Consensus on a NA car is to keep the converter unlocked on a NA stock converter setup?
&
Locking it up on a higher HP NA setup with a triple disc?
I know my CTSV pickup up big when I locked the converter shortly after the 3rd gear shift.
Consensus on a NA car is to keep the converter unlocked on a NA stock converter setup?
&
Locking it up on a higher HP NA setup with a triple disc?
I know my CTSV pickup up big when I locked the converter shortly after the 3rd gear shift.
You need to do a chassis dyno pull both unlocked and locked. Then overlay the two curves vs mph. If the locked pull gains there will be a point on the overlay where the HP curves cross. That is the mph where you would want to lock the converter. Some also say that if you go faster with a locked converter you have the wrong converter in the car.
But is there any consideration to reliability of the trans and converter if you are locking a stock converter vs a triple disc?
Stock 6L80/6L90 single disk TC clutch has torque capacity about 800Nm. There are some bugs in the TCM calibrations that can cause TCC (even stock dual disk) to slip above various torque thresholds (440, 600, 650 Nm - depending on the model year). Mechanically stock converter is sufficient for any NA engine.Originally Posted by lsxjunkie
2011 Cadillac Escalade L94 w/LS3 valves and valve springs
Ok sounds like the apply rate table can be adjusted if lockup is commanded at say a 2nd gear lockup. To reduce the TCC slip?
No. There is a group of TCC base pressure parameters which is completely avoided by HPT.
Apply rate table is a part of pressure adaption (just like STFT), but adaption has its own safety limits and under some conditions it can lead to uncontrolled TCC slip.
Post your tcm tune. If I have reversed your OS I will look what's going on with TCC in your calibration.
2011 Cadillac Escalade L94 w/LS3 valves and valve springs
For those of us not in Moscow Russia that is about 590 lb-ft.
Reply With Quote