Mate. What a channel you have created. No BS, stats to back everything you test, no opinionated BS.... new subscriber here. You will be huge if you keep this effort up. Cheers from W.A 🍺👍
Cheers mate. Appreciate the feedback. I hope you enjoy the channel and the video's to come. Hopefully we'll see you out on the tracks sometime. Cheers, Nathan.
I had AMV Automotive in Perth do a Richards LUK ( 3 settings auto, off, manual ) Trans remap and engine remap, in my 200 series when i was on my first aus trip. Towing a 2.5 ton van and the Kelpie in the back, fuel consumption dropped by 8 litres per 100 at least. Let alone trans temps ( as read through an ultraguage ) dropped 40 C on average. By the time i had gotten over to Katherine, it had almost paid for it self in fuel savings. I cant stress to any one with an auto 4x4 the benefits of having one. Gleno, Bendigo Vic. Ps, It was 2017 when done, well and truely paid for now.
For sure mate, they are great little units and I would recommend them to anyone. I'm also looking to get a transmission and ECU remap in the future to compliment this kit and I think it will help significantly with fuel. Sounds like you've had a great win with your vehicle, thanks for sharing your experience. Cheers, Nathan.
@@XploringOz theres a few vids on my chan ( blatant plug there ) ..i do a lot of camping and towing, anyway... comment back to me in 12 months after you do some towing kms with the LUK. you are going to love it.
We have just purchased a Pajero 4wd with a torque converter lock up kit and knew nothing of its purpose. After watching your video, I now know when to activate it and when to just let it be. Thank you for your easy-to-understand video explanations.
Having a serious look at a Sahara at the moment, all of your info is helping me appreciate the vehicle even more but also gulp at the many things to do and the dollars involved for an even better experience. I think I’d stick with high speed mode only, what a great idea.
They are great vehicles. Keep in mind vehicle modifications will heavily depend on what you plan on doing with the vehicle and how much you plan on chaining the vehicles dynamics form factory. Not all of this equipment is necessary, however I've found it very helpful. The lock up kit and transmission tune (future video to come regarding this) have been some of the most influential changes to the vehicle and significantly improved the driving experience and engine protection.
Great Vid. I have had the Richards Electrical lockup kit for about five years on my cruiser and it has been excellent. Toyota should have made them this way. With the vehicle empty and not towing, we averaged 12.6 l/100 driving Collie to Manjimup.
They sure are great pieces of kit and I've only heard good things about the Richards kit as well. I guess Toyota had to design these for the standard, non-modified vehicles, however maybe they should have made it a little easier to adjust the settings from factory for people like us who like to modify and tow. That's good fuel economy for a heavy V8 4WD. Thanks for sharing. Cheers, Nathan.
Hey Nath, another awesome clip mate! Looking at installing one too. This is solid proof a lockup kit is vital for gearbox preservation. Can't thank you enough for the data you provide in your videos mate. You are a Legend!!!
Really good video with appropriate tech info without going over the top. I’m about to fit a dual speed unit to a Prado - hopefully it will help out towing as much as it does in the 200. The Prado torque converter temps and pan temps seem closer than those in your video, I’ve seen 130 in the converter and 125 in the gearbox on a 40 deg day towing until I gave up again and drove in S4 at 2500RPM! Won’t be doing that again!
Thanks mate, appreciate the feedback. I’m sure you will notice a positive change on the Prado with this kit 👍 Protects the system and gives you some peace of mind
G’day Nathan, brilliant explanation and video! I didn’t came across this kit when I installed my one..doesn’t matter since I am extremely happy with my one too. Your tech explanation was top notch, cant be any better. Please do a review after 10,000 km when you got more experience with it and play around time. Would like to see your experience in comparison to engine load, rpm, selected gear, travel speed and engine torque sweet spot. Whereby the travel speed is variable . Your test was set to 100km/h what gear most of the time? 6 th.? On which rpm?. I am happy with my auto CU remap bringing the shifting point for 6 th. Gear into the range below 100km speed. Watching the engine load and rpm to have the engine in the torq sweet spot on low rpm in 6th. Gear compared to previous factory setting open system where the box never shifted into 6 th. Gear below 110km/h. So for long distance traveling on road towing a van it makes a significant difference in fuel consumption and converter and oil temp.. But as said previously, every car and van are different and must be experience by the owner himself. Lockup kits pays for himself over the time and is also much enjoyable to see what it does on the ultra gauge. Cheers
Thanks again Holger. I will be sure to do a long term review in the future for sure. So for my testing in this video, the vehicle was set to 5th gear, just because I was towing. I choose not to tow in 6th. I agree with your thoughts on the transmission remap as well and this is something that I will look to in the future as well. Having the ability to customise the shifting points and sensitivity in the gearbox would make a significant difference to how to the vehicle performs and behaves. Thanks, Nathan.
Great video. Awesome explanation of how the system works. Keep the vids coming because we enjoy understanding the thought process of everything you do.
@@XploringOz does locking up in 2nd gear cause a bump as if its shifting From 2nd to third? Or locking the converter is seamless because its not changing gears?
@@FirstLast-tx3yj There is no change to the difference in feeling between 2nd and 3rd gear, however if using the manually mode (where the unit activates at 32km/h) then yes, you will feel this engagement. Again, there should not be any bumping or change in behaviour from the gearbox itself
Yes, a little, however it actually increases the temps in my experience. This is because the RPM is lower and therefore there is more load on the engine and things like the water pump are now cycling slower. This being said, the difference is minimal and everything still sits well within safe limits 👍
Nathan, may I throw in an alternative opinion, please. I'm assuming that you were towing in D or S6 since you mentioned seeing the transmission in 5th at one time. I tow a 3500kg van with exactly the same vehicle as yours. I had an aftermarket exhaust fitted and that came with the ability to fit an Exhaust Gas Temp gauge. EGTs are the missing factor in most of these tests, including yours (with respect). I do not have any sort of lock-up device fitted. I tow in S4. Never S5 and S6 and D are not even a consideration. I've towed in S4 from Perth to QLD each year for the past several years. Since having my EGT gauge fitted I've come to some very interesting conclusions: 1. Towing in S4 will lock the transmission at about 90kph. 2. The transmission will drop down when it wants to, hills etc, and this will see the higher revs reducing the EGTs. 3. S4 will see low TFTs, higher revs will see lower EGTs. 4. It's a balance between managing TFTs and EGTs, but you won't see this until you are able to display EGTs. I think lockup devices encourage drivers to tow in high gear/low rev situations where the EGTs will be high, but not visible without the means to display them. Once an EGT gauge is fitted it becomes very obvious that higher revs are, on a lot of occasions, a good thing. I've seen EGTs of over 600C going up the Coalfields Highway into Collie. Once the transmission drops done to 3rd those EGTs drop. Yes, TFTs will rise but in those circumstances it's more important to get those hot gases out of the combustion chambers. On some occasions going up steep roads in S4, I've seen high EGTs, TC still locked and sat their willing the transmission to drop down to reduce those figures. Eventually it did drop to S3 but it was a demonstration of how well the TC stays locked in S4 without any additional devices. As soon as it dropped into 3rd the EGTs plummeted. I would encourage LC200 owners to fit an EGT gauge before a lock-up device. See how things go for a few months and then make a decision. I'm betting that a lock-up device will fall off their wish list.
