is a PRNDL sensor error. When in park or neutral, P/N will be
displayed because 4L60E/4L80E transmissions don’t provide a way for the
controller to see which is engaged. Fault messages will be shown in the
center of the display and will cycle through them if there are multiple errors.
While no errors are present, the home screen will automatically switch to
enlarged mode for easier visibility.
Because the Pressure Switch Manifold (PSM) that is used for range
indication in 4L60E/4L80E transmissions does not distinguish between park
and neutral, the PRNDL display will normally show the position strip as
“RNOD21” with the current range highlighted. When in park or neutral,
“Neu/Pk” will be displayed instead. Since the PSM requires hydraulic
pressure to function, the PRNDL display will not be valid while the engine
isn’t running. Due to this constraint, a “2” will be displayed instead of
“Neu/Pk” on 4L80E transmissions.