I am already one step ahead of you :unibrow:

Only manual transmissions for me automatics are for handicap people... :thumbsup:

Lmao :hail:

I'm with Payton King on this one. With that much power you are rowing through gears so fast that you don't know what is going on! I would go with the 4L80E + Shrifter for sure.

On an N/A motor I'd go stick, but with boost (or juice), I say go with the Auto to avoid potential "missed shift" tragedies at WOT. You've got too much into the motor to let a single missed shift potentially hurt it.

I've always preached this with nitrous, and with boost I feel the same way.

The previous comment regarding keeping the boost up during shifts is also a very valid point.

That, and Steevo's just plain cool...


SP~!

The F Bomb is using a 2 speed power glide and will add a gearvendors later. Strong combo.

I am 110% manualtrans guy and wont never go with automatic . But as Scotch said with insane power and boost good automatic will be easyer to drive and control. Johnnys engine will eat up T56 easily if miss shifted.

I forgot about this thread.

There have been LOTS of changes as of late:

--Mark Bowler has emerged as a master of electronic transmissions. His units are pricey, but so is an 800HP TT engine.
--Mark Bowler has also developed electronics that will allow you to seamlessly perform gear changes AND gear splits by way of my paddle shifter. So if you put a Gear Venders unit behind a 4L60E or 4L80E, you get a 6/8 speed manumatic. (Six speed with the selector in 3rd gear, eight speed with the selector in OD)
--We are working with Pro Torque to develop small diameter (light weight), high efficiency, multi disc lock up torque converters specifically for pro-touring automatics. We will put one in my car this week for final testing. We will follow up by putting one in the red car. Then I can explain in greater detail. We expect to start selling them in 60 days.
More from Bowler Transmissions:
--They offer valve bodies modified for engine braking. These are for 4L60E class transmissions. also available for the 4L60E is a revised solenoid schematic that turns it into a six speed. You can see and hear the modification in action. HERE

A question to add to the auto pile: Has anyone had any cooling (overheating) problems with the automatic trans or the torque converter ? How large a tranny cooler do you need, and between a radiator, intercooler, a/c fins, where have people located their tranny coolers ? What is the overall weight difference between a 4L80E versus a T-56/TKO-600? I want to use a Shrifter with a 4L80E on an upcoming project. Is the point the converter locks up completely programmable from a laptop ? With a laptop or other controller can you have multiple pre-programmed shift maps ? How many ? What are the available 4th gear ratios on the 4L80E ? i.e. how large a drop between 3rd and 4th can be put in to the 4L80E ?

Steevo (or Mark Bowler) - how much power CAN this transmission truly handle ? Assume the extreme case of slicks in a drag race environment. Sorry about all the questions but this is a great thread.

Dern Bruce! That's like 19 questions.
Cooler: Just cracked open my TCI 4L60E for the first time after positively crucifying it for the last four years during paddle shifter R&D. The pan was as clean as a whistle with the pan magnet catching any normal wear. Cooler capacity is 12"x4" for 500HP. I have not seen one single case of excessive heat due to manumatic control.
Lock-up. Yes completely laptop programmable and based on driven wheel speed.
Maps: Maps are handled two ways. Common pc files that are stored on your laptop and uploaded as needed AND tow or more variations that can be toggled by switch or sensor. In your case, I would run the PCS controller and use two load inputs--TPS and Boost. TPS would be the primary load input. Regarding the boost input, when the engine sees vacuum the trans is a *****cat. Boost? The calibration firms up.


That's it for now. More later or tomorrow.