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The original orifice of GM #8631146 or #8680475 has a 0.025" to 0.031" hole. The OEM
solenoid exhaust hole is about 0.068". The 4L60E spring needs 53 PSI and the 700R4
requires 42 PSI (average requirements) to stroke and maintain an applied position.
Removing one of the converter clutch valve return springs can create premature TCC apply,
poor release, or a complaint of no power when the valve strokes too early.
The EC3 (Electronically Controlled Converter Clutch) system (introduced on '96 4T60E
w/3.4 DOHC) has a slightly different converter regulator valve appearance. The second spool
has a groove running all the way around it, to stabilize and reduce side loading (see figure 1).
The electronic controls for this valve differ from previous applications. EC3 controls regulate
slip rate of the converter--they only partially apply the converter clutch intentionally. This
design initiates converter PWM control in second gear, which makes it very active as it
controls slip rate. The slip is higher in second gear, both during apply and coastdown from
third through second gear. In second gear at light throttle and low speeds, the duty cycle
signal fluctuates wildly as it controls the slip speed. As the vehicle reaches highway speeds,
the slip rate drops to zero.
The previous design PWM control would increase the duty cycle until slip dropped, generally
after third gear. Once this design started to apply, duty cycle went to 8090%.
The main concern of this EC3 design is the controlled slip rate that generates converter lining
heat and requires controlled coefficient of friction. If the lining material, fluid, or apply
pressure changes, the ability to control slip speed changes.
Comparing the apply oil pressure on OEM and altered converter regulator valves shows
interesting results. If you raise apply pressure (by blocking the converter regulator valve), the
duty cycle signal gets very active while trying to make the TCC piston slip. Higher apply
pressure can also create a coast down trailer-hitching effect.
How do the converter friction linings differ between non-EC3 and EC3?
The on/off, or non-EC3 converters, use a higher coefficient of friction lining. This lining, a
cellulose-based material, is more aggressive on apply and won't tolerate high slip rates or
heat. An alternative to the cellulose lining was Kevlar , which has a lower coefficient of
friction (creates more slip before a static stop) but withstands high temperature. Both linings
are insulating materials and neither conduct heat easily. This means that heat at the piston
friction surface won't transfer into the cover and won't shunt away from the piston.
EC3 systems use a friction material with a high percentage of carbon. There are two styles of
this carbon-based friction material: One is similar to the cellulose and Kevlar material, but
has a high carbon content. Another, introduced by General Motors in 1998, is a matrix of
woven carbon fiber. This material allows slip with minimal effect to the lining, since the
carbon weave is highly conductive, allowing heat to be displaced into the cover. The carbon
materials have very different friction characteristics. Heat conduction and fluid-flow
characteristics and aren't interchangeable, either within a converter or between transmissions.
A low-conductance material with a different coefficient of friction than the carbon material,
such as cellulose or Kevlar , won't stand up to the controlled slip commanded by EC3.
There are many considerations to make while working on these units. Make sure the parts
you use, and the modifications you make are a benefit to the overall workability of the unit.
Understanding how the various systems work is the first step to meeting this goal.