Ranger Mods

Hey Saeb, or anyone else. I am trying to figure out when the torque converter locks up on the auto. On some vehicles (other manufacturers) it is really easy to identify, with the change in revs. With the Ranger I cannot tell, other than when engine breaking, where it will clearly lockup in third gear as I slow up.

As I tow a heavy caravan, it will be good to understand what is happening and if the torque converter is locked.

That info should be available on the CAN bus. Torque Pro app has Torque Converter Slip, so combined with RPM and should be able to see when it locks up.

Below are the available Transmission PIDS, if any are of interest then let me know. I have not done this list yet so am happy to do the odd one or few as a one off for now.

4x4 Low
Active Diagnostic Session
Accelerator Pedal Position D
Axle Ratio
Barometric pressure
Distance since diagnostic trouble codes cleared
Continuous Codes
Engine coolant temperature
Gear Command by Output State Control
Gear Ratio Commanded
Firm Shift
Intake Air Temperature
Line Pressure Control Desired
Calculated Load Value
The distance travelled since the MIL was activated.
Output Shaft Speed Reliable
Actual Output Shaft Speed
Pressure Control Solenoid A
Pressure Control Solenoid A
Pressure Control Solenoid A Status
Reverse Lamp Control
Reverse Control Lamp Status
Engine Revolutions Per Minute
Time Since Engine Start
Diagnostic Trouble Codes
Shift RPM Drop in Input Shaft Speed Below Expected
Shift RPM Rise in Input Shaft Speed Above Expected
Shift Identification of Shift PIDs Lag, Time, Flare and Drop.
Shift Time Elapsed From 10% to 90% of Complete
Shift Time Elapsed From Commanded to 10% Complete
Shift Type
Shift Solenoid Pressure Control A
Shift Solenoid Pressure Control B
Shift Solenoid Pressure Control C
Shift Solenoid Pressure Control D
Torque Converter Clutch Solenoid Pressure - Commanded
Shift Solenoid Pressure Control A
SSPCA Status
Shift Solenoid Pressure Control B
SSPCB Status
Shift Solenoid Pressure Control C
SSPCC Status
Shift Solenoid Pressure Control D
SSPCD Status
SSPCE Status
Select Shift Transmission - Down Switch Input
Select Shift Transmission - Up Switch Input
Torque Converter Clutch Control solenoid
Torque Converter Clutch Fault
Output State Control of Torque Converter
Transmission Slip Ratio
Transmission Control Indicator Light
Transmission Control Switch Pressed
Transmission Control Switch Requested State
Torque converter slip actual
Torque converter slip desired
Transmission Fluid Temperature
Transmission Fluid Temperature
Transmission Fluid Temperature Status
Tyre Size (rev / mile)
Transmission Supply Voltage Control State
Gear Ratio Measured
Neutral Output Status
Park Output Status
Transmission Range Sensor Input A Duty Cycle
Transmission Range Sensor Position - Corrected
Transmission Range Input Allowing Engine Start
Park/Neutral Starter Enable Output Fault Detected
Transmission Range status
Transmission range
Turbine Shaft Speed
Turbine Shaft Speed Reliable
Control Module Voltage
Vehicle Speed Output Status
Vehicle Speed
Vehicle Speed
Number Of Warm-ups Since DTCs Cleared

Well, I tried the Torque Pro built-in Ford Torque Converter Slip today and it didn't pull data. Stewart, could you post the following PIDs?

Torque Converter Clutch Solenoid Pressure - Commanded
Torque Converter Clutch Control solenoid
Torque Converter Clutch Fault
Output State Control of Torque Converter
Transmission Slip Ratio
Torque converter slip actual
Torque converter slip desired
Transmission Fluid Temperature

I guess that should cover it, although "Torque converter slip actual" or "Transmission Slip Ratio" are maybe the most definitive ones.

Thanks
Richard

Will have a look this arvo. Slip was measured in RPM if memory served me right.

I have based these on OBDlink layout. These are the correct PIDS, I have not gone through and entered them all in OBDlink so if there is an issue let me know.

Torque Converter Clutch Solenoid Pressure - Commanded

Header: 7E1
Mode: 22
PID: 1E3C
Equation: ((A*256)+B)

Was showing 0.0 kPa so calcs may or may not be correct.