Thanks for sharing your input on this topic. It's good to see how other people think about these things. So just quickly, in this video and as I always do, I will always tow in S5 (it downshifted to 4th gear, not 5th). I've found this gear to be suitable and from research I've conducted, I believe this gear to be strong enough to handle to relevant load. I also wouldn't recommend towing in S6 either as this is an 'overdrive' gear and isn't designed for heavy applications. Further, adding to this, the vehicle won't be able to reach S6 in either 'S' or 'D' mode due to the relatively low speed and heavy load. I completely understand your thinking here and agree with the trade off's between EGT's and transmission temperatures. I would be interested to hear a basic description of your setup of your 200 series, specifically weight, external accessories and tyre size. In my experience, even when downshifting to S4, my LC200, loaded and towing would not be able to sustain a locked transmission. As I mention, my temperatures were starting to reach temperatures that would significantly reduce the trans oil life, breaking down its properties and potentially prematurely wearing the gearbox. Although I agree that EGT's need to be closely monitored, my transmissions was taking a beating with my setup and style of driving. Am I also able to ask, what EGT gauge you have setup and how it looks when being monitored in the cab? This would be a good test and something I'd be interested in setting up myself. (my aftermarket exhaust is currently on order with EGT ports). Thanks again for sharing, these type of valuable comments allow viewers to see all points of view and technical opinions and make their own informed decision. Cheers, Nathan.
In the naval and leisure marine industries I worked as an engineer in, charts were always published by engine and gearbox manufacturers with particular emphasis on applied torque. If you let an engine run against a high load, at low revs, your system will experience high torque loadings. This is the exact situation which causes deflections in shafts and potentially overloads bearings in gearboxes and engine big ends. It also applies an unwelcome force on the gear teeth and their case hardening. This is the risk with locking torque converters. You end up applying possibly harmful levels of torque through the transmission for extended periods. Durability can and does suffer in certain cases. This is why car manufacturers probably dont do what the aftermarket industry does. Manufacturers spend mega millions ensuring they have a optimised durable product, and then some ghetto engineering mob change it all. Look at your warranty coverage when the gearbox goes poopy in its trousers. I am sure nobody will cover your major repair because you chose to get the transmission modified. Anyway, thats how marine diesel gears are managed. Higher engine revs, lower applied torques, and an upper limit on applied torque at lower revs. Sounds the exact opposite of a lockup torque converter.
Great UA-cam about the lock up operation and its effect. How did you record the 30 sec readings? Are they downloadable from the Ultra Gauge? Do you have special software for the graphs? Keep up the great quality videos.
Thanks mate. So unfortunately I didn't have any software to get these readings, I painstaking used a time-lapse to record 10 second intervals of the Ultragauge. I then manually got the reading form every 3 photographs, inputted them into a spreadsheet and just used generic Mac 'Numbers' software to create the graphs. I'm sure there would be an easier way, however this worked for me...eventually. Thanks, Nathan.
Thanks mate. So this will ultimately depend on the type of gearbox and the type of recommended oil that the gearbox manufacture recommends. Most oils having an ideal running temperature and then have ratings for short spikes in the temperatures, for example during the unlocked period as shown in the testing prior to the lockup kit. The exact figures for these temperatures would be specific to the oil grade shown on the product. As my testing shows, I (in a modified, towing vehicle) spend more time than a standard vehicle in these 'spiked' temperature zones and as mentioned, the hotter the oil, the longer the oil remains at raised temperature, the shorter the life of the oil and a reduction in its efficiency. Hope that makes sense. Cheers, Nathan.
@@dannyjansen6011 So the OEM 'WS' oil that Toyota supply from factory has a flash point of 175 degrees Celsius. Although this is not a definite point of failure it is a good indication of when the oil chemical makeup will start to break down and significantly effect the performance of the oil. The LC200 auto transmission temp light activates at about 150 DC. Although this is only one simple measurement of the oil efficiency at higher temperatures, it does provide a good indication. Suitable replacement oil (not OEM) have flash point between 40-50 DC higher than that of Toyota.
Enjoyed your Stocklock video Nathan. Recently bought a 2012 LC200 and have had the Stocklock Extreme fitted. Still learning to live with it and get best use out of it. Some questions: We tow a 2.5 t caravan about 50% of the time and was advised to use manual gear mode & the system gets to know how I drive (sort of AI) & adjusts when it changes gear & locks up. Is this true? Also, what rev range in Manual should I keep within & change gears at? Thanks.
Thanks Colin, glad you enjoyed the video. When fitting my Stocklock, I was also advised to drive in manual when towing. This just allows the earlier engagement of the unit (at about 32km/h) then waiting until you reach 88km/h. I have heard that the Toyota transmission can learn the behaviour of the driver and adjust somewhat to their driving style. In my personal experience, I can't say I've ever noticed a change in shift patterns with different driving styles. For me, towing a van and driving day to day, I would assume this would be a fair significant change in driving styles. Further, some people will say that you shouldn't tow in 5 or 6 gear, however remain in 4th. Personally I tow in 5th gear and this is what determines the overall RPM range. For me, determining the gear is fairly easy I have my Ultragauge display on the dash, showing me the engine load at any given time. This allows me to select a gear that provide low engine load (which may be higher RPM) and therefore reduce wear/tear and fuel consumption. Selecting and cruising in a particular gear will also heavily depend on your vehicle. My vehicle, with added weight, larger tyres and external accessories (like roof rack) all significantly effect my drag and performance both when day to day driving and towing. This will be different for each vehicle, depending on their setup. I hope this can help somewhat and give you some things to consider for your setup. Cheers, Nathan.
@@XploringOz Many thanks for your reply Nathan. I will take some time to digest your advice and get more experience with the system. No doubt I will have more questions downstream, hope that will be ok.
@@colinprice6397 No problems. I hope you work out the best solution for your vehicle and style of driving. Definitely feel free to forward through any more questions in the future.
Very nice video. Good information. Where did you get the information about the lockup speed from factory? I own a 2009 KDJ120 3.0 D4D and would like to know what is the factory lockup speed on my Prado.
Hey mate, I believe this was hidden somewhere in the factory manual for the vehicle. However, if you're looking at your vehicle, perhaps some of the forums might have this information? If not, if you or someone you know has a scan gauge type tool (or Ultraguage like I use) you might be able to monitor and detect the factory lockup from this. Cheers, Nathan.
great explanation on the lock up kit. But is towing in 4th gear the prefered choice by the Manufacturer which gives much greater T/C lockup. i Know this is the case in my Hilux and I see the same lower T/C temps when I tow in 4th. I am still deciding wether to get the lockup kit, and I do see all the benefits it provides but driving style can make the convertor lock.
Thanks mate. So for the 200 series, Toyota recommend either 4th or 5th gear for towing and it would depend on the driving conditions. Keep I mind the LC200 in a 6 speed auto (the 6th gear being their 'overdrive'). For my requirements, I really did need the lockup kit, although I agree driving style can help lock in the convertor, with a vehicle as heavy as mine and running the 34" tyres there were scenarios where this just wouldn't happen, regardless of driving style. I'm assuming for the smaller capacity engines, with smaller tyres this might be a little easier. Cheers, Nathan.
@@XploringOz Thanks for the feedback Nathan. Great content on the channel it does seem most of the Toyota 6 speed autos 4wd line up need the lockup in conjunction with modifying the vehicle.
How has the torque converter lockup kit impacted the exhaust gas temperatures under the same driving conditions compared to unmodified factory shift calibration?
Hey mate, so the EGT's will only increase if the engine is labouring. So if the torque convertor licks up and drops that RPM by say 200/300 revs, then the EGT's will go up slightly. This being said, its only marginal amount, if the EGT's increase too much due to low RPM, I would be dropping a gear anyway. Thanks, Nathan.
Did you ever fit a trans cooler as well? Not all driving conditions can be done locked eg sand and rock crawling. I installed a trans oil cooler.... 1. Have seen a 10 to 20 degs drop in temps doing same up/down hill trip to and from work.. 2. Now never goes over 70degs and is closer to 50 the majority of the time. 3... the big one the lc200 now locks into 6th in auto or sports for huge sections as is 90 then 110kmh speed. Before the cooler it had to be driven in 5th in sports to look at 100 to 110. So clearly heat is factor that the factory trans tune clearly know heat is to high to use 6th. Having driven in area that speed limit is higher 120 to 130 6th locks at the point no issues without any mods.
Hey mate, so I haven't fitted a cooler now with these lower temps, I don't think I really need to 👍 Very interesting to hear your findings though and this makes sense. I sometimes drive without the lockup kit engaged and the gear change pattern is definitely modified, so I think you are correct in relation to the heat element.
