722.6 cold lurching and harsh shifting

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mickael

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i have not heard that term before. where is it and how far down do i need to dismantle the trans to get to it? engines i know a bit about...transmissions i know only the bare basics on....but obviously am learning :p
 

alexanderfoti

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sump off
filter out
remove all the torx bolts, and then the whole unit drops out from underneath.
 
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mickael

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Drain some ATF off first or you will get very wet.:p:p
i love the smell of trans fluid in the morning....<ride of the Valkyries comes up in the background>
 
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mickael

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thanks for all the info...i will try to pull the valve body this week and post what happens. i took the opportunity to just look for what a remanufactured valve body would run.....argh...not cheap. will order a tc lockup valve and spring and go that route :)
 

om613

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How much is a new solenoid, Steve?
Anyone tried rejuvenation, tinkering, swapping out, etc.?
Given the work and fluid involved, I'd think not.
 

SilexxD

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Hello guys, sorry to bring up this old thread but I also recently experience some trouble with the lockup mode in the 722.626 WA580 from my 2002 E320 CDI.
I changed the lockup control solenoid on the electrical conductor plate to the newer version last year and it got a lot better but i'm still having a bit of trouble.

In particular, the tranmission seems to be driven through the normal torque converter with the clutch partially applied in first and second gear and in full lockup mode once it's shifting to 3-4-5.
Sometimes i drive up a hill in 3rd gear at a bit over 1000 revs with slight throttle and once i push down the throttle a bit more it shifts to second gear at 1700-2000 revs with lockup partially applied (dragging). I suppose that's also the way it should be in gear 3-4-5 but it isn't, although sometimes when it shifts in these gears you can feel that the transmission is working through torque converter and that the clutch gradually applies after a few seconds until it's fully locked - so i think my transmission doesn't know exactly when to apply the lockup and to what extent...


Plus, i also sometimes have a slight engine rev-up before it upshifts to the next gear in every gear, especially under low torque and trottle, while some other times it's perfectly fine. Transmission shifts incredibly smooth even if it does that kind of "rev-up" so no clunky engagement at all and since different clutches, brakes and freewheels are involved in the shifting transition, i guess that's also kind of related to the TCC that disengages during the shift so that the converter and the engine rev up a bit before the next gear is engaged.

It's incredibly hard to find any information in the internet about how the TCC should apply in which engine rev section and whether it has to fully lock up or not. I've just found one diagram which shows the TCC apply in relation to input shaft speed and throttle position, but it's a bit difficult for me to interpret this diagram because i don't know how i can measure the input shaft speed and i guess the TCM and therefore the TCC is programmed to the particular engine that is connected to the transmission. @Steve@Avantgarde and all, could you give me any suggestion in this case or maybe provide additional information about whether the TCC has to lock up fully/partially and in which engine rev area? Thank you very much and greetings from Germany ️
 


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