Post by Mighty Mouse Since 4th is an overdrive,
didn't know that. that explains why it's unresponsive at low revs.
For sure!
Post by Mighty Mouse you would better off driving (in urban areas) in 3rd gear.
I can't since it's an auto
Don't have an OD OFF control? Wife's Swift has an "OD OFF" button on the
stalk and, pressing that, puts the trans into 3rd gear. Corollas, when
they had 4 speeds, had the same thing but in a different arrangement.
Take it out of D, flip it to 3, that locked out OD (4th) and left you
with 1 thru 3 to play with, automatically or manually.
Post by Mighty Mouse (1 to1 ratio, same as top gear in a non-overdrive box) which should
get rid of the probs. you`ve been having.
I haven't really been having any problems, just making observations
about driving it. it drives very differently to the Lancer. but I must
say it handles very well (cornering, etc.,), which surprised me (maybe
due to low profile wide tyres) and the turning circle is quite small,
which is good.
You could also drive it as a manual, and have complete control
over what`s happening.
I forgot I could, lol. handy to have that option.
I felt slight vibration and realized the engine was struggling,
looked at the tacho and the revs were only 1200
Post by NoddyIt doesn't need to be at "full throttle" :)
If those vibrations were *engine vibes*, the torque converter clutch
would have to be engaged. The torque converter acts as a massive
hydraulic *vibration damper*. The torque converter clutch (TCC), for
reasons of economy, locks the input and the output of the torque
converter making it act much like an *engaged* manual clutch. Now, think
what happens in a manual if you forget to change down - the engine speed
will drop as road speed drops - and will send vibrations through the car
as the engine runs at too low a speed - until it eventually stalls the
engine. To prevent that happening in an auto with the TCC in lockup, it
has to *disengage* the TCC and that typically happens about 60 kph and
below. The torque converter clutch should also disengage the moment you
press the throttle to accelerate or you encounter a hill and adjust
throttle to suit.
Back in 4 speed auto Corolla days, there was a hill here on the highway
that, at 100 kph, would be a bit much for OD lockup. As you started on
the gradient, if you attempted to maintain speed by adjusting the
throttle, the first to drop off was the TCC. You could see the revs
increase by about 200 rpm or so on the tacho. A little further along, as
the grade steepened, the trans would drop back to 3rd (direct) with a
commensurate 500ish rpm increase in engine revs. As soon as you hit the
top and levelled out, the trans would upshift to 4th, (down 500 rpm),
then the TCC would lock up again (down 200 rpm).
It would be interesting to put a pro scantool on your car and see at
what speeds the TCC engages and disengages. With the right scantool you
can graph the actions of the TCC solenoid, the throttle position, the
MAF sensor, MAP sensor, the road speed, and the engine speed and get a
fairly good idea if the TCC is operating to specifications. With the TCC
*disengaged*, as it should be *at low road speeds*, the torque converter
will dampen all engine vibrations hence you shouldn't experience this;
Post by Mighty MouseI felt slight vibration and realized the engine was struggling,.
--
Xeno
Nothing astonishes Noddy so much as common sense and plain dealing.
(with apologies to Ralph Waldo Emerson)