Oh man, that's good stuff. We really need a lesson in nonlinearity around here.

 

If you want smart ***...we can meet up and ill show ya slips with dyno sheets to support each other

Numbers were dynojet sae


Or my crewcab...276 rwhp 89mph
540 rwhp 113 mph
So thats hair under 1mph per 10rwhp

So examples of 3400lbs.....4500lbs....4700lbs....5600lbs

 

My point is that doesn't hold true. Maybe I'm just different...I don't care at all for 'rules of thumb'... It feeds too much into misinforming people. Refer to my previous example... An additional 300hp isn't going to get a 150mph 4800lb truck to go 180mph in the 1/4.

 

Wait, What?????

 

Lmao, why do you guys try to argue/reason with somebody who already knows everything??

 

Can anybody comment on a potential trans issue please.

Now with the new tighter torque converter, my shifts are significantly softer (which I don't like, I like firm shifts you feel in the seat). I thought a tighter converter was supposed to make the shifts more pronounced?

When I was removing the trans, I did notice when I removed the main harness plug that there was trans fluid inside the connector. Seems like it was leaking around the pins. I haven't had any actual trans leak but there must have been some seepage there. Could ATF on the pins be affecting the line pressures at all? Trans is working as it should, but I haven't actually done a WOT shift yet, just a bunch of 3rd gear pulls. So I don't want to shift it under power if it's not getting the right pressure and burn it up. Thanks.

 

Put a gauge on it.

 

Check your logs for calculated input torque and see if its lower now. You may be referring to lower shift pressure cells.

 

It's noted under regular driving, no boost (before or no) so everything should be the same.

 

interesting. It was just a thought. I guess it could still hold true though. If you are driving with less throttle input it could be referencing lower trans pressure cells. Try playing with that table a little