Thanks for everything guys. Compliments, insults, I'll take it all. It don't matter to me.
Sounds sick, and I could have swore alot of fords have that dead spot in them?
I'm not sure if "dead spot" would be a proper way at describing things LOL That to me makes me automatically think of a TPS issue which I don't think is what Jamie was referring to but rather what is being seen in the videos on the tachometer when the converter is locking. The converter is locking too early on both shifts in my opinion. On the 1-2 shift there is that issue plus an issue with lock-up occurring very close to the shift which is causing almost a double-shift feel which FEELS very crappy. Agreed there.
This is all speculation until it sees the dyno, but what I think needs to happen is the car needs to complete the 1-2 shift and then lock-up needs to occur about 2-3 mph after that and then unlock again for the 2-3 shift and then stay unlocked all the way up to about 95mph before it then locks again, so at the track, the converter would be locking in 3rd gear right before I hit the end of the track.
I might have the dyno shop set me up with a switch on my chip so that I can also run an unlocked converter in 2nd gear and see if that produces anything. So in other words the converter would be open the entire time until I hit 95mph at the track.
I really don't understand though, lol, because my chip tuner wants to lock the converter right away asap which for my car has proven to rob performance. The only way I was able to claw my way through the early lock-up in 3rd gear at the track and run awesome times considering is because I manually shifted the car and made about a 6600 rpm shift into 3rd gear which is where I think it should be regardless, but that brought it better in the torque curve so lock-up was diminished a decent amount because of that action.
My shift points are at 6200 and 6400 and that 200 rpm and 400 rpm difference for each shift made a huge difference(6600 rpms on both shifts manually). SO, I know where my shift points need to be, but regardless even with this action I could still feel the lock-up "lasso" around the car. It was still there, and that has to be resolved also.
See this video below for what I mean. The lasso is still there. At 1:05 you hear the converter lock. From there to the end of the track if you were in the driver's seat you would feel this sense of urgency and wanting to push the gas pedal further through the floor because that last 20mph just draaaaaags. If you were driving it like me you can feel this early lock-up in your bones. It sux LOL.
13 second club - YouTube
Just for a reference to what I was talking about earlier with the open converter setup in the tune and a later lock-up in third, here is that action seen in a 298rwhp Crown Vic. Like I said it will be put on a switch I'm thinking. There is some not so agreeing opinions on setting a tune up like this because we're told that locking converters make cars go faster, but this guy blasted down the track NA with his Vic and ran a 13.35 He claims his car was faster this way. Apples to oranges? Maybe, but I found it interesting anyhow. LOL
New NA tune without lockup in 2nd - YouTube
13.35 @ 100 - YouTube
Oh and for the record, I'm hoping the tuning and everything works out well because I'm aiming for the top. I'd like to work my way all the way up to a 13.1xx I'm thinking lofty like I did before, but I never thought the car would run a 13.59 on a $hit tune either. I still have a few tricks up my sleeve and weight reduction is not one of them(well except for the front wheels LOL). I've always vowed to stay full street trim with the comforts and amenities of a true Lincoln.
