Hello
I have Discussion regarding for TCC lockup, what your suggestion for street racing ( not drag ) for the Tcc Lock up ? what did you feel your car its better if you lock up or non lockup the TCC ? My TC circle D 3200
please advice
Hello
I have Discussion regarding for TCC lockup, what your suggestion for street racing ( not drag ) for the Tcc Lock up ? what did you feel your car its better if you lock up or non lockup the TCC ? My TC circle D 3200
please advice
Last edited by Rayan_V8; 07-09-2019 at 01:24 PM.
stock converter or aftermarket? will it hold lockup without burning out?
if it's stock, no point locking. if it's aftermarket depending on how much slip it might be worth it.
the circle'd is generally pretty good. at least all mine have been and there has been little to no gains noticeable by locking over the 1/4 mile.
If you're N/A, I would leave it unlocked unless you're getting excessive slip. Do some logs with it unlocked and log TCC slip. Call Circle D and discuss the data with them, they can recommend either a re-stall to dial it in further, locking, or unlocking.
Locking will get you a better dyno number, but on the street or the track, you really just have to test and see what works better.
JTC Performance - Authorized HP Tuners Reseller
Remote performance tuning
I usually only lock in 5-6 gear at highway speeds
2010 camaro L99, Magnacharger TVS 2300, 415ci LS3,Kooks long tubes, yank ss3200, 3.73 rear
I wouldn't lock at WOT in the lower gears unless there's excessive converter slip.
For cruising, I will lock in 4th, 5th, 6th.
JTC Performance - Authorized HP Tuners Reseller
Remote performance tuning
i have both a blown & turbo setup with circle'd stalls.
i lock 3rd onwards in tapshift mode etc purely for traction purposes (& dyno tuning). If I let them go to stall I just bake the tyres.
Modern automatics with torque converters always lock whether at WOT or part throttle any gear after first. I think anytime it's not locked after first gear or at high rpm (where power is maximum) you are loosing power to the wheels. I think a lot of people would disagree but a unlocked converter always consumes more power than a locked one, modern ones not as much.
the entirely depends on the converter slip. the difference in speed between the impeller and turbine in the converter.
if slip is minimal then the power loss is also minimal over a locked TCC. letting an unlocked converter flare to its stall speed and hang there until the driveline catches up delivers far greater torque to the ground much fast. it gets the engine immediately into an appropriate power range RPM and transfers that torque multiplied to the transmission. locking the TCC doesn't allow the engine to flare into power RPM it bogs it down and makes it lazy like going WOT in a manual in too higher gear for road speed.
the trade off of minimal slip to let the RPM flare for outweighs 0 slip but a bogged down engine. Even more so with turbo cars. you want the slip to let the RPM flare and bring it on boost ASAP.
if the converter has excessive slip unlocked to the point it costs a notable amount of power its a piece of junk and you need a better one.
the TCC clutch is only so strong. big power, heavy car, engaging the TCC with large impeller/turbine speed difference can all torch it. if you fall into that category best best is to leave the TC unlocked full time.
converter lock up is a modern thing, its for fuel economy, volume and driver comfort. if you want grunt, and a car that gets up and goes you want the converter to flare to a point then work as an efficient fluid coupling with minimal slip.
ive seen decent hp drag cars with old school converters no lockup and power glides (1300rwhp) pick up 8mph over the traps by changing from a converter logging 25% slip to one that only logs 6%slip. but trying to lock a TCC in a car like that will just drive over it
Thank you I get your point, but I was try by unlock TC ( single clutch circle D 278 mm ) and I have slip on all gear above 350 RPM !! I don't know if this step is regular by this TC ? I don't know this slip if not effect for my performance ! I called circle D they said I have to unlocked for WOT and they aren't recommended to lock in WOT maybe it will burn up
kindly, look my log I tested before,, Note : the 4th gear is locked and no slip more than 10 RPM and I never test the 4th gear by locked after ask circle D
Thanks
Last edited by Rayan_V8; 07-25-2019 at 04:34 AM.
Any one has test at street or drag ? With unlocked 6-3% slip ?
How about this
https://www.youtube.com/watch?v=iUNaw2em7bU
2010 Camaro SS 781rwhp
TKR Stage 4 CTSV 6L90
Circle D 258mm 3400 3B Pro Series Multi Disk
Kooks Ceramic LT's & full 3in exhaust
TFS GenX 255's (Polished PAC .660's and Ti-Retainers)
TSP VVT 3.2 cam
Smith Bro's trunnion kit
AEM X-Series OBDII Wideband Gauges
FIC ID1300x Injectors
ZL1 Fuel Pump
DSX Flex Fuel Kit / Auxiliary Fuel Pump Kit
MM Camaro 5 Wild
Holley Tall LS Valve Covers
NGK Iridium IX #7
HP Tuners MPVI2+
ProCharger D1X @ 13psi
Yup, I saw this
Thanks