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Let me try to make a long story longer....
This is an early core which I’ve been using for a good 10 years with various Tb valve bodies.
Current setup has been working perfect for 1-1/2 years. CK d3 with fti single disc lockup.
About a month ago I had a pump gear break. Replaced it with a rebuilt unit and sent converter in for new hub. Went through trans for a check up. Put everything back together and all was good. Went straight to the track, made about 8 passes. A couple days later, fired car up and when I put it in gear the motor died because converter was locking. It did this randomly the next couple I drove it, but then started happening more. Pulled trans and couldn’t find anything wrong. Sent converter back to fti and they said everything is in order.
Talked to CK and he suggested blocking the converter limit valve. Put it back in today and it’s even worse. Can’t get it in gear at all without the converter locking and killing the motor.
Line to lube is drilled and converter spacing is 3/16”.
Does it with and without electronics plugged in.
About a month ago I had a pump gear break. Replaced it with a rebuilt unit and sent converter in for new hub. Went through trans for a check up. Put everything back together and all was good.
-"Rebuilt unit" ? Specifically, do you mean a replacement pump assembly, or something else? If you do mean a pump assembly; did you open in, inspect it, clearance it, and lube it? Or just used it as is?
Talked to CK and he suggested blocking the converter limit valve. Put it back in today and it’s even worse.
-How did you go about doing this? Did you block the Torque Converter Pressure Limit Valve CLOSED making the converter feed pressure = line pressure? And going into the converter clutch release and enable circuits...
-Did you block one of the passages in the converter feed or regulated converter feed circuits?
-Did you block the Torque Converter Pressure Limit Valve OPEN, exhausting the converter feed fluid... Allowing TCC signal fluid to open the TCC apply/ return circuit to TCC regulated apply fluid...
Just let us know what you did specifically as you say the torque converter is locking, and intermittently not unlocking when coming to a stop/ engine idle.
If it helps at all use the diagram bellow...
CK's D3 brake feeds the TCC full time line pressure. So theoretically, you could command lockup anytime you wanted and it would do it.
1st gear, reverse, etc. Wouldn't matter.
Factory VB doesn't feed the TCC solenoid oil until 2nd gear and above.
So...I would check the solenoid and TCC valve. Make sure the valve strokes freely and then toss an $8 solenoid at it. See where it gets you.
Factory VB doesn't feed the TCC solenoid oil until 2nd gear and above.
Right, 2-3 drive oil must be regulated into TCC signal oil...
LOL this is where guys who raid the junk yard start drilling holes in the valve-body to reroute fluid with brake line tubing and fittings...
Maybe it's just the loonies in Hunts Point, NY, that hack things up like that.
I believe you may be thinking of an older CK D3 unit in regard to TCC full time line pressure.
Just let us know what you did specifically as you say the torque converter is locking, and intermittently not unlocking when coming to a stop/ engine idle.
If it helps at all use the diagram bellow...
A replacement pump from Tran supply house.
Blocked the converter limit. Pulled the spring and put a spacer in there. Same location converter company’s supply a hd spring.
If you have it apart...post a picture of the separator plate. That will be a 2 second way to tell if your version of the CK gives line to the TCC or regulated 2-3-D oil like factory
Here you can see I've circled one hole in red. This hole is how CK decided to feed the TCC Solenoid. This hole feeds DRIVE oil from the case into the Valve Body.
I've marked the factory hole location in blue. Factory feeds 2-3-D oil into the same passage in the valve body.
So, since this does indeed feed line to the solenoid in all forward ranges, I could see a failed solenoid being your issue.
IF the trans does not have this issue in reverse, but it does have the issue in any forward range, then I would say this even more confirms my assumption and if it were mine, I would be putting in a new TCC solenoid.
If it does it in reverse also...then it's likely NOT that solenoid.
Internal converter issue
Sticky valve in pump or VB
Or a crossleak somewhere in the pump feeding the lockup clutch in the converter.
I'd say likelyhood of issues follows that list in order
Here you can see I've circled one hole in red. This hole is how CK decided to feed the TCC Solenoid. This hole feeds DRIVE oil from the case into the Valve Body.
...And the Monsta is correct as usual. Thank you.
The OP could have said it was an older CK valve-body; and I would not have mentioned it.
Last edited by vorteciroc; Apr 7, 2020 at 07:41 PM.
-Line pressure comes from the pressure regulator valve and passes through the TCC Limit valve
-Then passes through the TCC Enable valve
-Then passes to the TCC Shift valve to help the TCC Shift valve (along with spring force) stay in the TCC released/ Off position
With the way the other TCC circuits are designed to move the TCC Shift valve into the TCC applied/ On position...
Line pressure pushing the TCC Shift valve into the released position, should keep the TCC released/ Off.
Drive oil feeding the TCC PWM solenoid instead of 2-3 Drive oil... would simply allow 1st gear TCC aplication as well as in 2nd, 3rd, and 4th.
If the TCC PWM solenoid was not regulating drive oil pressure down, and was passing line pressure into TCC Signal fluid:
-Line pressure would close the TCC Regulator valve and pass line pressure into TCC Regulated apply oil
-Line pressure in TCC Signal fluid and in TCC Regulated apply oil would both go to move the TCC Shift valve into the TCC
-However as Maroon Monsta said, in Reverse the TCC would release.
Now one possibility is...
If the TCC Regulator valve is stuck closed...
Even in Reverse...
Line pressure would enter the TCC Regulated apply oil and go to the TCC Shift valve...
Passing line pressure to move the TCC Shift valve into the TCC apply/ On position.
I would try looking into the valve-body first.
As Maroon Monster said, there are other possibilities.
Went through the vb and pump with fine tipped comb and found nothing wrong. Decided to put it back in and lower the pressure a bit to see if it helps. No luck. Same problem. Looking back at MM’s post, thought it’s got to be the converter. Threw a stock one in and problem solved. FTI is gonna get a pissed off call tomorrow and see my converter for the 4th time this year. 🙄
The guys at FTI are usually great to work with and make a good product.
I'm not accusing you...don't take it that way...but could there be any user error?
Are you standing on the brake for 7+ seconds? That's just begging for converter failure.
Cooler with too much restriction?
Bad stator bushings bleeding off converter pressure and causing slip while locked until it eats its kittens?
It can be frustrating for builder and customer when issues like this. They're tough to pinpoint as the cause and just ultimately they cause heartache for all parties involved.
I would just double check those things while FTI has a look at the converter
Everything is new and right in the trans. I even have the cooler lines looped. And just to make sure the stock converter is working properly, I commanded lockup at idle and it does nothing in reverse but kills the motor in forward gear. That's proof for me.
Don't get me wrong, this has been by far the best converter I've had. Builds boost fast and couples quick. The problem started after a pump failure and they replaced the hub. Sent it in for this problem and they said nothing is wrong. I haven't been able to drive at all, much less put it on the brake.
Put attention Dalton on the converter when you send it in and I will make sure the converter gets taken care of. For the converter to be in here 4 different times there is definitely something odd going on. (not pointing fingers) like Monster said.
Feel free to shoot me a PM or email with your info when you get time. I'd like to pull up the history on what has been done to the converter so far. my direct email is dalton@ftiperformance.com
-Dalton
__________________ FTI COMPETITION CONVERTERS AND TRANSMISSIONS "IT'S NOT CHEATING, IT'S THE COMPETITIVE EDGE." 1-866-726-8358 info@ftiperformance.com FTIPerformance.com FTI Converter build sheet
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4l80e locking converter when put in gear 
Thank you.
