Torque Converter Allowed to slip
#1
TECH Fanatic
Thread Starter
Torque Converter Allowed to slip
So, One of the reasons i got a new transmission long ago is I thought there was a slip while in 3rd and 4th gear. When giving the gas on the highway you can see the rpms rise and then "Grab" again.
Long story short after i got my TEP transmission the same occurred.
I'm merely writing this hear because someone else mentioned this on another forum and wanted to educate whoever may be confused about what is going on and how to fix it.
Long story short, the torque converter is set as low as 10% Pulse Width Modulation. For a lack of a better explanation, its at 10% clamping power. When it detects slip it slowly increases the "clamping" power until it stops. Then it slowly drops it back down to 10% allowing it to happen all over again. This is a recipe for eaten Torque converter clutches and material in the pan.
With HP Tuners or whatever software will allow you to modify the torque converter i would set the minimum to 90% and the max to 100%. The car will never use 100% unless it has an issue with slip at 90% which it should not. If it does then your clutch is on its way out anyways.
After making these adjustments you will be able to push the gas and the rpms will rise 1:1 with the speed of the vehicle, instead of acting like the TCC is not even engaged at all and allowing the rpms to jump up before the converter "grabs" again.
If you do not have a built transmission this may not be a good idea for you. Maybe start off at 50% minimum across the board.
Also another thing to note, this will cause the TCC to engage quickly. It will feel like a gear shift when engaging.
Long story short after i got my TEP transmission the same occurred.
I'm merely writing this hear because someone else mentioned this on another forum and wanted to educate whoever may be confused about what is going on and how to fix it.
Long story short, the torque converter is set as low as 10% Pulse Width Modulation. For a lack of a better explanation, its at 10% clamping power. When it detects slip it slowly increases the "clamping" power until it stops. Then it slowly drops it back down to 10% allowing it to happen all over again. This is a recipe for eaten Torque converter clutches and material in the pan.
With HP Tuners or whatever software will allow you to modify the torque converter i would set the minimum to 90% and the max to 100%. The car will never use 100% unless it has an issue with slip at 90% which it should not. If it does then your clutch is on its way out anyways.
After making these adjustments you will be able to push the gas and the rpms will rise 1:1 with the speed of the vehicle, instead of acting like the TCC is not even engaged at all and allowing the rpms to jump up before the converter "grabs" again.
If you do not have a built transmission this may not be a good idea for you. Maybe start off at 50% minimum across the board.
Also another thing to note, this will cause the TCC to engage quickly. It will feel like a gear shift when engaging.
Last edited by Sint3k; 10-12-2015 at 02:40 AM.
#3
I have the updated TCC apply valve and 100/90 was way to harsh for the TCC engagement. I left those settings alone. My TCC apply and release settings are as follows, no issues with bogging....
#4
TECH Fanatic
Thread Starter
I'm running 3.69 chain, my rpms are abit higher,I had no issues, I'm not a fan of the linear setup.I just like to know where it's on and off at.
#5
So, One of the reasons i got a new transmission long ago is I thought there was a slip while in 3rd and 4th gear. When giving the gas on the highway you can see the rpms rise and then "Grab" again.
Long story short after i got my TEP transmission the same occurred.
I'm merely writing this hear because someone else mentioned this on another forum and wanted to educate whoever may be confused about what is going on and how to fix it.
Long story short, the torque converter is set as low as 10% Pulse Width Modulation. For a lack of a better explanation, its at 10% clamping power. When it detects slip it slowly increases the "clamping" power until it stops. Then it slowly drops it back down to 10% allowing it to happen all over again. This is a recipe for eaten Torque converter clutches and material in the pan.
With HP Tuners or whatever software will allow you to modify the torque converter i would set the minimum to 90% and the max to 100%. The car will never use 100% unless it has an issue with slip at 90% which it should not. If it does then your clutch is on its way out anyways.
After making these adjustments you will be able to push the gas and the rpms will rise 1:1 with the speed of the vehicle, instead of acting like the TCC is not even engaged at all and allowing the rpms to jump up before the converter "grabs" again.
If you do not have a built transmission this may not be a good idea for you. Maybe start off at 50% minimum across the board.
Also another thing to note, this will cause the TCC to engage quickly. It will feel like a gear shift when engaging.
Long story short after i got my TEP transmission the same occurred.
I'm merely writing this hear because someone else mentioned this on another forum and wanted to educate whoever may be confused about what is going on and how to fix it.
Long story short, the torque converter is set as low as 10% Pulse Width Modulation. For a lack of a better explanation, its at 10% clamping power. When it detects slip it slowly increases the "clamping" power until it stops. Then it slowly drops it back down to 10% allowing it to happen all over again. This is a recipe for eaten Torque converter clutches and material in the pan.
With HP Tuners or whatever software will allow you to modify the torque converter i would set the minimum to 90% and the max to 100%. The car will never use 100% unless it has an issue with slip at 90% which it should not. If it does then your clutch is on its way out anyways.
After making these adjustments you will be able to push the gas and the rpms will rise 1:1 with the speed of the vehicle, instead of acting like the TCC is not even engaged at all and allowing the rpms to jump up before the converter "grabs" again.
If you do not have a built transmission this may not be a good idea for you. Maybe start off at 50% minimum across the board.
Also another thing to note, this will cause the TCC to engage quickly. It will feel like a gear shift when engaging.
#6
TECH Fanatic
Thread Starter
yes, thats exactly it. The torque converter slips a tad and regrabs so you get a shutter feeling when giving it gas after cruising. You could also be giving it enough gas to cause the Torque Converter to unlock entirely and then relock together. The way i have mine setup, it engages the clutch so fast and hard it feels like a gear change, which is fine with me.
#7
yes, thats exactly it. The torque converter slips a tad and regrabs so you get a shutter feeling when giving it gas after cruising. You could also be giving it enough gas to cause the Torque Converter to unlock entirely and then relock together. The way i have mine setup, it engages the clutch so fast and hard it feels like a gear change, which is fine with me.
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#9
I'll call him to get it tommarrow probably or stop by, he's a pretty busy guy so I may have to bust his *****. I got the tune done here at performance by joe in St. Louis, he's pretty good at corvette and viper tunes, at the time I got it done he couldn't really be agreesive at it cause I was running cheap gas instead of premium, so my tune is built for 91+ incase I ever drive out of town
#10
TECH Fanatic
Thread Starter
I'll call him to get it tommarrow probably or stop by, he's a pretty busy guy so I may have to bust his *****. I got the tune done here at performance by joe in St. Louis, he's pretty good at corvette and viper tunes, at the time I got it done he couldn't really be agreesive at it cause I was running cheap gas instead of premium, so my tune is built for 91+ incase I ever drive out of town
#13
#15
What gearset you running? When I did the tune for my 3.29 gears I copied most of the settings from the Comp-G which had those gear ratios stock, including the tcc lockup settings. Obviously some adjustments were tweeked so they were more to my liking but you get the idea.
#17
What gearset you running? When I did the tune for my 3.29 gears I copied most of the settings from the Comp-G which had those gear ratios stock, including the tcc lockup settings. Obviously some adjustments were tweeked so they were more to my liking but you get the idea.