Simply Volvo Posted March 13, 2013 Author Report Share Posted March 13, 2013 Ah okay. Well the testing is being done on my N/A as my t5r is getting a manual. Guess it will depend on the model. And yeah I wish the days the were longer. Link to comment Share on other sites More sharing options...
mercuric Posted March 13, 2013 Report Share Posted March 13, 2013 Oh, and one more thing, in case it makes any difference for anything... someone had mentioned the use of converter lockup to attain engine braking in 1st gear when the gear selector is in "L" -- It's actually not the converter lockup that attains the engine braking -- It's the application of the B3 band, which locks the front planetary set, keeping F2 (a freewheel) locked, which thus allows engine braking, although with converter slipage. I doubt this matters for paddle implementation, but sharing as a curiosity. I believe the 3 and L positions mechanically engage stuff in the tranny not controlled by solenoids (via the valve body, I'd presume) so it probably matters not.. but it's interesting none the less --vida snip-- Position L - 1st gear, engine braking Secondary shaft (P3): The driven final drive gear rotates clockwise. The driving final drive gear and the planetary gear carrier rotate counter-clockwise as a unit. B4 and F3 lock the sun gear so that it cannot rotate in any direction. The planetary gears rotate counter-clockwise and at the same time move counter-clockwise around the sun gear. The ring gear and the driven intermediate gear rotate counter-clockwise. Primary shaft (P1, P2): The driving intermediate gear and the planetary gear carrier rotate clockwise as a unit. B3 locks the front planetary train (P2) ring gear so that it cannot rotate in any direction, providing an engine brake. (In D and 3, B3 is not applied, so that no engine braking can be obtained, because of F2.) The outer planetary gears in P2 rotate counter-clockwise and at the same time move clockwise around the inner planetary gears, which rotate clockwise. The sun gear shaft rotates counter-clockwise, as B2 and B1 are not applied. The rear planetary train (P1) ring gear rotates clockwise. C1 connects the rear planetary train ring gear together with the input shaft so that they rotate clockwise as a unit. --vida snip-- Link to comment Share on other sites More sharing options...
Yea-but... Posted March 14, 2013 Report Share Posted March 14, 2013 Oh, and one more thing, in case it makes any difference for anything... someone had mentioned the use of converter lockup to attain engine braking in 1st gear when the gear selector is in "L" -- It's actually not the converter lockup that attains the engine braking -- It's the application of the B3 band, which locks the front planetary set, keeping F2 (a freewheel) locked, which thus allows engine braking, although with converter slipage. I doubt this matters for paddle implementation, but sharing as a curiosity. I believe the 3 and L positions mechanically engage stuff in the tranny not controlled by solenoids (via the valve body, I'd presume) so it probably matters not.. but it's interesting none the less --vida snip-- Position L - 1st gear, engine braking Secondary shaft (P3): The driven final drive gear rotates clockwise. The driving final drive gear and the planetary gear carrier rotate counter-clockwise as a unit. B4 and F3 lock the sun gear so that it cannot rotate in any direction. The planetary gears rotate counter-clockwise and at the same time move counter-clockwise around the sun gear. The ring gear and the driven intermediate gear rotate counter-clockwise. Primary shaft (P1, P2): The driving intermediate gear and the planetary gear carrier rotate clockwise as a unit. B3 locks the front planetary train (P2) ring gear so that it cannot rotate in any direction, providing an engine brake. (In D and 3, B3 is not applied, so that no engine braking can be obtained, because of F2.) The outer planetary gears in P2 rotate counter-clockwise and at the same time move clockwise around the inner planetary gears, which rotate clockwise. The sun gear shaft rotates counter-clockwise, as B2 and B1 are not applied. The rear planetary train (P1) ring gear rotates clockwise. C1 connects the rear planetary train ring gear together with the input shaft so that they rotate clockwise as a unit. --vida snip-- 3 posts and already schooling us??? I think we got a good one here Link to comment Share on other sites More sharing options...
Brad850 Posted March 14, 2013 Report Share Posted March 14, 2013 1) Use the sport/econ switch, when in paddle mode, to select two line pressure programs, econ for relaxed shifts that are easier on transmission internals, sport mode for firmer shifts. I'm 99 percent sure that quicker more harsh shifts are better for the transmission. Smooth = heat = bad. Link to comment Share on other sites More sharing options...
