Starting this week, Denny and I are going to start the R&D on the NAG transmissions. Pieces and part's are on the way. I'll get Denny to post up pic's of the progress.
Good news. So would you agree that the factory NAG is good for upto or between 600-700 hp? Or is this an embellishment?
Subscribed ,not to bash in any way but I'm very interested in the pieces and parts on the way. As to date every item for sale now by every vendor has been tested already and no good results have been seen. Maybe you have custom never before seen parts? Jeff
I think a number of things need to happen: 1) Better clutch material 2) Machine work to put more clutches in each pack 3) Valve body changes 4) Increase cooling capacity 5) TCM programming changes It'll take time, but I've been talking with Jerry regularly, and I can tell you they're putting a lot of time and effort into this. In the meantime, I'm taking the bandaid approach of tearing down my transmission, and putting in brand new clutches. But they'll just be new factory clutches. I'm also putting in a brand new torque converter. Then I'm changing my nitrous programming to help work with the transmission instead of powering through it. We'll see how my bandaid approach works, then we'll see how Sharadon can improve it.
I myself along with everyone else hope that these problem will be overcome. I do know disassembling the TCM code along with trying to get the AMG EGS52 programs to work has been difficult and that a major rewrite of the TCM firmware if not a new operating system will be necessary. Add to the fact the shifting solonoids have a basic 1.5 second open time needs to be all adjusted. It is also my belief the easy part will getting/making/installing the internal parts in the transmission will be the easy part. Bottom line to me is the software to open the valves at the proper time will be the obstical that will require major investment in time and money. Jeff
I agree with everything you said. Except as to the above - so what. We can get new clutch facings that are even more agressive than anything MB/AMG ever used. It still going to come down to TCM programming. Either through reprogramming the software or old school wiring tricks to deceive the existing TCM programming.
I thought Jeff was implying that the clutch facings aren't a weak link? The suspense is killing us, can't you run out to the garage right now and check yours?
IMHO the stock ones are fine, you can have the best, most expensive Kevlar/Ceramic material in the world, but if don't you have the hydraulic pressure to hold them tight enough to transmit torque it isn't worth the added expense. BTW did you know the only gear that has the highest line pressure/ clutch holding power in the NAG1 is first gear? Jeff
We've been in this sort of predicament before with the RFE545 transmissions. We had to deal with the 03's that have a totally different pcm/tcm configuration than the 04's and up. With the 04's and up, we had to deal with the NGC2 and the NGC3 pcm's. The original RFE45 was put into the Jeep's, Durango's and Dakota's starting in 99. DCX decided to put them behind the new Hemi pickups starting in 03 with the only difference being an extra added, electronically controlled 5th gear OD. We started to see these transmission's fail on a regular bases when guy's were putting down 400-425 rwhp to them. Mine being one of them. There were no solution's so we started the same type of R&D we plan on with the NAG. The RFE545 that we've developed has held up to 650 ft/lbs/tq which everyone said was impossible, but we did it. It took us over 2 years of R&D with trial and error. With our RFE545 and full TM, we've increased the shift speed's between the gears, modified parts for less drag and better efficiency, increased clutch counts and increased line pressure's. In fact during one of our test's with our 545, we accidently took the line pressure to over 300psi which brings up a good point of the NAG. There are no test port's for checking line pressure's with a mechanical gauge, so that will give us a starting point to work with. Making test ports. I'm not saying this is going to be easy or even pratical and please don't expect us to have a tranny out in the very near future. Until now, there has never been a need for a performance NAG transmission. Guy's have hit the 700 hp mark this year and I know their not going to stop there.
It's not just line pressure that has a huge affect. The other problem is application (time) The TCM decides when and how they are applied. If the TCM takes it's time applying the clutch they slip and burn. After repeted slippage you have a failure.
