Ashley P

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About Ashley P

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  1. Ridgid pipe thread head

    Ridgid model 811 die head w/4 dies. $200 Similar to the 811a model on amazon: https://www.amazon.com/97065-Threading-Universal-Quick-Open-Right-Handed/dp/B0002DOK5G
  2. NewER DD 2015 Mustang GT

    Matt, how's your car hook on the street compared to those vids at the Hill?
  3. Auto trans...adapt values

    Well, truck is gone for today. But earlier I did disconnect it, engine ran fine, trans shifted hard. PCS amp request was 0, so my assumption is it was in "limp mode" due to MAF open circuit. I don't think fuel trims were out, but this project has stretched for weeks with an hour here, hour there. I coulda missed that. Because I have a MAF from my 07 5.3 afm Avalanche, I'm wanna plug it up and make sure it runs/shifts the same.
  4. Auto trans...adapt values

    The jasper tech guy is trying to help me, but he's about as far behind me as I am behind you. He's trying to tell me the MAF is the major input for shift firmness and they've seen MAFs cause a 2-3 flare. How likely is a MAF to blame?
  5. Random thought thread

    Where's the X pipe in this discussion?
  6. Auto trans...adapt values

    07 Suburban, 4wd, 5.3 afm
  7. Auto trans...adapt values

    Well, just drove the truck, TAP values are carried out to the thousandth, so it makes sense that's a factor not a psi. So I'm gonna bark up the tree from your perspective. Many thanks!
  8. Random thought thread

    ^ The JohnC fix applied.
  9. Auto trans...adapt values

    Still, if good shifts are measured at about .5/sec long, how can a slipping shift that OBVIOUSLY (to the driver) takes much longer be measured at .3/sec?? That does not make sense to me. But, if that's what's happening, then every other goofy thing DOES make sense (the commanded reduction in pressure, the accompanying flare). I thank you for though provoking replies. Maybe I'm also fighting tunnel vision. I'll try to regroup, doubt my previous thoughts, and come at it from your perspective that the computer is actually trying to shift harder. (That runs me into the problem of why doesn't it add a little more pressure and stop the flare?)
  10. Auto trans...adapt values

    What about the SnapOn scanner is wrong? What if the TCM "thinks" it's shifting faster than commanded? I believe that's what's happening. The TCM measures a slipping/flaring shift at .3 of a second, yet a normal shift is .5 second. The flaring shift is taking waaayyyy longer than the .5 second.
  11. NewER DD 2015 Mustang GT

    Insert Jerry Reed: "SON!" No, I don't know the Hill. I know Sikeston MO, with 1/2 the power and lots of VHT. (I accidentally hit test and tune on the night before a "super street" race. VHT dropped about .2 in 60'. WOT in first gear with no spin was neat.)
  12. Auto trans...adapt values

    Well, it's a SnapOn Solus and the "adapt values" are listed as a PSI, and every time I add a negative number to X I get less than X. lol I know the "Tran X 2000" "scanner" that Jasper sent to control the trans read the pressure solenoid "duty cycle" backward from SnapOn, so maybe our failure to agree is based on the scanners/software we're using??? '"Would GM want max or no pressure in 'limp'?" Well, I'd say max. Zero amps to the pressure control solenoid gives maximum pressure. Can you relate that to the adapt values?
  13. Auto trans...adapt values

    Well, if an ideal PSI is X, and the value of the change from X is listed at negative 15, it would seem logical that 15 PSI is being removed from X. A negative = reduction of PSI. You're claiming it's opposite, correct?
  14. NewER DD 2015 Mustang GT

    Naaah, it'll be better. As long as there is a smooth surface with a little VHT...at least I'd almost bet so.
  15. Auto trans...adapt values

    ???? I'm mucho confuso...earlier you said the adapts were like fuel trims. And SnapOn data lists the adapt values as PSI. How can a negative number of PSI relate to a higher pressure??