SSF3500 No Lockup
SSF3500 No Lockup I've had this SSF3500 TC in my 01 SS F11 cam full bolt-on car for about 4000 miles and has been working great till this past weekend the trans temps were getting around the 200-210 area cruising on the interstate about 75mph.The trans used to run quite cool 150-170 on the interstate,I notice the TC is no longer locking up in OD so I call up my buddy John02SS and we try to lock it manually with hp tuners,still wont lock,you can feel a slight drop in rpm like its wanting to lock but doesn't,which tells me the lock up solenoid is working tried locking it up about 50 times that night and no luck,so that leads me to think the TC Lock-Up Clutches have taken a ****.I've searched on this and found alot guys that ran into this problem with their TCI so my question is how long of a turnaround is it to get it back from TCI? Has anyone had better luck with their TCI the second time around?
Joe
Joe
Misfires will make it not try at all. So will transmission
component slipping code. But that would set a light.
I had this latter happen to me with the TCI3000 on
hot days up long grades. I have had to increase the
low end of the force motor pressure (decrease the
current) very substantially to get reasonable highway
holding. The PCM is commanding 0% line at cruise,
it's stupid but there's no "handle" for it in HPTuners
so you have to scale the force motor settings for
what is commanded instead.
This puts more load on the pump and more parasitic
drag on the motor but it beats grinding the TCC
full time.
Also set your TCC offset table to 98 so you get the
clutch applied hard & now, not "feathered". Don't
need to tickle the plowhorse with a feather, just
smack its ***. But the wimp line settings make it
a pretty limp-wirsted slap, at "normal" pedal.
component slipping code. But that would set a light.
I had this latter happen to me with the TCI3000 on
hot days up long grades. I have had to increase the
low end of the force motor pressure (decrease the
current) very substantially to get reasonable highway
holding. The PCM is commanding 0% line at cruise,
it's stupid but there's no "handle" for it in HPTuners
so you have to scale the force motor settings for
what is commanded instead.
This puts more load on the pump and more parasitic
drag on the motor but it beats grinding the TCC
full time.
Also set your TCC offset table to 98 so you get the
clutch applied hard & now, not "feathered". Don't
need to tickle the plowhorse with a feather, just
smack its ***. But the wimp line settings make it
a pretty limp-wirsted slap, at "normal" pedal.
TECH Senior Member
Joined: Nov 2001
Posts: 10,341
Likes: 1
I might test that out. I disabled the misfire the last time I was there but turned off lockup in fourth at the same time. I'll test that next time I make a change.
Mine fluttered in lockup in third. Then it slipped in third and then it went altogether. I then turned lockup off in third and only had it come on in fourth. It worked a bit and then went **** up.
As a test I'll renable it in fourth and make the change Jimmyblue suggested.
Jimmy do you have a screenshot of the table you are adjusting? I am using edit for now till I get access to HPTuners.
Mine fluttered in lockup in third. Then it slipped in third and then it went altogether. I then turned lockup off in third and only had it come on in fourth. It worked a bit and then went **** up.
As a test I'll renable it in fourth and make the change Jimmyblue suggested.
Jimmy do you have a screenshot of the table you are adjusting? I am using edit for now till I get access to HPTuners.
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[QUOTE=CHRISPY]
Jimmy do you have a screenshot of the table you are adjusting? I am using edit for now till I get access to HPTuners.
QUOTE]
I took screen snapshots of the way I've modified mine,
and the way it was stock. The 3-D line views show how
the stock settings are slow to roll on pressure with
torque, as well as the freaky blow-off at > 95% line
commanded (ick).
I fully expect there might be a more moderate line
profile that would be better for some; I've had to keep
on pushing it to get decent lockup holding capacity
(like, go up an overpass at 80MPH cruise and not flare)
on my hardware. As little as neccessary would be more
efficient and less stress. But slip has to be suppressed
in normal driving or you'll cook.
Jimmy do you have a screenshot of the table you are adjusting? I am using edit for now till I get access to HPTuners.
QUOTE]
I took screen snapshots of the way I've modified mine,
and the way it was stock. The 3-D line views show how
the stock settings are slow to roll on pressure with
torque, as well as the freaky blow-off at > 95% line
commanded (ick).
I fully expect there might be a more moderate line
profile that would be better for some; I've had to keep
on pushing it to get decent lockup holding capacity
(like, go up an overpass at 80MPH cruise and not flare)
on my hardware. As little as neccessary would be more
efficient and less stress. But slip has to be suppressed
in normal driving or you'll cook.
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Originally Posted by CHRISPY
Wow that is a big change man!
blown up. But I can make you no guarantees there.
Anyway, this is where about a year of "easing into it"
over and over and over has ended me up, on a
converter clutch system that's quite likely the same
as yours (minus some bad fluid choices early on).
Engine Misfire has been deleted since my first Cam.We tried locking it manually with HP,so shouldn't that make it lock now no matter what the force motor is set at?The lockup feature in HP Tuners has always worked great to make it lock but now you get squat,you can hear the exhaust tone change but just wont lock.I drained the tranny fluid today and removed the pan today and found little chunks of what appears to be black lining of somesort so my guess would be it came from the lockup clutch in the TC.
Joe
Joe
11 Second Club
Joined: Feb 2003
Posts: 5,524
Likes: 1
From: The South
I had the same problem with my SSF3500. It didn't refuse to lock until I was on my way to ls1 speed for my rebuilt tranny (lost clutch packs) and I was having it sent to TCI to be restalled anyway. Lucky timing I guess. They (obviously) verfied it was broken when it went to TCI for the restall. It was all fixed up at no extra expense, as it should be. I'd be a little upset if it wasn't for the fact that it barely even affected me.
Joined: Nov 2003
Posts: 6,216
Likes: 236
From: Wichita KS / Rancho San Diego
Reports of this problem were one reason I decided to go with the Transgo shift kit when I had my TCI installed. The revised TCC valve with the kit does away with PWM and makes for very firm lock-up - so much so that I've learned not to pump the brakes at freeway speeds, as the re-lock is like a jolt. We'll see what happens, but with about 3k on the converter, all is good.
11 Second Club
Joined: Feb 2003
Posts: 5,524
Likes: 1
From: The South
Originally Posted by RevGTO
Reports of this problem were one reason I decided to go with the Transgo shift kit when I had my TCI installed. The revised TCC valve with the kit does away with PWM and makes for very firm lock-up - so much so that I've learned not to pump the brakes at freeway speeds, as the re-lock is like a jolt. We'll see what happens, but with about 3k on the converter, all is good.
Joined: Nov 2003
Posts: 6,216
Likes: 236
From: Wichita KS / Rancho San Diego
Originally Posted by blkZ28spt
I had a transgo shift kit go in with my converter. Didn't lose the lockup for almost exactly one year. (only about 8-9k miles)