The torque converter stator roller clutch can have 2 different malfunctions.

If the stator is freewheeling at all times, the vehicle tends to have poor acceleration from a standstill and at speeds below 48-55 km/h (30-34 mph). At speeds above 48-55 km/h (30-34 mph), the vehicle may act normally.

For poor acceleration at low speeds, you should first determine that the exhaust system is not blocked, and the transmission is in First gear when starting out. If the engine freely accelerates to high RPM in NEUTRAL, you can assume that the engine and the exhaust system are normal. Check for poor performance in DRIVE and REVERSE to help determine if the stator is freewheeling at all times.

If the stator is locked up at all times, performance is normal when accelerating from a standstill. Engine RPM and vehicle speed are limited or restricted at speeds above 48-55 km/h (30-34 mph). Visual examination of the converter may reveal a blue color from overheating.

Important: Do not confuse this noise with pump whine noise, which is usually noticeable in all gear ranges. Pump whine will vary with line pressure.

Torque converter whine is noticed when the vehicle is stopped and the transmission is in DRIVE or REVERSE. This noise will increase as you increase the engine RPM. The noise will stop when the vehicle is moving or when you apply the torque converter clutch, because both halves of the converter are turning at the same speed.

Perform a stall test to verify that the noise is actually coming from the torque converter:

1. Place your foot on the brake.
2. Put the gear selector in DRIVE.

Notice: You may damage the transmission if you depress the accelerator for more than 6 seconds.

3. Depress the accelerator to approximately 1,200 RPM for no more than six seconds.

A torque converter noise will increase under this load.

The torque converter clutch (TCC) is applied by fluid pressure, which is controlled by a TCC pressure control (PC) solenoid. This solenoid is part of the control solenoid valve assembly, which is located inside the automatic transmission assembly. The solenoid is controlled through a combination of computer controlled switches and sensors.

The key to diagnosing torque converter clutch (TCC) shudder is to note when it happens and under what conditions. TCC shudder should only occur during the apply or the release of the converter clutch. Shudder should never occur after the TCC plate is fully applied.

If the shudder occurs while the TCC is applying, the problem can be within the transmission or the torque converter. Something is causing one of the following conditions to occur:

One of the following conditions may be causing the the TCC Shudder to occur:

Important: Some transmissions are equipped with an electronically controlled capacity clutch (ECCC), which does not allow the clutch to fully lock to the torque converter cover. The clutch maintains a small amount of slippage, approximately 20 RPM, in 2nd, 3rd, 4th, 5th, and 6th gears, depending on the vehicle application. ECCC was developed to reduce the possibility of noise, vibration or chuggle caused by TCC apply. Full lockup is only available at highway speeds on some applications.

If shudder occurs after the TCC has applied, most of the time there is nothing wrong with the transmission.

The TCC is not likely to slip after the TCC has been applied. Engine problems may go unnoticed under light throttle and load, but they become noticeable after the TCC apply when going up a hill or accelerating. This is due to the mechanical coupling between the engine and the transmission.

Important: The TCC will not engage until the engine is in closed loop operation and the vehicle must be in a near-cruise condition, not accelerating or coasting, and on a level road surface.

Once TCC is applied, there is no torque converter (fluid coupling) assistance. Engine or driveline vibrations could be unnoticeable before TCC engagement. Refer to Symptoms - Engine Controls in order to avoid misdiagnosis of TCC shudder and the unnecessary disassembly of a transmission or the unnecessary replacement of a torque converter.

Important: The Noise and Vibration Analysis procedure should be performed prior to performing this test.

Important: Some engine/transmission combinations cannot be balanced in this manner due to restricted access or limited clearances between the torque converter bolts and the engine.

To isolate and correct a flywheel or torque converter vibration, separate the torque converter from the flywheel to determine if vibration is in the engine or transmission.

1. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.
2. Turn the engine OFF.
3. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle .
4. Remove the torque converter access cover and the bolts (if equipped).
5. Mark the relationship of the torque converter to the flywheel.
6. Remove the bolts attaching the converter to the flywheel.
7. Slide the torque converter away from the flywheel.
8. Rotate the flywheel and torque converter to inspect for defects or missing balance weights.
9. Lower the vehicle.
10. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.
11. Turn the engine OFF.
12. If the vibration remains, the vibration is most likely caused by the engine.

Notice: Refer to Fastener Notice in the Preface section.

13. Install the converter to flywheel bolts.

Tighten
Tighten to 60 N·m (44 lb ft).

Notice: When installing the torque converter to the flywheel, make sure to use specific bolts. DO NOT use longer bolts. Using longer bolts will result in deformation of the torque converter cover and cause internal damage.

14. If the vibration is gone or changed, perform the Indexing Torque Converter procedure.

To determine and correct a torque converter vibration, the following procedure may have to be performed several times to achieve the best possible torque converter to flywheel balance.

1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle .
2. Rotate the torque converter one bolt position from the original marked position.
3. Align the torque converter hub (2) in the engine crankshaft (3) and install the torque converter to flywheel bolts.

Tighten
Tighten to 60 N·m (44 lb ft).




4. Lower the vehicle.
5. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.

•	Repeat this procedure until the best possible balance is obtained.

•	If the vibration does not improve after rotating the torque converter 360 degrees, replace the torque converter assembly.

6. Install the torque converter access cover and bolts (if equipped).

Tighten
Tighten to 12 N·m (9 lb ft).

