Originally posted by DonWG
Some of you may get lost in the discussion of it, so I'll try to keep it as simple as possible.
<<SNIP>>so please bare with me. This is very important stuff.
You asked for input, so I'll give a bit. I'm not baring anything though..
I know it's never well received to point out such things, and I'll put a bunch of smiley icons on it to make sure you see the humor..
but you may be eligible for a Pretension Award. Did I sign up for Elementary EFI somewhere and miss the syllabus?
If you want to discuss engine management, fine..but drop the condescension, OK?
Originally posted by DonWG
It is critical that air moving through the sensor is non-turbulent in order to get an accurate sampling. This makes modifications to the air intake before the sensor very important. Remember the screen that many people elect to remove?
If anyone feels they have anything to add or have corrections to some of the information given, please feel free to participate. Much of this information I've obtained from various books. As the discussion moves further there will be some of my own thoughts added in that will be food for thought for most of you.
Until next time.
Most of the preceding I will take as generic rehash from someone's book. In my experience, removing the screens in the MAF can screw up the idle fueling but not much beyond that, as inlet air quantity and velocity increases. Those screens are largely there to help with transition airflow at low speeds, i.e., tip-in.
Originally posted by DonWG
The object of this discussion is to lay down a foundation of knowledge for everyone concerning this topic first, then we can start discussing the theoretical affects of changing this or that parameter in the chip. More people armed with the basics of understanding can then participate in the theoretical affects discussions.
Discussion 1b. The Alpha-N system.
<<SNIP>>
I think we'll also cover VE for those out there who may be wondering what it is.
Again, what the heck is this? I can't think of anyone, anywhere, who's ever run a GN set up with Alpha-N. Strangely enough, I know what VE is also.
Originally posted by chris718
SNIP Impenetrable Prose>>
i think a dash mounted toggle installed in the aldl should be used to find the best point to lock the convertor in relation to various modes of operation ,and then generate a chip based on facts extracted during testing.
Chris, I get a headache whenever I read your posts. Hit the "return" key once in a while, instead of the "submit post" twice.
I think your last sentence is valid and simple, though. Experiment with various RPM levels, see what makes the car fastest.
Originally posted by chris718
lock up strategy should not be an issue with torque convertor clutch durability
<<SNIP more strangeness..>>
there is a science to everything,including wiping your ass
I disagree with the first statement, agree with the second..I'm not sure I'd want that as a specialty, though.
As Neal mentioned several posts ago, I think a generic conclusion would be that the greater the RPM drop when the converter is locked at WOT, the more clutch wear you'll experience. Racing and parts breakage being what they are, I doubt you'll find anyone with definitive data on clutch durability differences with various lockup strategies; we're mostly just trying to go faster.
Originally posted by DonWG
Chris is catching on. Properly matched components and calibrations.
Lets not get ahead of ourselves here. There are people out there that need the basic back ground knowledge first.
Remember the main purpose of this thread is to properly and completely educate the upcoming performance enthusiast so that he/she can make an informed decision.
>>SNIP more generic stuff>>
I'm not sure you're going to get there from here. I am interested in this subject as well, as I am getting closer to getting my car, AKA the Heap That Will Never Be Finished, on the track. I currently have a 400 with an ATI N/L converter in it, but I would like to consider an eventual swap to a 4L80E and a lockup converter.
Does anyone have any info on the progressive lockup schemes used in some late model transmissions? Are they using a pulse-width control scheme? I wonder if that would increase or decrease the clutch wear? It would certainly seem to decrease the shock on driveline parts and the RPM drop at lockup.