Now there's a good question............. Haha

 

I'll check the fuel pressure. What PSI should I be reading? How long should I monitor pressure loss due to leak down?

 

If you have an OBDII app that will monitor the input shaft RPM and torque converter RPM as well as the lockup solenoid duty cycle, you can do some interesting diagnosis on the TCC operation, even if it is not setting a TCC code. How the TCC is supposed to work is buried in "Want to Learn More" and the "Diagnostic Theory" text below. I know the Torque app I have for my Android tablet will monitor the RPMS. It's $5 and the Bluetooth OBD@ adapter is only about $25. Don't know if Torque will monitor the lockup solenoid duty cycle, but I assume so. Have fun!!

I can tell you that on my Blazer, a false P0304 has always been present since I bought it (light on after I repaired the disconnected light, but no real miss) and that I have verified the TCC never locks up by the RPM comparison mentioned. I have been assuming the PCM is not locking the TCC because of the always present P0304. My mileage has also been horrible at 12-13 mpg, even though the vehicle ran well. I certainly hope the TCC locks up after I get the P0304 fixed (Thrust bearing problem) and that a bad torque converter is not what took out the thrust bearing in the first place! Wish I would have checked the TCC lockup duty cycle out before tearing it all apart. Hindsight is 20/20. Dang it, now I need to put a new converter in while the engine is out - for the price of a converter, I certainly don't want to tear it apart again.

Les

P0740 - OBD-II Trouble Code

Auto Systems and Repair

Torque Converter Lockup Malfunction

Our emissions expert has put together the following information about the P0740 fault code. We have also included diagnostic procedures you can take to your repair shop if the mechanic is having difficulty analyzing the code.

OBD II Fault Code

• OBD II P0740

Fault Code Definition

• Torque Converter Lockup Malfunction

Symptoms

• Check Engine Light will illuminate
• Vehicle will not shift into the highest gear at freeway speed
• Decrease in fuel economy
• In unusual cases, there are no adverse conditions noticed by the driver
• In some cases, there may be performance problems, such as dying when coming to a stop after driving on the freeway and/or misfire-like symptoms

Common Problems That Trigger the P0740 Code

• Defective Torque Converter Lockup Solenoid
• Defective Engine Coolant Temperature Sensor
• Defective Torque Converter Clutch
• Defective Valve Body
• Dirty transmission fluid that restricts the hydraulic passages

Common Misdiagnoses

• Engine Misfire problem
• Internal Transmission problem
• Driveline problem

Polluting Gases Expelled

• HCs (Hydrocarbons): Unburned droplets of raw fuel that smell, affect breathing, and contribute to smog
• CO (Carbon Monoxide): Partially burned fuel that is an odorless and deadly poisonous gas
• NOX (Oxides of Nitrogen): One of the two ingredients that, when exposed to sunlight, cause smog

Want to Learn More?
The purpose of the Torque Converter Lockup Clutch is to create a 1 to 1 RPM ratio between the Transmission Input Shaft and the rotational speed of the Torque Converter so that a manual transmission-like, "mechanical lock" between the engine and the transmission is established. This eliminates any loss of power that might occur with the fluid and/or hydraulic "lock" that you would experience with a conventional Torque Converter. This is achieved with a friction plate and a friction disc inside the Torque Converter housing that are applied with hydraulic pressure. This hydraulic pressure is supplied by way of a fluid passage in the center of the Transmission Input Shaft, which rests inside the center area of the Torque Converter. A dedicated Torque Converter Lockup Solenoid Valve on the Transmission Valve Body is energized by the Powertrain Computer in order to supply the hydraulic pressure that applies the Lockup Clutch when the proper road speed and engine temperature are achieved. Because the engine will be operating with reduced speed and load, overall fuel consumption and emissions output will be reduced.
P0740 Diagnostic Theory for Shops and Technicians
When the code P0740 is set in the Powertrain Computer, it means that the Powertrain Computer or PCM is seeing greater than a 200 RPM difference between the rotational speed of the Torque Converter and the Transmission Input Shaft. When the Torque Converter Lockup Clutch engages, there should be a 1 to 1 ratio between the Converter RPM and the Input Shaft RPM.

When diagnosing a P0740 code, it is important to record the freeze frame information and then to duplicate the code setting conditions with a test drive above 45 MPH. Pay close attention to the engine load, throttle position, RPM, and road speed because a P0740 can be difficult to detect.
One should monitor the Converter RPM and compare that to Input Shaft speed RPM at greater than 45 MPH on a smooth, flat surface after the vehicle is warmed up and the fuel system is in a closed loop. Monitor how the Converter Lockup Solenoid responds to an increased amount of throttle. The Lockup Solenoid duty cycle should go to 0 percent when the Throttle Position Sensor is above 40 percent and should return to 100 percent when the throttle is returned back to 15 to 20 percent. The duty cycle should go to 0 percent whenever the throttle is fully released and the vehicle has decelerated below 30 MPH. The Lockup Solenoid duty cycle should go to 0 percent whenever the brake pedal is applied, regardless of speed.
When looking at the Toque Converter RPM versus the Input Shaft RPM, observe if the scan tool data has a Converter Slip Speed PID or Parameter Identification. This can be very helpful in the diagnosis of an intermittent P0740. If the Lockup System is functioning correctly, the Slip Speed value should never be above 50 RPM. Try gently depressing the throttle on a gradual incline above 45 mph. When doing this, the Slip Speed should not increase. If it does and the Lockup Solenoid duty cycle is 100 percent—meaning it is fully applying the converter clutch—then you know you have a slipping Converter Clutch.
If the Slip Speed stays steady but the transmission Output Shaft Speed starts to decrease (along with the MPH), then you know that you have an internally slipping transmission, usually caused by worn Clutch Packs or Sprag 1-Way clutches. If the Slip Speed remains very high and the Lockup duty cycle is 100 percent, then it is likely that the Solenoid is defective, because the duty cycle is reporting that the PCM is commanding the Lockup System to apply, but there is no change. Even with worn out Converter Clutches, there is always some kind of Slip Speed reading. It may go very high whenever the throttle is applied, but there should be some kind of a RPM reduction between the Converter Speed and the Input Shaft speed that verifies the Lockup Solenoid and PCM are trying to do their jobs.

 

I only have a code scanner. I don't have an ipad or a smartphone that could run an app. I'm still running my Casio G'rock flip phone. Additionally, when I conducted that TCC test, should I leave my foot on the gas when I slightly depress the pedal? Because thats what I did and had the R's raise about 100. If I slightly depress the pedal without my foot on the gas it doesn't happen. Also, is the raise in RPMs indicating a problem or that the TCC is working correctly? I don't understand that stuff really at all.

 

Ignition ON, engine OFF, fuel pump running, pressure at the service port must be 60psi to 66 psi. This checks the lower of regulated fuel pressure or fuel pump maximum output pressure. Pressure must remain above 55psi for at least 10 minutes after the pump shuts off. Ideally, fuel pump maximum output pressure and leakdown should also be tested. It requires that the pressure tester be connected directly to the fuel pump output. This is done at the fuel filter outlet using an adapter. All pressure and flow must end at the tester, (no fuel allowed to the engine). While the pump is running, fuel pressure must be 73psi to 108psi, and it must remain above 55psi for at least 10 minutes.

EDIT: For the TCC test, you must leave your foot on the gas to maintain a constant speed.

 

And if the RPMs raise that indicates a problem with it? Then what?

 

RPMs raising means your TCC was locked up before and therefore is not a problem.

 

Ok thanks.