Curious about rpm
Thread Starter
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Legend
Joined: Jul 2011
Posts: 8,259
Likes: 4
From: Austin, TX
So as I continue to work on other things, I am still going through the transmission mantally and reviewing my notes, invocies for parts, etc.
I think they may ahve sold me the wrong TC. I think it should be a code 595, but I think the gave me a Code 787 (magic marker writtin on TC).
Here is what I have found:
5.2L 1999-03
A518 Transmission; Lockup;
11" Diameter; 23 Splines;
1.810" Pilot; Slotted Hub; 4
Lug Mount; 10" Bolt Circle;
High Stall; Wide Ring Gear;
No Weight, Contains Stator
Bearing, 90 Degree Bolt
Pattern; Codes 595, 785
CR94
5.9L 1999-03
A518 Transmission; Lockup;
11" Diameter; 23 Splines;
1.810" Pilot; Slotted Hub; 4
Lug Mount; 10" Bolt Circle;
Medium Stall; Wide Ring
Gear; No Weight, Contains
Stator Bearing, 90 Degree
Bolt Pattern; Codes 591,
767, 787
My question is....would this make any difference? Would it cause my problem? Although Snap ON scanner says TC is locked up, I suspect that it it reading signal sent from PCM and TC may not actually be locking up. Should I be able to physically feel or hear TC lock up?
The only other thing I can think of is I may need to install a thicher shim on OD clutch. I was at the very edge of tolerence.
I think they may ahve sold me the wrong TC. I think it should be a code 595, but I think the gave me a Code 787 (magic marker writtin on TC).
Here is what I have found:
5.2L 1999-03
A518 Transmission; Lockup;
11" Diameter; 23 Splines;
1.810" Pilot; Slotted Hub; 4
Lug Mount; 10" Bolt Circle;
High Stall; Wide Ring Gear;
No Weight, Contains Stator
Bearing, 90 Degree Bolt
Pattern; Codes 595, 785
CR94
5.9L 1999-03
A518 Transmission; Lockup;
11" Diameter; 23 Splines;
1.810" Pilot; Slotted Hub; 4
Lug Mount; 10" Bolt Circle;
Medium Stall; Wide Ring
Gear; No Weight, Contains
Stator Bearing, 90 Degree
Bolt Pattern; Codes 591,
767, 787
My question is....would this make any difference? Would it cause my problem? Although Snap ON scanner says TC is locked up, I suspect that it it reading signal sent from PCM and TC may not actually be locking up. Should I be able to physically feel or hear TC lock up?
The only other thing I can think of is I may need to install a thicher shim on OD clutch. I was at the very edge of tolerence.
Grand Champion
Joined: Apr 2010
Posts: 5,011
Likes: 6
From: Meeker, CO
Check the tachometer. You should see it drop a couple hundred RPM when the converter locks. The PCM should see it, too, and set a (perhaps pending) code if it doesn't.
Thread Starter
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Legend
Joined: Jul 2011
Posts: 8,259
Likes: 4
From: Austin, TX
I do not get a drop in rpm, so I think it is not locking up. I may wait until I get body work done and drop it back out again. WIll probably order several different shims to make sure I have the one I need. I can't think of anything else unless there is a problem in VB......
May go ahead and get another TC as well. Don't want to have to drop it twice.
I found this website http://www.f-body.org/gears/ Looks like it matches up with what others were saying about rpm vs speed. I used 47RE and entered tires sizes and differential ratio. It loaded correct gear ratios for transmission. I also had to correct red line as it pops in 3200. Looking at the table, at 3200 rpm I should have been running 118mph!
May go ahead and get another TC as well. Don't want to have to drop it twice.
I found this website http://www.f-body.org/gears/ Looks like it matches up with what others were saying about rpm vs speed. I used 47RE and entered tires sizes and differential ratio. It loaded correct gear ratios for transmission. I also had to correct red line as it pops in 3200. Looking at the table, at 3200 rpm I should have been running 118mph!
Last edited by gdstock; Dec 19, 2011 at 11:07 PM.