Doctor.

Doctor It Hurts When I Shift…

TCC Tests by Randall Schroeder

members.atra.com

on the Operating Table www.atra.com

W
hen dealing with after- unit back into the vehicle. The last time I explained this proce-
repair issues, doctors often There are two units that stand out dure on the phone, the technician asked,
ask: Could I have tested for this type of problem: “Is there anything in print explaining
this on the bench… before I installed it • 4L60/E this test?” Well, no, there isn’t.
in the vehicle? Sometimes the answer is • 4L30E Until now.
no, you can only make provisions that We’re going to look at how to
typically prevent these issues. The time to test the TCC circuit perform a simple bench air test for
Other times the answer is yes. is on the bench, before you install the checking the converter release oil cir-
Here’s the scenario: TCC isn’t work- unit. And the tests aren’t all that dif- cuit. With this test you’ll be able to
ing after repair. We aren’t talking about ficult. They involve a basic air check. make sure whether the circuit is able
chatters, vibrations,
etc.; there’s simply
no lockup. Too often
in these situations,
technicians will just
blame the parts. You
know: It must be a
bad torque converter.
Converter rebuilders
get a lot of blame
for these issues, and
very often it isn’t jus-
tified.
When this type
of after-rebuild prob-
lem occurs, you
need to determine
whether you’re deal-
ing with a control
issue or a mechani-
cal/hydraulic issue.
This involves specif-
ic tests you need to
be familiar with, but
they’re an article for
another day: In this
article, we’re going
to look at some sim-
ple bench tests to
determine whether
the TCC release cir-
cuit is working…
before you put the Figure 1

4 GEARS March 2011

CT-GearsMag7FinalUpdate-2'11:Layout 4 2/10/11 8:12 AM Page 1

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TCC Tests on the Operating Table

to exhaust converter release oil

completely.
Before you begin these
checks, you need to understand
how valve position affects lock-
up. Always check the hydraulic
diagrams to verify valve move-
ment and positions. Let’s look at
the 4L60 family of transmissions
first, which includes up to the lat-
est 4L75E.

Testing the 4L60

Series
To get from lockup release
(figure 1) to lockup apply (fig-
ure 2), release oil has to exhaust
from the bottom of the lockup
control valve in the pump assem-
bly. As you can see, release oil
is directed down the input shaft
to the release (cover) side of the
converter. Oil between the clutch
disk and cover keeps the converter
clutch released.
When the TCC valve strokes,
release oil exhausts to allow the Figure 2
clutch disk to be forced against
the cover, putting the converter
into lockup.
Now that you understand how
the control valve operates, here’s
how to make sure the valve oper-
ates properly. The test requires
directing air pressure down the
input shaft (typically using a rub-
ber-tipped air nozzle) with the
TCC solenoid removed.
• Use a pick, screwdriver,
punch, or any tool that will
fit between the washer access
hole, to move the TCC valve
down into its bore. I use a pick
to stroke the valve from its
relaxed position to the stroked
position (figure 3a – 3b).
• Apply air pressure to the
end of the input shaft; you
should hear a major exhaust
leak each time you stroke the
valve.
• Repeat this several times to
make sure you hear the air
being redirected to lube or
exhaust (Figure 4).

Another bench test for mak-

ing sure the lockup valve works
properly is to check the length of Figure 3A

6 GEARS March 2011

TCC Tests on the Operating Table

Figure 5B

the valve’s stroke: When under hydrau-

lic control this valve must move 0.500”
Figure 3B from relaxed to applied position to
achieve lockup. Use a caliper to verify
proper movement (figure 5a – 5b).

Testing the 4L30 Series

Now let’s look at the 4L30: This
unit requires two air nozzles, even
though you’re looking for the same
results as on the 4L60.
Because the 4L30E TCC valve is
in the pump and the TCC solenoid is in
the front valve body, the test procedure
is different: You won’t be able to stroke
the valve with a pick.
At the solenoid, line oil comes in
from the top screen side of the solenoid.
As the solenoid energizes, it transfers
the oil through the bottom of the sole-
noid (figure 6).
This oil is directed through con-
tainment areas in the OD housing to
the pump, where it moves the lockup
control valve located in the front pump.
Figure 4
When lockup is released, there’s
no oil flow through the bottom of the
solenoid (figure 7). As the solenoid
applies, line oil flows through the bot-
tom, through the channeling, and to
the valve, where it strokes the lockup
control valve (figure 8a – 8b).
This test requires two air nozzles:
One nozzle supplies air pressure down
the input shaft to test the TCC circuit,
while the other provides air pressure to
control lockup valve movement.
You’ll have to be a little creative at
the front of the valve body: I removed
the winding from an old solenoid to
turn it into an air testing tool. I epoxied
the side so the air pressure wouldn’t
feed into the line pressure circuit. You
could probably use a rubber hose that
Figure 5A seals to the bottom of the bore as well.
8 GEARS March 2011
TCC Tests on the Operating Table

Figure 6
Figure 7

10 GEARS March 2011

TCC Tests on the Operating Table

You’ll use this air tester to apply air valve strokes. and you’ll be more likely to use them.
to the TCC control valve. Remember: • Repeat this test several times to Air testing isn’t only a recommended
air pressure must reach the bottom of make sure the valve moves freely procedure for clutch components; it’s
the solenoid to move the TCC control and exhausts the air being supplied also a terrific way to make sure the
valve. down the input shaft (figure9a – TCC will work properly… before you
• Use a rubber-tipped air nozzle to 9b). install it in the vehicle.
apply air pressure down the input There are other transmissions that Until next time, keep those trans-
shaft. you may be able to use similar tests to missions in good working health.
• Use your new air tester to blow air check; these two are the most common The Doctor
down the solenoid feed and listen for exhibiting after-rebuild problems.
for the air to change when the Remember, keep your tests simple

Figure 8A Figure 8B

Figure 9A Figure 9B

12 GEARS March 2011

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