Torque Convertor lock up instal

[Rusty62]

Few bugs in our latest version. Need to address the load for the ecu when over ride lock on.

Other than that the lock worked well, being able to lock in 3rd when climbing has added a gear ratio not available before, and locking in 5th reduced temp in the box and converter.

Rusty.

[Rusty62]

Box with LED's installed yesterday. One led is to show what the ecu is doing with the torque converter. You would be surprised just how many signals are sent to the converter.
On motor start - locked.
From park to gear, locked then unlocked.
Between gear changes - half lock - unlock - half lock.
Slowing down, lock until under 40 kph or so.
Downhill - sometimes locked some times not.

The between gear change is neat, makes for smoother changes compared to full lock.

Strangely you can lock the converter at idle and not stall the engine ?????????

Rusty.

[Rusty62]

Prototype update.


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This one has a couple of LED to show when the ecu locks or the manual over ride is active.

Rusty.

[RanJ]

Measured the heat in the resistors, just under 50*C.

Awesome. Are they porcelain or metal finned? If metal finned have you tried adding some Unick compound between resistor and surface? Might even bring it down further

[Rusty62]

Measured the heat in the resistors, just under 50*C.

[Rusty62]

Test every day so far but only on the highway for 15 mins at a time. Works great. No heat in the relays but I would imagine they get bit hot. Mounted on a 100 x 100 aluminum plate and bolted to the side of the car near the glove box.

Next prototype will be made on the weekend and installed for Easter test. Should be a 1000 km test.

More after Easter.

Rusty.

[BigFoot120]

Thanks for that Jamie. Terrific! It sounds like you will clock up that next 300k km pretty quickly the way you are going. As such you will be the test dummy. We will look out for your reports.

Bob

[BigFoot120]

Bob. Agree with your thoughts.
Our 5 sp will change to 4th gear and re-lock (toyota ecu) under full acceleration when towing uphill, providing you are doing 90 kph approx with no slip.
Will keep a eagle eye for slip in the tc when locked as well as looking at any temperature increases.

Rusty.

Thanks for that info Rusty. It's good to know. I think we might be safe from that one then. The old 4Spd is very soft at holding the TCC lock ON. They probably need lockers more than the 5 Spd.
My gut feeling is that Toyota are just being a bit lazy with their ECU code. There's probably more to check etc with the lock ON, so it's much easier for them to have it off when in doubt.

Bob

[BigFoot120]

Hi all.

The 4 Spd MATCU mentioned previously is in and running fine. No ECU codes triggered to date, even with configuration splits like ECU thinking it’s configured 4th gear with lock OFF, while the MATCU has actually configured 1st gear with lock ON.
It’s simple to use and foolproof. This is the ultimate A/T mod from the driver’s point of view.
If your keen, you can alter the source code to change its behavior altogether.
Alternatively you can modify its various threshold tables to change its trip points to suit your specific vehicle characteristics.
For example, the thresholds have been setup for my V6 petrol Prado. A diesel, with its different torque characteristics, could operate with the TCC lock ON down to lower speeds.

The data is here: https://www.dropbox.com/sh/s97o8wisy...oT8OSzFDa?dl=0

If reviewing this, start with the file “Prado 4Spd MATCU - System design Rev 4.docx”
I’m sure the amount and complexity of the data will scare most people.
Most of the data relates to software development, troubleshooting, debugging and programming of the system.
You could avoid all that by having somebody supply a preprogrammed microcontroller. All you have to do then is copy the prototype that I’ve built or have somebody do a PCB, which would simplify the assembly process.
Others that go the “whole hog” and setup the development environment could supply preprogrammed microcontrollers to those that don’t wish to go to that extreme. If desperate contact me and I will arrange something.
Since this is more than a TCC locker I’ll post it to a new thread in case others are interested.
If anybody needs any help or clarification with any aspect of this don’t hesitate to contact me, preferably by email as I don’t always look here.

Cheers
Bob
[email protected]

[Davis Dieso]

Crickey, there is some real interesting stuff going on here by many rather smart people. Well done guys. In reply to the question today, re: how much torque is the lock up able to take.
I guess I might be the one the furthest down the track to have my say. Having done over 20k now and that lock up has been worked the whole time, it hasn't given one hint of a problem/slip. Strong as an ox. Just got back today from an 800k weekend trip down south WA (towing camper) and a million bends and hills to contend with. I can honestly say, that lock up makes it a totally different tow car. Without it, it is CRAP. Mr Toyota needs a bloody lesson on shift programming, because he got that wrong. I change up and down constantly with it locked and it is SOOOO good. Not harsh or "jerky" (if thats a word??). Not a hint of slip, just a perfect change every time. No sign of oil going off colour, smell etc.
Anyway, lets see how it is after another 300k kms. Then we can say heh?
Keep up the good work guys on the more sophisticated units. I read with interest.
Cheers, Jamie

[Rusty62]

Rusty can you post a picture of the plug. I have access to many different plugs and sockets with many of them suiting Toyota's. I can probably steer you in the right direction for a supplier.

Even if you can tell me the connector number in the Toyota repair manual I can look it up.

Didn't take a photo of the plug unplugged. Bugger.

Working on prototype 4 and mounting the tiny relays on vero board in a plastic box with terminal strips on the outside.

Rusty.

[Rusty62]

Bob. Agree with your thoughts.
Our 5 sp will change to 4th gear and re-lock (toyota ecu) under full acceleration when towing uphill, providing you are doing 90 kph approx with no slip.
Will keep a eagle eye for slip in the tc when locked as well as looking at any temperature increases.

Rusty.

[BigFoot120]

Hi all

I was talking to a Ford mechanic yesterday. He tells me there is another risk associated with the use of TCC lockers, apart from the obvious risk to selection clutches, with those simple lockers that don’t unlock the TCC during gear changes.

The new issue is the design maximum torque of the torque converter clutch when engaged. There will be some maximum torque figure, above which it will slip. If this occurs it will destroy it in a very short time.
The more I think about this, the more I believe this risk may be real.

Whenever a standard Prado is under heavy load the TCC is always unlocked. Think about why that may be!

This example may help:
If towing a heavy load, up a long hill, a standard 4 Speed Auto Prado may for example select 3rd gear and the TCC will always be unlocked. It will never lock in that high torque situation.
Now if we TCC locker users come along and force it down to 2nd and engage the TCC lock, we will benefit from lower transmission heat and improved fuel use. The engine RPM will be similar and the lower loss will yield more power to the wheels. I'm sure we all know that.
So with all those obvious benefits, why doesn’t Toyota do this?

I fear that some of us may find the answer the hard way.

If anyone knows of a torque limit issue on the Prado torque converter clutches, please let us all know. The question is: Will the TCC, when locked, cope with the maximum engine torque or not?

Likewise if you are a locker user and have any transmission failures please let us all know here.

Thanks
Bob

[RanJ]

Rusty can you post a picture of the plug. I have access to many different plugs and sockets with many of them suiting Toyota's. I can probably steer you in the right direction for a supplier.

Even if you can tell me the connector number in the Toyota repair manual I can look it up.

[Rusty62]

Prototype 3 in and working. Push to lock and brake light to unlock. Prototype 2 still chucked a ecu alarm.

Will now look at building a kit in a small box with the resisters on a small alum plate. Now the hard bit, not all 120's are the same. The VX and Grande have traction control and have different wiring harnesses. The GXL ( standard) and GX don't have traction or stability control and may work differently so for now these will suit the VX and Grande. May look at if we can get the plug (male and female) so no need to cut and solder wires at the ecu.

Until this is proved over a few months will not build any kits.

Rusty