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I went out for another test run to get a feel for how it's working.
You definitely have to pay attention for best use. This time around it was definitely disengaged at idle and not let to decel from 4th to a stop. If I shifted manually down to 3rd or disengaged it with the switch, decel was much smoother and longer.
At slow speeds, it works best to cruise -- at 27 MPH, it pops into 4th with partial lockup. I found that 21 TPS results in full lockup. It definitely lugs the engine to the point where I would shift if it were a manual.
But the best part is that it fully locks up and stays at highway speeds. Since EOC-ing began a few years ago, that rarely happens, and it was quick to unlock at the slightest press of the gas. FE increased about 7-8% on the test loop (which needs revised to compare to the usual cold-start on the particular trip, etc.)
It was semi-cold the second time around, which forces shifts at 2500 until warm. On very cold starts, it would make sense to let the parts warm up before subjecting them to early TC...
But yeah, I agree with the concerns of the slipping TCC. The best plan seems to be a brake-switch activated disconnect and/or just disengaging it on 4th-to-2nd deceleration situations and at very low speeds.
RH77
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“If we knew what we were doing, it wouldn't be called research” ― Albert Einstein
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