Does this thread have some legs or what? I am adding video so that people can see how this stuff works.

Strap on your helmet and crank those speakers. Listen for the engine braking, and watch the gauges. 12 o' clock positios are 80mph and 5K rpm. What you are seeing here is the 4L65RR manumatic. It's a collaborative effort between Bowler Transmissions, Compushift transmission control, Twist/Pro Torque MuscleDrive torque converters and Twist Machine Shrifter® paddle shifter.

Probably the most interesting and most overlooked distinction between a manual and an automatic is that the auto provides torque multiplication. So take note of how the car rockets off corners.
Thanks for looking

Steve,
Great video!

I got some questions for:
How big is your steering wheel? 350mm?

Why do you have the compushift mounted in your car? What are you monitoring?

How big is the stall in your car?

Are you running a trans cooler? If so, what trans cooler, and where did you mount it?

Yup--350mm. Works best in muscle cars. I've tried 330mm and smaller. They look like the steering wheel equivalent of a shrunken head.

Converter is our 9.5" 2500 stall MuscleDrive™ billet converter. Super tight and locked up at low revs, but listen to it scream at WOT!!! The torque multiplication provides a slingshot effect that can't be achieved with a manual (or OE style 11-12" converter). Nothing like it. We have comprehensive answers to questions that the other guys haven't even asked yet.

A few of our customer store the Compushift display/tuner in the glove compartment. But most mount it line of sight. First and foremost, you can tune on the fly without having a laptop sliding around on the passenger seat or taking your eyes off the road. No need for a helper. From there, the Compushift display shows gear position. In automatic mode, gear display shows 1, 2, 3, 4--4, 3, 2, 1. In paddle shift mode, it shows S1, S2, S3, S4--S4, S3, S2, S1. That's the primary reason to mount it line of sight. And it doesn't rotate with the steering wheel. The display/tuner also shows lock up status, trans temp, vehicle speed, line pressure, rpm. It even has a built in accelerometer. So you can do simulated rear wheel dyno runs as well as inline accelerative/braking g-loads. Again: Nothing like it.

At Gingerman, The Bowler 4L65RR never exceeded 205 degrees F. Which is great considering that the Redline Oil Synthetic D4 is rated to almost 400 degrees F. Vinnie's car is now testing Redline Oil Synthetic D6 which is stable past 400 degrees F. D6 is also thinner, so shifts happen faster. I can't believe how quick the shifts are in Vinnie's 4L80E. Bowler has perfected the blueprinting and calibration process for manumatics. Shifts are quick, but never harsh. Best way to describe it is "Oomph!"--a quick tug.

Oops! Forgot about the cooler: Mine is a 11" by 5" secured to the front of the core support with simple hardware store flat stock. My car has a B&M super cooler as listed on our website HERE, but any good plate style cooler will work.

About how quick and responsive are the shifts?
Basically what I'm asking for is, a Ferrari gearbox with paddle shifters supposedly will shift is milliseconds (not that I've driven one to know how quick that feels), but low end sports cars with manumatic modes I've driven feel like they take hours to shift when youre waiting for them at high rpms.
I'm assuming it is somewhere in between but just concerned about the lag between hitting the paddle and the actual shift

In the vid are you shifting it or is the trans in drive ? I couldnt see much engine braking .

Lots of track left out of T9 btw ...
I really wish I could have seen more than just a little vid .
Why does the vid skip just out of T5 differant laps ,??
I saw 6200 rpm on the front straight , :wow: couldnt detect a downshift into turn one .

Every transmission provides torque multiplication until you are at 1 to 1

Actually -- what he is referring to is the term "torque multiplication" of the TORQUE CONVERTER.... and some folks then get that in their mind that the automatic must multiply the torque somehow... which, as you pointed out... is wrong. Torque multiplication occurs only when referring to the torque converter and some do this better than others depending on the design of various components making up the converter.

What the feeling is of the automatic vs the manual is the stall of the converter allowing the engine to flash to peak torque which the manual won't do. Whether there is a plus or minus in that is debatable I think... since there is lag induced during the flash period which may or may not be made up for.

Big difference -- Ferrari is a multi clutch (meaning anything more than ONE) and a manual transmission.... It is NOT a paddle shifted AUTOMATIC.

Here is the awnser to all your prairs. T56 with pedal shifter or stick. you stil use the clutch, but that dont matter this is the bisenis http://www.mastershift.com/ chek video,s ..

Actually, torque multiplication occurs anytime that there is a significant difference in rpm between a torque converter's primary elements: The Turbine and the Pump. Picture a given volume of fluid being fed into the Turbine (output side) when the Pump (engine side) is spinning at the same speed. Now picture that the pump is feeding an additional volume of fluid when the engine is spinning at a much greater speed that the input shaft of the trans. As long as that speed differential is great torque multiplication is in the house. The 3rd element, the stator, changes the direction of fluid.

Of course, maximum torque multiplication occurs at the start of a drag race where the vehicle is not moving with the engine at maximum stall speed, but rest assured that if there is a 2000 rpm differential like a downshift at the beginning of a straight, torque multiplication exists.

So the three pedal car is better at diving into turns, as the car benefits from true engine braking. Coming out of that same turn and onto a straight, an otherwise equivalent 2 pedal car can perform more work across the subsequent straight because of torque multiplication. That assumes that a downshift is made coming onto the straight to induce the rpm difference. The 3 pedal car completes it's shifts going into the corner, the 2 pedal car saves a 3-2 downshift for coming onto the straight.

Visualized as an data acq graph across that given straight:
The 3 pedal car: Will show a rising rate diagonal graph.
The 2 pedal car: Will show a near vertical spike followed by a flatter curve near torque peak across the length of that straight.

'Hope that helps....

I went with the T56 Magnum (Had a turbo 400) for my 68 Firebird. Im only making 625hp though.