Jakes 80e 1-2 Shift
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3400 FTI triple disk and the tuner took a ton of line pressure out but did not affect shift quality so we are assuming its a mechanical issue.
I just got the car back from first dyno tune yesterday evening and will be putting some miles on it, so I can try to get a video.
I just got the car back from first dyno tune yesterday evening and will be putting some miles on it, so I can try to get a video.
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I don't have one of Jake's but I built mine on the aggressive side and normal driving I barely feel it shift with a 4000 TC, but WOT is hard and fast. I kept line pressure like stock except in the lower TPS values to accommodate for the 58mm TB.
Mine is the same way, even part throttle, at least compared to 2-3. I figured it was part of the mods he did. This is with a 2800 Yank.
Our 4L80E with the D1 transbrake is very firm on the 1-2 shift.
We use the same calibration on some units without the transbrake depending on power level.
Without a transbrake or with the D3 transbrake we can soften the hit a bit depending on customer need.
You don't want a too hard 1-2 shift as it shocks the sprag, too soft and it wears the clutches. I had some concerns about sprag life with the D1 calibration in the beginning but that design has been on the market for almost 4 years and we've had very few sprag failures. So it seems to be "safe" but I do agree it is VERY firm. With a low stall converter it is harsh.
We use the same calibration on some units without the transbrake depending on power level.
Without a transbrake or with the D3 transbrake we can soften the hit a bit depending on customer need.
You don't want a too hard 1-2 shift as it shocks the sprag, too soft and it wears the clutches. I had some concerns about sprag life with the D1 calibration in the beginning but that design has been on the market for almost 4 years and we've had very few sprag failures. So it seems to be "safe" but I do agree it is VERY firm. With a low stall converter it is harsh.
3400 FTI triple disk and the tuner took a ton of line pressure out but did not affect shift quality so we are assuming its a mechanical issue.
I just got the car back from first dyno tune yesterday evening and will be putting some miles on it, so I can try to get a video.
I just got the car back from first dyno tune yesterday evening and will be putting some miles on it, so I can try to get a video.
Doesnt matter what you tune it to, the line pressure is a mechanical function with his modified valve body.
I can take a video of my 1-4 in town if you'd like, you'd be amazed what the big converter does for it. The only harsh thing is the converter lockup (multi disk goodness)
Doesnt matter what you tune it to, the line pressure is a mechanical function with his modified valve body.
I can take a video of my 1-4 in town if you'd like, you'd be amazed what the big converter does for it. The only harsh thing is the converter lockup (multi disk goodness)
I can take a video of my 1-4 in town if you'd like, you'd be amazed what the big converter does for it. The only harsh thing is the converter lockup (multi disk goodness)
Our 4L80E with the D1 transbrake is very firm on the 1-2 shift.
We use the same calibration on some units without the transbrake depending on power level.
Without a transbrake or with the D3 transbrake we can soften the hit a bit depending on customer need.
You don't want a too hard 1-2 shift as it shocks the sprag, too soft and it wears the clutches. I had some concerns about sprag life with the D1 calibration in the beginning but that design has been on the market for almost 4 years and we've had very few sprag failures. So it seems to be "safe" but I do agree it is VERY firm. With a low stall converter it is harsh.
We use the same calibration on some units without the transbrake depending on power level.
Without a transbrake or with the D3 transbrake we can soften the hit a bit depending on customer need.
You don't want a too hard 1-2 shift as it shocks the sprag, too soft and it wears the clutches. I had some concerns about sprag life with the D1 calibration in the beginning but that design has been on the market for almost 4 years and we've had very few sprag failures. So it seems to be "safe" but I do agree it is VERY firm. With a low stall converter it is harsh.
Well, that works for me!
Was more worried bout it being NOT how you guys want them to be and having something broken etc. I will tell my passengers to deal and or, avoid driving in the rain on slicks.
5200 stall Circle-D 3E stall for reference (4L80). Glare in the video, but you can listen to the rpms. They go to ~2600 and sit there accelerating, even as the trans shifts... which you don't even notice because the stall eats it up.
Part throttle it doesnt really go past 3k. Cruises at 2600-2800 unlocked, and 14-1500rpm locked up in town. Mash the gas and it instantly stalls to 52 then the tires break loose and it will sit on the limiter.
This is with a 275/60/15 ET Radial PRO, too. Converter is magical.
This is with a 275/60/15 ET Radial PRO, too. Converter is magical.
