Difference between VVTI and non-VVTI automatic transmission

[David P]

That transmission is basically an N/A strength variant, with a T.T. valve-body and a "J2" sized torque-convertor, the 2J-GTE, VVTI or not is much stronger and has a larger J3 torque-convertor.

 

There's plenty of transmission information on this group page that you might find useful.

 

http://www.mkivsupra.net/vbb/group.php?groupid=57

[Kristian_Wraae]

I know.

 

It has the J1 bell housing.

 

ATF say they can upgrade it to 750 hp but they will have to use the 4-pinion planetary gear instead of the 5-pinion from the 2JZ-GTE transmission.

 

One solution would be to have a custom made rear output shaft made that is a hybrid between the front of the 2JZGTE version and rear section of the 2JZGE.

Edited June 29, 2014 by Kristian_Wraae (see edit history)

[David P]

When I first tinkered with Hybridising these transmissions my original thoughts were much the same, until I discovered the cost of the Engineering.

 

It's makes more sense to use the stronger box complete with larger J3 bellhousing and torque-convertor with original tail-shaft and sort out a prop to fit.

Edited June 30, 2014 by David P (see edit history)

[Kristian_Wraae]

The major problem is the ABS sensor.

 

I used to have a 2jzgte transmission with a one piece driveshaft. It was vibrating and driving me nuts.

[garethr]

The 1JZ-GTE TT 'box has cable-controlled line pressure. As far as I know, the 1JZ-GTE VVTi auto is also cable-controlled.

EDIT: Checked the EPC - looks like it isn't, which might explain why the 2ZJ-GTE ECU can control the 1JZ-GTE VVTi auto.

 

The 2JZ-GTE line pressure is solenoid-controlled. Can the PCS controller deal with that?

 

As for the extra solenoids...

IIRC, the non-tiptronic solenoids are 2 for changing gear (S1 and S2), torque converter lock-up (SLU), line pressure (SLT) and "accumulator back pressure" (SLN - to control the smoothness of the gearchanges? to stop the car squatting on the neutral to drive change?). The latter two are "pulse width modulated", hence the question about the PCS controller.

 

No idea what S3 and S4 do, though. On the face of it, they are not needed for the Tiptronic control.

 

I believe that the V8 Soarers and SC400s have the "SLN" solenoid, and I understand that the box will still work with it disconnected.

 

Edited June 30, 2014 by garethr (see edit history)

[Kristian_Wraae]

I have the 1JZ-GTE VVTI in my car and it is not cable controlled.

 

Yes the PCS can run it. It has 6 dedicated shift solenoid outputs (the 2JZ-GTE uses only 2). So it has the capability of four more.

 

All 6 can be PWM'ed.

Edited June 30, 2014 by Kristian_Wraae (see edit history)

[David P]

I have the 1JZ-GTE VVTI in my car and it is not cable controlled.

 

Yes the PCS can run it. It has 6 dedicated shift solenoid outputs (the 2JZ-GTE uses only 2). So it has the capability of four more.

 

All 6 can be PWM'ed.

 

1. That's the N/A box with T.T. valve-body version I mentioned before.

 

2. Looks like you're nearly sorted.

 

Go with a J3 b.h. & t.c. a T.T. crossmember and sort the prop after it's fitted.

[Kristian_Wraae]

Does anyone know the thread/pitch of the stock oil temperature sensor for the TT non VVTI transmission?

 

BTW ATF has just informed me that my transmission is ready. They have build a 1JZ-GTE VVTI transmission and they claim it is good for 750 whp. They have a Lexus with the same transmission running for a couple of years now at that power level with no issues. So fingers crossed....