did u guys replace the clutch springs too?

 

I replaced all the valve body, servo, and accumulator springs.

I did not replace the rear . . . low roller clutch? springs.

 

I certainly wouldn't want to increase the line pressures via the PCM, but it seems that vacuum modulation would create ideal line pressures at different rates of acceleration. From my research, vacuum modulation seems like it may be cheap insurance for postponing my 3-4 clutch pack upgrade for a later day.

 

why not ? You can adjust the pressures with tuning . . . then it's controled no matter what you do

the harder you get on it . . . the harder it will shift . . . or that's how it supposed to work

 

So are you advising not to bother with vacuum modulation? I know different builders have different opinions. FLT seems to include it on their upper-end builds, while Performabuilt does not like to use it.

That's why I was going for the vac mod. I know tuners can set it up this way, but with a shift kit and billet servos installed and zero to very little torque management, how much would I look to a tuner to increase line pressures anyway, especially in a daily driver? Seems like most want their tuners to keep their line pressures stock, especially with servos and shift kits installed.

Would a tuner still be able to turn off adaptive learning and torque management with the vac mod?

 

yes the adaptive learning would have to be tuned out or unchecked reguardless . . .

I can't really answer the vac mod question . . . the few that I've read on here or that I've seen, have eventually taken it off, and later went with the PCM control.

I would get both of the billet servos unless you're planning on making your tank do WOT shifts into 4th gear. . . . . the 2nd billet or vetter servo on it's own is plenty

max pressure is 96-98 . . . it's really all to your preference . . . RPM vs TPS position=how much pressure that you want . . . you'll see what I'm talking about once it's tuned.

 

whats the VAC mod?