MikeL, which converter?

[slowlmm]

as every one else i have the same issues with the exeception that when my converter was new it would lock in 2 but now 20,000 miles later wont even lock at all under wot untill i let off. in th mode it will lock in 3rd.

 

[camcojb]

Post this over on the EFI forum, I know you have posted the troubles of not locking over there but this may be enough proof that there may be some more work needed for the TCM tuning

I sent a copy of my e-mail with the engineer to Ross, he is aware and will look as he has time. They're great in that respect, the last LMM update was due to asking about the LMM timing tables, and Ross was able to figure out they were mis-labelled and corrected it in an update.

Jody

 

[SteveFord]

I've got over 26,000 miles on my converter in a little less than a year and still acts like it did when I first put it in. I do alot of pulling with it for work everday and still holding up great. Just thought I'd share that for info.

 

[racinmike77]

as every one else i have the same issues with the exeception that when my converter was new it would lock in 2 but now 20,000 miles later wont even lock at all under wot untill i let off. in th mode it will lock in 3rd.

you should get that warrantied, im sorry i had to say it

 

[Osubeaver]

I sent a copy of my e-mail with the engineer to Ross, he is aware and will look as he has time. They're great in that respect, the last LMM update was due to asking about the LMM timing tables, and Ross was able to figure out they were mis-labelled and corrected it in an update.

Jody

That email from the engineer looks like some good stuff..... how did you go about getting that? I don't mean names, just in general. Very interesting.

Now we'll see what this 1054 does for me

 

[duratothemax]

This is what the engineer told me:

The calibration you have in your truck should stay locked on downshifts unless he crosses the WOT TCC shift line which is set at 49 mph for both 5th and 6th gear. He could be getting into slip float disable cals during the shifts. If there is a speed discrepancy of 80 rpm between engine and turbine during a shift, the TCM will drop lockup. If he is putting a lot of torque into it, that is probably what is happening. That calibration was supposed to inhibit an apply if engine is below turbine by a calibration amount because the A1000 does not have controllable TCC applies when engine is less than turbine speed. We have bumped that calibration up to 150 rpm in MY09. This is not a mechanical limitation. It is probably not relocking because the slip has to be less than 600 rpm before we will try to relock. This is a limitation of the production mechanical hardware (could fail the clutch if you do this maneuver enough times) but I do not know about the aftermarket hardware.

DING DING DING!

this is the definitive answer I have been looking for/trying to find for the past two years. I have been saying this [TCM programming inhibits lockup above X rpm turbine/engine speed difference] is the exact "big power allison lockup" problem for the same 2 years but people called me crazy, say I have a mechanical problem with my truck, wiring problem etc... "well my truck works just fine ben I dunno whats wrong with yours, yours must be broken"

THANK YOU JODY!!!

now lets see if EFILive can find the table...

or if someone can finally release a manual lockup controller.

ben

 

[DuramaxPowered]

or if someone can finally release a manual lockup controller.

ben

......it's in the works...Possibly done by next week

 

[TrentNell]

......it's in the works...Possibly done by next week

dont hold out on us ( unless your refering to the method being discussed on DP )

 

[DuramaxPowered]

dont hold out on us ( unless your refering to the method being discussed on DP )

not that method....I have an idea I'm going to try on my truck first. If everything works out good it should be just what the doctor ordered

 

[Mike L.]

not that method....I have an idea I'm going to try on my truck first. If everything works out good it should be just what the doctor ordered

Just make sure you pulse the Ftrim solenoid on. The Alli will squak and break if it is a direct 12V hit for TCC.

 

[Osubeaver]

More of a jeewhiz than anything Mike, but do you know the pulse frequency? I think I've seen people say 100hz on the 5 speeds and 1000hz on the 6 speeds

Don't look to me for a solution anybody.... I was just wondering

 

[duratothemax]

Just make sure you pulse the Ftrim solenoid on. The Alli will squak and break if it is a direct 12V hit for TCC.

Mike isnt it a low side driver though? It gets grounded instead of 12v applied?

 

[duratothemax]

More of a jeewhiz than anything Mike, but do you know the pulse frequency? I think I've seen people say 100hz on the 5 speeds and 1000hz on the 6 speeds

Don't look to me for a solution anybody.... I was just wondering

Its either 100 or 120hz for the 5-speeds, I forget. I have no idea about the 6-speeds.

 

[Mike L.]

Mike isnt it a low side driver though? It gets grounded instead of 12v applied?

What are you trying to say Ben? My point is the pulse on.

 

[duratothemax]

I was just confused if the solenoid got fed 12v or ground to apply?

 

[DuramaxPowered]

I was just confused if the solenoid got fed 12v or ground to apply?

I'm going to get started on the project of building a lock-up controller today and I'll check. My thoughts are the ground side is the control side of the circuit. If it was fed 12V to apply the solenoid than the lock-up switches that ground the low side wouldn't work.