The torque converter clutch (TCC) is applied by fluid pressure, which is controlled
by a PWM solenoid valve. This solenoid valve is located inside of the
automatic transmission assembly. The solenoid valve is controlled through
a combination of computer controlled switches and sensors.
Torque Converter Stator
The torque converter stator roller clutch can have two different malfunctions.
• | The stator assembly freewheels in both directions. |
• | The stator assembly remains locked up at all times. |
Poor Acceleration at Low Speed
If the stator is freewheeling at all times, the vehicle tends to have poor
acceleration from a standstill. At speeds above 50-55 km/h (30-35 mph),
the vehicle may act normally. For poor acceleration, 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.
Poor Acceleration at High Speed
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 high speeds. Visual examination of the converter may reveal a blue
color from overheating.
If the converter has been removed, you can inspect the stator roller clutch
by inserting a finger into the splined inner race of the roller clutch and
trying to turn the race in both directions. You should be able to freely
turn the inner race clockwise, but you should have difficulty in moving
the inner race counterclockwise or you may be unable to move the race
at all.
Whine Noise
Important: Do not confuse this noise with pump whine
noise, which is usually noticeable in PARK, NEUTRAL and all other gear ranges. Pump
whine will vary with line pressure.
You may notice a torque converter whine 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 make sure the noise is actually coming from the converter:
- Place your foot on the brake.
- Put the gear selector in DRIVE.
Notice: You may damage the transmission if you depress the accelerator for more
than 6 seconds.
- Depress the accelerator to approximately 1,200 RPM for no more than
six seconds.
A torque converter noise will increase under this load.
Torque Converter Clutch Shudder
The key to diagnosing TCC shudder is to note when it happens and under what
conditions.
TCC shudder which is caused by the transmission 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:
• | Something is not allowing the clutch to become fully engaged. |
• | Something is not allowing the clutch to release. |
• | The clutch is releasing and applying at the same time. |
One of the following conditions may be causing the condition to occur:
• | Leaking turbine shaft seals |
• | A restricted release orifice |
• | A distorted clutch or housing surface due to long converter bolts |
• | Defective friction material on the TCC plate |
If Shudder Occurs After TCC has Applied
Important: If shudder occurs after the TCC has applied,
most of the time there is nothing wrong with the transmission.
As mentioned above, 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.
Once TCC is applied, there is no torque converter, fluid coupling, assistance.
Engine or driveline vibrations could be unnoticeable before TCC engagement.
Inspect the following components in order to avoid misdiagnosis of TCC shudder.
An inspection will also avoid the unnecessary disassembly of a transmission
or the unnecessary replacement of a torque converter.
| Inspect for cracks, high resistance or a broken
insulator. |
| Look in each end. If there is red dust, ozone,
or a black substance, carbon, present, the wires are bad. Also look for
a white discoloration of the wire. This indicates arcing during hard
acceleration. |
| Look for a black discoloration on the bottom of the
coil. This indicates arcing while the engine is misfiring. |
| The filter may be plugged. |
| The engine will not get a correct amount of
fuel. The mixture may run rich or lean depending on where the leak occurs. |
| The valve may let in too much or too little unburnable
exhaust gas and could cause the engine to run rich or lean. |
| Like a vacuum leak, the engine will not
get the correct amount of fuel for proper engine operation. |
• | Carbon on the intake valves |
| Carbon restricts the proper
flow of air/fuel mixture into the cylinders. |
| Valves do not open enough to let the proper fuel/air
mixture into the cylinders. |
| This sensor may command the engine too rich
or too lean for too long. |
| Vibration of the mounts can be multiplied
by TCC engagement. |
| The TCC apply and release depends on the TP sensor
in many engines. If the TP sensor is out of specification, TCC may
remain applied during initial engine loading. |
| Bad piston rings or poorly sealing valves
can cause low power in a cylinder. |
| This causes poor engine performance. |
Torque Converter Evaluation and Diagnosis
Replace the torque converter if any of the following conditions exist:
• | External leaks appear in the hub weld area. |
• | The converter hub is scored or damaged. |
• | The converter pilot is broken, damaged, or fits poorly into the crankshaft. |
• | You discover steel particles after flushing the cooler and the cooler
lines. |
• | The pump is damaged, or you discover steel particles in the converter. |
• | The vehicle has TCC shudder and/or no TCC apply. Replace the torque
converter only after all hydraulic and electrical diagnoses have been made.
The converter clutch material may be glazed. |
• | The converter is contaminated with engine coolant which contains antifreeze. |
• | An internal failure occurs in the stator roller clutch. |
• | You notice excessive end play. |
• | Overheating produces heavy debris in the clutch. |
• | You discover steel particles or clutch lining material in the fluid
filter or on the magnet, when no internal parts in the unit are worn
or damaged. This condition indicates that lining material came from the
converter. |
Do not replace the torque converter if you discover any of the following symptoms:
• | The oil has an odor or the oil is discolored, even though metal or clutch
facing particles are not present. |
• | The threads in one or more of the converter bolt holds are damaged.
Correct the condition with a new thread insert. |
• | Transmission failure did not display evidence of damaged or worn internal
parts, steel particles or clutch plate lining material in the unit
and inside the fluid filter. |
• | The vehicle has been exposed to high mileage only. An exception may
exist where the lining of the torque converter clutch dampener plate has seen
excess wear by vehicles operated in heavy and/or constant traffic,
such as taxi, delivery, or police use. |