The torque converter stator roller clutch can have 2 different malfunctions.

If the stator is freewheeling at all times, the vehicle tends to have poor acceleration from a standstill and at speeds below 48-55 km/h (30-34 mph). At speeds above 48-55 km/h (30-34 mph), the vehicle may act normally.

For poor acceleration at low speeds, you should first determine that the exhaust system is not blocked, and the transmission is in First gear when starting out. If the engine freely accelerates to high RPM in NEUTRAL, you can assume that the engine and the exhaust system are normal. Check for poor performance in DRIVE and REVERSE to help determine if the stator is freewheeling at all times.

If the stator is locked up at all times, performance is normal when accelerating from a standstill. Engine RPM and vehicle speed are limited or restricted at speeds above 48-55 km/h (30-34 mph). Visual examination of the converter may reveal a blue color from overheating.

Note: Do not confuse this noise with pump whine noise, which is usually noticeable in all gear ranges. Pump whine will vary with line pressure.

Torque converter whine is noticed when the vehicle is stopped and the transmission is in DRIVE or REVERSE. This noise will increase as you increase the engine RPM. The noise will stop when the vehicle is moving or when you apply the torque converter clutch, because both halves of the converter are turning at the same speed.

Perform a stall test to verify that the noise is actually coming from the torque converter:

1. Place your foot on the brake.
2. Put the gear selector in DRIVE.

Caution: You may damage the transmission if you depress the accelerator for more than 6 seconds.

3. Depress the accelerator to approximately 1,200 RPM for no more than six seconds.

A torque converter noise will increase under this load.

The torque converter clutch (TCC) is applied by fluid pressure, which is controlled by a TCC pressure control (PC) solenoid. This solenoid is part of the control solenoid valve assembly, which is located inside the automatic transmission assembly. The solenoid is controlled through a combination of computer controlled switches and sensors.

The key to diagnosing torque converter clutch (TCC) shudder is to note when it happens and under what conditions. TCC shudder should only occur during the apply or the release of the converter clutch. Shudder should never occur after the TCC plate is fully applied.

If the shudder occurs while the TCC is applying, the problem can be within the transmission or the torque converter. Something is causing one of the following conditions to occur:

One of the following conditions may be causing the TCC Shudder to occur:

Note: Some transmissions are equipped with an electronically controlled capacity clutch (ECCC), which does not allow the clutch to fully lock to the torque converter cover. The clutch maintains a small amount of slippage, approximately 20 RPM, in 2nd, 3rd, 4th, 5th, and 6th gears, depending on the vehicle application. ECCC was developed to reduce the possibility of noise, vibration or chuggle caused by TCC apply. Full lockup is only available at highway speeds on some applications.

If shudder occurs after the TCC has applied, most of the time there is nothing wrong with the transmission.

The TCC is not likely to slip after the TCC has been applied. Engine problems may go unnoticed under light throttle and load, but they become noticeable after the TCC apply when going up a hill or accelerating. This is due to the mechanical coupling between the engine and the transmission.

Note: The TCC will not engage until the engine is in closed loop operation and the vehicle must be in a near-cruise condition, not accelerating or coasting, and on a level road surface.

Once TCC is applied, there is no torque converter (fluid coupling) assistance. Engine or driveline vibrations could be unnoticeable before TCC engagement. Refer to Symptoms - Engine Controls in order to avoid misdiagnosis of TCC shudder and the unnecessary disassembly of a transmission or the unnecessary replacement of a torque converter.

Note: The Noise and Vibration Analysis procedure should be performed prior to performing this test.

Note: Some engine/transmission combinations cannot be balanced in this manner due to restricted access or limited clearances between the torque converter bolts and the engine.

To isolate and correct a flywheel or torque converter vibration, separate the torque converter from the flywheel to determine if vibration is in the engine or transmission.

1. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.
2. Turn the engine OFF.
3. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle.
4. Remove the torque converter access cover and the bolts (if equipped).
5. Mark the relationship of the torque converter to the flywheel.
6. Remove the bolts attaching the converter to the flywheel.
7. Slide the torque converter away from the flywheel.
8. Rotate the flywheel and torque converter to inspect for defects or missing balance weights.
9. Lower the vehicle.
10. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.
11. Turn the engine OFF.
12. If the vibration remains, the vibration is most likely caused by the engine.

Caution: Refer to Fastener Caution in the Preface section.

13. Install the converter to flywheel bolts and tighten to 60 N·m (44 lb ft).

Caution: When installing the torque converter to the flywheel, make sure to use specific bolts. DO NOT use longer bolts. Using longer bolts will result in deformation of the torque converter cover and cause internal damage.

14. If the vibration is gone or changed, perform the Indexing Torque Converter procedure.

To determine and correct a torque converter vibration, the following procedure may have to be performed several times to achieve the best possible torque converter to flywheel balance.

1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle.
2. Rotate the torque converter one bolt position from the original marked position.



3. Align the torque converter hub (2) in the engine crankshaft (3). Install the torque converter to flywheel bolts, and tighten to 60 N·m (44 lb ft).
4. Lower the vehicle.
5. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.

•	Repeat this procedure until the best possible balance is obtained.

•	If the vibration does not improve after rotating the torque converter 360 degrees, replace the torque converter assembly.

6. Install the torque converter access cover and bolts (if equipped) and tighten to 12 N·m (9 lb ft).