aremy10

iTrader: (3)

i cant find exactly what im lookin for

i have a 91 bird came with a 3.1 now it has a 77 350 and a 700r4 that came out of a 88-89 s10

what exactly does the lockup do? does it let the trans shift into 4th or does it keep it there? what is its actual function?

i pulled the computer in the car yet i cant tell any difrence in the shifting.
whats makin this tranny work right? it goes into 4th and stays there like it should, how is this possible. does this tranny have some kind of automatic tcc control or somethin like that? i know nothing on this issue

TADailyDriver

iTrader: (8)

The TCC soleniod control converter lockup in 2,3 and 4th. the ecm used to control converter lockup and pulls power fom the brake switch. with no ecm anymore no more power to the TCC switch. All you need to do is rig in a power wire to a toggle switch to control converter lockup. im having the same problem, do some searching here on the stickies and they also offer kits to convert the TCC swicth to a non ecm powered one. search jegs or summit for them.

aremy10

iTrader: (3)

just found this


Although the torque converter clutch is not part of the engine, it can make the car feel like the engine has a
problem. The torque converter clutch is also known as a lock up converter. The lockup clutch has many purposes
and is part of the transmission. A regular converter in an automatic transmission is made to slip at idle so that
the car doesn't move. As the accelerator is pressed the RPM's raise and the torque converter will start to lockup
or engage. When the converter engages the car will move.

Even though the torque converter is engaged it never completely engages the way a manual transmission car clutch
will. It will always slip a little, which is not very efficient. This is why a manual transmission car gets
better gas mileage and has more power than an automatic transmission car. To increase power and mainly fuel
mileage, a TCC is added to an automatic transmission.

The torque converter clutch is an electronic clutch that will engage the engine and drivetrain 100 percent. The
TCC is made to engage usually only in the top gear when the car is cruising, not accelerating. The lock up
converter will disengage when the accelerator is pressed hard enough. Over time the clutch will wear out
especially if the vehicle ever towed anything and was operated in overdrive (top gear). This will wear the
clutch out prematurely. If you have a tachometer you will see the RPM's drop a few hundred when it engages.

If the TCC is bad one of three things will usually happen. First, the vehicle will tend to rev up and down as it
engages and disengages, not being able to keep the converter clutch locked up. Second, the converter clutch will
engage randomly in gears that it shouldn't even engage in usually. Third the clutch doesn't want to disengage. As
you slow down the vehicle won't downshift and if you try to accelerate the RPM's will be so low that the vehicle
will have difficulty moving quickly. In extreme cases the lockup converter will try to keep the vehicle moving
as you try to stop at a stop light, or will stall out and die.

Many people think that this problem is coming from their engine because it causes the car to stall. The check
engine light will not always show an error for the TCC. Most lockup converters are controlled by a wire or wires
that plug into the transmission. It is possible on some models to simply disconnect this plug. This is not a
problem and will only cause you to lose a little gas mileage. The RPM's will run slightly higher than before but
will not harm anything or be an issue.

Jerry Lemke is the owner of a website called http://www.freeengineinfo.com. A site dedicated to engine information
and repair related topics.

aremy10

iTrader: (3)

sorry thanks man