Yank SS4000 locked & unlocked
03-17-2006, 01:15 PM
#21
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This whole thing is confusing me, what am I missing? We should see a TQ/HP gain across the whole graph when locking the TCC that should increase drive train efficiancy, right? Any unlocked TQ converter I've seen slips the most at the low RPM range and slips less and less as the RPMs increase thus losing the most HP low and the least up high, right? But the HP/TQ should never be less anywhere with a locked TCC. TQ multiplication should not enter the picture here because an inertia dyno like, Dynojet, basically measures HP and computes TQ from engine RPM. Why should a Dynojet's RPM reading change if a TCC is locked or unlocked, they normally measure RPM at the engine such as from a plug wire? If the RPM does change, is it linear across the RPM spectrum and unless we know the exact change arn't the graphs meaningless? A dyno computes engine HP/TQ using engine RPM, a very important part of the equation, so it has to be right. Is'nt the best place to lock a TCC is right after the engine peaks in HP so that when the TCC locks, you can reuse the peak HP again, like another gear? Maybe I need to start St Patty's Day early.
04-01-2006, 07:26 AM
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SS3600 Dynolog My SS3600 lost about 11hp on a dynolog dyno.
It also showed that it made extra hp until about 5600rpm - its shift extension is to 4900rpm and i have been changing gears at 6700rpm.
TCC slip was logged using EFIlive and was about 100rpm or more locked and 300 or more rpm unlocked at peak hp which was near 6000rpm. Peak derived torque was at 5100rpm.
Torque Multiplication was huge at 3700rpm unlocked in 3rd it was generating 758Ftlb versus locked 377ftlb.
Locked versus unlocked at 4900rpm was 585ftlb versus 466ftlb.
It made power of an average between 5100 and 6100rpm of about 379hp average. The converter locked was about 14hp less average at 365hp. This shows an efficient converter. It actually made more power all the way to 5600rpm.
It also showed that it made extra hp until about 5600rpm - its shift extension is to 4900rpm and i have been changing gears at 6700rpm.
TCC slip was logged using EFIlive and was about 100rpm or more locked and 300 or more rpm unlocked at peak hp which was near 6000rpm. Peak derived torque was at 5100rpm.
Torque Multiplication was huge at 3700rpm unlocked in 3rd it was generating 758Ftlb versus locked 377ftlb.
Locked versus unlocked at 4900rpm was 585ftlb versus 466ftlb.
It made power of an average between 5100 and 6100rpm of about 379hp average. The converter locked was about 14hp less average at 365hp. This shows an efficient converter. It actually made more power all the way to 5600rpm.
04-01-2006, 07:27 AM
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I wonder what a locked converter rwhp would compare to a manual. Because the locked auto is not really locked - they are still slipping and losing more power than a M6. ??
04-04-2006, 02:41 AM
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This is by no means scientific but.....A few years back a guy did a before and after swap dyno. M6 was 480ish I believe, and after to a 4L60E with Locked converter was 450ish. I saw similar results swapping from my M6 to 4L60E but did not loose that much...15-20rwhp maybe, locked (did not do a true before and after dyno). But, I was only at 400rwhp range vs. the guys 480 so, that could be some of the difference! Some variance could be how well the converter actually locks, built tranny with vacuum mod will take some more hp to turn the pump, and how much the verter weighs vs. clutch and flywheel....
