marc_w

I thought the Trans-Go kits require you to remove all torque management?

At least in the trucks, that's what I thought was needed...

Ragtop 99

iTrader: (7)

Marc
I was referring to the line pressure.

Removal of torque management may be necessary for smooth power delivery at WOT with a stall & transgo, but remember that removing TM allows more torque to pass through to the tranny on the upshift spike.

marc_w

Okay, I gotcha on the line pressure, Ragtop.

From what I heard, if TM isn't removed with the trans-go kit installed, the two will start to fight each other on the shifts. While the TG is trying to shift rapidly, the TM is trying to slow it down and reduce that driveline shock.

parish8

iTrader: (6)

i hear you on the cuting it open part, i guess i should have just accepted the aditional 2 week down time(right in the middle of the season). in the past when i killed a tranny the converter was fine, i had it serviced just to be sure but there were no problems and the local guys were able to get it back to me in 2 days.

As far as the shift kit and programing, Mikes saw the problem as not enuff line presure. he comented on the tranny needing to be built correctly and the programing done right. to me that indicates that if i had done neither of the things it would have gone bad even sooner. The thing is he never mentioned ANYTHING about bumping up the line presure when i got the conveter. It seems to me if this converter is going to fail if i put it behind a stock tranny with stock programing he should tell me about it.

Is there anyone here that thinks a 9.5" single disk converter was the correct converter for my set up? it seems to me the more likely cause of the problem was too much power for that lock up to hold and eventual clutch lining failure.

part of the trango shift kit is a modification to get rid of the pulse modulation lock up. after the shift kit it only had on and off. that should have helped things last too.

JNorris

iTrader: (4)

Torque management is the (huge) reduction of ignition timing just before and after the shift point. There should be no problem running a TG with TM.

John

ActionJack

Ragtop when I read the post I had the same thoughts. However, this is not the first 'nightmare' with dealing with Yank post I have seen. It boils down to their Customer relations. If I paid top dollar for the "best" TC (as Yank will attest and show reasons why) and I have a problem I EXPECT good (if not great) customer service. Unfortunately, I have seen numerous posts where the customer (right or wrong) either went days with no responce and unable to reach OR when they (I think it it is the same guy) get ahold of Yank they are belittled or shut down or like this time 'yelled at'.

Sorry, but that is enough reason to go with TCI and I have seen no posts in the last year that were negative regarding TCI.

JNorris

iTrader: (4)

Do you lock your converter while running the 1/4 or go WOT with the converter locked?

parish8

iTrader: (6)

yes i do, it locks up about 1/2 way thru 3rd gear but after looking at some of my logs it seems it wasn't doing it consistantly. the converter is really tight and it only droped about 200rpm at lock up. Mike told me i could lock it up as long as the rpm change from before and after was under 500rpm, basicaly dont lock it too soon.

now that i think back i was trying to adjust my lock up rpm and i wasn't able to get consistant results. this problem may have been coming on for awhile.

JNorris

iTrader: (4)

I think you would need a bigger lockup clutch than what you had in that converter to handle the power you are putting out and the amount of weight you are pushing.

marc_w

There must be some different programming between the cars and trucks... I heard of a number of people having problems with the above.

I've seen the TG kits listed in a number of places, that have descriptions stating that TM must be removed when the kits are run...

Here's an example (not word for word, but...): http://www.kdsperformance.com/tranhigpersh1.html

Maybe it's not TM itself, but the "desired shift times" that need to be modified?

marc_w

Parish, were you running a shift kit in that tranny?

I heard something about the 4L60's having a "partial apply" of the TCC at certain times. The TransGo kits are supposed to eliminate it, making the TCC apply/release a go/no-go thing.

I'm not sure if that applies to the '80 also, but figured I'd toss it out here.

Black Blown 02

Since the transgo removed the PWM lockup, I agree you just had too much power and weight and blew through that clutch. Obviously not enough clutch for your application.

I think the 3-disk vig will suit you well.

Were you seeing better ET's or better mph locking it up in third vs. not locking it? I'd be scared to lock anything with that much power and weight.

James B.

iTrader: (1)

The 4L80E with TransGo shiftkit I am running seems to have no pulse-width modulation for the torque converter clutch circuit. Engagement is firm and precise. Feels like fifth gear. It has a 13" stock converter sized for a 5.7L Vortec. From my experience with the shiftkit I would say it could only IMPROVE the converter's chances of survival.

To lockup under power or not to lockup under power is a trade-off based on the capabilities of the converter clutch. Not locking up preserves the clutch but builds heat rapidly on long pulls of high power. Locking the clutch will reduce heat and the associated power losses, but only if the clutch will hold. The clutch isn't going to slip more than the rate it would under that power and RPM if unlocked, but instead of that heat being generated by fluid shear and dynamics it's coming from the contact friction between the plates and clutch surfaces where it's concentrated and can reach tremendous temperatures. The high temps can disintegrate the clutch material and damage the fluid. With this much power I'd probably not lock it under power and just try to keep it cool.

next

iTrader: (9)

No matter what the problem, I'll never understand a company getting hostile with a client or not returning calls. Bad business decisions.

Whether to lock up the converter or not would all depend on the converter and maintenance program you'd want to do. Wade's car had a custom converter that he would lock up in the old 8 sec ARE car and his power numbers were way up there.

Sport Side

iTrader: (6)

definetly. looks like that stupid mistake has just lost him alot of business.

yellowls1truck

definetly. looks like that stupid mistake has just lost him alot of business.
__________________
I agree.

hink9

dammit... i just bought a yank

Scream

iTrader: (6)

Me too.....

Do the TT series of converters have a larger clutch than the PY converters? I'm getting a little worried about running this converter w/ a 100-shot like I planned.

Ragtop 99

iTrader: (7)

Scream:
A 100 shot isn't that big a deal. Parish had a blower plus spray.

Scream

iTrader: (6)

He actually has a T-76 turbo plus spray, but who's counting?

I'm aware of his setup, but I've heard N2O is hard on converters, and just wanted to make sure.