RascalMafia
heyyyyyyy girrrrrrrl
- Joined
- Apr 4, 2007
- Messages
- 5,514
This ^Well it's not supposed to happen. Your 2nd gear servo/lever ratio/direct clutch clearance/vb setup all have to align to get a nice clean 2-3 shift.
This ^Well it's not supposed to happen. Your 2nd gear servo/lever ratio/direct clutch clearance/vb setup all have to align to get a nice clean 2-3 shift.
IMO if you're not going to lock the converter as soon as 2nd gear hits, there's no reason to even subject the trans to a locked 2-3 shift at that RPM.
As someone who has broken a shitload of billet intermediates and input shafts on a locked 2-3 shift, would recommend ditching that VB ASAP if you have even the slightest concern.
When it locks, it's a pretty decent drop, almost 1k drop in rpm. I have the shifts decently spaced apart so it doesn't shift too quickly. 3rd gear is about 68mph and 4th is 86mph
See, this is what I thought. Are most 48re racing truck locking the TC almost immediately when 2nd gear engages?
So a correctly modified valve body will allow 2nd gear converter lockup when 2nd gear engages?
I’m running stock valve body with shift kit mods, and able to lockup in 1st if I so desire.
1000 rpm drop during lockup sounds like a shit converter
Wouldn't a high stall converter do that? Doesn't necessarily mean it's bad.
Wouldn't a high stall converter do that? Doesn't necessarily mean it's bad.
I run a high stall converter in my racetruck, starts to flash around 2300 and I am full staged by 3400. Shift at 4600 and when I make the 1-2 shift with lockup after the shift the logger shows only 1 dip in RPM. Converter is fully fluid coupled by 4000rpm.