These advantages are gone as soon as the vehicle is moving faster. You are looking at the wire side of the connector. As the fluid is driven in toward the center by its reaction against the turbine blades, it strikes the vanes of the stator. At the switch I have a delay valve at the hose end where it connects to the switch. This also should work on A413 lockup-equipped vehicles. The Radio Shack relay has two sets of contacts. An advantage of this is that it reduces the cooling load on the radiator and saves fuel as well.
The factory installed a couple of different types of pressure switches depending on the application. Almost all vehicle manufacturer using automatic gearboxes with converters, do have this system. Go back to test 13. It is a bug in the firmware, as confirmed by Mopar Tech Support. The lockup clutch is now given full pressure, and no slip. Lockup reduces slippage in the converter increasing fuel economy. The switch does what its supposed to,i would say you will need the valve body replacment if your looking at the engine breaking side of things, gets a bit rough at low revs.
For most situations, there is no need to use the lockup kit over slow or rough terrain except for the downhills. Early 700's locked in 3rd also. Has anyone ever done something like thing on our A750 trans? The converter locks up at 30-40 mph anyways and stays locked up until you either A. The fluid coupling is effectively two paddlewheels in the same oil-filled drum-one part of the case, one turning freely, as you can see in the photo on page 40. Ash is our primary customer support staff and is also excellent at sorting through various administrative hurdles. Obviously they were anticipating much lower shock loads with the juice tranny. Good luck and if you have any questions, you can.
Then the sprag's one-way clutch allows it to turn freely with the whirling fluid of the impeller and turbine. The purpose is to lock up the convertor in low gear while desending downhill, which in turn saves burning or wearing out your brakes. Heat builds up naturally from the fluid shear, but ordinarily it should exit through the coolant lines and sink through the radiator into the cooling air stream. Simple relay, 2 position switch for on, off and a push to lock button. One more method from Andrew Dodd There's an easier way to implement lockup disable. Failure of the stator one-way clutch, a rare enough event, is far more common than a burned-out lockup clutch. The impeller puts the transmission fluid in motion.
It's up to you to engineer the physical placement of the relays, routing and dressing the wires, etc. For vacuum going to the low-vacuum switch you will need to use a manifold vacuum source. . Exception: A 50 series code is always checked first. The impact of the moving fluid on the turbine vanes exerts a force that tends to turn the turbine in the same direction as the impeller rotation. Both transbrake options feature a forward shift pattern, and still retain the lock-up torque converter function as well.
Because we are locking the engine to the transmission by activating the Lockup Kit this is exactly the same as letting the clutch out on a manual. You must cycle ignition power to reset the computer to re-enable lock up. There seems to be some confusion here as to what a torque converter does. My thinking is: -Less heat build up from the torque converter, especially when going slow and loaded up. The turbine is not mechanically connected to the impeller in the absence of an applied lockup clutch , but spins entirely from the inertia of the whirling oil.
When the solenoid is engaged, fluid is applied to the torque converter clutch, creating lockup and a direct link between the engine and transmission. I may be wrong, but so what, I've been wrong before. I highly recommend that you have a transmission cooler installed before you do this. If there were some way to lock the crankshaft to the transmission input shaft, in the same one-to-one ratio as in a manual transmission, the energy the engine produces as torque could be delivered at no discount to the working gears of the transmission. The transmission computer is programmed to allow torque converter lock up in second gear only if the engine is excessively hot.
I hope it all works for you. This technical manual was the best investment I had ever made. You are in front of the vehicle. Several transmission flushers are out there, and they do a good job of removing contaminants from the transmission, converter and cooler. Many years ago, I drove a turbo diesel 2. We also offer a transbrake valve body option on all of our 4L80E transmissions.
I do notice the engine temp going up about the thickness of the needle when running un-locked for several miles. You may actually feel it engage, just like another shift point. It can be done with a toggle easily. It'll only lock-up at a certain speed while in third gear when wired this way. Then connect to the new single-pin connector at the transmission arrow, photo C. When you pressed this button, it locked the auto into whatever gear it was in at the time.