Torque modulator reduction on or off

[BLACKSUNSHINE]

I was able to update my predator to the v 8r9 and man what a difference in options, It has a lot more than it had before. I have the line valve mod, and I was going to firm up the shifts electronically with the predator and noticed a new option for torque modulator reduction. Its got a stock (0) setting a 50, and a 100 (off) setting.

I've read turning this off will doom the tranny, and wear it out alot faster, but my truck's "farts" at WOT from 1-2 gear I can feel the torque reduction. I guess I can just reduce the line pressure a little and soften the 1-2 shift to correct the problem. Who runs with this option on / off ? what are your thoughts. On a "build" tranny does Terry keep this on or off?

[PoorSvtman]

I have mine off 108k miles and no problems

[BLACKSUNSHINE]

Is this what is causing my shifts to "fart" into 1 to 2.... Half throttle seems to shift harder than WOT (1-2). I decreased the line pressuse back to stock, and have the 1 - 2, and 2 - 3 shift at aroung 112 (1-200).

520 rwtq (probably 600 flywheel tq) Slamming the tranny with no reduction...that would seem to rapidly decrease the trannys life. What about turning it half on and half off...yeah, theres an "in-between setting" .

[PoorSvtman]

yes thats the fart your hearing... But its better for the tranny to shift firm.. Less wear and tear on the clutches... Would you rather them slip into gear or engage instantly ?

[L8 APEX]

Torque reduction shuts down 3 injectors for 4 tenths of a second. It does extend tranny life but what good is life when your truck farts all day.

[Tex Arcana]

Okay, would someone clarify this for me? Is the "fart" people are talking about a hesitation midway in the RPM range at WOT in 2nd gear?? Or is it a specific *sound* that happens at shift (redline)??

What I get is the first scenario: if I hammer it (WOT), it'll wind straight to redline in 1st, shift fairly hard, then start winding out in 2nd; however, 'bout halfway to redline in 2nd (around 3000-3200RPM), it'll *hesitate*, then resume like it hooks hard, and pulls HARD to redline and shift; and it wo'nt repeat the hestitation in 3rd.

So if ANYONE can give me an idea what's going on, I'll be happy.

[BLACKSUNSHINE]

Torque reduction shuts down 3 injectors for 4 tenths of a second. It does extend tranny life but what good is life when your truck farts all day.

So with the performance mods I have on my truck would you suggest turning it off (when at the track)? Screw it, I'll turn it off, Terry price me on a PR built tranny. :tu:

The "fart" is a noticable sound, its audible for for just from 1 to 2, the truck feels like its hesitating for a split second between a shift. I noticed it when I increased the line pressure to full and took it for a test run. It didnt snap the ass end like I wanted it too, so I felt it also....

[L8 APEX]

The lag in 2nd midway is likely the torque converter locking up.

[Tex Arcana]

The lag in 2nd midway is likely the torque converter locking up.

Why would the TC lock up under WOT midway in the RPM range?? That would defeat the purpose of maximum acceleration, would it not?? It doesn't make sense fopr it to lock up during a WOT blast in ANY gear but OD. :confused:

ROnald, does your Autotap log the tranny functions as well?

[L8 APEX]

There are about 5 tables that affect TC function so it is hard to say exactly. The stock computer delays lockup anywhere from 2.5-4 seconds after each shift. This is mainly to make a softer shift with less shock on the drive line. The converter acts as the flexible coupling between the motor and the tranny. We tuners lock it up faster and earlier to pull more torque out of the engine and in effect split gears with the TC making it like a 6 speed keeping the engine in the power band longer.

[L8 APEX]

Converter slip is a waste of power. The old Fbody guys would gain 20hp on the dyno by locking the converter on a pull vs. unlocked slipping. You can't do much of this with a stock converter as it will fail. I rememebr a comment Rob made one time after his converter install. He said he could drive it in 3rd down the road and it was learch and pull like a 6spd locked in gear.

[Tex Arcana]

Converter slip is a waste of power. The old Fbody guys would gain 20hp on the dyno by locking the converter on a pull vs. unlocked slipping. You can't do much of this with a stock converter as it will fail. I rememebr a comment Rob made one time after his converter install. He said he could drive it in 3rd down the road and it was learch and pull like a 6spd locked in gear.
THat makes sense, in that yeah, converter slip wastes power; but it's that same "slip" that gives torque multiplication. I didn't think that the lockup clutchs could transmit all that much power, being meant more for efficiency than power transmission.

[my2002lightning]

The AT logs the following: http://www.autotap.com/enhanced_parameters_ford.asp


ROnald, does your Autotap log the tranny functions as well?

[Tex Arcana]

There are about 5 tables that affect TC function so it is hard to say exactly. The stock computer delays lockup anywhere from 2.5-4 seconds after each shift. This is mainly to make a softer shift with less shock on the drive line. The converter acts as the flexible coupling between the motor and the tranny. We tuners lock it up faster and earlier to pull more torque out of the engine and in effect split gears with the TC making it like a 6 speed keeping the engine in the power band longer.

Fsck, had I read THIS before your NEXT one, I'd've understood better!!! :hammer:

Is it my imagination, or is Terry telling more information than he's wont to otherwise?? Is it possible... that he's MELLOWING OUT??? :d