Is there something I need to look for when I have a dyno test done. It seems I remember about TC having to lock up during test. Can anyone tell me the procedure?
Thanks, Dann
Get the truck up to 45mph, punch the pedal real quick but don't let all the way up. This should lock the TC. It helps to have at least a small load, I don't know if the rollers by themselves are enough.
Finally an answer. Need to get her done next week. Hope the guys there also know what they are doing. They have been around for 30 yrs. But I can't tell if the TC is locked or not. So punch it after 45 and then let up but not all the way? Then what? Back on the trottle? I know I probably won't be doing it, but it's nice to know. Been reading about grounding one wire with a yellow stripe. That would be an option. Thanks Daniel.
Dann
The Torque Converter allows the engine to wind up before it gets a lot of load on it. Just like having the clutch in does for the manual transmission. Locking the TC is like having the clutch all the way out. I'm just laying the ground work here.
Now, How do you know if a clutch is slipping? The engine revs higher when you push the pedal, but the truck doesn't move faster. The same applies to the automatic tranny. If the TC isn't locked, the RPMs will increase a lot faster than the truck speed.
If you push the pedal and the engine doesn't rev up fast, but the turbo starts to whistle and the truck starts to accelerate, the TC is locked.
I've got the chart of speeds-RPMs here: http://rides.webshots.com/photo/2101...96577034oRBxGD
With 3.55 gears and 235/85R16 tires I turn almost exactly 2000RPM at 50MPH in 3rd(OD off).
You probably don't have to worry about the TC locking. When they hit the load engage button and stomp on the pedal, the TC should lock because of the high load and pedal position.
You want to run the test in Overdrive, the trick is finding the downshift from od to 3 point, and when you have found it, take the truck up to just over that speed and then drop the hammer.
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99.5 F-350 C/C Dually, Stealth HPOP, Full Force Diesel stroked A code injectors, Holset turbo, AEM intake.
The TC lockup will couple the engine and transmission together like a manual clutch does. The PCM decides if conditions are right, and controls the lock and unlock.
Shifter in OD Range, Vengeance is saying find the speed/rpm a downshift into 3 occurs. Your trying to match the conditions the pcm likes to apply TCC lock. Try and match that speed/rpm on the dyno and punch the throttle.
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You want to run the test in Overdrive, the trick is finding the downshift from od to 3 point, and when you have found it, take the truck up to just over that speed and then drop the hammer.
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Why OD on? I was under the impression that it was best to dyno w/ OD off.
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You want to run the test in Overdrive, the trick is finding the downshift from od to 3 point, and when you have found it, take the truck up to just over that speed and then drop the hammer.
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Why OD on? I was under the impression that it was best to dyno w/ OD off.
Daniel
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Because you won't get into the upper fueling tables with O/D off.
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99.5 F-350 C/C Dually, Stealth HPOP, Full Force Diesel stroked A code injectors, Holset turbo, AEM intake.
This is not meant to start an argument but I was told when I was on the dyno to keep it in OD off to keep the tranny from downshifting so that way the charts wouldnt have one big spike, it would have the nice slope up (like they do)
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1997 PSD #34 15.093 @ 88.63mph(on BDPstage1s) Beans electric fuel, FFD 230cc stroked acodes TWildman 6 position Tymar intake, 17*hpop, IDM mod, diamond back 4" turbo back dual exhaust (3" DP), Arp studs, comp valvesprings, 7.3 intercooler, Rough Country 4" lift, 315 Cepeks FC 2 on MT classics, Bdog electrolum gauges (pre turbo pyro), E4OD auto, 4.10LS, TC ind light, DIY EBPV brake w/ ind lights, CCV mod, Richter69 TC and accum body, 203* tstat, clear turn signals, toolbox with light, ford manual hub conv., ext trim gone.