Simply Volvo Posted March 14, 2013 Author Report Share Posted March 14, 2013 Yeah really the only thing that would be bad is not using lockup enough and over heating the trans. During lots and lots of wot. An external cooler would solve this issue tho. The stock box pops on and off lockup as often as possible during cruise etc to not only make it more efficient but make it run cooler cause there will virtually no slip. I've done plenty of 6500rpm 100% line pressure shifts and nothing has happened yet Link to comment Share on other sites More sharing options...
Osko1337 Posted March 20, 2013 Report Share Posted March 20, 2013 Just read this thread for the first time today. You seem to be making excellent progress! I am definitely interested in buying one once you get to the production stage. Just out of curiosity (this may be a stupid question), will setting up the paddles and wiring be a fairly simple and straightforward process? How long did it take you to wire and place the microswitches that you're currently using as shifters? Keep up the great work! I will definitely be keeping an eye on this thread. Link to comment Share on other sites More sharing options...
Simply Volvo Posted March 20, 2013 Author Report Share Posted March 20, 2013 Just read this thread for the first time today. You seem to be making excellent progress! I am definitely interested in buying one once you get to the production stage. Just out of curiosity (this may be a stupid question), will setting up the paddles and wiring be a fairly simple and straightforward process? How long did it take you to wire and place the microswitches that you're currently using as shifters? Keep up the great work! I will definitely be keeping an eye on this thread. It will be very simple. You ground one end of each of the microswitches to the chassie, then you run the other two wires through the firewall and they plug into the TCU. Link to comment Share on other sites More sharing options...
Ol' Dirty Noodle Posted April 11, 2013 Report Share Posted April 11, 2013 so will this work with the AW55? I'm finishing up my manual swap but considering building up the old auto to couple with something like this for either my own personal track rat or to sell Link to comment Share on other sites More sharing options...
Simply Volvo Posted April 12, 2013 Author Report Share Posted April 12, 2013 Since your s40 is me7 it will not work with the current board. Link to comment Share on other sites More sharing options...
mercuric Posted April 12, 2013 Report Share Posted April 12, 2013 Man, I really needed to enable notifications of replies.. lol. Been a while. Anyways... good point on the excessive lockup action to keep it cool! I believe it's a bit of a tradeoff between less heat and less impact stress force. Heat can be dissipated with a proper cooler, however stress forces of quick component engagement can't. There's a happy medium. Beyond the transmission internals, hard shifts place a strong load on motor mounts, subframe mounting, etc. That said, I've never forced mine into 100% line pressure, so you'd know more than I would how harsh it really gets... some auto trannys at max line pressure shift like you are doing neutral drops! So how is full line pressure on these beasts? Link to comment Share on other sites More sharing options...
Ol' Dirty Noodle Posted April 14, 2013 Report Share Posted April 14, 2013 Since your s40 is me7 it will not work with the current board. not me7 Siemen's ECM2000 Link to comment Share on other sites More sharing options...
Simply Volvo Posted April 15, 2013 Author Report Share Posted April 15, 2013 not me7 Siemen's ECM2000 Ahh interesting. My bad then. I will try and find out some more info and see if its possible. Link to comment Share on other sites More sharing options...
ARD - Lucky Posted April 15, 2013 Report Share Posted April 15, 2013 EMS2000 - Might not be plug and play for your trans but will be close, some light wire repinning would likely do it! Link to comment Share on other sites More sharing options...
Simply Volvo Posted April 15, 2013 Author Report Share Posted April 15, 2013 I gotta get going again on this project. Just finished up with my t5r manual swap and all so I have more free time. Link to comment Share on other sites More sharing options...
videogoslim Posted April 29, 2013 Report Share Posted April 29, 2013 Видео ютуб улётное http://youtu.be/knL93B57iiI Прикольное видео секс knL93B57iiI X2sdWXysJIc video youtube http://www.youtube.com/user/aeytovaresch/ Вот ещё прикольное Видео video Link to comment Share on other sites More sharing options...
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