you know what I think that is what happened to me, Bastard I bet my TC blew and then took the tranny with it. Bastard.

 

That is one of the funniest posts ever, EVER!!
Anyway, if this PWM thing tears up aftermarket TC's why don't TC companies warn of this and give directions to fix it? Bad enough it can tear up your high dollar TC but then it could take your VERY high dollar tranny with it. WTF-O?? I Just installed a Fuddle HP/Truck 2600. I haven't even put it in gear yet. I got no mention of this PWM from the guys I taked to and ordered from.

 

I've never heard of it either. Guess it's new info. Too bad, I was just in the bottom of my tranny yesterday.

 

this is from our FAQ section

Is a shift kit required or recommended?

10. Yank Performance Converters can achieve maximum performance and efficiency without the use of shift kits. Shift kits dramatically raise transmission line pressure to increase shift firmness. Increased shift firmness will not increase performance, but create unnecessary stress on the transmission and other drive-line components

 

Shift kits provide a quicker shift which increases performance. And from what I've been told, and from what I understand, they reduce slippage. Slippage creates heat, which kills the trans. So a shift kit can be benificial in that respect.

Yank,
Are you saying that you don't advise using a shift kit with your converters, or don't use one at all? Do you recommend the PWM modification? Have you seen any TCC failures similar to this not only on your verters but with other brands? If so, do you attribute that to the PWM 'noid and programing?

Sorry for all the Q's but I figure you'd know, and A LOT of us have stalls and shift kits w/o this knowledge.

 

Shift kits are beneficial for the reasons you stated Vanilla you will burn your damn trans up with stock LP with a high HP application.

 

About every dead 4L60-E transmission we see had a shift installed in it, and most of the internal parts are warped or over stressed to the point that they can not be reused in a performance rebuild.(we will not allow a core charge on a transmission with a shift kit installed)
The converter is oil charged by the transmission and when excess oil pressure is applied to it, it will deform the converter housings as most converters are not of billet design, (and anti balloning plates will not stop this) when this happens the converter clutch will not have a Flat surface to apply to, allowing for extra slip and shudder
As you increase the line pressure to stop this slip you start to bend the clutch trying to match to the holding surface, at that time you cause the converter to open up internal clearances this will cause the bearings to have edge contact, as surfaces they ride on are not flat at this point and the clutch to fail, as it will not have a complete contact surface(when it it warped it will not return to it's flat shape)
Billet converters that are manufactured correctly will help stop this, and also have a larger clutch with the correct lining to work within stock to slightly raised line pressure settings
That is why Yank has a line of converters just for trucks and we donot sell a car converter for truck use, as the car converters have a smaller clutch plate.
The PWM fuction can be programmed out if wanted ( but allows for oil flow thru the cooler to help lube the trans and keep it cool) and shift time and % of line pressure at throttle angle can be adjusted to get the correct shifting without a shift kit as you still have the same clutch holding area in the transmission