Results 1 to 10 of 10

Thread: Hays 3/4 Race Twister TCC

  1. #1
    Join Date
    Dec 2015
    Location
    Saint Cloud, MN
    Posts
    5

    Default Hays 3/4 Race Twister TCC

    I just finished rebuilding a 4L60E with a Hays 3/4 Twister torque converter for my Chevelle. Other than lockup the transmission works great.

    I did not remove the pan yet, but I did connect a switch to enable/disable the TCC. The switch also has a LED, which I ran in series with the TCC solenoid. When the transmission shifts into 4th gear, the LED lights, so I know the pressure switch is working and current is flowing through the solenoid.

    Unfortunately, I don't notice anything when switching the TCC circuit on/off while cruising in 4th gear. I'm assuming there would be a slight change in RPM when the clutch engages/disengages. Other than pulling the torque converter, is there anything else I can look for in the valve body or the valve under the solenoid?
    Click image for larger version. 

Name:	4l60-tcc-switch.jpg 
Views:	4 
Size:	100.0 KB 
ID:	8763

  2. #2
    Join Date
    Jan 2010
    Location
    Brisbane, Australia
    Posts
    1,589

    Default

    I'd assume a 3/4 race torque converter doesn't have a TCC inside the converter, since the lockup clutch is not designed for high torque. Gary
    Regards, Gary

  3. #3
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,067

    Default

    I was thinking the same thing.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  4. #4
    Join Date
    Dec 2015
    Location
    Saint Cloud, MN
    Posts
    5

    Default

    HAYS TWISTER 3/4 RACE TORQUE CONVERTER, 1984-91 GM 700R4
    9.6" diameter torque converter with lockup 30 spline input, 10-3/4" bolt pattern, 3200-3600 RPM stall. PART# 97-1E32Q

  5. #5
    Join Date
    Jan 2010
    Location
    Brisbane, Australia
    Posts
    1,589

    Default

    Quote Originally Posted by gcp_mn View Post
    I did not remove the pan yet, but I did connect a switch to enable/disable the TCC. The switch also has a LED, which I ran in series with the TCC solenoid. When the transmission shifts into 4th gear, the LED lights, so I know the pressure switch is working and current is flowing through the solenoid.
    I would think the TCC solenoid would not operate in SERIES with an LED. The solenoid should be in parallel with the LED. Gary
    Regards, Gary

  6. #6
    Join Date
    Dec 2015
    Location
    Saint Cloud, MN
    Posts
    5

    Default

    Originally, the TCC wiring went through just the brake switch. I couldn't tell if it was working, so I added the manual switch with the LED. I wired the LED in series to check if the solenoid and pressure switch were working and verify if the wiring was all connected, without having to remove the pan.

  7. #7
    Join Date
    Jan 2010
    Location
    Brisbane, Australia
    Posts
    1,589

    Default

    I think a solenoid will not operate in series with an LED.
    If the switch you have has an LED as part of the switch, the LED is in parallel, which is correct.
    If you made this setup, and the LED IS in series, change the circuit to parallel. Gary
    Regards, Gary

  8. #8
    Join Date
    Dec 2015
    Location
    Saint Cloud, MN
    Posts
    5

    Default

    I apologize for the confusion, the switch LED was only used in series to check the continuity of the circuit. I was trying to do as much troubleshooting without having to drop the pan.

    I'm waiting to hear back from Holley to confirm whether or not the torque converter has a clutch in it. If it does then I'll have to drop the pan to see if the solenoid is working and see if the TCC valve in the pump might be stuck. If everything looks good there, my next step would be to pull the transmission and see if the o-ring on the input shaft is damaged.

  9. #9
    Join Date
    Jan 2010
    Location
    Brisbane, Australia
    Posts
    1,589

    Default

    I like your thinking on using the LED for confirming the circuit. You're on the right path. I've seen o-rings cause similar symptoms. Gary
    Regards, Gary

  10. #10
    Join Date
    Dec 2015
    Location
    Saint Cloud, MN
    Posts
    5

    Default

    I still have not heard back from Holley. Maybe I should've gotten the TCI torque converter? Customer service would be the same.

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •  
About us
Holley has been the undisputed leader in fuel systems for over 100 years. Holley carburetors have powered every NASCAR® Sprint® Cup team and nearly every NHRA® Pro–Stock champion for four decades. Now, Holley EFI is dominating the performance world as well as our products for GM's LS engine. Holley's products also include performance fuel pumps, intake manifolds & engine dress–up products for street performance, race and marine applications. As a single solution, or partnered with products from other Holley companies - Hooker Headers, Flowtech Headers, NOS Nitrous, Weiand, Earl's Performance Plumbing, or Diablosport - Holley products can give you the edge you need over the competition.
Join us