Looking for a better way to lock my converter and wanted to know if any of you guys have tried the SP diesel lock up system? Can you use it for racing or does shifting with the TC locked cause tranny problems? Any info you guys can give me about this product and wether or not it would work for racing would be great.
Sp Diesel Torque Converter Control
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Wow never seen that one before how long did it take you to install all of it and how hard was it? looks pretty simple from what i can see. Also if you have use that befor could you tell me if I am going to have any problems if I shift under WOT with the converter locked. I just needed to know if it is to ruff on the tranny or not with the mods I have done.
Yes your system is the one I am looking at it sounds great i still needed a answer to my question though about wether you can break a tranny by shifting with the converter locked under WOT. Also I wanted to know if I can buy just the TC lockup without the exhaust break from you SPdiesel and what the price on that would be.
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depending on your computer code, your TC will lock up as low as second gear, and STAY LOCKED even while shifting to higher gears.
The link above to the homebrew TC lockup has two LEDS. One for letting you know what the COMPUTER is doing, and one to let you know when the manual switch is on.
I have never messed with my manual lockup switch at the track, because my computer detects WIDE OPEN THROTTLE as a really good reason to lock up the TC as soon as possible. Typically during the 1-2 shift. It stays locked the rest of the track until I hit the brakes at the end of the track.
I use the manual TC LOCKUP mostly for towing. I use it for keeping the TC locked during downhill grades. When I tap my brakes, the TC unlocks, and I lose what little engine braking I had.
There is little to no racing advantage to the TC lockup mods. Most of the computer codes I have ridden with lockup fast enough, however even having JUST the indicator LED, without the switch, will tell you lots about what your tranny is doing.
The link above to the homebrew TC lockup has two LEDS. One for letting you know what the COMPUTER is doing, and one to let you know when the manual switch is on.
I have never messed with my manual lockup switch at the track, because my computer detects WIDE OPEN THROTTLE as a really good reason to lock up the TC as soon as possible. Typically during the 1-2 shift. It stays locked the rest of the track until I hit the brakes at the end of the track.
I use the manual TC LOCKUP mostly for towing. I use it for keeping the TC locked during downhill grades. When I tap my brakes, the TC unlocks, and I lose what little engine braking I had.
There is little to no racing advantage to the TC lockup mods. Most of the computer codes I have ridden with lockup fast enough, however even having JUST the indicator LED, without the switch, will tell you lots about what your tranny is doing.
I have the 5r100 converter and i don't know if this makes a differance with lock up, but i can be driving in second and drop the hammer and that converter spinds like no tomorrow, I can just feel all the power I am losing. The truck should pull but it just waste power and doesn't plant it like it should. I have the BD pressurloc and in OD in puts the power down right away and it is a totally differnt feeling (which I love). I know for sure it is not locking up at all in the other gears. Thats is where the question about shifting with the coverter locked comes in because I wanted to make sure I would not hurt anything with it locked in the shifts I would be makeing while racing.
[ QUOTE ]
Yes your system is the one I am looking at it sounds great i still needed a answer to my question though about wether you can break a tranny by shifting with the converter locked under WOT. Also I wanted to know if I can buy just the TC lockup without the exhaust break from you SPdiesel and what the price on that would be.
[/ QUOTE ]
We don't see any harm in it. Just for reference, BD's unit is the same in it's lockup strategy.
You can get standalone pricing from the site, I cannot discuss directly on the boards.
Yes your system is the one I am looking at it sounds great i still needed a answer to my question though about wether you can break a tranny by shifting with the converter locked under WOT. Also I wanted to know if I can buy just the TC lockup without the exhaust break from you SPdiesel and what the price on that would be.
[/ QUOTE ]
We don't see any harm in it. Just for reference, BD's unit is the same in it's lockup strategy.
You can get standalone pricing from the site, I cannot discuss directly on the boards.
The big difference you are all seeing with converter lockup is based on model year of truck.
The early 99 to 2000 trucks stock converter operation is typically as follows:
Accelerating at WOT from a standstill the TC locks as low as second gear and stays
locked. (result - as compared to 2001+ trucks better EGTS, cooler transmission
temps, and the power gets to the ground.)
Decelerating the TC will unlock as soon as you hit the brakes.
(result - little or no engine braking)
For 2001+ trucks Ford changed the stock TC lockup strategy in general to the following:
Accelerating at WOT the TC stays unlocked even in 4th gear until the perceived
engine load drops. (result - high EGTS, high transmission temps, and power not
getting to the ground)
Decelerating the TC will stayed locked when brake pedal is depressed.
(result - better engine braking)
Some PCM codes in the model years listed above do work slightly differently, but this is a general guide on why people with different year trucks are experiencing different TC strategies.
The SP Torque Converter Controller gives you the ability to adjust the TC lock and unlock set points independently on the fly. The TC controller then uses these set points and automatically locks and unlocks the TC using the factory style pulse width modulated control.
The early 99 to 2000 trucks stock converter operation is typically as follows:
Accelerating at WOT from a standstill the TC locks as low as second gear and stays
locked. (result - as compared to 2001+ trucks better EGTS, cooler transmission
temps, and the power gets to the ground.)
Decelerating the TC will unlock as soon as you hit the brakes.
(result - little or no engine braking)
For 2001+ trucks Ford changed the stock TC lockup strategy in general to the following:
Accelerating at WOT the TC stays unlocked even in 4th gear until the perceived
engine load drops. (result - high EGTS, high transmission temps, and power not
getting to the ground)
Decelerating the TC will stayed locked when brake pedal is depressed.
(result - better engine braking)
Some PCM codes in the model years listed above do work slightly differently, but this is a general guide on why people with different year trucks are experiencing different TC strategies.
The SP Torque Converter Controller gives you the ability to adjust the TC lock and unlock set points independently on the fly. The TC controller then uses these set points and automatically locks and unlocks the TC using the factory style pulse width modulated control.
I have the SP Diesel torque converter lockup installed and it is working as described but I need some help in getting the most out of it. I mostly want it to lock up the TC under WOT as my 2002 does not. I have tried several different speed settings as lockup points. Currently I have it set to lockup at 35mph. At light throttle the TCC does indeed lighten up its lockup and at WOT it work great with a nice firm but not abrupt lockup. However, a mid throttle the lockup seems very abrupt.
Can you recommend some lock/unlock points that seem to work well with the shift strategy in the PCM?
Can you recommend some lock/unlock points that seem to work well with the shift strategy in the PCM?
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3,496 Posts
[ QUOTE ]
For 2001+ trucks Ford changed the stock TC lockup strategy in general to the following:
Accelerating at WOT the TC stays unlocked even in 4th gear until the perceived
engine load drops. (result - high EGTS, high transmission temps, and power not
getting to the ground)
Decelerating the TC will stayed locked when brake pedal is depressed.
(result - better engine braking)
[/ QUOTE ]
I can definately vouch for that. Glad to see it's not just my truck.
For 2001+ trucks Ford changed the stock TC lockup strategy in general to the following:
Accelerating at WOT the TC stays unlocked even in 4th gear until the perceived
engine load drops. (result - high EGTS, high transmission temps, and power not
getting to the ground)
Decelerating the TC will stayed locked when brake pedal is depressed.
(result - better engine braking)
[/ QUOTE ]
I can definately vouch for that. Glad to see it's not just my truck.
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