Transmission Replacement...

Locking/unlocking TC is not a shift(gear change), but we think so and bitch about...

 

So you think it doesn’t shift into 5th or 6th?

 

I don't think, I observe the data

 

Fascinating, eh...

 

its your imagination its only a 4 speed auto, Mike Sweers strikes again

 

Sorry I'm not buying any of this 4 speed with multiple torque converter lockup nonsense. For anyone who believes this, show proof. The damn thing is a 4 speed with 2 overdrive gears and a normal lockup converter. This is common knowledge. If Sweers or Toyota had created some new fangled multi stage lockup converter they would of advertised it as such for the marketing value.

 

This is what I have been suspecting might be going on. I figure the truck is going into and out of the Atkinson Cycle during highway driving. Essentially the truck has the characteristics of two very different engines with different power and rpm characteristics. Thus substantially different but overlapping shift patterns.

 

OMG that's not how any of this works. The transmission does not care whether the engine is in its modified Atkinson cycle or the Otto cycle.

 

I think that's the real issue. 5th and 6th are so high combined with the 3.90 rear diff ratio and you simply don't have enough power to get up even small hills. 5th on the 6AT is higher than 6th (0.71) on the 6MT. I'm turning 2200rpm in 6th at 65mph with the 6MT

6th in the 6AT is only turning 1600rpms at 65mph

5th gear is still only 1900rpms at 65mph

 

Exactly. The truck downshifts from 6th to 5th or even 4rth because the truck is slightly underpowered for its weight and aerodynamics. Not because Atkinson vs Otto vs "multi stage torque converters".

 

So first @gearcruncher gets run off by sillyness. Then the 4-20 guys must be smoking the herb to come up with some of the nonsense written in this thread. What a Friday dumpster fire this has turned out to be.

 

It is not either/or, it is both. The truck has really tall overdrive gears and a high rev V6. So it needs to gear down a lot. However in addition to all of that, the engine has two very different characteristic. It is sometimes an Atkinson engine but is mostly a conventional Otto engine. The power and rpm characteristics are different for each of these. This in turn requires different shift points from the computer. These transmissions are not controlled like they were in 1974. The shifting is now computer controlled based on various inputs. The torque converter is also locked and unlocked by the computer. Check under your gas pedal, there is no gear down switch. OMG it is computer controlled and the engine characteristics factors into what gear is selected and when.

Stir this all together and you have a lot of busyness with the transmission while driving across Kansas. Tall gears/high rev engine, Atkinson/Otto in and out, torque converter in different modes, all being controlled by a computer, busy busy silliness all the way down the highway. And... my much bigger F150 had none of this drama, had crazy power, and got pretty much the same gas mileage.

 

Prove it. Burden of proof is on you and or Vlady as the two of you are the first to claim this. None of what you claim is mentioned anywhere else that I can find on the net.

 

Feel free to post articles from trade literature, letters from TMNA, correspondence with Mike Sweers, tech manuals, etc.


Edit- I'll start. There's a ton of info in this. Read the opening statement by @gearcruncher

He states torque converter stays locked up.

https://www.tacomaworld.com/threads...omatic-in-the-2016-write-up-with-pics.361114/

 

See OV tune thread. You will learn alot about your truck"s hardware, rookie.

 

Umm, prove that the transmission is shifted by a computer? That the torque converter is locked and unlocked by the computer? Have you looked under your gas pedal for the gear down switch?

 

I think the key for all of us to really understand what all is happening with the transmission and engine is to run an on board diagnosis program while a truck is going down the highway. That would clear up a lot of things. Vlady have you done this?

 

...

 

Ummmmm.......automatic transmissions have been controlled by the ECU for over a decade.

The Tacoma has a normal six speed auto transmission that goes through the gears, or skips gears, up shifts and downshifts, based on decisions made by the ECU. This is not amazing. Cars have been doing this since the late 90s or earlier.

My dads 1990 4Runner had an “ECT” button. Even then, it stood for “electronically controlled transmission”, in other words NOT based purely on hydraulic pressure, but with actuator solenoids that can be triggered by the ECU..

There are no ghost gears or imaginary gears in a 3G Taco. 5th and 6th are actual gears that have an actual ratio that you may or may not like, but they don’t exist in another dimension or parallel universe only accessible by Mike Sweers and OVTune.

This thread has gone “full retard”,

No offence.

 

Interesting, the Lock Up Status I am assuming is for the torque converter? Do you see it going from 0 to 1 or 1 to 0 while on the highway? Is there a way to see when it goes in and out of the Atkinson Cycle?

I have a plug in type OBD that I bought about seven years ago when working on my wife's car. I might mess around with it.

I don't think anyone is claiming that there are no 5th or 6th gears. There is the locking and unlocking of the torque converter and the going in and out of the Atkinson Cycle in addition to the 6 gears changing.