Number Of Terminals: 4. Number Of Connectors: 2. Number Of Wires: 4. Terminal Gender: Female, Male. Connector Gender: Female. Number Of Connectors: 4. Number Of Terminals: 1. Number Of Connectors: 1. Number Of Wires: 0. Terminal Gender: Female. Number Of Terminals: 9. Number Of Connectors: 9.
Terminal Gender: Male. Number Of Terminals: 7. Number Of Connectors: 7. Once it returns to its idle state, press the brake pedal all the way and shift into drive. Your car is shuddering: A faulty torque converter can cause a shudder just before or after it locks up at cruising speed.
You might feel the car shudder while driving about 30 to 45 MPH. You notice a fluid leak: One sign your torque converter may be going bad is a transmission fluid leak.
If you catch a shifting issue very early, a transmission fluid flush can sometimes fix shifting issues. The fresh fluid helps clutch discs and steel discs bond and hold without slipping. The seal conditioners in the new fluid help soften the clutch piston lip seals so they seal better. How Does It Work?
Shift solenoids have a spring loaded plunger wrapped with a coil of wire. When the shift solenoid is activated, the plunger will open certain valves in the valve body to allow transmission fluid to enter. That puts pressure on the clutches and bands that cause the transmission to actually shift gears.
Shift solenoids can be somewhat expensive to replace, but not nearly as much as the entire transmission. Ignoring a warning light or code being thrown by a faulty transmission shift solenoid can lead to serious problems, such as running your vehicle in the wrong gear for your speed and conditions.
Faulty torque converter clutch solenoid. Internal electrical fault with the torque clutch circuit solenoid. Internal mechanical fault with the torque clutch circuit solenoid.
What does a TCC lockup solenoid do? Category: automotive auto parts. There is a solenoid in your GM converter that causes the the torque convertor clutch TCC to engage and disengage. What is TCC lockup? How long can you drive with a bad solenoid? How much does it cost to replace a solenoid? Can a clogged transmission filter cause shifting problems? Where is shift solenoid A located? Where is transmission control module located?
What are the symptoms of a bad transmission control module? Some of the most common signs of a bad transmission or control module include:. The issue is that the clutch pack splines into a very low quality, flimsy aluminum cage inside the cover that often snaps apart in something as simple as a stock truck with an exceptionally heavy towing routine.
To assert what we do differently here, we will simply need to show you an exploded view of the AS68RC Torque Converter to elaborate. Allow us to itemize the failure points below, and our upgrade there-within or relevant notes for said component: 2 Impeller Hub - This component is known as the Impeller Hub, and is responsible for mechanically adjoining the pump to the torque converter. It's also a critical component for modulating the flow of oil into and out of the pump itself.
These components fail due to cracking and rounding out. If you tow heavy, or have a tuner on your truck, you are at a dramatically increased probability of this failure over time. Our Chromoly solution ensures this to be a thing of the past. We have witnessed multiple failures from ballooning of the torque converter to unsettlement of the associated impeller fins. Furnace brazing of these components is a permanent resolution and enhancement in operational benefit.
What does this mean for you? Perfect control of stall speed and operation! If you're unsure of what stall option would be most beneficial for you, please call us and speak to an expert. We'd be elated to offer support. By replacing them with springs of a higher seat and nose pressure, we enforce a firmer and more expeditious lockup process, negating many potential areas for clutch failure in this expensive torque converter.
It is easy to abhor these clutches for their low quality friction material, raw steel and tolerances. We offer an Alto G3 carbon graphite 6-Disk assembly in it's place. The reason this happens is actually not the pistons fault, but the fault of inadequate oil travel in and out of the torque converter, as well as excessive internal converter pressure.
Our stator negates this concern, as we speak of in item 9. The AS68RC torque converter's unhealthily high stall speed causes the TCC to synchronize two wildly different speeds of component, generating complications in longevity and operation.
By enforcing this cage and using higher quality clutches and steels in this clutch pack, we absolve ourselves of the issue of excessive wear or hard failure in this component.
For our most aggressive applications, we replace the entire unit with a massive steel clone, permanently resolving all potential complications. Sound like a nightmare? Fortunately at Next Gen, we have spent a tremendous amount of time understanding the cause for failure in this transmissions torque converter and how to resolve it. As such, it suffers from the same problem; disproportionate gear wear. What do we mean by this? Consider the following.
The AS68RC pump offers 2 pump gears, one larger and one smaller. They spin with the smaller inside the larger gear, and the smaller gear splining onto the impeller hub of the torque converter. The fundamental complication with this design is that it pushes the gears to the opposing direction of the pressure vent, causing it to wear excessively on the opposite portion of the pump.
We can retard this process with high quality oil filtration, but that only offers us so much solace. Realistically, the pump is generally unsalvageable and will require replacement. The permanent resolution to this is treated and CNC machined pump gears that have a protective coating to prevent them from wearing the new pump out again, at any mileage.
It should also be noted that the transmission's pump is hydromechanically calibrated to the valve body using shims. As such, replacing the pump requires replacing the valve body simultaneously. This brings us to the proximal failure of this complicated transmission. The issue is as often, multi-fold. The AS68RC valve body contains various different accumulators and plungers that are overwhelmingly likely to seize and crossleak.
This translates into more leak points, more seizure points and more potential hydraulic codes. The AS68RC's valve body's high complexity contributes to many of it's complications. In the diagram below, we can analyze the convoluted oil flow adventure this transmission embarks on to simply bring forth just one clutch pack. Don't worry, you're not alone and that's the problem.
This transmission has overly complicated its lifestyle and billowed itself with countless additional tasks to complete even the simplest measure. As a result, longevity and operational reliability are greatly inhibited.
To resolve this, we located the valves and plungers most likely to generate seizures and crossleaks and replaced them all, one by one, with alternatives engineered to absolve us of the problems said components cause. As a result, we are left with an exceedingly reliable valve body that that doesn't possess much ability to fail again.
The valves that prolifically seize now offer sleeves and plungers designed to negate this as a possibility, and the accumulation design inferiorities that plague this unit and detract from longevity are also a thing of the past. Problem 4 - The K2 Clutch Hub This component is actually totally reliable in virtually every application BUT the heavy duty diesel trucks, due to the diesel vehicles all offering more torque, earlier in the RPM range, and weighing much more.
You can learn more about this concept by reading our Transmissions installment on Torque Multiplication Factors and how they effect transmission life. The K2 hub of the AS68RC pictured in Billet earlier in the publication is natively made of a stamped steel that is feeble and thin.
By metric of comparison, the oil pan is also made of stamped steel.
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