33 replies to this topic

[Drp6982]

Curious of those running an SHR or Paramount, who long have you been using the tranny and if any of you have sent it in to be redone ?


I hit the track today and get a hesiation on my 3rd to 4th..... then my last run of the day (hot lapped) she did not shift from 3rd to 4th (Still ran a 10.01 @ 137.06mph but this should of been my first 9 second pass....


Im hoping maybe my tranny was overheated and worked today since I got alot of runs in, but things like this got me thinkin

[8SECSRT]

I have over 100.... 9 second passes on my Paramount trans with no issues. I don't think we even the high horsepower car should have issues Dan.

I'm not saying your wrong on your trans issue but I have blamed Bill's trans for many issues that panned out to be another problem.

[srt5939]

could be the convertor

I ran Bills for 2 seasons till the convertor went and destroyed the trans.

It could be in the tune to but it would act up every pass if it was the tune

[Drp6982]

I looked up how long I have had mine in and it was around 01/2010.... I've had 2 full years, not all with a 300 shot but mostly a min of my 426 w/ a 175....

Hard to say how many passes I have had, I would guess 200-300 passes total over the past 2 yrs. Just curious as to what might be the issue.

could be the convertor

I ran Bills for 2 seasons till the convertor went and destroyed the trans.

It could be in the tune to but it would act up every pass if it was the tune

Im running the FTI and so is RobSRT and he has been having shifting issues for a while. I would like to think I have not, just today. In the past, I have experienced what I felt a delay in the shift (Few and far beetween). But today is the first time it didnt want to shift (It was the last run out of 10 today).

What specifically with the converter might attribute to a non shift ?

[srt5939]

would the drums be able to tell you if the convertor wasn't working right?

[Drp6982]

would the drums be able to tell you if the convertor wasn't working right?

I have dyno'd my car with a PI verter which did show some bizarre readings on the dyno...... my dyno with the FTI was spot on. The car felt great today and it did shift just fine for most of the day. Toward the end of the day I was getting my 60fts into the 1.4s and as soon as I hit the right combo on my nitrous controller is when it happened... was a pisser too. I kept running 1.58s @ 10.04 so when I saw the 1.49 I knew this was it until the damn shift came an issue. I guess my car never wants me to have a 9 second pass

[srt5939]

Dan where are the shift point set at?
try to shift the car yourself at 6000rpm and see if it shifts hard

I always had a problem at the 3 4 shift. if you watch my videos you can hear and somtimes see a puff of smoke at the 3 4 shift. If I shifted the car at 6000 it was fine.
I think the issue is fixed now in the tune but need to run the car to see for sure

[Drp6982]

Dan where are the shift point set at?
try to shift the car yourself at 6000rpm and see if it shifts hard

I always had a problem at the 3 4 shift. if you watch my videos you can hear and somtimes see a puff of smoke at the 3 4 shift. If I shifted the car at 6000 it was fine.
I think the issue is fixed now in the tune but need to run the car to see for sure

I rasied my shiftpoints... I looked at my logs and it seems the car is shifting around 6500 RPMS and its not hitting my limiter either

I guess there is no harm in trying to use my stock shift points and leave the limiter as is cause my first gear launch always goes higher

[srt5939]

I would try a lower shift point either that or just shift it yourself at 5800 6000

The N2O is so volient it can power right throuh the shift and spike lean on the AF

[8SECSRT]

Dan PI converter? Precision? Yeah that's a junk ass converter right there.

[Drp6982]

I would try a lower shift point either that or just shift it yourself at 5800 6000

The N2O is so volient it can power right throuh the shift and spike lean on the AF

Well, that was the good news of the day, my AF was ballz on after some adjustments early on since we saw negative DA today.....

I guess when we test and tune in Bradenton, I will try running on stock shiftpoints and see what happens... Thanks for the heads up John, Hopefully that works well...

Dan PI converter? Precision? Yeah that's a junk ass converter right there.

That was quite a few converters ago After that I went to a Billet 4400 stator which was nice but couldnt handle spray... I would spray right though and hit limp mode on every other launch. On that verter I had to run stock shift points if I wanted any chance....

Since then I put the Dominator which was junk, then the FTI and now a restalled FTI for the new setup

[Jerseyboy]

Dan, try the lower shift points. It's not uncommon for these high HP cars to push through the shift point and actually shift higher. I've seen stock shift point cars shift at 65-6600rpm because of the power level they were making. There may be some tricks that can be played in the cal too to help out.

