it's a race truck now, i just pulled the air
Jul 9, 2004 | 09:57 AM
#31
Originally Posted by Scream
Don't EVER move to Florida. We've had heat indexes in the 100-110 range for like the last week or so. I could never imagine having any car without A/C.
Good luck with the truck man!
Good luck with the truck man!
Hopefully I'll be chillin' again by this weekend for a day at the beach. 
Jul 9, 2004 | 10:00 AM
#32
12 Second Truck Club
Joined: Oct 2002
Posts: 1,677
Likes: 0
From: Salt Lake City, Utah
Originally Posted by parish8
Lots of questions.
I can program the lock up to do about anything I want it to. Ls1edit lets me do about anything with it.
I have been locking up on the dyno and shortly after the shift into 3rd
As far as I know it has been working, it has at part throttle cruse for sure.
The 4l80e rocks, I don’t think there is any reason to consider a t400 or t350.
The PY3400E is suppose to be made for what I am doing. I talked to Mike at YANK and told him EXACTLY what I have planed. 409 with a turbo and nitrous. He told me I should be able to lock it under WOT. I will stop locking at WOT if I have to but I would rather get a converter that can handle it if there is such a thing. I am going to talk to PI about their multidisk units. I think they have a 5 disk even.
Keep in mind I would be talking to Mike first if he was around but they have been closed since this happened and will be for another week. I am not blaming anyone, I just want to get set up right. Here is what YANKS site says about the PY3400E
“Power adders place special demands on converters. It is important for a converter to have adequate "holding power" while at the same time, placing the motor in a higher power band through increased stall. The Pro Yank converters give you the best of both! First, each Pro Yank is custom built around "your" power adder. The stall speeds are rated for use with power adders and will therefore, be right where you need it to be. Next, the Posi lock-up clutch will bring efficiency close to 100% by locking-up under load. Finally, the clutch materials are built to take the higher demands of running on the "juice". The Pro Yank Extremes use the exotic Kevlar linings.”
“Kevlar” linings. Anyone know what a Kevlar lining looks like?
I am anxious to hear what Mike thinks and see how he going to take care of me.
I can program the lock up to do about anything I want it to. Ls1edit lets me do about anything with it.
I have been locking up on the dyno and shortly after the shift into 3rd
As far as I know it has been working, it has at part throttle cruse for sure.
The 4l80e rocks, I don’t think there is any reason to consider a t400 or t350.
The PY3400E is suppose to be made for what I am doing. I talked to Mike at YANK and told him EXACTLY what I have planed. 409 with a turbo and nitrous. He told me I should be able to lock it under WOT. I will stop locking at WOT if I have to but I would rather get a converter that can handle it if there is such a thing. I am going to talk to PI about their multidisk units. I think they have a 5 disk even.
Keep in mind I would be talking to Mike first if he was around but they have been closed since this happened and will be for another week. I am not blaming anyone, I just want to get set up right. Here is what YANKS site says about the PY3400E
“Power adders place special demands on converters. It is important for a converter to have adequate "holding power" while at the same time, placing the motor in a higher power band through increased stall. The Pro Yank converters give you the best of both! First, each Pro Yank is custom built around "your" power adder. The stall speeds are rated for use with power adders and will therefore, be right where you need it to be. Next, the Posi lock-up clutch will bring efficiency close to 100% by locking-up under load. Finally, the clutch materials are built to take the higher demands of running on the "juice". The Pro Yank Extremes use the exotic Kevlar linings.”
“Kevlar” linings. Anyone know what a Kevlar lining looks like?
I am anxious to hear what Mike thinks and see how he going to take care of me.
The only kevlar I've ever seen is in bulletproof vests, in the knees of my motocross pants, and in some fiber optic cables I work with. It all looks like very fine hairlike threads woven together like fabric. In a clutch, I'd think it would be imbedded in the hard clutch material.
The stuff is so strong, you have a hell of a time cutting the hair-sized strands with a knife!
Jul 9, 2004 | 10:31 AM
#33
Thread Starter
single digit dreamer
iTrader: (6)
Joined: Mar 2002
Posts: 9,743
Likes: 2
From: omaha ne
the converter is prety tight so it doesn't drop it much, 200-300rpm is all. now that i look back at my log's it seems it only locks up sometimes. i never programed the lock up in, it was there to start with and i just went with it.
Jul 9, 2004 | 10:48 AM
#34
12 Second Truck Club
Joined: Oct 2002
Posts: 1,677
Likes: 0
From: Salt Lake City, Utah
You better get rid of that wot lockup if you stick with a single disk verter. Have you ever logged TCC slip, and watched it while you lock up at wot in third? Its kinda scary. With the power I'm putting out, theres quite a bit of slip. I'll bet theres a ton more with your setup.
Those multidisc vigs sound really cool.
Does that clutch look like it has kevlar in it?
Those multidisc vigs sound really cool.
Does that clutch look like it has kevlar in it?
Jul 9, 2004 | 10:54 AM
#35
James .. I was wondering if the tight gear ratios helped, but from what you say they don't help much at all.
Parish .. I think the one I went with from Hughes has a 5 dick lockup clutch. Mike told me that he was going to be back open on the 4th .. I guess it took a little longer than expected.
Parish .. I think the one I went with from Hughes has a 5 dick lockup clutch. Mike told me that he was going to be back open on the 4th .. I guess it took a little longer than expected.
Jul 9, 2004 | 11:21 AM
#36
Originally Posted by Flyer
James .. I was wondering if the tight gear ratios helped, but from what you say they don't help much at all.
Here, compare:
60 outside - http://james.jaguar.net/pics/9psi-heads-cam-flyby.mpg
80 outside - http://james.jaguar.net/pics/flyby3.mpg
60 inside - http://james.jaguar.net/pics/e-tec+cam.wmv
60 inside - http://james.jaguar.net/pics/9psi-heads-cam-0-60.mpg
80 inside - http://james.jaguar.net/pics/4l80e-merge.mpg
(the last one is the second day the 80 was in, shiftpoints not dialed in yet.)
I'm looking forward to getting a real torque converter in front of it because it should make it even more of a pleasure to drive. Also, with a higher-stalling unit the line pressures vs TPS points can be raised for faster clutch engagement without making the shifts feel harsh.
I think with the right converter the 80 will come close to launching the truck like the 60 did but there is definately going to be some E/T given up in the long run. (Worth it!)
Another thing to consider is weight. It's got to be 100 pounds more than the 60. I cannot lift the ****. The 60 is not too bad to heft around but jacking the 80 up into the hole by oneself is a challenge! I saved a little bit of weight with the crossmember I made up out of 2.5" square tube. It's even stronger than the stock stamped one.
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