[durtkillon]

Just a quick question. Does anybody have a good technique for dyno testing a Tiptronic transmission? Typically the shop I used puts the car in 3rd gear and rev's it to redline, but the tiptronic transmission shifts down every time you stomp on it, even if the lever is in the gate. Is there a way to disable the brain of the tip so it does not shift?

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[flash]

this will be a challenge for us - i am working on answering this question- the problem is that the redline in 3rd will be lower than in 4th, so you will never see the final max numbers

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[durtkillon]

The problem we had was that you can start in third, but it jumps to second as soon as you stomp on it - even if it's it the manual gate. As a result, the bottom end of my curves were bogus because you had to baby it until it was up to about 2.5K, then stomp on it.





[img]file:///C:/Documents%20and%20Settings/Kurt/My%20Documents/My%20Pictures/The%20porsche/kurt%20p%20porsche%20stock.jpg[/img]

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[flash]

i'm actually a bit surprised you were able to get that high rpm in 3rd - i haven't really stomped on it and gotten it into program 5 and then redlined it in 3rd, but the other programs really limit the redline in gears 1-3 - program 1 barely lets it over 5k



this will be the challenge, but i think i know how to handle it - it just won't be on a dynojet

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[durtkillon]

That's why your flex damper is still in one piece and mine sounds like a chain in a garbage can. <img src="/forum/images/smilies/968/smile.gif" class="smilie" alt="" />

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[flash]

lol - could be - sorry to hear about that - i am thinking of buying one just to have it for when mine ultimately goes

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[savvas968]

Mine after changing the ECU chip ,which seems to be a PERFORMANCE chip with a panel K/n FILTER,

changes at 5,800-5,900 RPM.,and the acceleration through the gears has improved a lot.

No affiliation whatsover,i found this chip inside another 968 ecu.



previously it was at 5000-5200.dont know the exact reason ,but there you hve it.

The car is a ROW,but has the CANADIAN speedometer and other Canada specs items.

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[flash]

hmmm - i wonder if it just allowed the tip computer to see a higher load rating, and pushed the shift points up? i also wonder what is happening to the ignition timing at that point, as it is retarded by the tip computer at the shift points to prevent over-revving of the transmission and detonation at the engine during the brief somewhat "free spin" at shift?



well, i will get to play with this soon enough, as i am going to be doing the tuning for the tip supercharger kit

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[unknown4u]

Hi Flash, I was just wondering, is a damperplate from a massive american V8 not the solution for the rubber made damperplate? Those V8 delivers more torque and power, aspecialy a 7.2 liter. I can imagine the diameter is almost the same or is a bit smaller?

I would like to change this first before mounting a supercharger......



Ritchie.

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[flash]

getting it to fit is the issue - basically they fitted a rubber disk into the area where a 6 speed would have a clutch disk - they also fitted in a fail safe coupler in the event of failure so you could limp home - whatever you do, it needs to have some give to it so as not to shock the transmission - it also needs to be extremely heat tolerant - i had an idea in mind, but the cost would have pushed beyond what a new OEM unit would be, so i abandoned the project at the time - now that i am dealing with more power, i am looking at it again



it's a ways off though, and the OEM unit should be fine at this power level if it's new and you don't plan to race it or bang gears hard on a regular basis, and don't do any power stands

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[unknown4u]

I saw those american damperplates. I think they are more heatresistant than the OEM one. But I agree that there might be occure an issue at hard shifting. For the reason, that we don't have a lot of american vehicules around here. Maybe you know? Are the automatic gearboxes different from the european versions?

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