Cold Weather TCC Lock Up
Guest
Posts: n/a
Now that brings me to the question.... Does super cold lockup add more wear and tear to the trans?
__________________
Best Car Insurance | Auto Protection Today | FREE Trade-In Quote
__________________
Best Car Insurance | Auto Protection Today | FREE Trade-In Quote
RIP
True Car Nut
Joined: Jul 2004
Posts: 5,656
Likes: 4
From: Grand Rapids, Mi
I've wondered about what the benefits to a later lockup may be, also. I don't know if there is a difference in the 65e that makes it necessary, or beneficial. The '89 SE, and '91 GP all locked up earlier and both went over 250k miles without any tranny work. The '96 Buick Regal had 180k on it when I sold it, also without tranny work. So, at least with those, an earlier lockup didn't seem to hurt them any.
Guest
Posts: n/a
Yeah the THM440T4( 4T60 ) was simply looking for the engine to be at the proper operating temps... I believe that 150F is the sweet spot for it..
On my 95, When the L36 first came out it was said the when the Cat was up to temp, the emissions was down as low as .0002 grams per mile iirc.. I think they were trying to lower emissions and increrase fuel milage at the time, but they didn't have the 4T65-E yet..
I have always been able to cold start and hit OD with TCC lock at 55-60 no matter what the temperature.. I left a Motel in NC One morning... It was cold too... I hit the interstate in a minute or so.... Got up to speed and Poof OD with TCC Lock...
GM may have adapted some programming in there to make sure the trans is at a minimum operating temp before it will apply the TCC clutch... But I can't fathom why they'd do that, and have a design that allows for a given amount of slip in the TCC... You'd think if the engine was warm enough you'd be able to hit TCC lock with no issues..
__________________
Best Car Insurance | Auto Protection Today | FREE Trade-In Quote
On my 95, When the L36 first came out it was said the when the Cat was up to temp, the emissions was down as low as .0002 grams per mile iirc.. I think they were trying to lower emissions and increrase fuel milage at the time, but they didn't have the 4T65-E yet..
I have always been able to cold start and hit OD with TCC lock at 55-60 no matter what the temperature.. I left a Motel in NC One morning... It was cold too... I hit the interstate in a minute or so.... Got up to speed and Poof OD with TCC Lock...
GM may have adapted some programming in there to make sure the trans is at a minimum operating temp before it will apply the TCC clutch... But I can't fathom why they'd do that, and have a design that allows for a given amount of slip in the TCC... You'd think if the engine was warm enough you'd be able to hit TCC lock with no issues..
__________________
Best Car Insurance | Auto Protection Today | FREE Trade-In Quote
RIP
True Car Nut
Joined: Jul 2004
Posts: 5,656
Likes: 4
From: Grand Rapids, Mi
Some of it may be explained here...
Electronic Component Description
About half way down is the description for the Torque Converter Clutch Pulse Width Modulation Solenoid Valve. It indicates that the fluid has to be at the proper temperature for it to apply. The only reason I can think of for GM going to this is to reduce the "chuggle" complaints during lockup. Perhaps it can only do it'* job properly when the fluid is at operating temperature?
The last description is for the Automatic Transmission Fluid Temperature Sensor. It gives a brief description of its operation, and what is "too hot". Other than that, the only useful information is "The PCM uses this input in order to help determine the proper line pressure, shift schedules and TCC apply."
Edit - Using information from Mapquest, on a cold day, it will take 14 minutes and 9 miles before the car goes into lockup. Of that 2 miles is city driving, and the remaining 12, highway.
Electronic Component Description
About half way down is the description for the Torque Converter Clutch Pulse Width Modulation Solenoid Valve. It indicates that the fluid has to be at the proper temperature for it to apply. The only reason I can think of for GM going to this is to reduce the "chuggle" complaints during lockup. Perhaps it can only do it'* job properly when the fluid is at operating temperature?
The last description is for the Automatic Transmission Fluid Temperature Sensor. It gives a brief description of its operation, and what is "too hot". Other than that, the only useful information is "The PCM uses this input in order to help determine the proper line pressure, shift schedules and TCC apply."
Edit - Using information from Mapquest, on a cold day, it will take 14 minutes and 9 miles before the car goes into lockup. Of that 2 miles is city driving, and the remaining 12, highway.
RIP
True Car Nut
Joined: Jul 2004
Posts: 5,656
Likes: 4
From: Grand Rapids, Mi
So far, I haven't been able to find information regarding what things the PCM looks at to control the amount of slip. Other than what I posted above, this is about all that I've found so far.
All vehicles equipped with a 4T65-E transmission have an Electronically Controlled Capacity Clutch (ECCC) system. In the ECCC system, the pressure plate does not fully lock to the torque converter cover. It is instead, precisely controlled to maintain a small amount of slippage between the engine and the turbine, reducing driveline torsional disturbances.
Guest
Posts: n/a
The good thing about the way the 65-E is controled is the fact that it can fall into a lock of sorts allowing for a given amount of slip at lower speeds than a 60-E could... This gives the 65-E the ability to lock or reduce the amount of slip or losses in the converter at low speeds improving the around town mieage...
4T60'* and 4T60-E'* are not capeable of this..
__________________
Best Car Insurance | Auto Protection Today | FREE Trade-In Quote
4T60'* and 4T60-E'* are not capeable of this..
__________________
Best Car Insurance | Auto Protection Today | FREE Trade-In Quote
Thread
Thread Starter
Forum
Replies
Last Post