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Nissan Patrol GU4 2006 with Cummins ISDE4.5 270HP , 830 NM Engine Conversion
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Who made the TC for you? What is the maximum torque the locking mechanism can handle? Is it the same size as RE4 TC? I was told the custom RE4 low stall TC the locking mechanism can handle about 450 to 500 mm only?. But when unlocked, it can handle about 800 if it is a built RE4.

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GQ Dual Cab. TD42Ti with fruit.
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Discussion Starter #102
Who made the TC for you? What is the maximum torque the locking mechanism can handle? Is it the same size as RE4 TC? I was told the custom RE4 low stall TC the locking mechanism can handle about 450 to 500 mm only?. But when unlocked, it can handle about 800 if it is a built RE4.

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Wholesale Automatics get it done by someone else I think, but branded as their product. It is different to the RE4 I was told. Very different apparently. I have never had any discussions with anyone about the limits of the converter, I have not heard of this before.
 

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GQ Dual Cab. TD42Ti with fruit.
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Discussion Starter #104
what ATF/viscosity are you running? can you run a higher index viscosity to lower stall?
I have no idea at all actually! I was not aware that you had the option to do this. I would think that if it was possible, it would be something that would need to be done with great caution, as every system runs on this fluid. I am using a full synthetic Penrite fluid (ATF MV FS) that has a good rep, and is rated for the RE5 or course.

At this point, I am still doing electronics. But I am not convinced the converter is not a best option anyway, as it a 4wd, and must do a few things well, rather than specialise like a drag car. So while I am testing it with no weight in it, and think the stall could be a bit lower, loaded up and with a boat on the back would be a different story altogether. And it needs to do both well.
 

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Discussion Starter #105
Electronic tuning is progressing, with the torque converter unlocking appropriately, and 5th gear to 4th gear down shift being the most difficult to get right. It is getting closer though, so really down to fine tuning now I think.
 

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Electronic tuning is progressing, with the torque converter unlocking appropriately, and 5th gear to 4th gear down shift being the most difficult to get right. It is getting closer though, so really down to fine tuning now I think.
Getting that last 10% spot on will take 90% of the time and fiddling.
 

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Getting that last 10% spot on will take 90% of the time and fiddling.
The old tried and tested engineering 80-20 rule, the last 20% of a project takes 80% of the time
 

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it took me quiet sometimes to get all the programming right. I had to send some log files to the suppliers for some assistant ( mine is from the the shiftkit.com.au, and also stage 3 - heavy duty valve body). by the way, do you have a ATF temperature sensor? the increased torque and higher fluid pressure will also increase the ATF temperature. so i managed to have the TC (factory RE4) locked @ difference speed
and unlocked at about 56% of throat position.
 

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Discussion Starter #110
how does it feel overall with the new tc fitted to it? better response and what not?
Yes it is better than before. It is an auto though, so will never feel as responsive as the manual, so I need to adjust my thinking to that. You do lose a lot of drive with an auto, at least that is how it feels to me.
 

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Discussion Starter #111
it took me quiet sometimes to get all the programming right. I had to send some log files to the suppliers for some assistant ( mine is from the the shiftkit.com.au, and also stage 3 - heavy duty valve body). by the way, do you have a ATF temperature sensor? the increased torque and higher fluid pressure will also increase the ATF temperature. so i managed to have the TC (factory RE4) locked @ difference speed
and unlocked at about 56% of throat position.
Yes I have a temp sensor. Being fully electronic, the RE5 has all this built in to it already. It shows up on the digital display as one of the normal parameters. Same as TCC, it is adjustable, by way of lock up speed, differential for unlock speed, throttle position referenced, selected gears, automatic or sequential or both etc. Quite complex. No need for a modified valve body on the RE5 with a programmable TCU, as the electronics control the valves.
 

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Discussion Starter #112
Getting that last 10% spot on will take 90% of the time and fiddling.
No doubt. It is pretty close, but I have some minor issues that are proving to be complex problems to fix.

