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  #111  
Old 09-22-2011, 01:32 PM
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I think you guys know this but just to clarify the term your using "lockup"....a converter never locks up unless the clutch locks, which would never happen under hard acceleration. There's always some slipping between the pump and turbine....but I think what you meant when saying "locked up" is when it reaches the stall rpm? Still a bit confused by the last response I'm not sure what you were getting at mgh, it didn't make sense to me ...
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  #112  
Old 09-22-2011, 01:41 PM
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Before someone decided to put a clutch in a TC, lockup meant that you had overcome all the slip possible and you were putting as much power through the trans as possible. When you are making real power, the only way to get a TC to stall so that you can leave at a higher RPM is to reduce the number of fins in the turbine and the housing, thus reducing the physical size of the TC. That is what I was talking about when I mentioned 11" and 8" TCs.
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  #113  
Old 09-22-2011, 01:45 PM
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Quote:
Before someone decided to put a clutch in a TC, lockup meant that you had overcome all the slip possible and you were putting as much power through the trans as possible. When you are making real power, the only way to get a TC to stall so that you can leave at a higher RPM is to reduce the number of fins in the turbine and the housing, thus reducing the physical size of the TC. That is what I was talking about when I mentioned 11" and 8" TCs.
Ok yeah I don't know enough about them to know about how the number of splines/diameter/etc...effects it but I just have been told by those companies that if I use the same converter as the hemi in my 4.7L mine will stall lower...and this makes sense to me...so that's why I'm skeptical of what you said. Not trying to be a jerk just saying, I'm hearing conflicting things.
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  #114  
Old 09-22-2011, 01:52 PM
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In addition to that I had a non lockup converter in my 1981 F100, and had the trans rebuilt and the converter modified to a 2000 stall (stock engine)...then I ripped the engine apart and built it up a little bit and it would stall at around 2300-2400 after that (added about 100-150 hp). The higher stall without a lockup SUCKED.
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  #115  
Old 09-22-2011, 01:59 PM
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I installed an R/T TC when I was NA and it flashed around 2500 RPM, when I added the turbos it would not flash past 2200 RPM.
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  #116  
Old 09-22-2011, 01:59 PM
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Quote:
Originally Posted by snrusnak View Post
I think you have it confused a bit.

545rfe - technically a six speed + reverse, but only 5 gears are used in normal upshifting. It has an extra second gear (2nd prime) for downshifting. 2nd prime can be accessed in other ways as well though (tow/haul mode, manual shifting).

65rfe - same as 545rfe but reprogrammed to use all 6 gears in normal driving upshifting.

66rfe - basically a 68rfe in 45rfe/545rfe casing.
Not Confused, the 65RFE is a 545RFE with new programming to allow the use of 2prime AND overdrive while in ERS mode. In the 2011's, if you were in ERS/Tow Haul it would also allow the use of 2prime but would not go into overdrive UNLESS you shifted back into Drive. While in Drive the 65RFE will NOT use 2prime and will shift identically to the 545RFE (Which yes I know has 2nd and 2 prime for passing/accelerating).

Quote:
Originally Posted by BlackRamHemi View Post
I think I know what 99Ram2500's point is

You can pretty much replicate how a 65RFE operates (6 forward gears) if you have a 545RFE.

Start out in ERS mode (in order to use 2nd prime), and manually switch it to D (exit ERS mode) to gain the extra overdrive gear once you get up to 5th.
Yup pretty much.

Quote:
Originally Posted by RadioFlyer View Post
That is correct, and both 66RFE and 68RFE have the same gear ratio and both are heavy duty transmissions. As far as I can tell, the only difference in strength is the 68RFE has a larger converter and pump (to run cooler imo). Other than that they both have the same beefy parts. The main reason for this post was to show the similarities between the two in order for everyone to get an idea of the compatibility with our 1500 trucks. Being that the valve body is the same as the 545RFE there are Sharadon stage 11 and 111 545RFE valve bodies among others that will work on these transmissions. Second, all of them are controlled by the TCM in the same manner making it a good posibility to modify it for use in the 1500 models for those interested.
Very True, plus the 68RFE has been out for a few years and has aftermarket parts already available on the diesel side. Would they work on the gasser? who knows
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  #117  
Old 09-22-2011, 02:04 PM
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Quote:
Not Confused, the 65RFE is a 545RFE with new programming to allow the use of 2prime AND overdrive while in ERS mode. In the 2011's, if you were in ERS/Tow Haul it would also allow the use of 2prime but would not go into overdrive UNLESS you shifted back into Drive. While in Drive the 65RFE will NOT use 2prime and will shift identically to the 545RFE (Which yes I know has 2nd and 2 prime for passing/accelerating).
Maybe I'm confused then....so the 65rfe is a 545rfe except in tow/haul mode it allows the 2nd overdrive? But in normal driving mode it will not use 2nd prime upshifting?

Everyone had been posting that the 65rfe will use 2nd prime while upshifting in normal driving mode...
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  #118  
Old 09-22-2011, 02:45 PM
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Quote:
Originally Posted by mgh View Post
RadioFlyer, yes your are correct. When I say move, I mean with all the power at full lockup. With these 11" converters, you are going to have some creep at lower rpm. When you are making big power and want to leave at 4500, you will more than likely need an 8" converter to that.
I'm not trying to get into a pissing match because you sound like you know pretty much what you're saying. But I don't care what size converter you use, they all have creep if that's what you want to call it. They are supposed to so you can drive it on the street or drive it to the staging lanes. Most important, you don't need a super car to use a 4500 stall and you don't need an 8" converter for all 4500 stalls. The size depends more on the rpms than it does the stall speed and not to mention BB vs SB. The object is to try and get close to your peak torque as possible. Some like to go a little higher and some like to go a little lower. That's where there are several differences of opinions and I have many that work just as good as each other and could write a book on. It just depends on what your liking is at the time and what you're going to use it for.
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  #119  
Old 09-22-2011, 03:02 PM
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Originally Posted by mgh View Post
I installed an R/T TC when I was NA and it flashed around 2500 RPM, when I added the turbos it would not flash past 2200 RPM.
I would imagine that it's probably because your torque curve (not peak) changed with the turbos. Never ran a turbo before so I wouldn't know what to do about that without asking around, that's weird. So what stall are you supposed to be using?
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  #120  
Old 09-22-2011, 03:04 PM
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Originally Posted by snrusnak View Post
Maybe I'm confused then....so the 65rfe is a 545rfe except in tow/haul mode it allows the 2nd overdrive? But in normal driving mode it will not use 2nd prime upshifting?

Everyone had been posting that the 65rfe will use 2nd prime while upshifting in normal driving mode...
Don't feel lonely, I thought the same thing so I'm confused now.
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