@@ausguy4385 On the odd occasion, but not as much as some think. It would have to be a long beach with very boggy sand. I'm driven 10's of km's of beaches on WA's south coast and they get up to about 100 ish. With the kit, I can manually lock up if I'm cruising and this obviously brings them straight back down. Crawl control will definitely bring them up, but I hardly ever use it and it's only for very short periods of time.
Great video, super informative. What do you think about aftermarket secondary trans coolers? Do you think they're a safer intermediate option between a stock trans and a lockup kit?
Thanks mate, glad it has been somewhat helpful. Definitely another great idea. If you weren't towing all the time and not hitting beach sand on the weekends, then transmissions coolers are another effective idea. However, having a look at some of the more 'reputable' brands, I see the cost, when you start to include labour costs would ended up being close to that of the lockup kit. Personally, I'd choose the lockup kit over the cooler, but the cooler is still a good idea and if you go a cheaper brand, then there are savings to be had. Cheers, Nathan.
Toyota discontinued the Trans coolers on 2019 and later Tundras stating that they are not necessary. People are getting Trans temps of 250 while towing but Toyota engineer Swears says it is within range and will not hurt the transmission nor fluid. what do you think?
Hmm, I reckon all vehicle could do with even a small cooler. Obviously it will heavily depend on the environment as well. Where I live in Australia, it does get hot and I would hate to imagine to temps without a cooler. I'm assuming that temps of 250 are Fahrenheit not Celsius? It would also depend on the type of oil you use. Certain types, brands and make up's of oil have the ability to handle higher temperature better than others. Saying this, I wouldn't want my cruiser sitting at prolonged periods in this temp range, it will only prematurely break down the oil properties and over time create excessive wear and tear.
Do you think there would still be benefits to installing this on the 5.7 petrol variant? I want to pull an MDC XT 17 Family and am weighing adding a TVS 2650 Magnusen supercharger or swapping a 1VD-FTE. Some spots we want to hit are pretty remote so fuel range is a concern.
I won’t pretend to have experience with the petrol variants, however if the result is similar I would say there would be a positive benefit from installing this unit 👍
Thanks mate. So negative a gearbox tune is not required at all. All the testing in this video was running standard tuning. Although saying this I have had a gearbox time since this install and it definitely improves the performance further.
All good mate. I hope to do a video where I talk a bit more about the tuning done to my vehicle and speak about the results my thoughts and who might need a tune 👍
Hey great video Interested in installing the stockwell torque converter lockup kit on my 2017 200 series Ive got an armax ecu installed, just wondering if you know whether the stocklock kit is compatible with it Thanks
Hey mate, definitely a kit worth looking at, that's for sure. Absolutely love my one. I can't confirm whether or not it would work with that particular unit. I had my vehicle custom tuned and it works well, but you may have to speak with Safari regarding that. Sorry, Nathan.
so are any lock up kits smart enough to unlock if given to boot? Edit... new wholesale automatics one is and also has Bluetooth to customise and upload updates. Takes information from canbus to have far better information on what's going on not just speed.
Generally they won't need to, the vehicle will obviously downshift and provide optimal torque levels, the lockup kit can stay engaged and will give maximum torque and power direct to the wheels. The driveline is suited for this sort of application.
Anyone have a recommendation on where to get one supplied and fitted in Victoria? I live in inner Melbourne, hoping to get one fitted before our next caravan trip.
Any idea if these can be fitted to a 5.7L gas engine? I’d love to gain some fuel economy especially when towing. No diesel option here in the USA... My 200 is a ‘13 with 60K miles and 34” tires, bumpers and roof rack so I’d love some additional fuel economy. Thanks!
Hey mate, so yes, theoretically there is no reason as to why this couldn't be fitted to a petrol engine. The fundamentals of the torque convertor remain the same. We don't hear about the petrol models very often here is Australia as only a very small amount are sold, when compared with the diesel variants. There is no doubt that the automatic transmission shifting points and lockup threshold would be different on a petrol vehicle and potentially different from country to country, depending on manufacturers tuning. It wold probably be best to ask local fitters or mechanics to see whether a product over there might suit your needs. Thanks for watching, nice to see this video is reaching some audience outside Aus. Cheers, Nathan.
Hi mate. I have Mitsubishi pajero 2.8l diesel engine with 4 speed automatic transmission and I am thinking of installing lock up kit mainly for fuel saving reason as I dont tow anything. Whats your suggestion on this
Hey mate, in my experience when there is little load and you can hold the RPM down low then yes it has saved fuel consumption. I found when the load is high, like towing a trailer the engine can labour a little. Overall, if you are experience hunting or struggling to keep top gear then this would likely help 👍 All the best, Nathan.
Yes, I still recommend a re map as well. This has its own benefit in its own right. I'll have to do a video on this in the future to try and explain it in full.
Although this puts more load onto the vehicles drivetrain and would definitely contribute to the issues, aerodynamics and weight also considerably add resistance to the transmission. Although differential gears would definitely assist, and are something I'm looking into at the moment, this unit has a different purpose. Even with standard tyres and basic modifications, the factory transmission tends to 'hunt' gears and rarely uses 6th. Further, towing (standard tyres or not) also place a huge stress onto the transmission. For those towing heavy loads and running a relatively stock vehicle, diff gears aren't really an option. I will be doing another video on this topic in the future as with extended ownership of this vehicle I haven't learnt a lot about the gearbox and ECU tuning to maximise efficiency and performance in these vehicles.
G’day Nathan and viewers, Having seen on your YT channel today more that 6k viewers, to check if there are some more useful replies to learn from. There are so many LC200 towing vans on and off road. As I am relatively new into LC200 and towing a 1 axle 2.2 tons loaded pop top van with the said LUK and AT CU remap, having done only one test drive yet about 2000km MEL-SYD-MEL inland and coastal road after the reopen after fire closure, I could not really figure out what is the better choice on the most flat roads. 6th. Gear by 1650 rpm with a ave 83% load by 102km/h or 5th. Gear by close to 1900 rpm lower load % but same speed..May someone can share your experience with similar set up. Thanks and Cheers.
G'day Holger, yes this video has been popular, which is good to see. So in my experience, Toyota recommend that towing should be conducted in either 4th or 5th gear. The 6th gear is really designed as a cruising or 'overspeed' gear. If you cruiser is like mine, heavier with bigger tyres than the higher load can be detrimental and place undue stress on the driveline. It would be my advice to tow in 5th gear and reduce the load, for all the engine, gearbox and driveline. It would be interesting to hear other's opinion on the matter to. Thanks, Nathan.
Thanks mate, appreciate it. I made the trip to Perth to have it fitted. I've had some issues previously with local fitters, the service and knowledge on these products are far superior at certain dealers and fitters in the big smoke. Cheers, Nathan.
XploringOz Hi Nathan, jumping on your subject, going to Perth for some jobs to be done properly. Do you have experience with Klarmann in Perth? Appreciate your thumbs sign. Cheers
Hi Holger. I haven't personally had any experience with Klarmann before, but having a quick look online, they look well reviewed. Personally, I have used Ultimate 4WD Equipment for all my aftermarket modifications (except for this lockup kit) and have used Robson Brothers for servicing. Like always, I'm not affiliated or sponsored, just sharing my positive experiences with them. If you choose to go with Klarmann, I'd be interested in your experiences. Cheers, Nathan.
Did you/will you consider an aftermarket trans oil cooler? FWIW, I've got a GU with the 4sp auto, converted from 3.0 to 4.2TD. It is run by a Compushift3 controller (gives manual lockup and gear lock control) but not auto lockup like that.
So, transmissions cooler is another solution, however I didn't go down that track as I don't think it would be nearly as effective as the lockup kit. The transmission cooler is a solution to the overheating issue, where as the lock up kit reducing the frequency of the temperature getting heat in the first instance. Along with this, the cooler would not be nearly as efficient in high load, low airflow conditions, like beach driving. I do believe that this lockup kit is superior if your goal in reducing trans temps.
