Great video, thanks for the information. I cannot believe how many times the quick and cheap repair many techs (me icluded) unplugged or cut the tcc wire in the 80's. This was on the 125C, 350C and the 700r4 due to surging engines (welcome to lean burn emmisions) or a tcc that was staying locked on due to an electrical fault. The tcc was a mystery at that time. I now wonder how many transmissions were cooked from the heat degenerated in O.D. with 2.73 gears and a torque converter getting to the point of the paint flaking off due to the heat it generated. We know better now.
Dont sell yourself short though! Back then it was new tech, even though we understand it now compared to what we have currently, you guys were figuring it out first without the internet!
I learned the hard way building Transmissions at a local shop at 19, 47 now and still tinkering with them today as a side hustle, it’s so great having all the info at your fingertips compared to just being told that’s the way we do it even though the few books we did have said otherwise
Tuning Question: Please forgive my ignorance on the tuning side of things. When the PCM is programmed to control the 4L60E it can shift up and down per the engine conditions. Can lockup be used as such (Please feel free to further explain as needed)? During Acceleration (Triple disc TC) 1 gear: No Lockup 2 gear: No lockup 3 gear: No Lockup 3 gear: Lockup 4 gear: No locku 4 gear: Lockup Also I have noticed in the PCM transmission tables that 1st and 2nd gear never get lockup. Is it possible to explain why? And if possible, when should they be put in lockup? Thanks Ryan.
Its pointless to lock up in 1st or 2nd and honestly a bad idea due to the shift timing and ratios. Stock pcm and most controllers wont let you perform this action either. Lockup in 3rd is for racing / towing and 4th and lockup is normal operation. The Most important thing about lockup is it should only be used at the top of 3rd and 4th under any scenerio and it must never remain in lockup during a shift or things will break. The table you have typed out is normal operation and what i recommend.
Great explanation , 👍
Great video, thanks for the information. I cannot believe how many times the quick and cheap repair many techs (me icluded) unplugged or cut the tcc wire in the 80's. This was on the 125C, 350C and the 700r4 due to surging engines (welcome to lean burn emmisions) or a tcc that was staying locked on due to an electrical fault. The tcc was a mystery at that time. I now wonder how many transmissions were cooked from the heat degenerated in O.D. with 2.73 gears and a torque converter getting to the point of the paint flaking off due to the heat it generated. We know better now.
Dont sell yourself short though! Back then it was new tech, even though we understand it now compared to what we have currently, you guys were figuring it out first without the internet!
I learned the hard way building Transmissions at a local shop at 19, 47 now and still tinkering with them today as a side hustle, it’s so great having all the info at your fingertips compared to just being told that’s the way we do it even though the few books we did have said otherwise
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Tuning Question: Please forgive my ignorance on the tuning side of things. When the PCM is programmed to control the 4L60E it can shift up and down per the engine conditions. Can lockup be used as such (Please feel free to further explain as needed)?
During Acceleration (Triple disc TC)
1 gear: No Lockup
2 gear: No lockup
3 gear: No Lockup
3 gear: Lockup
4 gear: No locku
4 gear: Lockup
Also I have noticed in the PCM transmission tables that 1st and 2nd gear never get lockup. Is it possible to explain why? And if possible, when should they be put in lockup? Thanks Ryan.
Its pointless to lock up in 1st or 2nd and honestly a bad idea due to the shift timing and ratios. Stock pcm and most controllers wont let you perform this action either. Lockup in 3rd is for racing / towing and 4th and lockup is normal operation. The Most important thing about lockup is it should only be used at the top of 3rd and 4th under any scenerio and it must never remain in lockup during a shift or things will break. The table you have typed out is normal operation and what i recommend.
what would cause a torque convertor to vibrate?
Bad build quality usually.