New Transmission...
03-17-2009, 01:39 PM
#21
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Well, I still have the old reluctor wheel. Thank God! So what you guys are saying is to put that one back in there? If that will solve the problem I know what I need to do. Man, this is a breath of fresh air!
Jay,
Didn't you have a tune before throwing the new gears in there? Or did you get it tuned after the fact? Did you put the gears in there on a factory tune? Sorry for all of the questions.
-Mike
Jay,
Didn't you have a tune before throwing the new gears in there? Or did you get it tuned after the fact? Did you put the gears in there on a factory tune? Sorry for all of the questions.
-Mike
03-17-2009, 01:41 PM
#22
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Tune doesn't really make a difference, from my understanding the shift points might need to be changed but that really doesn't affect how it drives. We had the car tuned pretty much since the day I picked it up....
I'm not sure it will be easy to put in the Reluctor wheel.
I would call ZZP, chances are they've never done a V8 Trans before.
I'm not sure it will be easy to put in the Reluctor wheel.
I would call ZZP, chances are they've never done a V8 Trans before.
03-17-2009, 01:48 PM
#23
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I know where it goes. It's on the passenger side of the car and I need to basically drop the axle to get at it. My buddy just called me and has done them before. I don't have to take the trans. out from what he told me. Figures I messed things up. This is how my luck goes... : (
-Mike
-Mike
03-17-2009, 02:00 PM
#24
You should post the reluctor wheel question on the site below and dave should be able to help you. I am just putting in my tranny with 3.29's and he said we would need to make changes to the tune file for the gears. Have not gotten to that point yet though to confirm:
http://www.grandprixforums.net/f21/
http://www.grandprixforums.net/f21/
03-17-2009, 02:23 PM
#26
03-17-2009, 02:37 PM
#29
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Yes, it's the VSS (Variable Speed Sensor) reluctor not the ISS reluctor. The ISS reluctor comes with the gears and was the same as the old one with just loc-tited screws instead of rivits. I also have an e-mail to Vince at Tri-Fecta too since it may be just a tuning issue and not a hard part issue. See, guys I try to cover all the bases and look what happens. lol...
-Mike
-Mike
Last edited by Mgpeagle; 03-17-2009 at 02:50 PM.
03-17-2009, 07:48 PM
#31
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Here is Dave's exact e-mail. I gotta say he is a real cool dude.
It is really hard to say what is going on without driving it and scanning a few things and I wasnt there for the rebuild so all I can do is assume things are correct inside, but any potentially damaged seal during reassembly can cause low pressure when it warms up and softer shifts. The late shifts are likely because of the ratio change and just using a different reluctor wheel as opposed to having the tcm reprogrammed properly for the gear change as it is still trying to make it shift at parameters for the 2.93 gearing and sometimes this causes WOT shifts to hit the rev limiter. The tach bounce for lockup can also be related to this but since you mention not having any codes that helps to know. There is an oring in the end plug of the tcc regulated apply valve and that oring has been known to cause trouble with this also. Sometimes just a pcm/tcm reflash cures that problem also.
Seems like an easy enough fix. I can handle this. Guys, don't make the same mistake as me.
-Mike
It is really hard to say what is going on without driving it and scanning a few things and I wasnt there for the rebuild so all I can do is assume things are correct inside, but any potentially damaged seal during reassembly can cause low pressure when it warms up and softer shifts. The late shifts are likely because of the ratio change and just using a different reluctor wheel as opposed to having the tcm reprogrammed properly for the gear change as it is still trying to make it shift at parameters for the 2.93 gearing and sometimes this causes WOT shifts to hit the rev limiter. The tach bounce for lockup can also be related to this but since you mention not having any codes that helps to know. There is an oring in the end plug of the tcc regulated apply valve and that oring has been known to cause trouble with this also. Sometimes just a pcm/tcm reflash cures that problem also.
Seems like an easy enough fix. I can handle this. Guys, don't make the same mistake as me.
-Mike
03-18-2009, 09:19 AM
#32
Anybody ever go the opposite way? Instead of going to 3.29 go smaller than 2.93... It has to help traction off the line and we make enough power, especially with power adders to move to a final drive like 2.84 (off the top of my head)
03-18-2009, 09:38 PM
#35
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I’ve got a friend with high HP AWD Silverado SS. He was having traction problems off the line; he went with a taller tire and his times went down. I’ve heard of other high HP AWD go smaller diameter drag radials and losing traction. The moral of the story is the way to fix bad gearing is an *** load of HP & torq.
Last edited by Brian396; 03-18-2009 at 09:44 PM.
03-20-2009, 09:01 PM
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Well, I have finally had a couple of days to see how the trans. is. The computer is learning something because it's acting normal again. I have to say that 3.29's should have been stock from the very beginning. What a HUGE difference! I am glad I did it. I guess I was just in "panic" mode since I shocked the car with the gear change and no PCM tuning. Well, that is changing very soon. I'll post another update in a couple of days.
-Mike
-Mike