Also, look over your logs and see if your converter was locking at WOT. I've also seen issues with some of the higher stall converters not locking at WOT. It has to do with some calculations that take place in the trans controller to protect the converter clutch from overheating. It would be nice if diablo would give us trans controller access someday. This stuff could be fixed pretty easily if we could program the transmission controller.

A good cool down for the trans helps too. Hotlapping at these power levels can cause what you saw also.

Just some thoughts from the resident village idiot!

J

[Drp6982]

Dan, try the lower shift points. It's not uncommon for these high HP cars to push through the shift point and actually shift higher. I've seen stock shift point cars shift at 65-6600rpm because of the power level they were making. There may be some tricks that can be played in the cal too to help out.

Also, look over your logs and see if your converter was locking at WOT. I've also seen issues with some of the higher stall converters not locking at WOT. It has to do with some calculations that take place in the trans controller to protect the converter clutch from overheating. It would be nice if diablo would give us trans controller access someday. This stuff could be fixed pretty easily if we could program the transmission controller.

A good cool down for the trans helps too. Hotlapping at these power levels can cause what you saw also.

Just some thoughts from the resident village idiot!

J

I appreciate that very much JB... I do see my launch 1st gear shift going past shift point so I will try that at Bradenton and see if that clears up my issues. I emailed Johan to ask him if there is anything more he can do to the toon to help out


What specific PIDs do I need to log in order to figure out if the TC is locking when it should, or what am I looking for ?

[robsrt]

If you're blowing past the converter it would do it in every gear and be most prominent in first.

The so many variables with these things it could have been a one and only occurance. Also, it only did it when you hot lapped the car.

[Jerseyboy]

Not talking about blowing through the converter stall speed Rob, it's the TCC clutch. The A580 locks the TCC clutch up at WOT. If it senses too much slip for too long at too high of a power level, it will abort the lock up sequence to avoid damaging the clutch plates. That will cause you to run the quarter with an open converter and actually run slower then if the TCCC had locked. With the higher stall speed convertors, there is still a considerable amount of slip which causes the engine to tap the limiter before the trans can shift.

As for how to tell if it's locking, look at your logs. If engine speed never drops below 5k on the shifts, the convertor most likely didn't lock. The 2-3 shift should go to about 4500rpm if its locked up

J

[1FST4DR]

Im wondering if the trans blanket has anything to do with retaining heat. However it was a cool day outside yesterday..

[Jerseyboy]

The trans blanket will keep some heat in but we run one on BJBs truck and I haven't seen it cause any issues. I think dropping the shift points will help, unless the trans is totally wasted. It doesn't sound like it is though.

J

[1FST4DR]

The trans blanket will keep some heat in but we run one on BJBs truck and I haven't seen it cause any issues. I think dropping the shift points will help, unless the trans is totally wasted. It doesn't sound like it is though.

J

Agreed. Up until now he has not had any issues. Usually when a trans wears out it will start to slip,Well unless it was catastophic or something to that sort.

[Andy@PWR]

I dont think its the lockup function. From what Dan was telling me, it was shifting at the correct time. When Al's wasnt locking, he would shift into 4th gear about 20mph too soon which is easily noticed and Dan never stated anything of the sort. If its a matter of not completing the shift fast enough, the issue would be more common in first gear where rpms's are climbing much faster I would think.

Im leaning towards heat for now myself. Do you have a trans cooler?

[Drp6982]

Not talking about blowing through the converter stall speed Rob, it's the TCC clutch. The A580 locks the TCC clutch up at WOT. If it senses too much slip for too long at too high of a power level, it will abort the lock up sequence to avoid damaging the clutch plates. That will cause you to run the quarter with an open converter and actually run slower then if the TCCC had locked. With the higher stall speed convertors, there is still a considerable amount of slip which causes the engine to tap the limiter before the trans can shift.

As for how to tell if it's locking, look at your logs. If engine speed never drops below 5k on the shifts, the convertor most likely didn't lock. The 2-3 shift should go to about 4500rpm if its locked up

J

I looked at my last few logs, and then the last one and the RPMs didnt drop back below 5K..... and as I review it more, it might have slipped alot longer then I thought....