sc400 with 1jzgte kickdown cable not connected
01-14-12, 01:32 PM
#1
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sc400 with 1jzgte kickdown cable not connected
I purchased a sc400 with a single 1jzgte turbo not to long ago. i was going over a few things to get it ready for winter when i noticed the kickdown cable is tied in a knot.. ?
im really confused, the car drives fine, and down shifts when going up hills and when i smash the gas so, should i leave it be or reconnect it?
the car does have shimmed 1,2 and 3 gears aswell as increased line pressure and oil cooler.
im really confused, the car drives fine, and down shifts when going up hills and when i smash the gas so, should i leave it be or reconnect it?
the car does have shimmed 1,2 and 3 gears aswell as increased line pressure and oil cooler.
01-14-12, 07:14 PM
#5
The previous owner might have tied it to lock it in at a certain pressure all the time, instead of varying with the throttle.
you already said it had shimmed gears and increased line pressure.
I will go out on a limb and say that is how they increased the line pressure.
If you remove it and connect it to the throttle body, your line pressure will be more stock like.
you already said it had shimmed gears and increased line pressure.
I will go out on a limb and say that is how they increased the line pressure.
If you remove it and connect it to the throttle body, your line pressure will be more stock like.
Last edited by Ali SC3; 01-14-12 at 07:17 PM.
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01-15-12, 07:17 PM
#8
You probably wouldn't want to do that unless you have a GTE auto like the OP, which is more abuse friendly.
It seems unnecessary to have full pressure all the time though, If It had to be increased I would personally leave it connected to the throttle body and adjust the cable so there is no slack, or even a couple turns tighter than that for a little bit more pressure.
That way it still varies with the throttle and you still benefit from an increase across all ranges.
It seems unnecessary to have full pressure all the time though, If It had to be increased I would personally leave it connected to the throttle body and adjust the cable so there is no slack, or even a couple turns tighter than that for a little bit more pressure.
That way it still varies with the throttle and you still benefit from an increase across all ranges.
01-15-12, 10:12 PM
#9
Hard shifts?
You probably wouldn't want to do that unless you have a GTE auto like the OP, which is more abuse friendly.
It seems unnecessary to have full pressure all the time though, If It had to be increased I would personally leave it connected to the throttle body and adjust the cable so there is no slack, or even a couple turns tighter than that for a little bit more pressure.
That way it still varies with the throttle and you still benefit from an increase across all ranges.
It seems unnecessary to have full pressure all the time though, If It had to be increased I would personally leave it connected to the throttle body and adjust the cable so there is no slack, or even a couple turns tighter than that for a little bit more pressure.
That way it still varies with the throttle and you still benefit from an increase across all ranges.
01-16-12, 05:32 AM
#11
From trans TSRM:
• LINE PRESSURE
Line pressure is the most basic and important pressure used in the automatic transmission, because it is
used to operate all of the clutches and brakes in the transmission.
If the primary regulator valve does not operate correctly, line pressure will be either too high or too low. Line
pressure that is too high will lead to shifting shock and consequent engine power loss due to the greater
output required from the oil pump; line pressure that is too low will cause slippage of clutches and brakes,
which will, in extreme cases, prevent the vehicle from moving. Therefore, if either of these problems are
noted, the line pressure should be measured to see if it is within standard.
• THROTTLE PRESSURE
Throttle pressure is always kept in accordance with the opening angle of the engine throttle valve. This
throttle pressure acts on the primary regulator valve and, accordingly, line pressure is regulated in response
to the throttle valve opening.
In the fully hydraulic controlled automatic transmission, throttle pressure is used for regulating line pressure
and as signal pressure for up–shift and down–shift of the transmission. In the electronically controlled
transmission, however, throttle pressure is used only for regulating line pressure. Consequently, improper
adjustment of the transmission throttle cable may result in a line pressure that is too high or too low. This,
in turn, will lead to shifting shock or clutch and brake slippage.
• LINE PRESSURE
Line pressure is the most basic and important pressure used in the automatic transmission, because it is
used to operate all of the clutches and brakes in the transmission.
If the primary regulator valve does not operate correctly, line pressure will be either too high or too low. Line
pressure that is too high will lead to shifting shock and consequent engine power loss due to the greater
output required from the oil pump; line pressure that is too low will cause slippage of clutches and brakes,
which will, in extreme cases, prevent the vehicle from moving. Therefore, if either of these problems are
noted, the line pressure should be measured to see if it is within standard.
• THROTTLE PRESSURE
Throttle pressure is always kept in accordance with the opening angle of the engine throttle valve. This
throttle pressure acts on the primary regulator valve and, accordingly, line pressure is regulated in response
to the throttle valve opening.
In the fully hydraulic controlled automatic transmission, throttle pressure is used for regulating line pressure
and as signal pressure for up–shift and down–shift of the transmission. In the electronically controlled
transmission, however, throttle pressure is used only for regulating line pressure. Consequently, improper
adjustment of the transmission throttle cable may result in a line pressure that is too high or too low. This,
in turn, will lead to shifting shock or clutch and brake slippage.
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