Another S/C is in!
02-23-2005, 07:58 AM
#81
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Originally Posted by midiwall
The 7th kit from TRD works well, but it's not tweakable. The URD kit is a lot more work to install, but is VERY tweakable.
Dave
Last edited by TRDOLMAN; 02-23-2005 at 08:01 AM.
02-23-2005, 10:35 AM
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Originally Posted by TRDOLMAN
Mark, my truck seems to run best at 11.8 to 12.1 AFR. Gadget said in a post somewhere that he trys to street tune to 11.8.
Dave
Dave
02-23-2005, 11:54 AM
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Originally Posted by turboale
Dave,
Did he say that he would prefer us to call him or is the email ok?
Filthy,
Have you heard anything back?
Did he say that he would prefer us to call him or is the email ok?
Filthy,
Have you heard anything back?
I guess I'm just gonna give him a call the first of the week.
02-23-2005, 12:02 PM
#85
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Ha,
I don't think there are that many people around that have S/Cs and no tranny mods...
Much less that want to spend another $500. Oh well, we can try. We should post something up on the TTORA forums too. Ive already got a membership there, want me to do it?
I don't think there are that many people around that have S/Cs and no tranny mods...
Much less that want to spend another $500. Oh well, we can try. We should post something up on the TTORA forums too. Ive already got a membership there, want me to do it?
02-23-2005, 12:03 PM
#86
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Originally Posted by TRDOLMAN
Mark, my truck seems to run best at 11.8 to 12.1 AFR. Gadget said in a post somewhere that he trys to street tune to 11.8.
Dave
Dave
I'm off to add fuel into my WOT column.
02-23-2005, 12:06 PM
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Originally Posted by midiwall
Really? Okay, then I stand corrected. Everything I had read pointed to aiming at "the classic" 12.7.
I'm off to add fuel into my WOT column.
I'm off to add fuel into my WOT column.
02-23-2005, 12:29 PM
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Originally Posted by turboale
Ha,
I don't think there are that many people around that have S/Cs and no tranny mods... Much less that want to spend another $500. Oh well, we can try. We should post something up on the TTORA forums too. Ive already got a membership there, want me to do it?
I don't think there are that many people around that have S/Cs and no tranny mods...
Much less that want to spend another $500. Oh well, we can try. We should post something up on the TTORA forums too. Ive already got a membership there, want me to do it?Dave
02-23-2005, 01:15 PM
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Originally Posted by turboale
Ha,
I don't think there are that many people around that have S/Cs and no tranny mods... Much less that want to spend another $500. Oh well, we can try. We should post something up on the TTORA forums too. Ive already got a membership there, want me to do it?
I don't think there are that many people around that have S/Cs and no tranny mods...
Much less that want to spend another $500. Oh well, we can try. We should post something up on the TTORA forums too. Ive already got a membership there, want me to do it?
02-23-2005, 06:08 PM
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Originally Posted by turboale
What kind of % are we looking at if we get the 10 peeps?
I need to know what to tell the other forums...
I need to know what to tell the other forums...
02-24-2005, 02:51 AM
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Hi all,
I finally got to this thread.
First off, I see talk of other shops- that's fine if you want to be the experimental vehicle.
If you would rather deal with a shop that has done over 100 mods for Toyota trucks alone, never mind anything else, you may want to go with us. We have done the development work already and our products speak for themselves.
If your only concern is price, then I guess you need to shop around and find the least expensive place and go there.
If you search any of these forums, I'm sure you can find many testimonials about our work and customer service.
That said, I can give a description of the mod, which may have been posted elsewhere before.
As you know, the Toyota 340 series of transmissions are generally very well made and demonstrate excellent durability in unmodified applications. The framework is present for an extremely strong transmission that is to be used for a performance application.
The problem is that the original calibration is engineered for driver comfort rather than ultimate strength. The soft, sliding shifts that are part of the original design are not appropriate for increased horsepower applications, towing, off road, racing, etc. These calibration inadequacies quickly manifest themselves as extremely poor shift quality, and more often than not, severe damage to the gear box is soon to follow.
Without going into too much technical detail, the factory shortcomings can be addressed through modification and recalibration of the control valve assembly, a.k.a. the valve body.
The valve body is a component that is comprised of valves, solenoids, an orifice plate and an intricate series of passages- it is the most complex part of the most complex part of a vehicle- the automatic transmission.
The function of the valve body is to act as the "brain" of the automatic transmission- it directs hydraulic pressure to the appropriate clutches and bands at the right time to initiate upshifts, down shifts, reverse, converter clutch application, etc. As well as controlling shift timing and shift quality, it is also responsible for directing hydraulic pressure to the cooler and the lubrication circuit.
