New CRT 48RE Competition Only Trans Brake

CRT said:

Take your hints back into your bong and smoke it. Prove me wrong. So me data not a text.

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RacinDuallie said:

Where, once did I say I smoke dhickhead ??? No where.

You saw a post where I posted my feelings on marijuana. I did not say anywhere that I smoke personally. So take all those bong comments and shove them up deep. Copy?

Secondly I have first hand experience on what I posted, not fiction, fact. My original trans guru I nicknamed "THE GODFATHER OF TORQUE".

If he was still alive today he would have already had this figured out. $.02

You have given answers that have left some of us baffled. Why don't you grow a sack and prove your claims that gauge is hooked up properly and converter is fresh with no leakby.

I'm gonna tell you straight, John- guys are here to help you not help fail you. We are giving past experience with this, we dealt with this, you are NOT the only one with test equipment.

I have been there during the development of these transmissions from the early days, I've been the " find the weak link " guy.

I'm all for you to succeed, please be a bit more open minded. $.02

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jasonc said:

All tree guys smoke.

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Big Blue24 said:

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I'm guessing/theorizing Cope is only seeing 50 psi apply because his converter apply tap/hardline is plumbed to the wrong port on the transmission pump and we are receiving bad information from the test gauge. His release oil tap appears to be the correct port because it closely follows line pressure until lockup is commanded on the Muldoon VB which utilizes a factory switch valve. The only other explanation I can come up with is Cope has a burned up converter on the test tranny and he's seeing a ton of leakage past the lockup clutch assembly and therefore shockingly low apply pressure.

FYI, we (PDD) have logged numerous tests on a real truck with a real transmission with added ports for the specific purpose of comparing converter release and apply pressures at various line pressure settings. What we learned has tremendously increased converter life in our high line pressure race transmissions.

FYI, we also have a hotrod/modified VBT4000 test stand equipped with a variable speed pump drive that we mapped to the flow output of an OEM 48RE pump so we can simulate engine RPM and that too has led to new technologies/discoveries. Don't take this wrong, but there are tons of "hungry" companies constantly competing to get a leg up on their competitors behind the scenes and eventually you the customer will reap the benefits from the R&D as everyone is forced to innovate or die. Don't be so close minded to think Cope or Firepunk or Muldoon are the only shops/builders out there testing with a real bench. Goerend has both a transmission dyno and a VB test stand. ATS, BD, Revmax, Suncoast, Redline, Ulitmate Trans, all have VB test stands. Goerend is working on some torque converter regulation valve body setups to prevent ballooning whilst allowing greater than 200 psi line pressure for race applications. I'm serious, there is a lot going on behind the scenes!!!

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CRT said:

In lock up the converter is not being charged with fluid because in lock up it is not feeding the cooler. In lock up the switch valve switches to feed cool from main line pressure and not from converter exhaust. The lower pressure is to maintain fluid in the converter and not feed or charge the converter.

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T-MAN said:

Good video, so to clarify are you saying the lockup circuit is being fed by main regulated line pressure while in lockup ? or are you still saying that the converter clutch has 50psi of pressure while locked up and that's good enough because it isn't doing any work?

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T-MAN said:

I think I figured out a way to explain this that we can all relate to...

The converter release... look at it like this
Two fat chicks on a seesaw, only one is a little heavier then the other...Not much really happening but kinda fun to watch.....

now lockup... the heavier chick gently gets off... we have soft lockup. slow fluid vent...

or chubs jumps off fast, hard lockup fast fluid vent....

Either way we just applied full fat chick apply and theres now way to monitor pressure other then regulated line because the fluid is dead headed against the lockup clutch until its released...

I hope this helps T-MAN

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T-MAN said:

I think I figured out a way to explain this that we can all relate to...

The converter release... look at it like this
Two fat chicks on a seesaw, only one is a little heavier then the other...Not much really happening but kinda fun to watch.....

now lockup... the heavier chick gently gets off... we have soft lockup. slow fluid vent...

or chubs jumps off fast, hard lockup fast fluid vent....

Either way we just applied full fat chick apply and theres now way to monitor pressure other then regulated line because the fluid is dead headed against the lockup clutch until its released...

I hope this helps T-MAN

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