If lockup kits are "necessary" then why don't trucks and vans have them? Trucks and vans pull more weight for longer distances and the same salesman that tell 4WD drivers that lockup kits are "essential" will tell truck and van drivers "it's fine, just get a oil cooler". Heavier vehicles that pull more weight but the same people will tell you that they don't need a lockup kit?! Something doesn't sound right... Auto track cars also have no lockup kits only oil coolers. What oil cooler are you looking at? There's a lot of different types.
@@darthvader8433 My remote oil cooler has dual fans and keeps everything cool even when at idle. Try that with a lockup kit?! All I'm saying is why spend $1000 on a lockup kit, when you could save the money and buy an oil cooler, upgraded valve body and torque converter, and a TCU remap? I know where the smart money is.
@@PeterKnagge The amount of heat a slipping TC generates is amazing. If your usage of the auto is at the upper end of the range, limiting the slip in a TC is MUCH more effective than a cooler. Factory coolers often use the engine coolant, so any extra heat goes there. If you add an aftermarket cooler and bypass the factory radiator heat exchanger, that can work at speed, but at low air flow they don't work that well. You can get aftermarket coolers with a fan to get around that too but you are adding complexity. For example, for my 4wd (2021 LC200).. TC Lockup:$795, Nomad valve body $1295, Trans cooler $595. All plus fitting. The valve body solves a different problem, mainly giving you control of engine braking. I got the Richards lockup kit and auto/engine tune. I also got the trans cooler fitted as a bib/braces approach, just for peace of mind in extreme temps. Having had a Nomad valve body in my last 4wd (GU Patrol) with a Compushift controller, the valve body does not control the heat, but engage the manual lockup and the trans temps drop to normal. And so does the engine temp, as the trans is no longer heating the engine. But there is a compromise with the valve body, it shifts hard and the TC lockup is not automatic. If you were doing rock crawling or hard 4wding that's OK, but it's a pain in day to day driving.
You can certainly use this function for engine braking. Having the torque converter locked provides a 1:1 ratio, just as you would in a manual vehicle. Obviously you would need to select the ‘S’ mode on the transmission and manually select down the gears. I personally use this function all the time to relieve the pressure on the brakes.
@@NateGfit For sure, I use this function all the time for off-roading scenarios. You need to keep in mind that manuals are gear differently to automatics, so you might not have the same low range gearing, but the function is still there.
Hey mate, can't confirm this as its not something I've looked into. Unsure whether the programming in the petrol model would differ from the gas. I'm sure the company would be able to help you out though. Cheers, Nathan.
Hiya, just watched this video again as I've just had the 2 speed Stocklock fitted to my LC200. Its interesting now that the Ultragauge no longer displays the figure confirming TC is locked. Did you find this to be the case or is there a fix for this? Thanks in advance and take care.
Yes, I found this to be the case as well. The Ultraguage struggles to pick up the torque convertor solenoid signals. I haven't found a way past this at the moment, but I'm finding I can now easily see when the converter is locked anyway. Cheers, Nathan.
@@XploringOz Thank you for the response, and yes I can see the lock up just be the drop in RPM and feel the change, although would have liked to still see the confirmation of the lock up on the UG. Am looking forward to seeing the difference the first time we get to take the caravan out. Take care.
So in real terms from the engine no, however there will an increase of the power and torque to the wheels. This will be because no torque or power will be lost (in the form of heat) within the torque converter. Hope that makes sense? 👍
So with the right driving techniques , it could prevent you from getting bogged in sand when say the car is moving and u manually locked the torque converter ?
Great video Nathan, I am going to install a Richards system also, live close to them so makes sense. I have just completed 75,000kms on my 200 and did a trans flush and new oil. I think was worth doing, I work my car lots of 4wding so makes sense. Have you got instagram at all? Cheers. Aaron @200serieslc on instagram
Thanks mate. The Richards system is also a great piece of kit, both work very well. I definitely think flush the auto trans fluid every 100k would definitely provide benefit to a long gearbox life. We do have Instagram, however don't use it a whole lot. I've just followed your profile, looks good. Cheers, Nathan.
I think Toyota Australia is doing you guys a disservice. I worked for Toyota in New Zealand, servicing was 15000kms or one year and auto fluid generally from Yaris to lx570 was every 90k, is it perfect, probably not but there was never any chat about this filled for life rubbish.
Of course they do, however, as mentioned in my video, the standard transmission lock up settings simply don't cut it for a modified vehicle like my one. Further, Toyota have no way of manually locking up the TCM from factory, hence the addition of this kit. Cheers, Nathan.
RF monkey I wouldn’t be so quick to judge. If you have a look at some of my other videos you would know this is compliant. I have a GVM upgrade of 3845kg, so we’ll and truely complaint. Thanks for your concerns.
I tow a 2.5 ton van and when in drive doing a 100 on flat road it very rarely went looking for gears and when I drive in 4 it never looks for gears so I don’t understand how you’re gearbox was looking for gears on flat road maybe you have a servicing problem 🤷♂️ this review hasn’t won me on a lockup kit a trans cooler would work better just my opinion
Haha, mate I would if I could find a snorkel head that got rid of as much debris as this one does. It may not look the part, but after seeing what this thing collects, both on and off-road, I won't be getting rid of it anytime soon.
Mate. What a channel you have created. No BS, stats to back everything you test, no opinionated BS.... new subscriber here. You will be huge if you keep this effort up. Cheers from W.A 🍺👍
Cheers mate. Appreciate the feedback. I hope you enjoy the channel and the video's to come. Hopefully we'll see you out on the tracks sometime.
Cheers, Nathan.
I had AMV Automotive in Perth do a Richards LUK ( 3 settings auto, off, manual ) Trans remap and engine remap, in my 200 series when i was on my first aus trip. Towing a 2.5 ton van and the Kelpie in the back, fuel consumption dropped by 8 litres per 100 at least. Let alone trans temps ( as read through an ultraguage ) dropped 40 C on average. By the time i had gotten over to Katherine, it had almost paid for it self in fuel savings. I cant stress to any one with an auto 4x4 the benefits of having one. Gleno, Bendigo Vic. Ps, It was 2017 when done, well and truely paid for now.
For sure mate, they are great little units and I would recommend them to anyone. I'm also looking to get a transmission and ECU remap in the future to compliment this kit and I think it will help significantly with fuel.
Sounds like you've had a great win with your vehicle, thanks for sharing your experience.
Cheers, Nathan.
@@XploringOz theres a few vids on my chan ( blatant plug there ) ..i do a lot of camping and towing, anyway... comment back to me in 12 months after you do some towing kms with the LUK. you are going to love it.
Have you had any issues long term running the lock-up kit?
@@peterj5751 No issues and it will be 5 years in july 2022
Was that the Richard’s Auto remaps s well?
We have just purchased a Pajero 4wd with a torque converter lock up kit and knew nothing of its purpose. After watching your video, I now know when to activate it and when to just let it be. Thank you for your easy-to-understand video explanations.
Thats awesome, thanks for letting me know and I'm so glad this was able to assist 🙏
Having a serious look at a Sahara at the moment, all of your info is helping me appreciate the vehicle even more but also gulp at the many things to do and the dollars involved for an even better experience. I think I’d stick with high speed mode only, what a great idea.
They are great vehicles. Keep in mind vehicle modifications will heavily depend on what you plan on doing with the vehicle and how much you plan on chaining the vehicles dynamics form factory. Not all of this equipment is necessary, however I've found it very helpful.
The lock up kit and transmission tune (future video to come regarding this) have been some of the most influential changes to the vehicle and significantly improved the driving experience and engine protection.
Love your videos mate, especially the technical aspects of the 200 series. I haven't come across a better site on the net yet.
Thanks mate, thats very encouraging to hear. I appreciate the comments.
Great Vid. I have had the Richards Electrical lockup kit for about five years on my cruiser and it has been excellent. Toyota should have made them this way. With the vehicle empty and not towing, we averaged 12.6 l/100 driving Collie to Manjimup.
They sure are great pieces of kit and I've only heard good things about the Richards kit as well.
I guess Toyota had to design these for the standard, non-modified vehicles, however maybe they should have made it a little easier to adjust the settings from factory for people like us who like to modify and tow.
That's good fuel economy for a heavy V8 4WD.
Thanks for sharing.
Cheers, Nathan.
Great video. Plenty of useful detail, no fluff or spin, well presented, an enjoyable watch.
Steve Allen Thanks mate, I appreciate the feedback and glad to know you enjoyed the vid 👍
Cheers, Nathan.
Excellent video, your explanation regarding automatic transmissions and lockup principles is commendable. I thoroughly enjoyed your presentation.
Thanks Neil, I appreciate the feedback and glad to hear you enjoyed the video.
Thanks, Nathan.
Hey Nath, another awesome clip mate! Looking at installing one too. This is solid proof a lockup kit is vital for gearbox preservation. Can't thank you enough for the data you provide in your videos mate. You are a Legend!!!
Thanks mate, appreciate that once again. I'm glad people are enjoying these types of videos.
Cheers.
excellent explanation regarding auto trans lock up kits. very impressed. Thankyou.
Thankyou, glad it could help 👍
Best mod to make the temps lower is to get a upgraded automatic radiator from wholesale automatic transmissions. Best thing!
Really good video with appropriate tech info without going over the top. I’m about to fit a dual speed unit to a Prado - hopefully it will help out towing as much as it does in the 200. The Prado torque converter temps and pan temps seem closer than those in your video, I’ve seen 130 in the converter and 125 in the gearbox on a 40 deg day towing until I gave up again and drove in S4 at 2500RPM! Won’t be doing that again!
Thanks mate, appreciate the feedback.
I’m sure you will notice a positive change on the Prado with this kit 👍
Protects the system and gives you some peace of mind
G’day Nathan, brilliant explanation and video! I didn’t came across this kit when I installed my one..doesn’t matter since I am extremely happy with my one too. Your tech explanation was top notch, cant be any better. Please do a review after 10,000 km when you got more experience with it and play around time. Would like to see your experience in comparison to engine load, rpm, selected gear, travel speed and engine torque sweet spot. Whereby the travel speed is variable . Your test was set to 100km/h what gear most of the time? 6 th.? On which rpm?. I am happy with my auto CU remap bringing the shifting point for 6 th. Gear into the range below 100km speed. Watching the engine load and rpm to have the engine in the torq sweet spot on low rpm in 6th. Gear compared to previous factory setting open system where the box never shifted into 6 th. Gear below 110km/h. So for long distance traveling on road towing a van it makes a significant difference in fuel consumption and converter and oil temp.. But as said previously, every car and van are different and must be experience by the owner himself. Lockup kits pays for himself over the time and is also much enjoyable to see what it does on the ultra gauge. Cheers
Thanks again Holger. I will be sure to do a long term review in the future for sure.
So for my testing in this video, the vehicle was set to 5th gear, just because I was towing. I choose not to tow in 6th.
I agree with your thoughts on the transmission remap as well and this is something that I will look to in the future as well. Having the ability to customise the shifting points and sensitivity in the gearbox would make a significant difference to how to the vehicle performs and behaves.
Thanks, Nathan.
Really enjoyed this video. Best explanation and demo of a lockup kit I have been able to find. Well done, thanks.
Thanks Greg, appreciate the feedback 👍 I hope it’s help you out somewhat.
Cheers, Nathan.
Super informative and well presented. Well done!
Only just found this video, really good dude!!!!!! Thanks heaps!!
Thanks mate, I appreciate the feedback and glad to hear you enjoyed the video!
Cheers, Nathan.
Another excellent explanation of how you mods work
Thanks mate, appreciate it.
Cheers, Nathan.
Great video. Awesome explanation of how the system works. Keep the vids coming because we enjoy understanding the thought process of everything you do.
Thanks mate 👍 appreciate the feedback. I’ll sure keep the videos coming. Cheers, Nathan.
@@XploringOz does locking up in 2nd gear cause a bump as if its shifting From 2nd to third?
Or locking the converter is seamless because its not changing gears?
@@FirstLast-tx3yj There is no change to the difference in feeling between 2nd and 3rd gear, however if using the manually mode (where the unit activates at 32km/h) then yes, you will feel this engagement. Again, there should not be any bumping or change in behaviour from the gearbox itself
Excellent video. Well done mate.
Thanks mate, appreciate it.
Cheers, Nathan.
Excellent video, subscribed !
Awesome, thank you!
Hi mate great videos, ,just wondering do u always tow in d-auto or s4,, thks l tow in d-auto ,but have been told that s4 is better.?
What a awesome video. Do you find it makes much of a different for engine/coolant temps?
Yes, a little, however it actually increases the temps in my experience. This is because the RPM is lower and therefore there is more load on the engine and things like the water pump are now cycling slower. This being said, the difference is minimal and everything still sits well within safe limits 👍
Nathan, may I throw in an alternative opinion, please.
I'm assuming that you were towing in D or S6 since you mentioned seeing the transmission in 5th at one time.
I tow a 3500kg van with exactly the same vehicle as yours. I had an aftermarket exhaust fitted and that came with the ability to fit an Exhaust Gas Temp gauge.
EGTs are the missing factor in most of these tests, including yours (with respect).
I do not have any sort of lock-up device fitted.
I tow in S4. Never S5 and S6 and D are not even a consideration.
I've towed in S4 from Perth to QLD each year for the past several years. Since having my EGT gauge fitted I've come to some very interesting conclusions:
1. Towing in S4 will lock the transmission at about 90kph.
2. The transmission will drop down when it wants to, hills etc, and this will see the higher revs reducing the EGTs.
3. S4 will see low TFTs, higher revs will see lower EGTs.
4. It's a balance between managing TFTs and EGTs, but you won't see this until you are able to display EGTs.
I think lockup devices encourage drivers to tow in high gear/low rev situations where the EGTs will be high, but not visible without the means to display them. Once an EGT gauge is fitted it becomes very obvious that higher revs are, on a lot of occasions, a good thing. I've seen EGTs of over 600C going up the Coalfields Highway into Collie. Once the transmission drops done to 3rd those EGTs drop. Yes, TFTs will rise but in those circumstances it's more important to get those hot gases out of the combustion chambers.
On some occasions going up steep roads in S4, I've seen high EGTs, TC still locked and sat their willing the transmission to drop down to reduce those figures. Eventually it did drop to S3 but it was a demonstration of how well the TC stays locked in S4 without any additional devices. As soon as it dropped into 3rd the EGTs plummeted.
I would encourage LC200 owners to fit an EGT gauge before a lock-up device. See how things go for a few months and then make a decision. I'm betting that a lock-up device will fall off their wish list.
Thanks for sharing your input on this topic. It's good to see how other people think about these things.
So just quickly, in this video and as I always do, I will always tow in S5 (it downshifted to 4th gear, not 5th). I've found this gear to be suitable and from research I've conducted, I believe this gear to be strong enough to handle to relevant load. I also wouldn't recommend towing in S6 either as this is an 'overdrive' gear and isn't designed for heavy applications. Further, adding to this, the vehicle won't be able to reach S6 in either 'S' or 'D' mode due to the relatively low speed and heavy load.
I completely understand your thinking here and agree with the trade off's between EGT's and transmission temperatures. I would be interested to hear a basic description of your setup of your 200 series, specifically weight, external accessories and tyre size. In my experience, even when downshifting to S4, my LC200, loaded and towing would not be able to sustain a locked transmission. As I mention, my temperatures were starting to reach temperatures that would significantly reduce the trans oil life, breaking down its properties and potentially prematurely wearing the gearbox. Although I agree that EGT's need to be closely monitored, my transmissions was taking a beating with my setup and style of driving.
Am I also able to ask, what EGT gauge you have setup and how it looks when being monitored in the cab? This would be a good test and something I'd be interested in setting up myself. (my aftermarket exhaust is currently on order with EGT ports).
Thanks again for sharing, these type of valuable comments allow viewers to see all points of view and technical opinions and make their own informed decision.
Cheers, Nathan.
@@XploringOz I've replied using your email address Nathen, so I can add photos.
In the naval and leisure marine industries I worked as an engineer in, charts were always published by engine and gearbox manufacturers with particular emphasis on applied torque. If you let an engine run against a high load, at low revs, your system will experience high torque loadings. This is the exact situation which causes deflections in shafts and potentially overloads bearings in gearboxes and engine big ends. It also applies an unwelcome force on the gear teeth and their case hardening. This is the risk with locking torque converters. You end up applying possibly harmful levels of torque through the transmission for extended periods. Durability can and does suffer in certain cases. This is why car manufacturers probably dont do what the aftermarket industry does. Manufacturers spend mega millions ensuring they have a optimised durable product, and then some ghetto engineering mob change it all. Look at your warranty coverage when the gearbox goes poopy in its trousers. I am sure nobody will cover your major repair because you chose to get the transmission modified. Anyway, thats how marine diesel gears are managed. Higher engine revs, lower applied torques, and an upper limit on applied torque at lower revs. Sounds the exact opposite of a lockup torque converter.
Excellent explanation thank you.
Cheers Ethan, glad you enjoyed it.
Thanks, Nathan.
Great UA-cam about the lock up operation and its effect. How did you record the 30 sec readings? Are they downloadable from the Ultra Gauge? Do you have special software for the graphs? Keep up the great quality videos.
Thanks mate. So unfortunately I didn't have any software to get these readings, I painstaking used a time-lapse to record 10 second intervals of the Ultragauge. I then manually got the reading form every 3 photographs, inputted them into a spreadsheet and just used generic Mac 'Numbers' software to create the graphs.
I'm sure there would be an easier way, however this worked for me...eventually.
Thanks, Nathan.
@@XploringOz Thankyou Nathan.
Great video, What is the max safe operating temperature of a torque converter ?
Thanks mate. So this will ultimately depend on the type of gearbox and the type of recommended oil that the gearbox manufacture recommends.
Most oils having an ideal running temperature and then have ratings for short spikes in the temperatures, for example during the unlocked period as shown in the testing prior to the lockup kit. The exact figures for these temperatures would be specific to the oil grade shown on the product.
As my testing shows, I (in a modified, towing vehicle) spend more time than a standard vehicle in these 'spiked' temperature zones and as mentioned, the hotter the oil, the longer the oil remains at raised temperature, the shorter the life of the oil and a reduction in its efficiency.
Hope that makes sense.
Cheers, Nathan.
XploringOz thanks Nathan was taking about a 200 series / standard with oem oils?
@@dannyjansen6011 So the OEM 'WS' oil that Toyota supply from factory has a flash point of 175 degrees Celsius. Although this is not a definite point of failure it is a good indication of when the oil chemical makeup will start to break down and significantly effect the performance of the oil.
The LC200 auto transmission temp light activates at about 150 DC.
Although this is only one simple measurement of the oil efficiency at higher temperatures, it does provide a good indication.
Suitable replacement oil (not OEM) have flash point between 40-50 DC higher than that of Toyota.
@das wright For sure, extended time in higher temps is going to shorted the oil life, no doubt.
Enjoyed your Stocklock video Nathan. Recently bought a 2012 LC200 and have had the Stocklock Extreme fitted. Still learning to live with it and get best use out of it. Some questions: We tow a 2.5 t caravan about 50% of the time and was advised to use manual gear mode & the system gets to know how I drive (sort of AI) & adjusts when it changes gear & locks up. Is this true? Also, what rev range in Manual should I keep within & change gears at? Thanks.
Thanks Colin, glad you enjoyed the video.
When fitting my Stocklock, I was also advised to drive in manual when towing. This just allows the earlier engagement of the unit (at about 32km/h) then waiting until you reach 88km/h.
I have heard that the Toyota transmission can learn the behaviour of the driver and adjust somewhat to their driving style. In my personal experience, I can't say I've ever noticed a change in shift patterns with different driving styles. For me, towing a van and driving day to day, I would assume this would be a fair significant change in driving styles.
Further, some people will say that you shouldn't tow in 5 or 6 gear, however remain in 4th. Personally I tow in 5th gear and this is what determines the overall RPM range.
For me, determining the gear is fairly easy I have my Ultragauge display on the dash, showing me the engine load at any given time. This allows me to select a gear that provide low engine load (which may be higher RPM) and therefore reduce wear/tear and fuel consumption.
Selecting and cruising in a particular gear will also heavily depend on your vehicle. My vehicle, with added weight, larger tyres and external accessories (like roof rack) all significantly effect my drag and performance both when day to day driving and towing. This will be different for each vehicle, depending on their setup.
I hope this can help somewhat and give you some things to consider for your setup.
Cheers, Nathan.
@@XploringOz Many thanks for your reply Nathan. I will take some time to digest your advice and get more experience with the system. No doubt I will have more questions downstream, hope that will be ok.
@@colinprice6397 No problems. I hope you work out the best solution for your vehicle and style of driving. Definitely feel free to forward through any more questions in the future.
Very nice video. Good information. Where did you get the information about the lockup speed from factory? I own a 2009 KDJ120 3.0 D4D and would like to know what is the factory lockup speed on my Prado.
Hey mate, I believe this was hidden somewhere in the factory manual for the vehicle.
However, if you're looking at your vehicle, perhaps some of the forums might have this information?
If not, if you or someone you know has a scan gauge type tool (or Ultraguage like I use) you might be able to monitor and detect the factory lockup from this.
Cheers, Nathan.
great explanation on the lock up kit. But is towing in 4th gear the prefered choice by the Manufacturer which gives much greater T/C lockup. i Know this is the case in my Hilux and I see the same lower T/C temps when I tow in 4th. I am still deciding wether to get the lockup kit, and I do see all the benefits it provides but driving style can make the convertor lock.
Thanks mate. So for the 200 series, Toyota recommend either 4th or 5th gear for towing and it would depend on the driving conditions. Keep I mind the LC200 in a 6 speed auto (the 6th gear being their 'overdrive').
For my requirements, I really did need the lockup kit, although I agree driving style can help lock in the convertor, with a vehicle as heavy as mine and running the 34" tyres there were scenarios where this just wouldn't happen, regardless of driving style. I'm assuming for the smaller capacity engines, with smaller tyres this might be a little easier.
Cheers, Nathan.
@@XploringOz Thanks for the feedback Nathan. Great content on the channel it does seem most of the Toyota 6 speed autos 4wd line up need the lockup in conjunction with modifying the vehicle.
How has the torque converter lockup kit impacted the exhaust gas temperatures under the same driving conditions compared to unmodified factory shift calibration?
Hey mate, so the EGT's will only increase if the engine is labouring. So if the torque convertor licks up and drops that RPM by say 200/300 revs, then the EGT's will go up slightly. This being said, its only marginal amount, if the EGT's increase too much due to low RPM, I would be dropping a gear anyway.
Thanks, Nathan.
Did you ever fit a trans cooler as well?
Not all driving conditions can be done locked eg sand and rock crawling.
I installed a trans oil cooler....
1. Have seen a 10 to 20 degs drop in temps doing same up/down hill trip to and from work..
2. Now never goes over 70degs and is closer to 50 the majority of the time.
3... the big one the lc200 now locks into 6th in auto or sports for huge sections as is 90 then 110kmh speed. Before the cooler it had to be driven in 5th in sports to look at 100 to 110.
So clearly heat is factor that the factory trans tune clearly know heat is to high to use 6th.
Having driven in area that speed limit is higher 120 to 130 6th locks at the point no issues without any mods.
Hey mate, so I haven't fitted a cooler now with these lower temps, I don't think I really need to 👍
Very interesting to hear your findings though and this makes sense.
I sometimes drive without the lockup kit engaged and the gear change pattern is definitely modified, so I think you are correct in relation to the heat element.
@XploringOz you don't get 110 and above driving on the beach? Especially like when using the crawl control to get out for example
@@ausguy4385 On the odd occasion, but not as much as some think. It would have to be a long beach with very boggy sand. I'm driven 10's of km's of beaches on WA's south coast and they get up to about 100 ish.
With the kit, I can manually lock up if I'm cruising and this obviously brings them straight back down.
Crawl control will definitely bring them up, but I hardly ever use it and it's only for very short periods of time.
Great video, super informative. What do you think about aftermarket secondary trans coolers? Do you think they're a safer intermediate option between a stock trans and a lockup kit?
Thanks mate, glad it has been somewhat helpful.
Definitely another great idea. If you weren't towing all the time and not hitting beach sand on the weekends, then transmissions coolers are another effective idea.
However, having a look at some of the more 'reputable' brands, I see the cost, when you start to include labour costs would ended up being close to that of the lockup kit.
Personally, I'd choose the lockup kit over the cooler, but the cooler is still a good idea and if you go a cheaper brand, then there are savings to be had.
Cheers, Nathan.
@@XploringOz what about both together? (Money aside)
@@ausguy4385 Absolutely, both together would work well for sure.
Great use of data. Ive got one fitted and know its effective but this reinforces my original decision to install.
Toyota discontinued the Trans coolers on 2019 and later Tundras stating that they are not necessary. People are getting Trans temps of 250 while towing but Toyota engineer Swears says it is within range and will not hurt the transmission nor fluid. what do you think?
Hmm, I reckon all vehicle could do with even a small cooler. Obviously it will heavily depend on the environment as well. Where I live in Australia, it does get hot and I would hate to imagine to temps without a cooler.
I'm assuming that temps of 250 are Fahrenheit not Celsius? It would also depend on the type of oil you use. Certain types, brands and make up's of oil have the ability to handle higher temperature better than others.
Saying this, I wouldn't want my cruiser sitting at prolonged periods in this temp range, it will only prematurely break down the oil properties and over time create excessive wear and tear.
Do you think there would still be benefits to installing this on the 5.7 petrol variant?
I want to pull an MDC XT 17 Family and am weighing adding a TVS 2650 Magnusen supercharger or swapping a 1VD-FTE.
Some spots we want to hit are pretty remote so fuel range is a concern.
I won’t pretend to have experience with the petrol variants, however if the result is similar I would say there would be a positive benefit from installing this unit 👍
i dont tow anything, is it still worth doing?
Great video!! was a tune required for the gearbox after the install of the stock lock? I’ve heard mixed opinions on that topic!
Thanks mate. So negative a gearbox tune is not required at all. All the testing in this video was running standard tuning.
Although saying this I have had a gearbox time since this install and it definitely improves the performance further.
@@XploringOz thank you for the quick reply appreciate it!
All good mate. I hope to do a video where I talk a bit more about the tuning done to my vehicle and speak about the results my thoughts and who might need a tune 👍
Hey great video
Interested in installing the stockwell torque converter lockup kit on my 2017 200 series
Ive got an armax ecu installed, just wondering if you know whether the stocklock kit is compatible with it
Thanks
Hey mate, definitely a kit worth looking at, that's for sure. Absolutely love my one.
I can't confirm whether or not it would work with that particular unit. I had my vehicle custom tuned and it works well, but you may have to speak with Safari regarding that.
Sorry, Nathan.
so are any lock up kits smart enough to unlock if given to boot?
Edit... new wholesale automatics one is and also has Bluetooth to customise and upload updates.
Takes information from canbus to have far better information on what's going on not just speed.
Generally they won't need to, the vehicle will obviously downshift and provide optimal torque levels, the lockup kit can stay engaged and will give maximum torque and power direct to the wheels. The driveline is suited for this sort of application.
Hi Nathan just wondering where you got your lock up from interested in getting one im in wa cheers ian
Its going back a few years now, but I got my one installed and supplied here - m4c.au
Hi, can you please tell me where you buy these kits in WA? Weirdly hard to find online...
G'day mate, I purchased my one through Midland 4WD Centre - m4c.au
what brand is your transmission gauge?
Anyone have a recommendation on where to get one supplied and fitted in Victoria? I live in inner Melbourne, hoping to get one fitted before our next caravan trip.
Have a chat to ‘wholesale automatics transmissions’
Any idea if these can be fitted to a 5.7L gas engine? I’d love to gain some fuel economy especially when towing. No diesel option here in the USA... My 200 is a ‘13 with 60K miles and 34” tires, bumpers and roof rack so I’d love some additional fuel economy. Thanks!
Hey mate, so yes, theoretically there is no reason as to why this couldn't be fitted to a petrol engine. The fundamentals of the torque convertor remain the same.
We don't hear about the petrol models very often here is Australia as only a very small amount are sold, when compared with the diesel variants.
There is no doubt that the automatic transmission shifting points and lockup threshold would be different on a petrol vehicle and potentially different from country to country, depending on manufacturers tuning.
It wold probably be best to ask local fitters or mechanics to see whether a product over there might suit your needs.
Thanks for watching, nice to see this video is reaching some audience outside Aus.
Cheers, Nathan.
Hi mate. I have Mitsubishi pajero 2.8l diesel engine with 4 speed automatic transmission and I am thinking of installing lock up kit mainly for fuel saving reason as I dont tow anything. Whats your suggestion on this
Hey mate, in my experience when there is little load and you can hold the RPM down low then yes it has saved fuel consumption. I found when the load is high, like towing a trailer the engine can labour a little.
Overall, if you are experience hunting or struggling to keep top gear then this would likely help 👍
All the best, Nathan.
Can you use a lockup kit in a petrol lc with an auto trans?
Mate, I'm sure you could, but I would check with a supplier/installer first 👍
what are your thoughts on a trans re map to go with the lockup kit, is it necessary
Yes, I still recommend a re map as well. This has its own benefit in its own right. I'll have to do a video on this in the future to try and explain it in full.
have you re-geared diffs for your 34inch wheels, is this not the real cause of transmission issues?
Although this puts more load onto the vehicles drivetrain and would definitely contribute to the issues, aerodynamics and weight also considerably add resistance to the transmission. Although differential gears would definitely assist, and are something I'm looking into at the moment, this unit has a different purpose. Even with standard tyres and basic modifications, the factory transmission tends to 'hunt' gears and rarely uses 6th.
Further, towing (standard tyres or not) also place a huge stress onto the transmission. For those towing heavy loads and running a relatively stock vehicle, diff gears aren't really an option.
I will be doing another video on this topic in the future as with extended ownership of this vehicle I haven't learnt a lot about the gearbox and ECU tuning to maximise efficiency and performance in these vehicles.
G’day Nathan and viewers, Having seen on your YT channel today more that 6k viewers, to check if there are some more useful replies to learn from. There are so many LC200 towing vans on and off road.
As I am relatively new into LC200 and towing a 1 axle 2.2 tons loaded pop top van with the said LUK and AT CU remap, having done only one test drive yet about 2000km MEL-SYD-MEL inland and coastal road after the reopen after fire closure, I could not really figure out what is the better choice on the most flat roads. 6th. Gear by 1650 rpm with a ave 83% load by 102km/h or 5th. Gear by close to 1900 rpm lower load % but same speed..May someone can share your experience with similar set up. Thanks and Cheers.
G'day Holger, yes this video has been popular, which is good to see.
So in my experience, Toyota recommend that towing should be conducted in either 4th or 5th gear. The 6th gear is really designed as a cruising or 'overspeed' gear. If you cruiser is like mine, heavier with bigger tyres than the higher load can be detrimental and place undue stress on the driveline.
It would be my advice to tow in 5th gear and reduce the load, for all the engine, gearbox and driveline.
It would be interesting to hear other's opinion on the matter to.
Thanks, Nathan.
What is the little monitor on your top right hand side dash.?
