4k yank SS lockup vibration?!?
4k yank SS lockup vibration?!? Car is not tuned yet seems to lock up fine at 40 mph then horrible vibration underneath car almost feels like driveline is vibrating bad, car also feels sluggish in lockup like it's bogging...can a tuner lift the lockup speed a little higher?!?! Cuz it seems like 40 mph is just to low car has 3.23s gears also spoke with stunner that said he will not lockup the tranny?!?!? What's that about?!?!
I have Yank SS3600 with 3.23s'. My lockup occurs at about 40mph. RPM after lockup with virtually no throttle applied puts rpm at about 1100-1200. Doing a very slight throttle increase at that situation without dis-engagement of lock-up does produce a sensation of vibration. You're asking the engine to slightly accelerate while in locked-up non-slip overdrive.More throttle will cause the lock-up to unlock and the 'vibrations' will go away due to the engine being able to operate at a higher rpm due to natural convertor slippage.
tune the trans lock up points to occur at a slightly higher MPH and retest. If I had my log up I would post where it works great for DD and to eliminate the vibration with the stall converter. Also if its a DD you probably will want to set it so it does not lock up in 3rd to reduce wear on the converter clutch. kinda hard on them in perf. converters going in and out of lock putzing around town.
Last edited by gto65lvr; Jan 27, 2015 at 04:18 PM.
lol welcome to the well known world of crappy lockup clutches on the yank converters. do yourself a favor, sell that thing on ebay and get yourself a vigilante. had the same issue on mine. yank told me it was my trans. never had a problem on the stock converter. mailed them their converter back so they could look at it and the tracking number said it got rejected by the addresse and was marked "return to sender" well, i never got that thing back and lost out on a lotta money. ended up buying a vigilante converter and guess what? no more problems lol. we are just a couple of many many people with yank converter lockup issues. google it.
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From: Ann Arbor, MI
The stock 4L60E has a PWM lockup clutch which provides a gradual lockup so that Ms Daisy doesn't doesn't feel a jolt when the lockup engages. Over time the lockup clutch valve gets looser and looser which then lowers the fluid pressure to the clutch. Eventually you get a P1870 code when the PCM detects the lockup clutch slipping.
Many aftermarket converter companies prefer to have the PWM lockup clutch replaced with a on/off clutch so that the fluid pressure is either on or off and not half-on. The Transgo HD2 and Sonnax Performance Pack shift kits do exactly this, as does the Fitzall valve.
I don't know but perhaps the Yank lockup clutch is more sensitive than others to a worn PWM valve.
I have read every 4L60E related post here for several years and do not recall a single other complaint about Yank converters.
I have been very happy with my Yank SS3600 converter, although I recently bought a CircleD 3600 triple-disk just to try something different.
Many aftermarket converter companies prefer to have the PWM lockup clutch replaced with a on/off clutch so that the fluid pressure is either on or off and not half-on. The Transgo HD2 and Sonnax Performance Pack shift kits do exactly this, as does the Fitzall valve.
I don't know but perhaps the Yank lockup clutch is more sensitive than others to a worn PWM valve.
I have read every 4L60E related post here for several years and do not recall a single other complaint about Yank converters.
I have been very happy with my Yank SS3600 converter, although I recently bought a CircleD 3600 triple-disk just to try something different.
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Joined: Aug 2010
Posts: 7,323
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From: Ann Arbor, MI
I do think you need to get a tune first and likely raise the lockup speed.
If that doesn't fix it, look into replacing the troublesome PWM lockup valve with something like the Fitzall. This does require dropping the valve body, at which point you might want to install a shift kit.
If that doesn't fix it, look into replacing the troublesome PWM lockup valve with something like the Fitzall. This does require dropping the valve body, at which point you might want to install a shift kit.
The stock 4L60E has a PWM lockup clutch which provides a gradual lockup so that Ms Daisy doesn't doesn't feel a jolt when the lockup engages. Over time the lockup clutch valve gets looser and looser which then lowers the fluid pressure to the clutch. Eventually you get a P1870 code when the PCM detects the lockup clutch slipping.
Many aftermarket converter companies prefer to have the PWM lockup clutch replaced with a on/off clutch so that the fluid pressure is either on or off and not half-on. The Transgo HD2 and Sonnax Performance Pack shift kits do exactly this, as does the Fitzall valve.
I don't know but perhaps the Yank lockup clutch is more sensitive than others to a worn PWM valve.
I have read every 4L60E related post here for several years and do not recall a single other complaint about Yank converters.
I have been very happy with my Yank SS3600 converter, although I recently bought a CircleD 3600 triple-disk just to try something different.
Many aftermarket converter companies prefer to have the PWM lockup clutch replaced with a on/off clutch so that the fluid pressure is either on or off and not half-on. The Transgo HD2 and Sonnax Performance Pack shift kits do exactly this, as does the Fitzall valve.
I don't know but perhaps the Yank lockup clutch is more sensitive than others to a worn PWM valve.
I have read every 4L60E related post here for several years and do not recall a single other complaint about Yank converters.
I have been very happy with my Yank SS3600 converter, although I recently bought a CircleD 3600 triple-disk just to try something different.