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03-17-2018, 01:46 PM
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#1
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Name: Justinsixseven
Title: Green Behind the Ears
Status: Not Here
Join Date: Feb 2016
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Posts: 54
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68rfe Tuning
I have some questions regarding 68rfe Tuning and shift firmness. If anyone would be willing to answer a few questions I’d really appreciate it.
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03-17-2018, 04:28 PM
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#2
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Name: Dom_c13b
Title: Diesel Enthusiast
Status: Not Here
Join Date: Oct 2012
Location: Freeport, Maine
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Posts: 125
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What do you have for questions?
__________________
06 SCLB. Built 48re, ATS Twin cp3, s369sxe, Fass 220, Hamilton 188/220, 110# springs, DDP 220's, Big valve head, .40 over, 12v rods, balanced rotating assembly. etc..
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03-17-2018, 04:49 PM
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#3
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Name: Justinsixseven
Title: Green Behind the Ears
Status: Not Here
Join Date: Feb 2016
Member`s Gallery
Posts: 54
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Quote:
Originally Posted by Dom_c13b
What do you have for questions?
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How to make the trans shift firmer besides raising line pressure and how to eliminate the dead pedal feel when the torque converter locks too early
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03-17-2018, 05:26 PM
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#4
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Name: Dom_c13b
Title: Diesel Enthusiast
Status: Not Here
Join Date: Oct 2012
Location: Freeport, Maine
Member`s Gallery
Posts: 125
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Firmer shifts: raise your minimum line pressure to 120, and raise your pressure gains to .5 or so across the board.
Dead pedal when the converter is locked will be in your pedal and torque tables.
__________________
06 SCLB. Built 48re, ATS Twin cp3, s369sxe, Fass 220, Hamilton 188/220, 110# springs, DDP 220's, Big valve head, .40 over, 12v rods, balanced rotating assembly. etc..
TenacityTuning@Yahoo.com
facebook.com/TenacityTuning
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03-17-2018, 05:31 PM
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#5
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Name: Justinsixseven
Title: Green Behind the Ears
Status: Not Here
Join Date: Feb 2016
Member`s Gallery
Posts: 54
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Quote:
Originally Posted by Dom_c13b
Firmer shifts: raise your minimum line pressure to 120, and raise your pressure gains to .5 or so across the board.
Dead pedal when the converter is locked will be in your pedal and torque tables.
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For a firmer shift do you move the gain number closer or further from zero
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03-17-2018, 05:37 PM
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#6
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Name: Dom_c13b
Title: Diesel Enthusiast
Status: Not Here
Join Date: Oct 2012
Location: Freeport, Maine
Member`s Gallery
Posts: 125
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further.
__________________
06 SCLB. Built 48re, ATS Twin cp3, s369sxe, Fass 220, Hamilton 188/220, 110# springs, DDP 220's, Big valve head, .40 over, 12v rods, balanced rotating assembly. etc..
TenacityTuning@Yahoo.com
facebook.com/TenacityTuning
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03-17-2018, 05:39 PM
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#7
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Name: Justinsixseven
Title: Green Behind the Ears
Status: Not Here
Join Date: Feb 2016
Member`s Gallery
Posts: 54
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Quote:
Originally Posted by Dom_c13b
further.
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What about acceleration adders for shift firmness?
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03-17-2018, 05:44 PM
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#8
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Name: Dom_c13b
Title: Diesel Enthusiast
Status: Not Here
Join Date: Oct 2012
Location: Freeport, Maine
Member`s Gallery
Posts: 125
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That gets a bit more tricky. I'd start with just minimum pressure and the pressure gains. Most all trans tunes that I've seen have been based off of the H&S OD tune. The original Revmax tcm tunes were just that, h&s OD tunes, line for line.
__________________
06 SCLB. Built 48re, ATS Twin cp3, s369sxe, Fass 220, Hamilton 188/220, 110# springs, DDP 220's, Big valve head, .40 over, 12v rods, balanced rotating assembly. etc..
TenacityTuning@Yahoo.com
facebook.com/TenacityTuning
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03-17-2018, 05:55 PM
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#9
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Name: Justinsixseven
Title: Green Behind the Ears
Status: Not Here
Join Date: Feb 2016
Member`s Gallery
Posts: 54
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Quote:
Originally Posted by Dom_c13b
That gets a bit more tricky. I'd start with just minimum pressure and the pressure gains. Most all trans tunes that I've seen have been based off of the H&S OD tune. The original Revmax tcm tunes were just that, h&s OD tunes, line for line.
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Do a majority of tunes just deal with line pressure, shift points, and TC lockup?
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03-17-2018, 07:05 PM
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#10
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Name: Dom_c13b
Title: Diesel Enthusiast
Status: Not Here
Join Date: Oct 2012
Location: Freeport, Maine
Member`s Gallery
Posts: 125
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No all of the other stuff is adjusted as well. Just a lot more to it. And there's a lot of different parameters there, not just the handful for shift points, pressure and lockup.
There's no problem with just adjusting those for the most part though.
__________________
06 SCLB. Built 48re, ATS Twin cp3, s369sxe, Fass 220, Hamilton 188/220, 110# springs, DDP 220's, Big valve head, .40 over, 12v rods, balanced rotating assembly. etc..
TenacityTuning@Yahoo.com
facebook.com/TenacityTuning
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03-17-2018, 08:54 PM
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#11
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Name: Justinsixseven
Title: Green Behind the Ears
Status: Not Here
Join Date: Feb 2016
Member`s Gallery
Posts: 54
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Quote:
Originally Posted by Dom_c13b
No all of the other stuff is adjusted as well. Just a lot more to it. And there's a lot of different parameters there, not just the handful for shift points, pressure and lockup.
There's no problem with just adjusting those for the most part though.
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I think the pressure gains are already more than .5. Also can’t you run like 170 psi of LP?
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03-17-2018, 10:01 PM
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#12
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Name: Dom_c13b
Title: Diesel Enthusiast
Status: Not Here
Join Date: Oct 2012
Location: Freeport, Maine
Member`s Gallery
Posts: 125
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Yes sir. On a stock trans I usually set pressure at 185
__________________
06 SCLB. Built 48re, ATS Twin cp3, s369sxe, Fass 220, Hamilton 188/220, 110# springs, DDP 220's, Big valve head, .40 over, 12v rods, balanced rotating assembly. etc..
TenacityTuning@Yahoo.com
facebook.com/TenacityTuning
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03-17-2018, 10:02 PM
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#13
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Name: Dom_c13b
Title: Diesel Enthusiast
Status: Not Here
Join Date: Oct 2012
Location: Freeport, Maine
Member`s Gallery
Posts: 125
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Minimum line pressure makes a big difference on shift firmness.
__________________
06 SCLB. Built 48re, ATS Twin cp3, s369sxe, Fass 220, Hamilton 188/220, 110# springs, DDP 220's, Big valve head, .40 over, 12v rods, balanced rotating assembly. etc..
TenacityTuning@Yahoo.com
facebook.com/TenacityTuning
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