I don't think stock valve springs do well at 4200 Nick. Bring the shift points down a few hundred and see if you go quicker.
12.1 @ 116 :d
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I don't think stock valve springs do well at 4200 Nick. Bring the shift points down a few hundred and see if you go quicker.
Maybe this will show what I am talking about. When looking at the same RPM window, the rail pressure is basically the same. This is actually a window through 4th and 5th gear, but I chopped out the high RPM part of 4th gear from the 475 log. I think it is pretty common knowledge that CP3s don't hold rail pressure as well when RPM goes up. My thinking is the high RPM is causing a lot of Nick's problems.
4094
475
here is a snap shot of the log i saved it is from the day before the track and was the one i was refering too . And i do agree Josh the high RPM certainly isnt helping rail pressure but the tune slopes back PW if pressure starts dropping , as you can see the log i posted the average usec is 3102 in the area i high lighted and got as low as 2800 .
This show's no signs of the converter not locking up IMOP , but do remember the one from the track took a bit to lock but still under 50 mph .
The TCM tune i sent you to try , the highest was 3750-3800 and it was the 4-5 , the rest were under that .
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I flashed that TCM at the track to make one last pull but another car broke so i couldn't wait... I am gonna to get a log tonight with your TCM tune to see how rail psi looks.
Nick, you're running the exact same 1/8 ET split that I am, but 6mph and .1 faster on the top end. I think you're on the right track with the shift points (4200rpm?!?), and it may be worthwhile to at least try to lower pulse in 100us increments to see if rail comes up.
Good luck. You'll get it.
Good luck. You'll get it.
Hell I never watched what mine shifted at. I just put it in D and stalled it up to 20 lbs and took off lol all I know is I was is 6 th gear at the darn 1/8 mile :spit:
Nick
If your running stock springs with big boost you are need to turn the shift points down. You might be floating the valves which will do strange things to the tune. Once you get in high gear your rpm's are down where the motors running good which is why your running good mph in the 1/4. Just my thoughts. fwiw Jeff
If your running stock springs with big boost you are need to turn the shift points down. You might be floating the valves which will do strange things to the tune. Once you get in high gear your rpm's are down where the motors running good which is why your running good mph in the 1/4. Just my thoughts. fwiw Jeff
Sorry, I didnt see it, but what kind FPR is Nick using? Modded?
Could it possibly be in the valve (whatever you call that junction block thingamajig) on the intake bridge?
Could it possibly be in the valve (whatever you call that junction block thingamajig) on the intake bridge?
Jeff, i only see 50psi in 5th 1-3 is around the 42psi mark and then 4th is 45is and 5th is 50psi... that is very possible.
Hows Matt's truck doing after you did your number on it? :hug: Last I heard he was going to push it off a cliff.:hug:
just looked over my log again... i didn't get into 5th gear until 100mph on the dot
Last I heard he changed the battery and it was running, and just had a leak on the big turbo fitting :coolspot:.
Mike is this one of the "Special" PI converters you put a different PN# on after somebody was already working/testing with them, and called your own? The same style converter you wanted to install in my truck, because you had a customer in LA that wanted one in his twinned truck, but it was un tested with twins and you needed feedback, but wanted me to pay to be the guinea pig? The same converter's that were tested by the orig. tester and determined POS, removed from customers trucks, and replaced with proven units, and are collecting dust on a shops shelf... Last I heard they were going to be pushed off a cliff:hug::hug:
Your a hell of a trans builder Mike,so lets not knock each others work huh!
and if I remember correctly... you called me after leaving Mikes shop saying he installed it (Special converter) anyway, even after you told him all you wanted was a ML! You said you were pissed, but mike said he would replace it if you diddnt like it:hug:
nope on the contrary i wanted the converter i got the "special converter" you bashed for no apparent reason other than what you "heard" Mike wanted to install the normal 2000 rpm stall ML converter i had to talk him out of it, saying i needed more RPM on the line. You dislike loose converters fine, Ken went with the aforementioned 1054 converter and it SUCKED!. For a stock turbo truck im sure its a great converter as are most Suncoasts but if i tried to spool an S475 with a 1900 RPM stall converter i'd be up shits creek as that is not the combination that would work for my truck. Do me a favor please box up all of that material and ship it too me i'll pay shipping it has been sitting there doing nothing for quite a long time.... 400$ of tubing that i cannot use, or you can keep it and send me 200$ and i'll call it a wash.
WIll do! shoot me your address and I'll box up your $400 worth of fittings from a year ago. you changed your mind and didnt want to finish your truck the way you planned (Turn turbo 90deg, re route intake on DR side. ) because you were waiting on custom inconel stuff, not on me!
And the 1054 sucks in a stock turbo truck
, way to tight since I removed the twins!
I agree with Nick on high stall converters it is needed!
Just reading this thread reminds me why custom tuning is so important!
Waiting for the 11 sec thread from ya Nick!:cool2:
Just reading this thread reminds me why custom tuning is so important!
Waiting for the 11 sec thread from ya Nick!:cool2: