Toyota Modified Valve Body

Author: John Lombardo

Because Toyota and many Jeep owners know, the AW4 / Toyota 340, A340, and A341E series of transmissions are generally very well done and demonstrate excellent durability in unmodified applications. The framework is present for an extremely strong transmission that is to be used in high performance or the target application end. The problem is that the original calibration is designed for driver comfort rather than the strength of the final component. The smooth gliding changes that are part of the original design are not suitable for higher power applications, towing, off road, racing, etc.

These deficiencies are manifested calibration as quickly change as extremely poor, and most of the time, severe damage to the gearbox is soon to follow. One of the symptoms most common of this is the engine stuttering or hitting the rev limiter during a full throttle upshift. Without going into too technical details of the deficiencies factory can be addressed through modification and readjustment of the control valve, also known as the body of the valve. The valve body is a component that is composed of valves, solenoids, an orifice plate and separator of an intricate series of steps, is the most complex component in the most complex part of their vehicle-the automatic transmission. The function of the valve body is to act as the "brains" of the automatic transmission, which directs the hydraulic pressure to the clutches and bands at the appropriate time to initiate upshifts, in turn, reverse the selection, implementation converter clutch, etc. as well as controlling shift timing and shift quality is also responsible for directing hydraulic pressure cooler and the lubrication circuit. As you can imagine, the operating characteristics of the transmission can be drastically altered and customized to the application given through modifications to this component.

Because there is no change kits available in the market for such transmissions, which began work on the changes in the valve body that were appropriate for Supras, Jeeps with the AW4 transmission, Toyota Tundra, Tacoma and 4Runner, and Lexus SUV and passenger vehicles rear disc-especially those who need to handle the additional power that accompanies the installation of a supercharger, turbo or nitrous oxide injection. A risk of oversimplification, there are some things that are done together to create much more favorable operation of the gearbox. The first thing to do is increase the pressure hydraulic operation of the transmission, this pressure is known as "line pressure". All hydraulic functions of the transmission are based on this pressure, which is of particular concern for these purposes is the clamping force applied to the clutches and bands to get to hold against engine torque.

In simple terms, increased engine power is complemented by increased line pressure and increased "clamp" on the clutches-this can be compared to a performance clutch with a heavy pressure plate spring in a vehicle with manual transmission. The idea is to increase this pressure only a little light at full throttle but increase it by 30-40% in the throttle, which is really necessary. The effects of this are the changes that are not too uncomfortable in the openings lower throttle, while heavier throttle, firm changes with much shorter clutch application time and increased clamping force can be achieved. An additional benefit of this is increased flow through the transmission cooler and the lubrication system. Secondly, the hydraulic pressure usually routed through a hole in a metal plate separation "that lies between the two halves of the valve body before reaching its destination. By altering these orifices, we can increase the volume of hydraulic oil that is used to apply the clutches of various groups. The final part of the modification is the alteration Accumulator circuits. These are hydraulic circuits that are parallel to the components that are used to change. Its function is to absorb or "accumulate" part of hydraulic pressure that is intended to apply a clutch pack or band. By limiting the action of what is essentially a "Shock Absorber" for each shift, we can further reduce clutch lock time and the delay in changing the throttle wide. The end result is that the time change was reduced by 30 to 80%, depending on the amount of acceptable change and feel the intended application. The clamping force that is required to apply the clutches and bands is increased by 30 to 40% in throttle. Flow through the cooler and lube circuit is increased and the time of application converter clutch is also reduced.

Transmission and valve body upgrades are not just for American made vehicles more. Increased performance and more efficient change is already available for vehicles of almost every manufacturer thanks to the few companies that are willing to do the research and development needed for this segment fast-growing automotive aftermarket.

About the author:
John Lombardo is owner of Transmissions IPT Performance and has been in the high performance industry for over 20 years href = "http://visitor.constantcontact.com/optin.jsp?m=1101108699555&ea = "> Information IPT high-tech, special offers and a coupon for $ 25 by email

Article Source: ArticlesBase.com – Toyota Modified Corps valve

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