got the pm,here is my 2 cents.
On the epc, I wouldn't be much help, because we installed a vac. modulator to control the line pressures
Because of the power turbos can make at even a 25% tps we control line pressure different than the factory, we use the vac modulator to control line pressure (map reference vs throttle angle reference)
We also lock up the convertor at WOT so no lockup delay at all, during normal driving our high stall convertor could mask the harsh shifts, and lockup. so no lockup delay is needed for us, ever.
Are you installing a shift kit in the 4l80e? which one? you should have one with an application that makes good power.
is the concern about drivablity or power handling, both of which we have had exceptional success with the code the way it is.
The other tester, ran the system without the modifications we did, but I really can't speak for him.
The NovaWagon it is installed in is 3850 lbs, and makes about 700 hp to the wheels, 4l80e is stock other than a vac. moduator,and HD2 Transgo shift kit.
we did have 2 tunes(three if you count the tune for the dyno pulls) and would switch by flashing the "track tune" in when we got there. the track tune changed the shift points alittle depending on the track prep,and the moved the convertor lockup to over 110 MPH at WOT.
I'll keep an eye on this thread, so post up responses. Hope to help.
1986 G.N. (Sleeping)
1967 Nova II wagon (project ongoing)