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Work truck: 03 7.3 excab lb F250
New Family rig: 2002 7.3 Excursion edge evo II, mbrp 4" tb exhaust, tymar intake Big_Dan97's Photos
I was also told OD off, but not by an experienced programmer. [img]/ubbthreads/images/graemlins/wink.gif[/img]
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This is not meant to start an argument but I was told when I was on the dyno to keep it in OD off to keep the tranny from downshifting so that way the charts wouldnt have one big spike, it would have the nice slope up (like they do)
Does it work different on diff dynos? I always thought you wanted a 1-1 ratio so to get the most power to the rollers. [img]/ubbthreads/images/graemlins/shrug.gif[/img]
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1996 crew cab 4x4 black psd BDP 250cc hyrbids BDP fuel system Stealthhinator dual ipr hpop
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99.5 psd reg cab 2wd
334hp 740tq
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"New opinions are always suspected, and usually opposed,without any other reason but because they are not already common" John Locke Truck and misc pics
Because you won't get into the upper fueling tables with O/D off.
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E4OD/4R100 power flow changes with OD off. With OD on, 3 is 1 to 1 ratio. With OD off 3 is 1 to 1 ratio but, it's manual 3 now. Manual 3 is the same as M1 and M2. More drag because you now have engine braking applied. [img]/ubbthreads/images/graemlins/biggrin.gif[/img]
__________________ TheRacer XBuilt E4OD THAT CAN Video. 1997 F-350 7.3 Twin Turboed Power Stroke Diesel. Fueled with 473 + cc's of Dieseland nitrous!
Family owned & sponsored by : FloridaNorth
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I was also told OD off, but not by an experienced programmer. [img]/ubbthreads/images/graemlins/wink.gif[/img]
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The dyno is going to give its most accurate readings at 1:1. If you go into OD and test, it will fool the dyno and give you false readings that will be on the high side. Nothing wrong with it, but it is not a true reading. That is what the dyno op told me when I dyno'd my truck 2 weeks ago at Sunrise Ford on their Clayton.
1996 PSD F-350 crew cab 4x4, AB CODE CALIFORNIA TRUCK, 5 speed,CON-O SMFW modified by Southbend Clutch, ORU Reverse Shackle kit, 4:10, u.s. gear chip, IDM MOD BY ME , down pipe, 4 inch straight pipe, boost and EGT gauges,PRO COMP A/T's 305-70's, Bilstein's, ditched the k&n filter for an open element Baldwin PA 2818, kenwood & polk audio sound system.
<><
2002 Excursion PSD 4x4 XLT Premium- TN BB 1.0 Turbo , 6.0 IC, 8 inch Sky Jacker lift, FOX shocks with remotes, 35-12.50R17 BFG Muds mounted on 17x10 Boyd Coddington Billet wheels, ORU Frozen rotors, custom hybrid intake, DVD/2 monitors, Billet grill, XM radio, DP Tuner PCM QLJ5/PMT1 combo, Edge Juice/Attitude for gauges.
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Does it work different on diff dynos? I always thought you wanted a 1-1 ratio so to get the most power to the rollers. [img]/ubbthreads/images/graemlins/shrug.gif[/img]
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I think I understand this now after 20min of thinking. Having OD on lets the computer shift into a higher gear IF the RPMS get to a certain point (on my truck that is orange line, I've done it a couple times), so it is willing to give the truck more fuel knowing that if it shifts it will need the power. But locking OD out tells it 'NO! DO NOT SHIFT' so it reduces fuel (switches to other table?) to keep from self-destructing at the higher RPMs, which under normal circumstances are probably minimal load.
According to your chart Vengeance, you started at 2k RPM which on my truck is ~70MPH in OD. I know if I drop the hammer at that speed it will down shift to 3rd until I get to orange line and then back to OD. You're maxing out at 3500 which is almost 130MPH on my truck. Are you saying that you dyno between ~70mph and ~130mph? [img]/ubbthreads/images/graemlins/eek.gif[/img] [img]/ubbthreads/images/graemlins/eek.gif[/img]
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