TheDrashStash
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Could the transmission tcm be programmed to bring back 1st gear? It would give you some much needed low end
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Currently 65mph. It will go much faster…At what speed do your tires limit you?
1st gear is still there and now you can use it. I know it’s hard to believe but low end power is great. Remember you also haveCould the transmission tcm be programmed to bring back 1st gear? It would give you some much needed low end
If I understand correctly the Speedo in an AO uses dip switches to change the calibration, the A1 is set thru the transmission ecu.Could the speedo be changed to show the correct speed after eliminating the gear reduction?
That's actually what I was thinking of asking earlier today. Where the vehicle knows it speed from and apparently looks like it's the transmission. Because I believe various modes limit you based upon speed and tire pressureIf I understand correctly the Speedo in an AO uses dip switches to change the calibration, the A1 is set thru the transmission ecu.
will know more this week. I have an appointment with an Allison guru this week.. To this point I’ve been using gps speedometer
works very good!
Acceleration times were not in “mode” so yes 2nd. Not from a stop just to make things a little more consistant. The acceleration from a stop 2nd gear is very good! I’m letting the transmission shift on its own in all tests. My truck is a stock A1 274 hp….Are your recorded acceleration times starting out in 2nd or manually selecting 1st?
How is the acceleration from a stop starting out in 2nd?
What generation is your truck and what HP/TQ are your currently running?
Due to the unfortunate aerodynamics of these chassis (and mine is a 1079 so even worse) I stick to about 50 MPH regardless. Would the trans even make it to 7th gear at 50 mph? Being peak toque and thus efficiency is @ 1400 RPM and 7th would put the engine below that.... hopefully it would just stay in 6th??
If I were to consider this - I'm running a 2008 with the Gen IV Allison 3700SP and I also have a 370 HP, 931 Ft/lb fuel map loaded on the C7. Peak torque is up (compared to stock) by about 200 Ft/lbs at 1400 RPM.
uh yeah, I drove my 1083 100 miles and I swear I burned half a tank. I need to do a more scientific test.... So what is the new ratio as compared to adding 307 gears?Would be interested to know the results of towing, up hills, and mpg now. How much would a set for an M1083 be?
100 miles over a mountain and into the desert, 45 miles off-roading in the badlands, and 100 miles back, I got 4.4 mpg, emptied the 54 gallon tank!
Exactly half the current ratio of 7.8 which is 3.9. 3.07 gears with the reduction hubs give you 6.14uh yeah, I drove my 1083 100 miles and I swear I burned half a tank. I need to do a more scientific test.... So what is the new ratio as compared to adding 307 gears?
You mean 3.4 not 3.9? Or is that common core math!Exactly half the current ratio of 6.8 which is 3.9. 3.07 gears with the reduction hubs give you 6.14
I believe he meant to write 7.8/2 is 3.9 which is the ratio before 2:1 reduction.You mean 3.4 not 3.9? Or is that common core math!
Since an axle with outer gears, be it portal or gear reduction.... it is said the forces from the drive system are "shared" heavily between R&P and the outer gear system. Could be the hub design of this new setup may create that same effect????Here is an invitation for anyone that owns one of these trucks to come test drive mine and report the good or bad.
Im in north east Indiana, you can pm me to make arrangements. My Allison guru dropped the ball, so will probably be next week for speedometer adjustment etc. I think I’m going to haul some gravel this weekend if the pit is open. I have a nice tandem
dump trailer to overload and pull. Will report.
i'm trying to wrap my head around what you are saying. Lets say my engine puts our 1000 FT LBS TQ. If you do a 2 to 1 reduction is it now 2000 FT LBS TQ at the wheel? if you go to a direct drive at 1 to 1 are we back to 1000? is there a way the TQ can be amplified through gearing to exceed the component capability? I will buy this for my MTV if its safe and at least as reliable as the factory setup. I wonder about stripping out the splines in the axel end adapter ...Since an axle with outer gears, be it portal or gear reduction.... it is said the forces from the drive system are "shared" heavily between R&P and the outer gear system. Could be the hub design of this new setup may create that same effect????
Thusly, take measure with a temp gun your pumpkin and hub temperatures in various circumstances that others can duplicate..... like heavy loads in a bed.... or long up hill difficult-highway route where you know the grade of the climb and how long it is.
Comparing these temp measurement s of the hub system and others of their OEM system; might be a good potential way to evaluate forces on ring and pinion and if they remain similar to OEM or of if they are being worked harder (get hotter). Maybe some of the OH folk, or the IL folk with LMTV's and you can get together and do some same test on a weekend for real good comparison? Maybe you can go to the SC FMTV meet up in hmmm Sept or Oct . I forget the dates at the moment.
As @tennmogger alluded to... he and I have been around years of discussion on this topic via our life in the Unimog world. This is going to be in interesting experiment.
It's all good it'll be exciting to hear what the results of the tests are!Correct - I meant 7.8. My bad on the Typo. The ring and pinion is 3.9
has nothing to do with gear reduction. Just strength of individual components.i'm trying to wrap my head around what you are saying. Lets say my engine puts our 1000 FT LBS TQ. If you do a 2 to 1 reduction is it now 2000 FT LBS TQ at the wheel? if you go to a direct drive at 1 to 1 are we back to 1000? is there a way the TQ can be amplified through gearing to exceed the component capability? I will buy this for my MTV if its safe and at least as reliable as the factory setup. I wonder about stripping out the splines in the axel end adapter ...