Freezing the Slushbox. Torque Converter on-demand lockup switch.

[IsaacCarlson]

If not then i better come up with something else.....What creates the pulesed signal in the first place?

[orange4boy]

I am confused as to why you would want/need a variable voltage for a TCC other than to wear it out. Oh yeah, "driveability". Ironic since a fried TC kind of negates the driveability of the car.

Wikipedia:

Most electronic automatic transmissions utilize a TCC solenoid to regulate the torque converter electronically. Once fully locked, the torque converter no longer applies torque multiplication and will spin at the same speed as the engine. This provides a major increase in fuel economy. Modern designs provide partial lockup in lower gears to improve fuel economy further, but this can increase wear on the clutch components.

If it's pwm, then just run full voltage to eliminate slipping.

[IsaacCarlson]

They said i can just switch the two solenoids together. But they also said the comp. would throw codes and the car would not run right, so I need to see a tuner to remove codes, etc.......is that really necessary? let me know if you do.

[orange4boy]

Issac,

Go to the first post and follow the link to the Toyota forum. Read the first post there and it explains it better than I can. You need some resistors switched to your ECU or TCU that make the computers think they are still connected when you have bypassed them. Then they won't "throw codes"

This requires some relays but it's not rocket science and it should work on any solenoid controlled tranny. You might want to check the coil resistance of the solenoids you are working with but I bet it's not critical. The performabuilt people could probably tell you.

Another trick he talks about is a black box which is really an automatic ecu resetting black box that removes power from ecu to erase the codes. This only works on OBDI cars as far as I know because the newer ones, OBDII, have built in flash memory. Possibly tuners know how to erase this. Someone correct me if I'm wrong.

[orange4boy]

What creates the pulesed signal in the first place?

The ECT. It's a fancy way of saying variable voltage. PWM is how a modern controller creates a throttle in an electric car. The motor "sees" a lower voltage at part throttle but really it's just the full voltage chopped up into smaller increments of time.

[IsaacCarlson]

and shifted manually the line pressure would hit like 200 psi!!!!! why would it go that high? wouldn't it get lower or maybe be 0???

[Christ]

Line pressure increases because there is no slip in the torque converter. It's not a big deal, really. If you start noticing that you're leaking fluid, stop doing whatever you're doing.

Orange4boy -

I still have to find out what the voltage is... can I do this by just testing the connections to figure out the resistance, or do I really have to "watch" the voltage as it's engaged?

I'm thinking I'll probably just chance it and throw 12VDC constant to it anyway, since I can't really see the PCM sending 3.5V, 5V, 7.5V, etc... to the solenoid... it just doesn't seem likely. Maybe I'll check it out tomorrow a little more and see if I can trace the wires back to a relay or something...

[IsaacCarlson]

I'm thinking it would be around the same as going to a stick but maybe higher? The reason i think so is because there would not be any time between shifts, and no revving to keep from stalling on takeoff. any thoughts?

[Christ]

Originally Posted by IsaacCarlson

I'm thinking it would be around the same as going to a stick but maybe higher? The reason i think so is because there would not be any time between shifts, and no revving to keep from stalling on takeoff. any thoughts?

Nah, there is still alot of losses from pushing all that fluid around. I'd bet that it's close, though.

[IsaacCarlson]

if so it wouldn't be any different than normal, right?