Been waiting on @WedgePerformance to detail his 4L80 journey but figured I'd bring this over from @dmacpro91 at n54tech. Real good stuff here, assuming they can figure out the controller and the stall.
AD Engineering 4L80E Trans Kit
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A few things I want to touch on....
First, the stall is way too high and we will be lowering it in Donnie's car. When you build a custom converter like this on an application that is new its an educated guess what the actual stall will be.... in this case it was suppose to be 4k and I think we missed alittle on the loose size.
Next, we have the TCC issue. After talking to Donnie I don't think he was aware at the time the the TCU has the ability to tailor the lockup AND has a forced apply feature. The converter in his car is built to lockup under power (its not a stock econo clutch). After the stall change Im sure he will approach the tcc situation differently as we can do things to that converter that cant be done on stock lockup stuff.
Finally, the heat concern.... I think that will go away on its own with a tighter stall and a more active TCC.
All in all, 10.9 @129 on 22psi with a subpar log is great. These first few changes will take big chips out of that et.
First, the stall is way too high and we will be lowering it in Donnie's car. When you build a custom converter like this on an application that is new its an educated guess what the actual stall will be.... in this case it was suppose to be 4k and I think we missed alittle on the loose size.
Next, we have the TCC issue. After talking to Donnie I don't think he was aware at the time the the TCU has the ability to tailor the lockup AND has a forced apply feature. The converter in his car is built to lockup under power (its not a stock econo clutch). After the stall change Im sure he will approach the tcc situation differently as we can do things to that converter that cant be done on stock lockup stuff.
Finally, the heat concern.... I think that will go away on its own with a tighter stall and a more active TCC.
All in all, 10.9 @129 on 22psi with a subpar log is great. These first few changes will take big chips out of that et.
The channels needed in the log to make an informed stall change weren't working... Donnie is going to try and get some logs first, then pull the converter and send it to me.
Hopefully soon.
Hopefully soon.
When you are making a custom convertor its already customized for the vehicle. This is a slight error that can be fixed. Not something changing to a different brand convertor requires.
Im keen to see it donny! Mine has a 4k stall and the gear reading on the jb4 is perfect. First gear reads 1 and 2. And second reads 3 and 4.
Does the jb4 log gear at all? Or does it stay at 0? If it stays at 0 its a wiring drama that i also had. Let me know and I'll point out which wire you need to fix!
This is a billet custom converter and is ordered to the customers specs.
Why would I change brand just for a stall change?
"Gear" will never read right. The DME is coded to be a MT. It uses rpm and right rear speed sensor to calculate gear.... that strategy won't work on a stalled auto.
As soon as he fixes his speed sensor issue he'll be good to go.
I was unaware that your converter was a custom billet one to begin with otherwise i wouldn't of suggested it. My apologies.
For gear the JB4 can read that off the trans computer with a little work. Once his stall is sorted I'll help him figure out what is going on with road speed within the DME. Maybe the DME is not registering it properly because it's waiting for a clutch press? Shrug.
I had to trick the DME into registering the clutch pedal is out before it would read gear.
Mine reads great, and boost by gear works effectively with the JB4.
The 4l80e has an input and output speed sensor. Gear can be easily calculated from these. The 4l80e also has actual gear outputs. There are switchs that indicate gear.
Donnie needs to use the switch on the brake as his "clutch switch"
Sorry to get off topic, but what are those 2 metal pipes running down the driver side
What is the price of the 4L80 conversion kit itself? Is the 8.8 rear end required or does a drive shaft for the stock diff come with it?
Price for the 4l80 kit is $4200. We only support it paired with our Ford 8.8 kit ($3200) as there is no reason to have a 4l80 in front of a stock diff.
The combo purchased together is $6999 ($400 off from from purchasing separately).
