Oddly enough I'm experiencing the same thing on a 5.7 Hemi as of last night can anyone PPP / HOP tell me if this truck is having the same issue: It's in 3rd gear for sure and right at 4700-4800 RPMS / 82-84MPH it dips down to 4500-4400 RPMs and starts to climb back up, you can actually hear it as loud as his truck is. I'm loading video as we speak. I wonder if his mod combo is working together like it should. Sharadon Tranny Stage 1, 4.56 gears, 3000 Stall TC (Edge Billit), E-Fan, 6.1 cam, Stu's Ported Heads, Pacesetter LTH, Superchips set on 91 OCT with 1-2 shift maxed and 2-3 left at pre-set of 599?, 22" wheels I believe 31.50 to 32" tall. Need to check tranny fluid since it is new, oddly last week at the track he was running 17's rear / 22's up front and it did not do this???? I hope it's just some math that is off here and not the tranny. Click on video to see what I mean FULL MOD LIST: 2004 1500 Hemi RCSB\6.1 Cam\HEAT Performance CNC Ported 5.7 Heads\AEM Wideband A/F Gauge\Flex-A-Lite Electric Fan\180 Thermostat\8.5 Shorty Taylor Wires\NGK 5306 Plugs\Superchips\aFe Cold Air Intake System\Long Tube Pacesetter Headers\Dual DMH Electric Cutouts\Magnaflow X Pipe\True Duals with 2 AeroTurbine 3030's dumped\Motive 4.56 Gears with LSD\SharaDon Performance Stage I Transmission with Stage II Valve Body\Edge 3000 Billet Torque Converter VIDEO OF RUN http://s7.photobucket.com/albums/y283/texastourist/?act...ew¤t=AA013.flv
Yes, thats the converter locking during a WOT run. You will burn clutches up if it continues. You want it to lockup during the shift, but until we have converter control, we are at the mercy of the stock programming.
Wow, that's dramatic. On that second video it did it right after shifting into 2nd and then again half way though 3rd.
Its a 3000 Stall Edge Billet Would going to a lower stall help???? I dont believe there is any Mopar Performance TCM for the 5.7 Hemi Truck or even one of HHP's
wow, after reading some of this convertor discussion, i understand why i have a dip in rpm's even under normal driving when the car is in third gear...... alway thought i a bit odd, but now it all makes sense..... does anyone know if diablo is coming out with tcm support/control for the preds?????? sure seems like it would really benefit the lx's and jeeps. one thing that has always driven me crazy about my car is the tcm characteristics.....
So if Diablo has no control over the tranny then how is it that you raise shift points and shift firmness?? Does anyone sell an updater TCM for the LXs that give it a more aggressive tranny behavior format??
dave - mopar supercenter sells one, gsm has one, etc. as for the shift points, that is controlled in the pcm, not tcm. (someone correct me if i am wrong).
Yes. I think the PCM tells the TCM what gear it wants. The TCM takes care of whatever is involved and everything else having to do with the trans. So if the converter lockup is a commanded thing the TCM would be doing that and the PCM wouldn't know anything about it? But then again, I'm not sure how you would "firm up" the shifts for the 5.7s
Well as you can see by my datalogs the Mopar TCM completely resolved the problem and talk about firm shifts I don't know how but it is scary how hard it shifted with that thing BAM!! 1st to 2nd would feel like it was going to take it sideways at the track
Ok, I wonder if I'm going to be able to explain what I'm thinking here... It's 3rd gear and not part of your launch -- car is already moving and you're not going to break traction. The car makes the 2-3 shift and the rpm's drop to the bottom of the 3rd gear range so you're applying torque -- the rpms don't run away on you. So the question is: Is the motor applying as much torque as possible to the wheels? I'm thinking it is. Reason is because the motor doesn't run away on you. I'm assuming the throttle is still wide open and timing or fuel isn't pulled or adjusted because the converter isn't locked up. So if the motor is working at max output and it's not running away then it has to be applying max power to the wheels, right? In effect, it's simply shifting your rpms a bit higher. As long as that doesn't run you over the peak in the power curve then it's going to help. In fact, I think if it was locked up going into 3rd gear or before your ET would drop since you'd be at a lower point on the power curve at the bottom of 3rd gear. Also, since it seems to lockup in the middle of 3rd gear (fat part of the power curve) I don't see how this would effect dyno results either.
I talked to the owner of Prcision Industries 2 times last week and he has told me a number of times that at WOT that our converters should not be locking up at all at any time. Maybe give Protorque or Edge and get thier take on it. Last year in August on the way back from the track I called precision and told him what was happening all year and he said something in the computer was making it lock up so I got home and ordered the Mopar TCM and took the car to the track with the Mopar TCM which was designed to work with a high stall converter and it was totaly gone. From the time Mopar announced that they were going to offer that TCM the release date was pushed back seemed like a million times and took almost a year before it finally was released so I guess it was really tough for them to perfect things but it does work good I don't know why they didn't do something for the 6.1 ???
So what does it cost you when it locks up? If it's in the middle if the rpm range it shouldn't effect anything? Or is it hard on the converter or trans? Is it speed related? Does it lock up at the same speed every time?
Depending on where it locked up it could burn the clutches out in the converter. With me it was always towards the end of 3rd gear of which he said by that time it wasn't likely that any damage would have taken place where if it was to happen a little after shifting to 3rd it could cause a whole lot more. From what I remember him saying it was because toward the end of 3rd everything is aready catching up with each other like the engine and trans and converter. I don't understand it completely but I guess if it were right after the shift and it was pulling real hard and it locked up thats were alot of damage could take place. I don't know if I am explaining it right, does this make sense
