![]() ![]() Nag Library Crack full#This one seemed ok under 35 psi, but with full shop air pressure, it would allow an excessive amount of blow back through the converter feed. The Mercedes converter clutch is set up just like a clutch pack in the transmission (figure 4), and should air check just like most clutches fed through sealing rings. Springs are good, bores good, the valve body and solenoid was hot tanked and retested to verify no valves was sticking after it was warm, and the solenoid was still functioning properly.Īir checking the converter didn’t go so well. There are three valves involved in the control of the converter clutch, the TCC damper, which works as an accumulator, the lube pressure regulator, which works as a pressure regulator, and the TCC regulator, which works as on/ off for the converter clutch. We previously discussed possible causes, so we decided to drop the valve body, vacuum test the valve body, check for broken or collapsing springs (figures 2A&B), check the solenoid, and air check the converter clutch through the case (figure 3). After it got warm, he noticed the actual and desired slip was falling out of parameters (figure 1), while the meter and scan tool information was matching, and engine data appeared to be what was expected. At first, all the signals matched up, scan tool to meter, actual slip and desired slip was very close, within parameters. He took the vehicle out on the road, with equipment attached. Which according to the customer, the problem usually occurred after about thirty minutes of highway driving. From the time the vehicle was cold, until we saw slip greater than sixty RPMs, while in slip mode. And problems here we would want to check mass air flow sensor and throttle position sensor operations for any malfunctions.Īnd last but not least, we wanted to monitor torque converter clutch slip, actual and desired, during slip mode. Normal load percentage is between ten to twenty percent at a idle, and should come up to ninety to a hundred percent at WOT in gear. A drop in commanded pressure would also cause slippage in the transmission. We also wanted to monitor line pressure command and engine load percentage. Excessive deviation between these could indicate an internal computer malfunction or a power or ground issue to the computer. The first thing I want to verify is the duty cycle on the wire matches what we see on the scan tool. I recommended we back probe the solenoid command wire, and record data with a scan tool in graph mode. Nag Library Crack code#If this slip exceeds sixty RPM, when command is in slip mode, three times in one key cycle, the code P0741 will set. ![]() There are four modes of TCC operation in status, open, openslip, slip and slip-open, the computer is only monitoring the actual and desired slip during slip mode. We discussed the information to monitor on the scan tool, there is an actual slip, desired slip, and TCC status. The torque converter clutch is always slipping somewhere between 5% to 95% when engaged, which depends on vehicle speed and engine load. Next, we discussed normal operation of the torque converter clutch and computer commands. So possible causes could be a computer failing to command the solenoid properly, a solenoid mechanical malfunction, valves, or a leak in the circuit from the valve to the converter. The valve opens a port for regulated pressure from the lube regulator valve, to the piston in the converter to lock down the converter clutch. ![]() The computer commands the solenoid, the solenoid strokes the valve. We discussed possible causes that might set the code, and some things to check. The customer stated the check engine light was on, and he found a P0741 set, no debris found in the pan and clean fluid that didn’t have an odor to it. A friend of mine recently called me on a 2012 dodge charger with a NAG 1, aka, 722.6 in it. ![]()
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