TCC Question
From : davenport
Q: only if it was an electrical problem like the wires loose or burnt or shorted. mechanical problem with the tc clutch itself will not usually do it. if the auto trans. torque converter clutch was not locking would the check engine light illuminate and an error code be set thanks. .
Replies:
From : transurgeon
first question does the cruise control work hi! got this 1 ton 94 dodge van - have it running pretty well now but if auto tranny isnt within 1 pint of top overdrive wont kick in using much more gas. even when full it takes 1/2 hour for overdrive to work. even when hot and stopping for gas you then need to wait another 1/2 hour for overdrive to kick in ! any help would be appreciated. thanx bob bobtheatre@aol.com .
From : tbone
gots to lay off the caffeine... heres the original post in dodge.truck f/ups set to both i want to first thank you for all the info and help you guys and the others have helped with this topic far. i went to a local speed shop k&g to talk to one of the guys i used to deal with many years ago. after the usual amenitites we got into it and he told me he hasnt sold an auburn in 6 years claiming due to many of the guys think it has a bad cone design and its not rebuildable. he liked the eatons or the detroit truetrac or suretrac. what you need to ask is what those other guys are using their vehicles for and use that as part of your decision. if they are stuffing them in muscle cars or serious off road vehicles then you need to take that into account compared to the way you intend to drive. can bother you guys one more time about comparisons and your personal and professional opinions between the differences 1. i like the auburn design and appreciate the link from tbone. i like the hi-bias specs around 3.51 but the unit is not rebuildable and has to be replaced when worn. they give a 4 year warranty and along with $100 theyll send you a new unit. actually i am unaware of auburn putting a time limit on their exchange program. that seems like some garbage that particular vendor is doing and if you still are thinking abiut the auburn i would contact them directly to find out. 2. the eaton looks nice as well which theyre advertising as bullet-proof but i didnt see any bias specs on it. the auburn site has some specs on it. as far as bullet-proof goes that really depends on how hard you intend to push it. if you are just using it for added traction on the street then is that durability and the added cost for it really needed only you can answer that. as far as the ability to rebuild it if the parts cost upwards of $100 dollars how much better off are you especially if it is you that has to do it with no warranty on your success and if you have your mechanic do it that is more of his time and your money. 3. detroit http//www.tractech.com/products.htm a. the detroit truetrac has no clutches with a unique helical gear design and claims 2.5 to .3.5 to 1 bias the same on the highend as auburn but not sure what it means by controlled resistance with one wheel spinouts giving the other wheel gets sufficient power to get the vehicle moving. does that mean the wheel with traction will not grab but just get you out of a rut how about hi-horsepower situations will it grab and take off ive had a detroit locker before and dont want to go that route because its just way too much for the street and imo just a track unit but this trutrac looks like the benign version of the locker and looks interesting. yes it does but it is neither as quiet or as smooth as a clutch type and costs $$$ more. it is a good unit and if you feel that you need its durability then it may be the way to go for you. b detroit suretrac /detroit lsd has cluthes and can be adjusted to give 1.5 to 3.01 or 2.5 to 4.01 bias. overkill or is the truetrac the better unit that is something that only you can answer depending on your realistic needs. 4. the trac-lok seems to be the actual part that ford dodge jeep use in their lsd offerings. stock... forget it or if i were to get this i would just order it from dodge. yes that is the factory unit and is no more durable and much less effective than the other units above. 5. the power-lok posi looks nice with the 4 pinion gears with stackable clutches but not that ill be taking the thing apart anytime soon. unless you intend to put any of them through some serious abuse i doubt that you would need to rebuild any of them but since i dont know you or how you drive that is just my opinion. i will not try to convince you to buy any particular diff. i looked at them all and after comparing the specs performance amd price of all of the units against my specific needs the auburn won out for me most bang for the buck. confused... with this much money involved i can see why. take your time and think about it before you make any selection. there is nothing wrong with your current setup so there is no need to panic and make a choice that you may later regret. tia ace references traction aiding devices frequently asked questions tadfaq http//www.a1.nl/phomepag/markerink/diffs.htm jaws gear & axle - auburn eaton and tru-trac http//jawsgear.net/store/catalog/posi.phpcpath=31 -- if at first you dont succeed youre not cut out for skydiving .
From : tbone
on wed 25 may 2005 133249 -0600 nathan w. collier montanajeeper@aol.com wrote this is affected by the potholes up- or down-slope of the road bouncing of the trailer movement of the horses etc. i thought that was problematic on pendulum type controllers the jordan is actuated by a cable to the brake pedal arm and applies braking proportional to your foot pressure on the brake pedal. its much smoother and more predictable and much more comfortable for the passengers. at just over $100 its no big deal to try both. i suppose i could always ebay whichever one i dont use. or swap the one you dont like as much when you sell the truck.. mac please remove splinters before emailing .
From : transurgeon
why would a brake switch flag a slipping trans code -- if at first you dont succeed youre not cut out for skydiving the ce light will come on any time the ecm sees an incorrect ratio for the proper circumstances so any tcc problem that prevented a 11 in 3rd with tc locked or whatever ratio the od in the vehicle has with tc locked will set it gm has the infamous p-1870 which simply means transmission component slipping it can be anything from a bad brake switch to an internal problem in any of 4 areas forward pack 3-4 pack band or tc for the 4l60e only if it was an electrical problem like the wires loose or burnt or shorted. mechanical problem with the tc clutch itself will not usually do it. if the auto trans. torque converter clutch was not locking would the check engine light illuminate and an error code be set thanks. .
From : noname
tbone wrote if youve got a 3.551 axle youre lugging the hell out of your truck. trust me i know where youre at - i got a 99 1500 2wd on 265s 225 stock. i get better fuel economy in 4th gear than 5th if im under 70 mph average. it sure drives better on the bigger rubber tho. in my case i should regear the truck and tuck some decent springs under it too its killing my back... your choices are a replace the ring and pinion gears in your axle for a ratio more in tune for the rubber you want to swing... with that much rubber id personally go with 4.10s for sure im assuming a 318 or 360... aproximately 10% less stress on the transmission/gearbox/engine as 3.92 and 20% than 3.55 correct me if my math is off i calculated this a few years ago... i was quoted about $650 for one axle rear axle parts and labor. actual parts cost appears to be about $300/axle to do the job right its a 99 you definetly want to go ahead and replace the bearings chrysler has a reputation for using junk just remember that if you go the regearing rout you will need to do it to both axles. as for the transmission when was the last time you changed its fluid i would suggest an aux trans cooler as well. shouldnt there be an aux tranny cooler on his truck anyway. .