With those numbers (just from my own memory of my gauges since again, Photobucket is down), you're absolutely fine.Sitting at a light it's in gear 1 tcslip is around 1200-1500. Driving it goes down to about 500 or lower before a shift...in gear 3 is locks to gear I call 3.5 and depending on driving style (weight of foot) it's anywhere from 5-800. Gear 4 is stays below 10ish.
I don't know how to interpret any of it. I thought I'd see a correlation between TCSlip and rpm but I don't.
What does all of that mean and is it normal?
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When asking what it means, just think of it as a separate RPM counter, specific to the TC. The fluid dynamics in the numbers are followed based on accelerating or slowing.
I essentially imagine a torque converter broken in half when driving. Imagine the fluid moving through the veins of engine-side which spins the opposite side (where it transfers energy to the trans).
Going back to the scenario where you're sitting at the red light--your torque converter is unlocked and spinning on the engine-half. The transmission-half isn't moving because your brakes are depressed and wheels aren't moving (forcing the engine-side of the converter to heat up the fluid as it works against the stopped transmission-side of the converter). Take your foot off of the brake only and what happens? You'll start to slowly move forward from the veins in the engine-half of the torque converter pushing fluid through the veins in the transmission-half of the torque converter.
From there, your numbers will shoot up based upon how aggressively you hit the throttle. Imagine that engine-side of the torque converter spinning at 3k+ RPMs as you've mashed down the skinny pedal. The transmission-half of the torque converter will be resistantly catching up as fluid is forced through the veins from the engine-side at 3k+ RPMs.
As you speed up and the trans shifts up as well, your rotations on the transmission-half of the torque converter will eventually synchronize with the engine-side of the torque converter.
As parameters are met for shifting and locking, the torque converter will lock, mating the engine RPMs to the transmission RPMs. The speed you're experiencing is coming from the higher gears on the transmission and the mated RPMs to the engine.
When locked, a healthy torque converter will stay around "0" but it's normal for there to be slippage in varying driving habits, climates, road conditions, temperatures, etc.