I have installed a edge 2600 stall converter. Have about 700 miles on it. When I first put it in along with cam swap, when it got to around 2500 rpm it would throw u back in the seat and pull like a scolded cat. But I have noticed that feeling it not there anymore. Any ideas. So I rechecked trans fluid cold and it was up past the hot mark. I said what.... so I warmed up the truck, test drove to get fluid hot, rechecked fluid and it is in between the two hot dots. Perfect... I'm confused. Hope converter has not failed.
question on tc..
smith92rc
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I have installed a edge 2600 stall converter. Have about 700 miles on it. When I first put it in along with cam swap, when it got to around 2500 rpm it would throw u back in the seat and pull like a scolded cat. But I have noticed that feeling it not there anymore. Any ideas. So I rechecked trans fluid cold and it was up past the hot mark. I said what.... so I warmed up the truck, test drove to get fluid hot, rechecked fluid and it is in between the two hot dots. Perfect... I'm confused. Hope converter has not failed.
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It has to be running to check normally warm gets a better reading by allowing fluid to circulate and actually heat up some. The converter will drain back a little over night and the clutches will empty out some also so if you check off it will read high
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You should be able to feel it lock around 45mph and if it wasn't working hokding wose locked up it would throw a code for lockup ratio error. Now the converter itself may have an issue. You say it is a 2600 power brake it see where the rpm stop climbing or the tires spin they the brakes should be right around 2600
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CVI numbers are more for clutch pack wear indications. Check the fluid when you get home hot and see where it's at. Go for a drive under ttansmission and watch tqslip or lockup percent slip in full lock it should be less than 50 diff from dash board.
Another test I read was to apply light brake pressure while driving and rpms should either increase or decrease. I tried this several times and there was no change at all in rpms. Any input. Forgot scanner on the drive to my parents house.
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That test is hard to do on a newer vehicle since the computers are so fast.
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Seems I remember that the normal lockup is a modulated signal that was designed to mask the TC lockup to soften the transition. This would make the actual lockup point difficult to detect. I was told by my transmission guy that the TC lockup should be the last event, this means it goes through the gears using the TC slippage to again soften the shifts and then finally locks up. On the 03 you can turn off the OD which puts you in third gear. Maybe try to hold the speed steady and note your rpm, then turn on the OD. Try to detect the gear change and TC lockup. This should be two events, but as mentioned the lockup is modulated. If nothing else at this point you can calculate rpm to speed change to confirm both events occurred.
On my 46RH TC lockup is just a on/off switch and when the TC locks up it feels like an actual gear change. Just as an example of what a TC lockup can feel like.
On my 46RH TC lockup is just a on/off switch and when the TC locks up it feels like an actual gear change. Just as an example of what a TC lockup can feel like.
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Unlocked. Cruise at 45 OD off the turn it back on and you should see feel and hear an rpm drop that's lockup
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It takes a little over 50% throttle or %70 Los to kick the lockup out
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The original TC back in the day (Torqueflite 727) was simple as it didn't have lockup. It couldn't run 1 turn in and give one turn out. There was always slippage even at or past stall speed. The newer TC can lockup as they have a clutch band internally that locks up tight and gives one turn in and one turn out. This is controlled hydraulically. Lockup is different than stall speed. Stall is the amount of slippage the cut of the turbine allows before it is running at it's most efficient point which is close to but not one to one. Typically at this point lockup occurs giving the one to one output same as that of standard trans would have with a clutch. A TC with a 2300 stall would allow slippage up to 2300. Depending on the engine power band this might be good or bad if the engine had a cam that made power between 2800-6000 it would be loading the motor before it was making power. If the TC had a stall of 3000 the engine could spin up into it's power band and be making more power to get things moving. This is where many folks get confused. With a stall of 3000 allowing considerable slippage can be locked up at cruise speed, say 2000 rpm running much more efficiently than it wasn't locked. A high stall TC that locks up is the absolute best of both performance and efficiency. I hope this helps.
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Helped me. :thumb: Thanks for the in-depth explanation. :bow:
Yes. Thanks Greg..
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