New T/C 2000 miles later need new trans
03-12-2006, 10:25 PM
#1
Teching In
Thread Starter
iTrader: (2)
Join Date: Oct 2005
Posts: 34
Likes: 0
Received 0 Likes
on
0 Posts
New T/C 2000 miles later need new trans Anyone install new t/c and very few miles later toast the trans? The car has 53000 miles 2fluid changes,tranny cooler, 3400 t/c,catback,pulleys ,lid, 160 t stat, never raced, only normal spirited driving.Got the p0757 code a few days ago,removed it by way of efilive. Still doesn't work.Any ideas. Thanx Clarence.
Last edited by 2001 firehawk; 03-14-2006 at 06:23 PM.
03-12-2006, 11:30 PM
#2
Same thing happened to me about 150 miles after a convertor install. That code started appearing and my lockup failed. Didn't take long and tranny was toast. I won't say the brand of the convertor on here because they did take care of me, but when they cut it apart the clutch lining was sheered clear in half. Have to rebuild the tranny again. Sucks! Good luck. 
Traver
Traver 
BOSS APPROVED!
03-13-2006, 08:56 AM
#4
Moderator
iTrader: (11)
Join Date: Mar 2002
Location: East Central Florida
Posts: 12,604
Likes: 0
Received 6 Likes
on
6 Posts
"Shift Solenoid B Stuck On" doesn't sounds like a converter
related type of thing, but maybe it'a a different failure
masquerading (not a real electro/hydraulic valve problem).
The description in the Helm book looks like the PCM tries to
determine an amount of slip in the transmission by engine
RPM and TCC slip.
The way the fault is set, after 1 sec in gear the PCM will
flag it if the engine RPM is greater than 1.44X TCC slip
(3rd) or 1.13X (4th) or the "estimated gear ratio" is out-
of-bed (1.6-1.8, 3rd or 1.8-3.3, 4th). All looking
like slip in the frictions. The condition must persist for
2 seconds.
It would not surprise me for the problem to be the torque
multiplication at soft throttle overwhelming the holding
power of the clutches/band. The line pressure is kept
low too far up into the throttle, in my book, and maybe
the STR is just more than it can handle. I've never seen
this code myself but I have reprofiled the force motor
table to bring pressure in early (for other reasons) and
so have more for it to work with (not to mention, going
with a lower STR so less torque input to handle). The
line profile w/ load is just not proper for a performance
car I think, but none of the tools as far as I know will let
you get at it directly, only the force motor table which
is further down the chain, than the decision about how
much line% is needed for how much load torque.
Once a clutch has slipped that badly it may have gotten
glazed up and be unrecoverable.
The Helm book mentions checking for damaged seals on
the shift solenoid valve (I guess because this is the only
non-full-teardown thing you could see). But this requires
a specialty solenoid valve leak testing jig so good luck
with a shade tree fix.
When the fault hits the PCM is supposed to command 3rd
gear only. If you fell back into 1st (?) instead that says
it's hard mechanical failure. The TCC also will full time unlock.
Can you tell whether it's first, or 3rd/unlocked in driving?
related type of thing, but maybe it'a a different failure
masquerading (not a real electro/hydraulic valve problem).
The description in the Helm book looks like the PCM tries to
determine an amount of slip in the transmission by engine
RPM and TCC slip.
The way the fault is set, after 1 sec in gear the PCM will
flag it if the engine RPM is greater than 1.44X TCC slip
(3rd) or 1.13X (4th) or the "estimated gear ratio" is out-
of-bed (1.6-1.8, 3rd or 1.8-3.3, 4th). All looking
like slip in the frictions. The condition must persist for
2 seconds.
It would not surprise me for the problem to be the torque
multiplication at soft throttle overwhelming the holding
power of the clutches/band. The line pressure is kept
low too far up into the throttle, in my book, and maybe
the STR is just more than it can handle. I've never seen
this code myself but I have reprofiled the force motor
table to bring pressure in early (for other reasons) and
so have more for it to work with (not to mention, going
with a lower STR so less torque input to handle). The
line profile w/ load is just not proper for a performance
car I think, but none of the tools as far as I know will let
you get at it directly, only the force motor table which
is further down the chain, than the decision about how
much line% is needed for how much load torque.
Once a clutch has slipped that badly it may have gotten
glazed up and be unrecoverable.
The Helm book mentions checking for damaged seals on
the shift solenoid valve (I guess because this is the only
non-full-teardown thing you could see). But this requires
a specialty solenoid valve leak testing jig so good luck
with a shade tree fix.
When the fault hits the PCM is supposed to command 3rd
gear only. If you fell back into 1st (?) instead that says
it's hard mechanical failure. The TCC also will full time unlock.
Can you tell whether it's first, or 3rd/unlocked in driving?
03-13-2006, 12:20 PM
#5
11 Second Club
iTrader: (27)
Join Date: May 2005
Location: Your girl's back door giving her the long stroke while you're at work
Posts: 6,799
Likes: 0
Received 3 Likes
on
3 Posts
Another one here. I drove it for three days. Lost second gear, 3/4 gear clutch pack was bad, rear planetary was bad, drum bad and also had to replace the pump due to shavings creating deep gouges in it. Sent the converter back to TCI for a rebuild and they said the clutch was pretty worn and it had a lot of trash in it. Over a 1000 miles after the rebuild and no problems. Knock on wood
03-13-2006, 01:34 PM
#6
I got that code back when I ran 4000+ stall Yank converters. I turned it off and never had a tranny failure as a result of ignoring it, nor did it ever shift funny after turning it off.
If your clutch was already coming part, junk could get into the solenoid and trip it.
If your clutch was already coming part, junk could get into the solenoid and trip it.
