Sooooo is it ready togo?

 

is this enough for someone to calculate converter slip? i was trying to get it up to 7k RPM in 3rd but traffic was coming up quick in a 55mph zone. 275/60-15 drag radial pro with 4.10 gears and 65e.

 

Get a tighter converter and make more MPH or looser and 60ft better lol..

 

To calculate slip you need engine rpm and trans input speed.

 

When I ran the 60-65-70e's mine would blow thru second gear way to fast , it ended up burning up my 3-4 clutches every time . Prob should have tried to play with the shift delay myself .

Speaking of what Roger and Pat touched on , I'm wondering your steels might need a small hole in them to help prevent that centrifugal apply or if those clutches have grooves to give the fluid a path to exit . I'm sure Vince used all the tricks , these 60s are just a PITA sometimes with big power , plus you spin yours damn fast . That's got to be a fun truck to drive .

 

yes, carb with TPS. at the WOT value that you determine, it only shifts by RPM. at part throttle it has to meet your predetermined mph to upshift/downshift. everything is set now. with a WOT minimum upshift value of 0 at WOT, the solenoid A literally got zero time to respond. I guess the controller just defaulted to releasing to 3rd gear if solenoid A does not respond. I'm making guesses at this point. giving it .5 seconds for 2nd gear to react made it work. I could probably come down on that value now that I know what it does, but i'll just bring my shift rpm down to 6900 so it will actually shift at 7,300.

I think so

I think I can possibly gain in both areas by going smaller. no need for a 6,000 converter on my street ap. I'm flashing WAY past my peak torque.

it's all working good in the hood now. Vince put every trick in the book on this one. if it can be done, he did it.

 

I think he mods the frictions with fish scales, and the valve body with the gills.

 

this explains why why my pan gasket looked like it was carved with a filet knife.