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Transmission temp or pressure
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quote:
Originally posted by imakehp:
quote:
Originally posted by FTI:
quote:
Originally posted by imakehp:
This is kinda related to this discussion, so I'm asking what pressure is going through the cooler lines on a glide?


Pressure in the cooler lines is "charge pressure" also known as "converter charge pressure". Fluid travels into the converter, goes through the converter(where most of the heat in a properly built transmission is made) and then travels through the pump/case to the cooler lines/cooler and back into the transmission.

Charge/converter pressure DOES effect how a converter behaves. The general rule of thumb of less pressure=looser converter and more pressure=tighter converter. This is popular with turbo guys because we have to play a balancing act with the converter between spool times(being loose enough) and converter efficiency down track(being tight enough). By using a dump valve and electronically manipulating charge pressure we can make playing that balancing act easier.

And yes I have seen bracket racers use it is varying situations as well. Once must also keep in mind that the dump valve is not an end all be all fix to a converter being set correctly for the car. Its best used as I described it above for turbo applications or as a fine tuning tool on the fly until the converter can be properly adjusted.

...

Sorry got a little side tracked there with the charge pressure and dumps. back to the main question; the reason I prioritize charge pressure over line pressure is logging line pressure is only going to serve as a premonition to a transmission issue that will most likely lead to some sort of service anyway. And for myself, if I'm pulling a transmission for a suspected issue, I'm going to go through the entire unit while its out to be safe. Where If I'm logging charge pressure I can see how charge pressure goes up and down. and correlate that to how consistent the car is or isn't, no different than tracking DA, humidity, wind speed/direction, track conditions or anything else that might effect the cars consistency.

to be clear this is MY preference. Others are welcome to establish a preference of their own. There is no right or wrong way. I offered my own reasoning behind my decision so that others can make their own educated decisions.

-Dalton



Geez.....I just wanted to know what pressure the cooler lines are subjected to... I used 250 psi rated hose to plumb my new trans cooler and wanted to make sure it was a high enough rating....



250 psi rated hoses are fine. Cooler line pressure are no where that high.
 
Posts: 2961 | Location: Boon Docks, FL | Registered: March 22, 2005Reply With QuoteReport This Post
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quote:
Originally posted by Trans Lady:
quote:
Originally posted by imakehp:
quote:
Originally posted by FTI:
quote:
Originally posted by imakehp:
This is kinda related to this discussion, so I'm asking what pressure is going through the cooler lines on a glide?


Pressure in the cooler lines is "charge pressure" also known as "converter charge pressure". Fluid travels into the converter, goes through the converter(where most of the heat in a properly built transmission is made) and then travels through the pump/case to the cooler lines/cooler and back into the transmission.

Charge/converter pressure DOES effect how a converter behaves. The general rule of thumb of less pressure=looser converter and more pressure=tighter converter. This is popular with turbo guys because we have to play a balancing act with the converter between spool times(being loose enough) and converter efficiency down track(being tight enough). By using a dump valve and electronically manipulating charge pressure we can make playing that balancing act easier.

And yes I have seen bracket racers use it is varying situations as well. Once must also keep in mind that the dump valve is not an end all be all fix to a converter being set correctly for the car. Its best used as I described it above for turbo applications or as a fine tuning tool on the fly until the converter can be properly adjusted.

...

Sorry got a little side tracked there with the charge pressure and dumps. back to the main question; the reason I prioritize charge pressure over line pressure is logging line pressure is only going to serve as a premonition to a transmission issue that will most likely lead to some sort of service anyway. And for myself, if I'm pulling a transmission for a suspected issue, I'm going to go through the entire unit while its out to be safe. Where If I'm logging charge pressure I can see how charge pressure goes up and down. and correlate that to how consistent the car is or isn't, no different than tracking DA, humidity, wind speed/direction, track conditions or anything else that might effect the cars consistency.

to be clear this is MY preference. Others are welcome to establish a preference of their own. There is no right or wrong way. I offered my own reasoning behind my decision so that others can make their own educated decisions.

-Dalton



Geez.....I just wanted to know what pressure the cooler lines are subjected to... I used 250 psi rated hose to plumb my new trans cooler and wanted to make sure it was a high enough rating....



250 psi rated hoses are fine. Cooler line pressure are no where that high.


Xlnt....thank you for the info...


.
Dave



F J B

 
Posts: 4436 | Location: Earth | Registered: February 08, 2006Reply With QuoteReport This Post
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Cooler line pressure 75 psi +/- generally I see 40 or less

This message has been edited. Last edited by: 67TSCHEVY2,
 
Posts: 1231 | Location: middle georgia | Registered: July 20, 2003Reply With QuoteReport This Post
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Originally posted by 67TSCHEVY2:
Cooler line pressure 75 psi +/- generally I see 40 or less


so mine is more then this, what does that mean as far as how its working?


J.R. Baxter

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Posts: 1512 | Location: Waxahachie | Registered: July 04, 2005Reply With QuoteReport This Post
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My husband has a TD and his cooler line pressure fluctuates to has high as 85 psi.
 
Posts: 2961 | Location: Boon Docks, FL | Registered: March 22, 2005Reply With QuoteReport This Post
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Posts: 1231 | Location: middle georgia | Registered: July 20, 2003Reply With QuoteReport This Post
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quote:
Originally posted by 67TSCHEVY2:
Good video from Hughes: https://youtu.be/cNuVmMu2uxk?feature=shared


And it refers to converter charge pressure as taken from the VB going to converter, NOT the cooler line.
If you watch the other 2 videos that follow this one they speak more about cooler line dump valves ALONE having minimal if any effect on charge pressure, they must be combined with a internal VB dump valve to have any real effect.
This proves what I said earlier, I tried working with one for a whole season on my TD with multiple different configurations and cooler pressures and did not get the on track results I wanted so I took it all off.

This message has been edited. Last edited by: Big Steve,
 
Posts: 2388 | Location: Moving back to the door side | Registered: April 30, 2010Reply With QuoteReport This Post



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This is a little bit off the subject of fluid pressures and so forth but it is about transmissions. I have always wondered why the higher horsepower cars don't run a Lencodrive or a Bruno Lenco or something similar.

If they are able to withstand the abuse wouldn't they be better than a powerglide? Even if the cost is considerably higher?

Just curious.


Clowns to the left of me, Jokers to the right. Here I am.......
 
Posts: 5291 | Location: stuck in the middle with you! | Registered: March 11, 2002Reply With QuoteReport This Post
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Thanks to Dalton I guess the choice was made just do all 3 two pressure and temp sensor and few cables. Heck eating lunch is overrated anyway.Lol Now if just get stupid driver to remember to activate the computer before stagging.




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Posts: 4156 | Location: Greensboro NC | Registered: May 24, 2011Reply With QuoteReport This Post
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