Torque converter lockup

[Horse482]

I'm wondering if there is a way to tell when the torque converter locks up? 2016 2500 6.4 66RFE. Is there a way with ALPHA or scan program to see when is locked and unlocked?

 

[nlambert182]

It should lock up when you hit 40mph if I recall correctly.

 

[Sherman Bird]

I'm wondering if there is a way to tell when the torque converter locks up? 2016 2500 6.4 66RFE. Is there a way with ALPHA or scan program to see when is locked and unlocked?

A scanner with PID readouts for the transmission will show the status if the TCC and when it is commanded on, in varying percentage of PWM.

 

[Horse482]

I'm not sure what a PID readout is. What type of scanner can do that?

 

[Sherman Bird]

I'm not sure what a PID readout is. What type of scanner can do that?

Parameter Identification.... in other words, the data displayed on the screen of a scanner. (Temperature, RPM, etc.)

 

[62Blazer]

I'm not sure what a PID readout is. What type of scanner can do that?

Sometimes they use the terminology "live data". The scanner will show operating parameters on the truck such as temperature, voltage readings at sensors, and for the torque converter it will probably have something like "lock" vs "unlock" that could be monitored. That functionality is fairly common on anything but the very base models. For example the Harbor Freight $29 and $59 scanners do not have that, but the next level up $99 scanner does.

 

[Sherman Bird]

Sometimes they use the terminology "live data". The scanner will show operating parameters on the truck such as temperature, voltage readings at sensors, and for the torque converter it will probably have something like "lock" vs "unlock" that could be monitored. That functionality is fairly common on anything but the very base models. For example the Harbor Freight $29 and $59 scanners do not have that, but the next level up $99 scanner does.

It's a magnanimous gesture to explain what a PID is, and to list off some examples. To the untrained eye, the subtle meanings are lost to looking for ... what? A huge fault?
Scanners don't diagnose anything on their own merit. They give us a guidance to the system to the problem source AS THE COMPUTER IS PROGRAMMED. No more. Pin point testing is called for, requiring loads of training and thousands and thousands of dollars in diagnostic equipment.

A good example of a misleading PID/ DTC is the DTC 32 on a pre-OBD2 GM truck circa 1992. DTC 32 is a bad EGR solenoid, or a high or low circuit. And that might actually lead someone to the fix, but! Wait! There's MORE! DTC 32 is also a phantom DTC set by a TCC lockup solenoid in the 4L60 transmission drawing too much amperage!

U-codes on current CAN/BUS vehicles are routinely set when a battery goes bad, but will still run a car just fine, or, on occasion, they will set when the battery is replaced. I've seen seasoned techs run down the rabbit trail and replace modules due to this issue. Refer back to training and equipment.

As far as the TCC operation the OP alludes to, when he/she uses the scanner, does this person know about "Cubed" or "fuzzy logic" germane to TCC operation? So, when he/she sees slippage, what then? Not having knowledge of the algorithm or strategy for this component, Does OP have a CLUE as to what the readouts mean? Other issues that can mask the TCC problem (as interpreted)?

Where should a guy go? Change fluid and let the Pure Fu^^ing Magic aspect of a complex automatic transmission do it's thing?
That's financial Russian Roulette. I had a lady call me up and in tears, tell me that the shop near her home quoted 3 grand for a Catalytic converter due to a P0420 trouble code. She brought it to me, and I fixed the stuck thermostat and replace worn out spark plugs for a few hundred dollars, and the Catalytic converter was jus fine!

If OP REALLY wants to do the repairs himself, he should take the truck to a qualified transmission diagnostician, get an accurate picture of the situation, and THEN and only then, decide IF he is really qualified to do the repair.

 

[62Blazer]

Scanners don't diagnose anything on their own merit. They give us a guidance to the system to the problem source AS THE COMPUTER IS PROGRAMMED. No more. Pin point testing is called for, requiring loads of training and thousands and thousands of dollars in diagnostic equipment.

Your comment about scanners/code readers is spot on. I tell people all the time that they don't tell you exactly what part or sensor needs replaced. Rather they just point you in what direction to start out when diagnosing an issue. The vast majority of people see a particular sensor mentioned in the code and immediately go out and replace it, then get on here and say how they replaced the sensor and it didn't fix the problem. As an example let's talk about codes that mention O2 sensors in them. There are multiple O2 sensors (commonly 4 on V-8 engines) and multiple different specific codes pointing out different issues related to them. None of them say "the only possible issue is that the sensor is bad and needs replaced". They just say something in the circuit is not right. A mouse chewing through the wire going to an O2 sensor will throw a code.....go replace the sensor all you want and it won't fix the problem. From my experience with diagnosing O2 sensor related codes less than half of the time is the actual sensor bad. On my own personal vehicles the only bad O2 sensor I have ever replaced didn't even throw an O2 sensor related code.