And no instruction manual!!!!!!! :mad:
 

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Shayne is your RE5 the early tranny with the TCU inside the 4WD LH kick panel or the later one with the TCU inside the box?
Thanks - Leigh
 

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Yes I have a temp sensor. Being fully electronic, the RE5 has all this built in to it already. It shows up on the digital display as one of the normal parameters. Same as TCC, it is adjustable, by way of lock up speed, differential for unlock speed, throttle position referenced, selected gears, automatic or sequential or both etc. Quite complex. No need for a modified valve body on the RE5 with a programmable TCU, as the electronics control the valves.
The RE4 has the built in temperature sensor as well. The log file showing the highest temperature was 83 degrees, however, the ATF outlet temperature reading could be much higher when pushed hard on long hill climbing with the TC being unlocked.

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I have found that when the RE4 outlet temperature reading was at 85 degrees, the return line temperature reading was only 55 degrees ..this is the reason the log file only showing average temperature after the cooler return ATF mixed with the hot ATF.....but on the hey when the TC is locked, the outlet ATF is only 45 to 50 degrees

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Discussion Starter #116
Shayne is your RE5 the early tranny with the TCU inside the 4WD LH kick panel or the later one with the TCU inside the box?
Thanks - Leigh
The Patrol version of the RE5 has the external TCU, which is why it is easily replaced.
 

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Discussion Starter #118
how do you feel the lockup clutch will handle your power level? has there been any word on this? hows testing going anyway. going well?
After patrol97 raised the issue I asked Rodney the question in regards to the TC clutch strength, and what are the limits for how I could use it. No issues with strength that he knows of, never had a problem so far.

And I don't think normal driving will cause a problem, as the more work I have done with it, the more I have gone towards conventional use, and that is having lock-up in 5th at near cruising speeds. I have tried it locking up in 4th at 65kmh etc as a test, as that is what the manual would do, but that negates what the auto does well, and causes some issues with unlocking points too. I am not used to driving an auto, so I have had to adjust my thinking. Once I did that, and made a few changes it started working a lot better, so now the lockup is only in 5th and coming on at about 90kmh. This is working well. And of course, the manual lockup switch can be used at any time, so I am only dialling in the automatic parameters.

Now that it have it a lot closer to where it needs to be it is working well. I have had to learn a great deal, just to be able to understand how to set it up, and this has taken most of the time. Like most things, the second time you did it would be much easier. Just learning the software for the RE5 (RE4 is simpler from what I know) has taken days and days. And there have been wiring issues with the instructions, and software problems I have found (two requiring updates to be done in the USA) that have slowed me down too. In some respects I feel like a guinea pig for this product. Once you know what you are doing, it is something that could be sorted in a few days of tinkering I think.

And of course, the base file I started with was too far away from where it needed to be, so it just left me a bit confused to start with. Luckily Oldmav pointed out to me that the shift speeds was a big factor, and once I figured out how to adjust them, in one step it brought it into the tuning window.

Not quite there yet, but close. A bit more tuning over the next week or so will hopefully have it sorted, and then I can put up some specifics on here. I will try and do a video of it driving, see how that works out.

But the auto does some things very well, and once it is adjusted properly you can feel that when you drive it.
 

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my real question about the TC's locking, is how much torque it can handle when being locked. at the moment, (update... correction: TC lock on 2nd: 40k/h, 3rd: 58k/h, 4th: 80k/h) even when towing caravan, on my Shiftkits TCU, I have the unlocking power set to 56% of the Pedal position. If the TC's locking can handle more torque, then i can increase the throat position to even higher. without towing, the current TC locking works very well in most driving conditions, and even on incline, on 4th ( 0.694 ratio), it keep locked at 100k/h and the engine is very relaxed at 1650rpm @100km/h. it brings very good hwy fuel economy - about 9.5 to 10.5 litre/100km. And see the ATF outlet temperature remain at around 45 to 55 degrees at cruising speed with the TC locked. After initially talked to few TC custom build people, my understanding is that either the RE4 or RE5 sized TC's locking disk can only handle up to 450 to max 500 NM given the physical size of the TC body. But no one can tell what is the exact of the original ZD30's Auto TC locking disk spec ? So I am very keen to learn how is your RE5's TC doing with the stall speed, and the locking disk strength.
 
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