Torque Converter Clutch Control solenoid

Header: 7E1
Mode: 22
PID: 1E59
Equation: ((A*256)+B)/1000

Not running was showing 0.05 amp ( So current only PID)

Torque Converter Clutch Fault

Header: 7E1
Mode: 22
PID: 1E46
Equation: A

No Fault - I don't expect any.
0 should be no fault and other will be a fault.

Output State Control of Torque Converter

Header: 7E1
Mode: 22
PID: 1E2E
Equation: A

0 = TRANS CONTROL
Could not get it to change while stationary so other values are unknown.

Transmission Slip Ratio

Header: 7E1
Mode: 22
PID: 1E15
Equation: ((A*256)+B)/4100

I doubt this is the correct math.

Stationary = 3.99:1 ratio
My calcs convert to 3.986:1

Did not see any other change while stationary.

Torque converter slip actual

Header: 7E1
Mode: 22
PID: 1E14
Equation: ((A*256)+B)/4

REVS/MIN
REF FIGURE STATIONARY = 30, THESE CALCS ARE CORRECT

Torque converter slip desired

Header: 7E1
Mode: 22
PID: 1E35
Equation: ((A*256)+B)/4

REVS/MIN
REF FIGURE STATIONARY = 1020, THESE CALCS ARE CORRECT

Transmission Fluid Temperature

Min Value: 0
Max Value: 200
Header: 7E1
Mode: 22
PID: 1E1C
Equation: ((A*256)+B)*5/72-17

This is an old one and I have done a long time ago. It's a toss up between -17 and -18.

Interesting...

Sent from my SM-A320Y using Tapatalk

Strange flare ups you have there. I have attached a couple of logs from TCM in Forscan. You should be able to open them and view in the Read PID area. In the graph area you can change the ratio to fit the complete log on one screen.

Order is

TFT 17 °C Transmission Fluid Temperature
VSS 14.2 km/h Vehicle Speed
TCC_RAT 0.918 :1 Transmission Slip Ratio
TC_SLIPACT 130 rev/min Torque converter slip actual
TC_SLIPDSD 1020 rev/min Torque converter slip desired
RPM 1650 rev/min Engine Revolutions Per Minute
SSLU_PRES 0.0 kPa Torque Converter Clutch Solenoid Pressure - Commanded
GEAR_OSC 1 Gear Command by Output State Control

I'm also interested in this one. Getting more power to the ground would be very handy in the Auto, this is what i miss so much about manual.
Not to dig up an old thread, but i guess in the interest of documenting anything i find...

I strongly suspect rjbarrington's OBD screen capture of Engine RPM vs Clutch Slip isn't correctly displaying what's actually happening. Perhaps some graph scaling issue or some bad data from the OBD reader.

The lockup clutch state seems to be affected by quite a number of different things.

What I've found so far is (through Forscan), that generally speaking (under normal loads and casual driving in 'Drive' - D), it typically locks up around 1700rpm from mid 2nd gear to low end of 3rd gear. It generally stays locked until you start to slowdown.

When slowing down, it will generally unlock around mid to low 3rd and stay unlocked all the way to a complete stop.

Also worth nothing is that under these same driving conditions, the car drops through every gear, until in 3rd, once in 3rd and coming to a stop, it will drop 2 gears immediately straight to 1st.
The feeling of the car dropping from 3rd to 1st with the clutch unlocked gives a surprisingly similar feeling to what you would expect to feel when in 3rd and clutch engages.

Hi Stewart

I built a PWM torque converter lockup circuit with a selectable speed reference input for a 2008 Prado, 60000 Ks covered Auto temp before up to 110 degrees C after 70 degrees C.

I am currently building a PWM torque converter lockup system for a 2018 Ranger I would like to display the
Torque Converter Clutch Control solenoid current on a Scanguage
could you convert the PID

Header: 7E1
Mode: 22
PID: 1E59
Equation: ((A*256)+B)/1000

Thank you

ozjon wrote: ↑Tue May 07, 2019 9:12 am Hi Stewart

I built a PWM torque converter lockup circuit with a selectable speed reference input for a 2008 Prado, 60000 Ks covered Auto temp before up to 110 degrees C after 70 degrees C.

