I must be one of those few and far betweens!!
That's GREAT! I am usually one of the few and far betweens in the negative sense!!

By the way... I run a zero-pump in my Vig..
What pump is everyone else having the trans shift problem with? Mine stalls in the 3200 range. Do any of you know the pump number in your Vig.?

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uh...not to be a smartazz but like i said, the reason why everyone blows their trannies with stalls any higher is because small diameter converters like the yanks and vigs' create TONS AND TONS OF HEAT, more than most realize.

HEAT is the #1 cause of tranny failure or lack of fluid pressure. when you have lack of fluid pressure, your clutches SLIP creating a trmendous amount of HEAT and leading to burning up the clutches and toasting the trannies

like i explained before, or maybe i didn't, the COMPUTER cannot keep up with LINE PRESSURE fast enough...what i mean is that the motor will be at where it is supposed to shift BUT the computer cannot give the tranny enough line pressure in time but STILL SHIFTS anyway...burning clutches...burning clutches, see the trend?

When you convert to a vacuum modulator, line pressure is directly related to the vacuum in the engine. The less vacuum you have, the MORE line pressure the tranny will see. So when you are at WOT and engine vacuum is basically 0in, you are getting ALL the line pressure. Where as with the computer solenoid supplying the line pressure it cannot keep up with the demand FAST ENOUGH.

Thats why when you switch to the vacuum modulator, *MOST* trannies do not break right away.

We had a problem with this when we first really started putting performances trannies in for customers with 12 second cars or faster. They were coming back with toasted trannies anywhere from a few weeks to a few months. Depended on how you drove.

When we converted them to the vacuum modulator, we almost never saw them again.

Change to a modulator setup and you'll be fine

 

well here we will just have to agree to disagree

the only time I use a the Modulator kit is if I have no control over the programing.

Just pulled one of our street strip 4L60Es apart for the yearly and guess what? It proves you wrong Use of the proper parts and proper programing left it looking great inside. I installed a new set of bearings and 3-4 clutches(usual freashen) and we are shooting for a another year!

This is in a 396 LT4 making over 400RWHP with a 9in TC.

The V-Mod is Great if you do not under stand the PCM or have no control over it. But if you do it is not needed and the PCM will give a better driving unit. I will agree the V-Mod should ALWAYS be used on Blower cars. then again I hate to see a stock PCM used on blower cars

BTW there are VERY few people who realy know what they are doing here. pick Your Trans Man wisely

Also I do not feel you are a smart ***. I get customers who know my job better then me every day A few are there for me to fix there mistakes...

Ellis"Lost in transmission hell"

 

True, i agree with you also

if someone was to be able to use LT1Edit to boost line pressure where it was needed where the stock programming fails, of course the v-mod wouldn't be needed

but not everyone can do that or understand it so that is why they bring transmissions to trans guys

so for those that cant figure out how to keep an OBD I tranny from failing, then do the v-mod.

can we agree on that?

 

Ellis, didn't you have to convert to ODBII to fix ur problem? (or so I recall on the old LT1edit topica archive)

 

89ProchargedROC -

No offense, just to clarify: nobody said anything about burning up trannies, so I don't know why you keep going off on that tangent. There is a well known problem with high-stall OBDI cars when the RPM's rise too fast. According to the logs people have posted, the VSS goes nuts and reads like 3 MPH which won't allow it to shift into 2nd... then when you let off, it figures out the correct speed, shifts into third, and stays there until you turn off the car.

Personally I haven't had the problem but I have a pretty tight 10" stall.

 

Does this have anything to do with the computer trying to detect a wheel spin condition(via being in gear and the RPM delta over a trigger). Sound like a fail safe to prevent from shifting during massive spin.

Or is it a sensor fault?

 

I can totaly agree Iroc

Yes we had to go to a OBD-II PCM to get a WOT 1-2 shift with a 4,000+ Convertor. Reason is know known and many are looking for a fix. I may toss may old OBD_I PCM back in and try a few different flashes to see what is up.

I am Now wondering if it may be everyone used a HPP+? and it changed the TQ model for stall Vs output speed.

Some day we will know I hope

Ellis

 

Where, oh, where did I say anything about burning up a tranny?? I was talking about the famous non-1-2shift @ WOT.

 

boy o boy...try to give some people some information and they yell at you

all i was trying to say is that....ah forget it

 

heat burns tranny's up. Yes we know this, but what does this have to do with any stall above 3200 with an obd1 pcm not shifting from 1-2 @wot?? But if you use a 3000 stall, the tranny will work fine.

 

It sounds as though two solutions have been found, the vacum modulator or go to OBDII. But that is only if you have the problem. I have a 3200 stall and OBDI for over a year and have never had that problem.

 

Boy, I hope so. I've got a 3000 stall waiting to be installed. Anybody here have a problem with a 3000 stall Vigilante?

-Chris



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94Red the Vacuum Modulator does not fix this particular problem. There is another choice but it included a modified valve body that you have to manually shift. The OBD-II PCM is the only know fix(IF you encounter this problem) that will let the car shift automaticly

We are hoping to find a solution for the OBD-I pcm but do not have enough people NOT having the problem to find a solution

Good luck all!

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If the problem is the pcm not keeping up with the fast rise in rpm due to a high stall, then I don't see why the vacum modulator would not work. I think there are some who disagree with you as well. And the state of understanding the way the pcm functions is still in the hacking stage. Just read the lt1 edit archives and find out that there is not even agrement about how the VE tables work. Everybody is still just poking around with it, tweaking until they get something close. That's fine with me, if it works it works, but those who profess to "know" can't seem to get repeatable results with all cars.