Forum Discussion
- Not bad. Those hp and tq ratings are about where I am at on my level 1 tune given a 15% drive train loss on my dyno numbers.
- And torque management turns those numbers loose when?
- Those are some incredible numbers. I would also like to know how the torque management will come into play. At what point is that amount torque actually used? Is it more of a mountain pass while towing heavy type of thing, or maybe while passing or fighting a headwind? I wouldn't think that you would notice the extra torque while driving empty, but I could be wrong.
For those of you that are getting those numbers (ShinerBock), where is it most noticeable? If you were to turn your tune off while pulling your RV, where would you notice it first?
I ask these questions more for my entertainment and education than anything. It will be a LONG time before I can afford to upgrade to something with that much power, but it sure is fun to dream about it. Me Again wrote:
And torque management turns those numbers loose when?
Usually at third gear.- My old truck has none of this TM junk, when you step on it, it goes to the wheels, I only have less than 800lbft and never use it........never mash it when hooked to the TT.................never mash it when hooked to the goosneck..............only after a mod to see how it works.
I can never think of a time when I would ever floor board it with something hooked up.
I pull 20,000lbs of antique tractors every now and then and don't need it.
my truck came from the factory with 160hp/400lbtq when new and was the talk of the industry in the early 90's, LanceRKeys wrote:
For those of you that are getting those numbers (ShinerBock), where is it most noticeable? If you were to turn your tune off while pulling your RV, where would you notice it first?
I cannot turn my tune off while driving, but I can switch between power levels on the fly. It is tuned via EFILive with a CSP4 switch. It is a 4 position switch the goes from 390 rwhp/802 rwtq in position 1, 450 rwhp/948 rwtq in position 2, 470 rwhp/1020 rwtq in position 3, and 515 rwhp/1105 rwtq in position 4. If I go wide open throttle in position one and switch to two or three while still at wide open throttle, then you will feel a surge in power as you switch to each position. On setting one, you will notice some extra power and much better trans shifting especialy when towing, but you will really notice more power in 2 and and above.
I generally stay in position two empty or when towing light and in one when I am towing heavy. I don't really want to go higher than that on the stock trans and torque converter.
The torque converter on the 68RFE and Aisin is too inefficient compared to Ford and GM's at putting the power to the ground unlocked in my opinion and needs a lower stall speed. This is one reason why it takes off so slow because it just spins wasting engine power and doesn't really take off until locked. A triple disc TC with a lower stall speed is a night and day difference from stock even without adding power.- I will also note that the reason for torque management is not just for the drive line. It is also mainly to keep from popping head gaskets due to high cylinder pressure. Combine the quick boost from a VGT, increased timing, and more fuel at lower rpms and you have a recipe for a popped head gaskets. Big power at low rpm is also very hard on the rods. Ever notice how head gasket failure was a common issue with the first few years that GM(LLY), Ford(6.0L), and, Cummins(6.7L) added VGT's and how torque management became a complaint shortly there after? Non-VGT diesels do not have to deal with this as much.
This is also probably one reason why 2015-16 VGT 6.7L Powerstokes felt a little slower of the line than the 2011-14 non-VGT Powerstrokes since Ford did not have to utilize torque management as much in non-VGT engines. ShinerBock wrote:
LanceRKeys wrote:
For those of you that are getting those numbers (ShinerBock), where is it most noticeable? If you were to turn your tune off while pulling your RV, where would you notice it first?
I cannot turn my tune off while driving, but I can switch between power levels on the fly. It is tuned via EFILive with a CSP4 switch. It is a 4 position switch the goes from 390 rwhp/802 rwtq in position 1, 450 rwhp/948 rwtq in position 2, 470 rwhp/1020 rwtq in position 3, and 515 rwhp/1105 rwtq in position 4. If I go wide open throttle in position one and switch to two or three while still at wide open throttle, then you will feel a surge in power as you switch to each position.
I generally stay in position two empty or when towing light and in one when I am towing heavy. I don't really want to go higher than that on the stock trans and torque converter.
The torque converter on the 68RFE and Aisin is too inefficient compared to Ford and GM's at putting the power to the ground unlocked in my opinion and needs a lower stall speed. This is one reason why it takes off so slow because it just spins wasting engine power and doesn't really take off until locked. A triple disc TC with a lower stall speed is a night and day difference from stock even without adding power.
It's not the torque converters, it's the puter limiting torque in lower gears to save parts. All manufacturers do this.ScottG wrote:
ShinerBock wrote:
LanceRKeys wrote:
For those of you that are getting those numbers (ShinerBock), where is it most noticeable? If you were to turn your tune off while pulling your RV, where would you notice it first?
I cannot turn my tune off while driving, but I can switch between power levels on the fly. It is tuned via EFILive with a CSP4 switch. It is a 4 position switch the goes from 390 rwhp/802 rwtq in position 1, 450 rwhp/948 rwtq in position 2, 470 rwhp/1020 rwtq in position 3, and 515 rwhp/1105 rwtq in position 4. If I go wide open throttle in position one and switch to two or three while still at wide open throttle, then you will feel a surge in power as you switch to each position.
I generally stay in position two empty or when towing light and in one when I am towing heavy. I don't really want to go higher than that on the stock trans and torque converter.
The torque converter on the 68RFE and Aisin is too inefficient compared to Ford and GM's at putting the power to the ground unlocked in my opinion and needs a lower stall speed. This is one reason why it takes off so slow because it just spins wasting engine power and doesn't really take off until locked. A triple disc TC with a lower stall speed is a night and day difference from stock even without adding power.
It's not the torque converters, it's the puter limiting torque in lower gears to save parts. All manufacturers do this.
I know which is why I stated what I did in the following post. I was just commenting on what Lance asked me and added another reason why these two combos are slower in my opinion. There is a night and day difference in running the same tune on the stock converter on both these trans and an aftermarket triple disc converter with a lower stall speed. The pull from a triple disc with the lower stall speed unlocked almost feels like the stock one does locked while accelerating.- I just picked up my brandy new 2017 F350 Lariet Diesel Dually this last week. I can't wait to tow with it. Upgraded from a 2012 F250 gasser.....
