Engine/Transmission (1998.5 - 2002) 00 with transmission problems any info

[blkdragon]

i have a suncoast single disc and a shift kit from enterprise and i can't get it to lock up in third gear and i heard that a lock up switch isn't a good thing so i was thinking about going with a 5 disc ats and a co pilot any info on this would be great

 

[torkin]

3rd L/U

The factory PCM will call for Loc-Up in 3rd gear IF the O/D is cancelled.

To command L/U in 3rd with O/D on will require a controller to command TCC engagement. The # of disc in the converter has nothing to do with when L/U is commanded.

Smoop

 

[paulb]

As said above the number of discs will not matter on when it locks up, however the torque converter itself can make a difference on when it locks up. There are different torque converters out there that behave differently. Some torque converters are setup, so that you actually have to lift off the throttle before they will go locked. These are often used in towing applications, so that the lockup won't knock cows off their feet. A daily driver torque converter would normally be set so that the lockup won't happen until it's in OD, to save stock shafts. Unless, as previously mentioned, OD is locked out. The way my truck is setup now (with the valve body mods, and torque converter), under all but light acceleration, it will shift to 3rd unlocked, then go locked, then shift to 4th locked (it probably unlocks during the shift, but I sure can't tell).



A lockup switch can work well as long as you use it wisely... A controller is safer.



My suggestion is that you contact the trans builders (I like DTT, but I have heard good things about the others as well), and tell them how you want it to shift, and let them make the recommendations on their setup. Doing a torque converter and a shift kit is probably not going to get you exactly what you want. Adding a controller will help, but doing a complete trans would be the best.



Paul

 

[torkin]

Tcc L/u

Yes, torque converters do behave differently in regards to efficiency, torque multiplication, stall and converter clutch torque capacity. However, I disagree that the converter itself can control WHEN converter clutch apply occurs.



Converter clutch apply engagement time & quality is controlled by #1 pressure, #2 the exhaust circuit,#3 clutch material composition,& #4 the design and # of plates used for engagement. It is also affected by the speed differential between turbine and impeller( engine rpm), this is determined by the efficiency of the fluid coupling. Proper calibration can produce a smooth as silk to a sharp engagement. Lifting throttle for clutch engagement would only be used to mask lack of durability (torque capacity) or the lack of ability to calibrate engagement.



If you want to play pedal lift, just get a standard shift.



I do agree that upshifts with TCC engaged is not drivetrain friendly.

Smoop

 

[blkdragon]

thanks guys

 

[wtfd6]

mine locks up in third. even when it was stock it would. you might want to check for apps "noise".


mark