So is anyone here with a 6.1 running the TSM from GSM or MSC?? What kind of differences did you notice? Also doesn't the Diablo make your shifts harder?? I seem to remembet people talking about that.
The Predator has an option for "firmer shifts" for the R/Ts. It has no effect on the SRT8s. Let's get back to the effect, if any, of the converter lockup clutch being engaged a little too early. If the motor is not running away, and when the converter locks up you stay in the same part of the power curve it shouldn't make any difference to performance unless it causes you to break traction. Now if there is a good difference in pump and turbine speed then it's going to be hard on the clutch and maybe other stuff but still shouldn't effect performance. Am I out in left field here?
Another thing people fail to understand with the NAG 1 tranny is the converter never has 100 per cent lockup as controlled by the TCM. Max is 95 % total. The torque converter clutch is never fully engaged at 100% by the TCM. The TCC control provides a variable slip rate of the clutch between 5% and 95% to dampen engine pulsing and vibrations and to provide for improved torque converter and TCC cooling.
Well there would have to be a performance loss at the track if you look at that rpm dip in the graph it takes around a second to recover to the same rpm it was when it dipped
I'm not so sure. I think if you had graphed speed I would have expected it to continued to increase at pretty much the same rate. The thing is that the engine is going to remain at max power output since it's WOT. So even though the engine rpm dropped, the power applied to the wheels would remain constant. If it was on a dyno I think you'd see a dip in the rpm graph without a corresponding dip in the hp, torque, and speed graphs. This would assume the hp and torque are more or less flat through that rpm range at WOT.
Oh good, Blown7 is here. Care to share your opinion on this? I'm just talking out my a$$, you actually know something k:
Well let me update you guys what we did last night. After getting home from Dallas about 7pm I met up with the truck owner and we drove out to the track for some testing and it was CLOSED!!! WTG track for updating your site. Anyway so what else do you do when you need to test, find a back road. We put the 17's on the back with the MT Drag Radials and took it for about 6 test runs at WOT and not once did it do the RPM dip and got me to thinking about the previous weekend at Ennis with the same setup he never had the RPM dip. It now has me thinking that maybe the tire height has something to do with it and wish someone could come up with a good math formula for his mods, but testing doesn't lie and we ran it just as hard and just as hot as a few nights ago and all was well. So maybe the height of the wheels along with the new tranny, 4.56 gears and stall needs to all work together or "ADD UP" properly in order for the TCM to allow the shifts to work right, IDK just my educated guess as I've seen it happen at the track where running the 4.56 gears kicks you into 4th before the traps and you have to manuall shift into 2nd to save the tranny
No, Diablo has been slow in getting out their Predator for the 5.7 Trucks but he has a superchips that you can change the tire size but good point and now you mention it we never adjusted the size for the 17's vs 22's but the Speedo was WAY off wonder if that has something to do with it, crap just when I thought we had this figured out?????
I still don't think (if it's the converter lockup causing the rpm dip) that you're losing any time or ET because of it.
The dip is not going to hurt track times, you are still gaining in mph. the problem is that the converter is trying to lock at WOT in the middle of the powerband and it is going to cause converter clutch failure which will in turn create tranny failure as well. The trucks are known to have trannies fail left and right and this might be a part of the cause.
I totally agree but Andre at Edge swears his TC will hold up and the truck has a Sharadon Transmissoin as his stock finaly met its end a month ago
With a efficient convertor you can have stall and not generate a lot of heat. But you are correct in that a slipping/stalling convetor will run warmer then one that is locked. If you have a good cooler heat generally isn't the issue. There are a lot of muscle cars out there running 4-5000 stall convertors without heat problems driving around. Now go to the track and hot lap it and the trans heats up quickly with a lot of stall speed. Think about this---Trans temp while your on a trans brake can heat up at 300* per second your on the trans brake. Many have cooked a trans at the line.
Inferal, thanks for the tibits on the Mopar TCM, this is useful. Did you ever map velocity to determine whether indeed the rate-of-acceleration dropped off when experiencing the rpm anomoly in 3rd?