I am currently building a PWM torque converter lockup system for a 2018 Ranger I would like to display the
Torque Converter Clutch Control solenoid current on a Scanguage
could you convert the PID

Header: 7E1
Mode: 22
PID: 1E59
Equation: ((A*256)+B)/1000

Thank you

As per your PM I will reply here as it helps others and saves me repeating myself.

Use

07E1221E59
0462451E0659
3010
0001000A0000

Tested.

Scangauge generally needs maths done in different ways to get 2 decimal points to show. This will show approx 0.05 amp at idle which should match the scantool.

Thank you that worked perfect.

Okay for the past 20+ years I've been a manual man and this is my first auto - other than a VW DGS - so other than loving it I'm on new territory here so why do you need to know when the TC locks up and how does that help towing and is the lock up (what ever that is) adjustable ?

Iainboyd wrote: ↑Sun Feb 16, 2020 3:07 pm Okay for the past 20+ years I've been a manual man and this is my first auto - other than a VW DGS - so other than loving it I'm on new territory here so why do you need to know when the TC locks up and how does that help towing and is the lock up (what ever that is) adjustable ?

ATF (Trans Fluid) gets warm when it's being used as a viscous coupling in the torque converter. This is the process that allows the engine and trans to turn different rates. When you're towing, you want to minimize the time that the engine and trans are not locked together so that you can reduce heat and wasted energy.

It's easy to accidentally keep your foot in the wrong spot (RPM wise) so that the torque converter fails to lock and you spend most of your drive cooking your ATF. If you know what RPM each gear locks up at, then you can ensure you're selecting the proper gear for the engine load, terrain, and expected acceleration curve. It won't hurt for your trans to be unlocked while accelerating, but when cruising at a steady rate, you should aim for lockup if possible.

Make sense?

Lockup is adjustable by transmission tune, generally they allow for about 80% lockup at most to cut down on NVH. 6 speed is 80%, cannot remember what 10 speed is.

Coming from a Landrover Discovery with the ZF 8 speed, it was the closest thing i have experienced to the perfect Austo trans. It would lock up at about 1500rpm in 2nd and stay that way right through to 8th and unless you were judicious with the throttle, would hold gears with TC locked at all times. I could head up the Gateway bridge in 8th at 70kays, with the TC locked and gently accelerate up to 90 effortlessly and without any nasty vibration or driveline scowl.

So improving the lockup on my Ranger is a must for me. I also had a NT Pajero with a manual TC lockup fitted years ago and it improved fuel economy towing the camper by 2l/100kms.

cheers
Geoff

geoffmc wrote: ↑Tue Feb 09, 2021 10:46 pm... without any nasty vibration or driveline scowl.

I'd 99% guarantee it was not 100% locked and there was a well tuned amount of slip happening. Most people won't notice 50rpm of slip, but will notice driveline vibration.
Of course, YMMV.

CatHerder wrote: ↑Wed Feb 10, 2021 6:56 pm

geoffmc wrote: ↑Tue Feb 09, 2021 10:46 pm... without any nasty vibration or driveline scowl.

I'd 99% guarantee it was not 100% locked and there was a well tuned amount of slip happening. Most people won't notice 50rpm of slip, but will notice driveline vibration.
Of course, YMMV.

Actually, it was 100% locked. I had a GAP diagnostic IID tool, that did exactly what Forscan does, just via a bluetooth dongle only my phone or iPad and it had a percentage reading for transmission lock, which stayed 100% locked once engaged (unless copius throttle was used) and there was also an input/output shaft speed screen.

Also The Transmission centre i used for servicing, supported this The owner Scott is a transmission GURU!
cheers
Geoff

Well there you go!. Must be good vibration insulation or a smooth running drivetrain. Well done LR.

CatHerder wrote: ↑Thu Feb 11, 2021 9:56 am Well there you go!. Must be good vibration insulation or a smooth running drivetrain. Well done LR.

Yep, but then again the base Disco 4, was $85k (weight of 2.7t) and you really cant compare that to a $50k Ute, weighing 2.2t. Ford have done a great job with what it is. I will say this, it had a solid piece of metal, im guessing it weighed about 30-40kg above/behind the rear diff and it was rubber mounted to the rear suspension on a pendulum type of arrangement. Ive never seen any other vehicle have anything like this and a LR indie told me that assisted with absorbing driveline vibration.

Im really looking forward to doing some transmission upgrades and a tune, to really make things sing.

cheers
Geoff