As you can imagine, the transmission's operation can be drastically altered and also customized to the application through modifications to this component. We have been working with these transmissions for many years. Most of our development work has been done on the Toyota Supra, which uses a slightly different configuration of this same transmission. Our modified 340 transmissions are out there handling up to about 700 horsepower and the main reason that this is possible is because of the modifications to the valve body that we have developed.
When someone with a 4Runner had found us through the Supra community, we began working on modifications that were more appropriate for Toyota trucks- especially those that were needing to handle the additional power that accompanies the installation of a supercharger. The results were very favorable and we have become the main source of modified valve bodies among 4Runner and Tacoma owners.
At the risk of oversimplification, there are a few things that are done in concert to create much more favorable operation of the gearbox.
The first thing that needs to be done is to increase the hydraulic operating pressure of the transmission- this pressure is known as "line pressure". All hydraulic functions of the trans are based on this pressure- what is especially of concern, for these purposes, is the clamping force which is applied to the clutches and bands to get them to hold against engine torque. In simple terms, increased engine output is complemented by increased line pressure and increased "clamp" on the clutches- this can be likened to a performance clutch with a heavier spring in a manual transmission equipped vehicle.
The idea is to raise this pressure only slightly at light throttle but increase it by 30-40% at full throttle where it is needed. The effect of this is shifts that are not overly uncomfortable at lower throttle openings, but at heavy throttle, we can accomplish firm shifts with short clutch application time and increased clamping force.
An additional benefit of this is increased flow through the transmission cooler and lube system.
Secondly, hydraulic pressure is normally routed through an orifice in a metal "separator plate" that resides between the two halves of the valve body before it gets to its intended destination. By altering these orifices, we can increase the volume of hydraulic oil that is used to apply the various clutches and bands. This is where some customizing can be done for the given application, and to some degree, to customer preference.
The final part of modification is the alteration of the accumulator circuits. These are hydraulic circuits that are parallel to the components that are used for upshifting. Their function is to absorb or "accumulate" some of the hydraulic pressure that is intended to apply a clutch pack. By limiting the action of what is essentially a "shock absorber" for each upshift, we are able to further reduce clutch lock up time and shift lag at wide open throttle.
The end result is that shift time is reduced by 40 to 80%, depending on the customers preference regarding the amount of acceptable shift feel. The clamping force that is required to apply the clutches and bands is increased by 30 to 40% at full throttle. Flow through the cooler and lube circuit is increased and the converter clutch application time is also reduced.
-John
I finally got to this thread.
First off, I see talk of other shops- that's fine if you want to be the experimental vehicle.
If you would rather deal with a shop that has done over 100 mods for Toyota trucks alone, never mind anything else, you may want to go with us. We have done the development work already and our products speak for themselves.
If your only concern is price, then I guess you need to shop around and find the least expensive place and go there.
If you search any of these forums, I'm sure you can find many testimonials about our work and customer service.
That said, I can give a description of the mod, which may have been posted elsewhere before.
As you know, the Toyota 340 series of transmissions are generally very well made and demonstrate excellent durability in unmodified applications. The framework is present for an extremely strong transmission that is to be used for a performance application.
The problem is that the original calibration is engineered for driver comfort rather than ultimate strength. The soft, sliding shifts that are part of the original design are not appropriate for increased horsepower applications, towing, off road, racing, etc. These calibration inadequacies quickly manifest themselves as extremely poor shift quality, and more often than not, severe damage to the gear box is soon to follow.
Without going into too much technical detail, the factory shortcomings can be addressed through modification and recalibration of the control valve assembly, a.k.a. the valve body.
The valve body is a component that is comprised of valves, solenoids, an orifice plate and an intricate series of passages- it is the most complex part of the most complex part of a vehicle- the automatic transmission.
The function of the valve body is to act as the "brain" of the automatic transmission- it directs hydraulic pressure to the appropriate clutches and bands at the right time to initiate upshifts, down shifts, reverse, converter clutch application, etc. As well as controlling shift timing and shift quality, it is also responsible for directing hydraulic pressure to the cooler and the lubrication circuit.
As you can imagine, the transmission's operation can be drastically altered and also customized to the application through modifications to this component. We have been working with these transmissions for many years. Most of our development work has been done on the Toyota Supra, which uses a slightly different configuration of this same transmission. Our modified 340 transmissions are out there handling up to about 700 horsepower and the main reason that this is possible is because of the modifications to the valve body that we have developed.
When someone with a 4Runner had found us through the Supra community, we began working on modifications that were more appropriate for Toyota trucks- especially those that were needing to handle the additional power that accompanies the installation of a supercharger. The results were very favorable and we have become the main source of modified valve bodies among 4Runner and Tacoma owners.
