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Many TCUs now have an input from the vehicle's traction control system. If the TCS detects unfavourable road conditions, a signal is sent to the TCU. The TCU can modify shift programmes by upshifting early, eliminating the torque converter lock-up clutch application, and also eliminating the first gear totally and pulling off in 2nd. [3]
Although not strictly a part of classic torque converter design, many automotive converters include a lock-up clutch to improve cruising power transmission efficiency and reduce heat. The application of the clutch locks the turbine to the impeller, causing all power transmission to be mechanical, thus eliminating losses associated with fluid drive.
For the 1981 model year, a lock-up torque converter was introduced which coincided with the new EMC control of most GM cars; this version is the THM350-C, which was phased out in 1984 in GM passenger cars for the 700R4. Chevrolet/GMC trucks and vans used the THM350-C until 1986. The lock-up torque converter was unpopular with transmission builders.
Early use of the powertrain control module dates back to the late 1970s [citation needed] - official phasing in [clarification needed] of the PCM occurred during the early 1980s when used in conjunction with electronic controlled carburetors and lockup torque converters (at the time conventional 3-speed automatics received lockup converters at ...
The Volkswagen 01M transmission is an electronic/hydraulic four-speed automatic transmission deployed in Cabrio, Jetta, Golf, GTI, New Beetle manufactured between 1995 through 2005, and transverse engine Passats manufactured between 1995 through 1997.
Torque Converter w/ Lockup Electronic 5G-Tronic: W5A 330 [r] 722.6 NAG1 [o] 330 N⋅m (243 lb⋅ft) 1996 – 2016 Longitudinal: 3.9319 0.8305 5 [p] 4.7345 1.4751 1.8070 P & S 3 3 3 Torque Converter w/ Lockup Electronic 5G-Tronic: W5A 400 [s] 722.6 NAG1 [o] 400 N⋅m (295 lb⋅ft) TBD Longitudinal: 3.5876 0.8314 5 [p] 4.3152 1.4413 1.7270 P & S ...
The intelligent multi-disc clutch would be used to progressively transfer torque back-to-front and front-to-back between the front and rear drive shafts when needed and would also lockup providing a permanently locked front 50:50 rear torque distribution. [1] Within a year, the controller had become larger and more complex.
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