This is an Ultraguage.
I've done a video on this in the past: ua-cam.com/video/faG27fK5BbY/v-deo.html
Cheers, Nathan
Great video did you have this fitted in Kalgoorlie or Perth I live just north of you about 500k I tow a Bushtracker
Thanks mate, appreciate it.
I made the trip to Perth to have it fitted. I've had some issues previously with local fitters, the service and knowledge on these products are far superior at certain dealers and fitters in the big smoke.
Cheers, Nathan.
XploringOz Hi Nathan, jumping on your subject, going to Perth for some jobs to be done properly. Do you have experience with Klarmann in Perth? Appreciate your thumbs sign. Cheers
Hi Holger. I haven't personally had any experience with Klarmann before, but having a quick look online, they look well reviewed.
Personally, I have used Ultimate 4WD Equipment for all my aftermarket modifications (except for this lockup kit) and have used Robson Brothers for servicing.
Like always, I'm not affiliated or sponsored, just sharing my positive experiences with them.
If you choose to go with Klarmann, I'd be interested in your experiences.
Cheers, Nathan.
Did you/will you consider an aftermarket trans oil cooler?
FWIW, I've got a GU with the 4sp auto, converted from 3.0 to 4.2TD. It is run by a Compushift3 controller (gives manual lockup and gear lock control) but not auto lockup like that.
So, transmissions cooler is another solution, however I didn't go down that track as I don't think it would be nearly as effective as the lockup kit.
The transmission cooler is a solution to the overheating issue, where as the lock up kit reducing the frequency of the temperature getting heat in the first instance.
Along with this, the cooler would not be nearly as efficient in high load, low airflow conditions, like beach driving.
I do believe that this lockup kit is superior if your goal in reducing trans temps.
If lockup kits are "necessary" then why don't trucks and vans have them?
Trucks and vans pull more weight for longer distances and the same salesman that tell 4WD drivers that lockup kits are "essential" will tell truck and van drivers "it's fine, just get a oil cooler".
Heavier vehicles that pull more weight but the same people will tell you that they don't need a lockup kit?! Something doesn't sound right...
Auto track cars also have no lockup kits only oil coolers.
What oil cooler are you looking at? There's a lot of different types.
@@PeterKnagge Auto transmission lockups are built-in to modern boxes.
@@darthvader8433 My remote oil cooler has dual fans and keeps everything cool even when at idle. Try that with a lockup kit?!
All I'm saying is why spend $1000 on a lockup kit, when you could save the money and buy an oil cooler, upgraded valve body and torque converter, and a TCU remap? I know where the smart money is.
@@PeterKnagge The amount of heat a slipping TC generates is amazing. If your usage of the auto is at the upper end of the range, limiting the slip in a TC is MUCH more effective than a cooler. Factory coolers often use the engine coolant, so any extra heat goes there. If you add an aftermarket cooler and bypass the factory radiator heat exchanger, that can work at speed, but at low air flow they don't work that well. You can get aftermarket coolers with a fan to get around that too but you are adding complexity.
For example, for my 4wd (2021 LC200).. TC Lockup:$795, Nomad valve body $1295, Trans cooler $595. All plus fitting. The valve body solves a different problem, mainly giving you control of engine braking.
I got the Richards lockup kit and auto/engine tune. I also got the trans cooler fitted as a bib/braces approach, just for peace of mind in extreme temps. Having had a Nomad valve body in my last 4wd (GU Patrol) with a Compushift controller, the valve body does not control the heat, but engage the manual lockup and the trans temps drop to normal. And so does the engine temp, as the trans is no longer heating the engine.
But there is a compromise with the valve body, it shifts hard and the TC lockup is not automatic. If you were doing rock crawling or hard 4wding that's OK, but it's a pain in day to day driving.
sounds like you cant use them for descending down a steep angle and not needing to use the brake, like you would in a manual?
You can certainly use this function for engine braking. Having the torque converter locked provides a 1:1 ratio, just as you would in a manual vehicle. Obviously you would need to select the ‘S’ mode on the transmission and manually select down the gears.
I personally use this function all the time to relieve the pressure on the brakes.
@@XploringOz even driving down sand dunes or step don't hills?
@@NateGfit For sure, I use this function all the time for off-roading scenarios. You need to keep in mind that manuals are gear differently to automatics, so you might not have the same low range gearing, but the function is still there.
Interesting
Sure is, beneficial in my opinion.
Do they make one for a 200 series GAS?
Hey mate, can't confirm this as its not something I've looked into. Unsure whether the programming in the petrol model would differ from the gas. I'm sure the company would be able to help you out though.
Cheers, Nathan.
Hiya, just watched this video again as I've just had the 2 speed Stocklock fitted to my LC200. Its interesting now that the Ultragauge no longer displays the figure confirming TC is locked. Did you find this to be the case or is there a fix for this? Thanks in advance and take care.
Yes, I found this to be the case as well. The Ultraguage struggles to pick up the torque convertor solenoid signals. I haven't found a way past this at the moment, but I'm finding I can now easily see when the converter is locked anyway. Cheers, Nathan.
@@XploringOz Thank you for the response, and yes I can see the lock up just be the drop in RPM and feel the change, although would have liked to still see the confirmation of the lock up on the UG. Am looking forward to seeing the difference the first time we get to take the caravan out. Take care.
@@malcolmdraycott9273 I'm sure you will notice a big difference towing, particularly with gearbox temperatures and engine braking downhill.
Cheers.
@@XploringOz im sure as well and thanks for the reply. Have only had the 200 GXL since April but love it.
Did you find the right code to enter in? It works fine. Or do you mean posr install it stops working?
I'm about to have a lock up added.
Does it give you more torque in sand driving if it’s locked ?
So in real terms from the engine no, however there will an increase of the power and torque to the wheels. This will be because no torque or power will be lost (in the form of heat) within the torque converter. Hope that makes sense? 👍
So with the right driving techniques , it could prevent you from getting bogged in sand when say the car is moving and u manually locked the torque converter ?
@@JKJUSMQTR I think it could in the right circumstances 👍
Great video Nathan, I am going to install a Richards system also, live close to them so makes sense. I have just completed 75,000kms on my 200 and did a trans flush and new oil. I think was worth doing, I work my car lots of 4wding so makes sense. Have you got instagram at all? Cheers. Aaron @200serieslc on instagram
Thanks mate. The Richards system is also a great piece of kit, both work very well. I definitely think flush the auto trans fluid every 100k would definitely provide benefit to a long gearbox life.
We do have Instagram, however don't use it a whole lot. I've just followed your profile, looks good.
Cheers, Nathan.
P.S.. sorry l am new to this....
I think Toyota Australia is doing you guys a disservice. I worked for Toyota in New Zealand, servicing was 15000kms or one year and auto fluid generally from Yaris to lx570 was every 90k, is it perfect, probably not but there was never any chat about this filled for life rubbish.
Toyota do have a lock up in the TCM. LOL
Of course they do, however, as mentioned in my video, the standard transmission lock up settings simply don't cut it for a modified vehicle like my one. Further, Toyota have no way of manually locking up the TCM from factory, hence the addition of this kit.
Cheers, Nathan.
3.5 tonne hay ,,, its not ADR compliant ! please check your documents
RF monkey I wouldn’t be so quick to judge. If you have a look at some of my other videos you would know this is compliant. I have a GVM upgrade of 3845kg, so we’ll and truely complaint. Thanks for your concerns.
I tow a 2.5 ton van and when in drive doing a 100 on flat road it very rarely went looking for gears and when I drive in 4 it never looks for gears so I don’t understand how you’re gearbox was looking for gears on flat road maybe you have a servicing problem 🤷♂️ this review hasn’t won me on a lockup kit a trans cooler would work better just my opinion
For the love of god change your snorkel head
Haha, mate I would if I could find a snorkel head that got rid of as much debris as this one does. It may not look the part, but after seeing what this thing collects, both on and off-road, I won't be getting rid of it anytime soon.