At the risk of oversimplification, there are a few things that are done in concert to create much more favorable operation of the gearbox.
The first thing that needs to be done is to increase the hydraulic operating pressure of the transmission- this pressure is known as "line pressure". All hydraulic functions of the trans are based on this pressure- what is especially of concern, for these purposes, is the clamping force which is applied to the clutches and bands to get them to hold against engine torque. In simple terms, increased engine output is complemented by increased line pressure and increased "clamp" on the clutches- this can be likened to a performance clutch with a heavier spring in a manual transmission equipped vehicle.
The idea is to raise this pressure only slightly at light throttle but increase it by 30-40% at full throttle where it is needed. The effect of this is shifts that are not overly uncomfortable at lower throttle openings, but at heavy throttle, we can accomplish firm shifts with short clutch application time and increased clamping force.
An additional benefit of this is increased flow through the transmission cooler and lube system.
Secondly, hydraulic pressure is normally routed through an orifice in a metal "separator plate" that resides between the two halves of the valve body before it gets to its intended destination. By altering these orifices, we can increase the volume of hydraulic oil that is used to apply the various clutches and bands. This is where some customizing can be done for the given application, and to some degree, to customer preference.
The final part of modification is the alteration of the accumulator circuits. These are hydraulic circuits that are parallel to the components that are used for upshifting. Their function is to absorb or "accumulate" some of the hydraulic pressure that is intended to apply a clutch pack. By limiting the action of what is essentially a "shock absorber" for each upshift, we are able to further reduce clutch lock up time and shift lag at wide open throttle.
The end result is that shift time is reduced by 40 to 80%, depending on the customers preference regarding the amount of acceptable shift feel. The clamping force that is required to apply the clutches and bands is increased by 30 to 40% at full throttle. Flow through the cooler and lube circuit is increased and the converter clutch application time is also reduced.
-John
02-24-2005, 05:09 AM
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John sent me the intructions and some pics for the VB . Great pics, very clear. The intructions for removal, packaging and re-install are very well written. Time to yank this out and get it in the mail.
Thanks for your quick response John
--Eric
Thanks for your quick response John
--Eric
02-25-2005, 09:48 AM
#94
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Originally Posted by FilthyRich
John sent me the intructions and some pics for the VB . Great pics, very clear. The intructions for removal, packaging and re-install are very well written.
http://www.importperformancetrans.com/downloads.shtml
Thanks for your quick response John
02-25-2005, 01:45 PM
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Originally Posted by midiwall
Are they different than what's downloadable from the site?
http://www.importperformancetrans.com/downloads.shtml
Yeup... John's awesome.
http://www.importperformancetrans.com/downloads.shtml
Yeup... John's awesome.
02-25-2005, 06:06 PM
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Actually, the new instructions haven't been uploaded to the site- the only major difference is the shipping address and phone number.
Please don't send valve bodies to our old address- use the contact info at the top of every page.
The new sheet should be up over the weekend sometime
-John
Please don't send valve bodies to our old address- use the contact info at the top of every page.
The new sheet should be up over the weekend sometime
-John
02-25-2005, 06:37 PM
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Originally Posted by Transdude
Actually, the new instructions haven't been uploaded to the site- the only major difference is the shipping address and phone number.
Please don't send valve bodies to our old address- use the contact info at the top of every page.
The new sheet should be up over the weekend sometime
-John
Please don't send valve bodies to our old address- use the contact info at the top of every page.
The new sheet should be up over the weekend sometime
-John
02-26-2005, 02:53 AM
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Originally Posted by FilthyRich
my bad
By the way, if you guys want to do some type of group buy, one of you needs to contact me directly and we can discuss the particularities.
FlithyRich? Anyone?
-John
02-26-2005, 09:52 AM
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John,
I was not trying to question your work, and I'm sure you know what your doing. I also didn't really plan on going with them because I have heard you can really get screwed if they mess it up. I was just offering an alternative... I'm game for one, I'll be sending you the part around the 10th of march because that is my spring break and I won't need the truck as I will be out of the country.
I was not trying to question your work, and I'm sure you know what your doing. I also didn't really plan on going with them because I have heard you can really get screwed if they mess it up. I was just offering an alternative... I'm game for one, I'll be sending you the part around the 10th of march because that is my spring break and I won't need the truck as I will be out of the country.
02-26-2005, 01:21 PM
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Originally Posted by Transdude
Not the end of the world
By the way, if you guys want to do some type of group buy, one of you needs to contact me directly and we can discuss the particularities.
FlithyRich? Anyone?
-John
By the way, if you guys want to do some type of group buy, one of you needs to contact me directly and we can discuss the particularities.
FlithyRich? Anyone?
-John
Eric
