HOW does torque converter lock up work???
04-02-2002, 08:56 AM
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HOW does torque converter lock up work???
I just got a rebuilt 700R4 for my T/A. They said it was calibrated for HP(vette servo, shift kit, etc). However now that it in, it drives like a granny car. It shifts at 3900 rpms at WOT!!! I know how to fix this by changing the governor, but it is supposed to have a 2100 stall, but it feels like a 1600. If you ar driving, it stays locked, it never seems to unlock if you goose the pedal like my Camaro does. What controls the lockup, and what do I need to call and bitch about to these people as far as the lock up is concerned. Thanks!
04-02-2002, 01:18 PM
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I am farmilar with the TV cable and it's functions. It has been adjusted. However, it does shift like the TV cable is outta adjustment. I don't see how it could be streched or anything considering that it worked okay with the old tranny. I did the test B&M said to do on their website to see if lock up works correctly, it fails.
04-02-2002, 02:31 PM
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Car: 82 Berlinetta/57 Bel Air
Engine: LS1/LQ4
Transmission: 4L60E/4L80E
Axle/Gears: 12B-3.73/9"-3.89
I would say take it back to them, tell them what it does and doesn't do right, and insist (in a civilized fashion) that they get it right.
I'm going through TCC lockup issues as well, but my problem is that it never locks. I've discovered the following in my research:
12 volt power: Goes through a switch on the brake pedal, should have 12 volts at the tranny when ignition switch is on and brake off.
TCC lockup command: The computer grounds the circuit to achieve lockup.
Valve body switches: There are two switches involved, one in series with the solenoid that opens the circuit when the tranny shifts from 4th to 3rd - if bad, the solenoid never gets the signal; another that tells the computer you're in 4th gear - there are two ways that is done, so if they put the wrong switch in for your application, the computer will be confused.
That may not help you fix the problem, but it will give you a better idea what could be wrong when you take it back to get the problems fixed.
I'm going through TCC lockup issues as well, but my problem is that it never locks. I've discovered the following in my research:
12 volt power: Goes through a switch on the brake pedal, should have 12 volts at the tranny when ignition switch is on and brake off.
TCC lockup command: The computer grounds the circuit to achieve lockup.
Valve body switches: There are two switches involved, one in series with the solenoid that opens the circuit when the tranny shifts from 4th to 3rd - if bad, the solenoid never gets the signal; another that tells the computer you're in 4th gear - there are two ways that is done, so if they put the wrong switch in for your application, the computer will be confused.
That may not help you fix the problem, but it will give you a better idea what could be wrong when you take it back to get the problems fixed.
04-02-2002, 03:37 PM
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great info! I found out what the issue is. They converted the tranny I bought to a hydraulic lock up, instead of the OEM style computer/electric lock up solenoid. They do this because they mass produce trannys and it better suits the purpose to cover more applications I guess. Anyway, they are going to send me the stuff to change it back to OEM style.
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