Fleece Turbo Brake / AllyLocker
- Thread starter paint94979
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i got some logs of the TCC the box does absolutely nothing when the truck is in drive
However in 3rd gear with the Power Button On NOT the Performance button the converter locks and stays locked with just easy driving around???
However in 3rd gear with the Power Button On NOT the Performance button the converter locks and stays locked with just easy driving around???
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I was sent out another controller box... still doesn't work but yes i have tried to contact him through emails with logs attached to no avail . Calling the shop is very hard 95% of the time no one answers. I am very unsatisfied with this whole thing i was told to not buy it but i was guaranteed that the box will work
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When the box is not plugged into the connector it sets a soft code IIRC a P0743 but if the box is plugged in i never see any codes...
i got some logs of the TCC the box does absolutely nothing when the truck is in drive
Not true...
With the on button on, it will lock the converter on decel just like a turbobrake until 18mph and then release.
I sent you an email...
EDIT>>
This just reaffirms my suspicion that the converter clutch is toast or something is wrong mechanically.
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I've been out of the shop since last tuesday.. My wife was induced into labor and we had a new baby boy on wednesday night. I'll continue to be out until later this week possibly next monday.
The guys should be answering the phones to the best of their ability. Email does work well, and I just reviewed your log, by watching input speed alone yes it looks like the TCC isn't locking until 53mph..
BUT.. let's do some logical diagnostics before getting pissed on the internet.
You state in an earlier post you had/have a "Fried 1057" is this still the same converter?
Do you have any other electrical trans add ons? Co pilot?
Do the test that I told you to perform in the email. Tap into the TCC Out wire of the AlliLocker and run a wire into the cab. Attach that wire to a switch and the other wire to ground. When you hit the switch at PART THROTTLE going down the road in 2nd gear or above you should feel the converter lock, and be able to log it and watch.
If you do have lockup in this scenario, then the wiring is not the issue... at least not from the TCC out wire to the F Trim solenoid on the VB.
If NO LOCKUP then you should start inspecting the wiring from the TCM to the trans. I don't suspect this is the issue because you have lockup at a certain speed/scenarios (part throttle). Also with the AlliLocker out of the equation without lockup you'd have P0742/P0743 codes.
Now if you are able to lock at will with the switch at part throttle, now you need to do a WOT run. Hit your lockup switch at the beginning of 2nd gear and feel for lockup and check your log to see if it actually happened.
If the lockup apply was not felt or dragged out until late in the gears then you mechanically have an issue. With the Lo side of the F Trim solenoid shorted to ground, electrically there is no way that it cannot be applied, barring a failed F trim solenoid.
SO....................
Perform those tests for me and the rest of the people watching this thread all will learn something.
If you really want to get fancy..
The EFILive V2 has a 12 volt digital input on the bottom of the module. You can wire a relay to be triggered by the output of the allilocker module. Whenever the allilocker commands lockup, the relay would be switched to ground, and would switch 12v + to the input of the EFILive V2.
You could log this PID and it should trigger about 300-500ms before you see RPM drop.
Thanks,
Brayden
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This is the best way to figure this out..... And bear with me, it's not as difficult as it may seem.
The EFILive inputs are displayed below.
Attach some jumper wires to the AlliLocker harness in the cab of the vehicle. You'll need to attach to the MAP Input, and TPS input wires. Those can then be connected to AD1, and AD2 respectively.
Now go out and log your truck with the AlliLocker performance mode enabled.
Your pid file should include AD1 and AD2 and map sensor voltage. You'll know if you have the correct map sensor connection if your map voltage from the ecm and map voltage interpreted from the EFILive A/D converter are within 50-100 mV or so. I have seen much better accuracy.
If you'd like you can also put a light or LED on the TCC out wire to visually see if the signal is being sent. (You'll supply power to the LED or light and the Allilocker will provide the ground when the TCC is being commanded.)
Email me your log and post it up as well and we'll go over the data publicly if you don't mind. It's good tech for the site!
Thanks,
Brayden
The EFILive inputs are displayed below.
Attach some jumper wires to the AlliLocker harness in the cab of the vehicle. You'll need to attach to the MAP Input, and TPS input wires. Those can then be connected to AD1, and AD2 respectively.
Now go out and log your truck with the AlliLocker performance mode enabled.
Your pid file should include AD1 and AD2 and map sensor voltage. You'll know if you have the correct map sensor connection if your map voltage from the ecm and map voltage interpreted from the EFILive A/D converter are within 50-100 mV or so. I have seen much better accuracy.
If you'd like you can also put a light or LED on the TCC out wire to visually see if the signal is being sent. (You'll supply power to the LED or light and the Allilocker will provide the ground when the TCC is being commanded.)
Email me your log and post it up as well and we'll go over the data publicly if you don't mind. It's good tech for the site!
Thanks,
Brayden
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Yes it could. With a co-pilot we may command the TCC to lock, but that doesn't mean that they have to pass that signal on. They intercept the signal to the TCC like we do, and there is no way to get "in front" of the co-pilot unless you tap into the tcc down at the trans like they do.
We did attach a switch to the TCC Out and when it was grounded we got lockup but not at WOT it did set a P0742 code IIRC i will try to log it... I am running a new converter from Mike made by Precision with a 2600 rpm stall. Dan Grant of PPE ran this exact converter with a co pilot and it locked up in 2nd gear. I also do not run a Co-Pilot
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