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No - This problem happens consistently every single time. It's not the wastegate sticking because if I go WOT, eventually (2nd gear) it reaches normal controlled full boost. Nobody else has this problem??

I don't think you can set it ahead of time with an air compressor due to all the variables of the engine under throttle. When turning up the boost on any turbo vehicle, I start with a conservative/low setting and analyze the datalog & gauge readings. If everything looks good, then proceed to...

I went through months of diagnosis when my 700R4 did not lockup. (700R4 lockup Solenoids are identical to those from a 200R4 I believe). If you can get in a very quiet area, you should be able to hear the lockup ball clicking/rattling when you apply 12v power to the circuit. Yes even with...

Does it get any better if you turn the boost (torque) way down?

Hey guys I figured you would have some experience with this same problem. Happens on my 91 GMC Syclone with CK Stage 2 700R4 trans, and a fairly tight 2700 RPM Yank nitrous/blower converter. Normally my truck spools up great with upgraded heads/cam and a small PT51 turbo @ 20 PSI w/SMC Alky...

Is that a typo? 30 degrees of Knock in 3rd? :eek:

The actuator is stock from PTE, it seems to give a 14-16 PSI base (depending on tune). The PT51 Turbo w/actuator, PTE SyTy Downpipe w/internal wastegate were all purchased new in 2003 as a package kit. The wastegate hole has been ported, I enlarged it only a rather small amount, but spent more...

Unbelievable!! Thanks for keeping us updated.

I suspect that the larger boost valve will increase pressure, firm up shifts, and raise your auto shifts since the governor has to overcome the line pressure to shift.

Did you watch the video?

Can you shoot a digital video and upload it?

Just so we're on the same page, a tight converter is a low RPM stall speed. Loose = high RPM stall speed. Think of tight as the converter is "restricting" the revs of the engine. Loose means it's liberal with the RPM - lets the engine rev more freely, etc. Of course the tradeoff is always on...

It's been my experience that the stall of the torque converter has everything to do with how much boost your brakes can hold. A tight converter wants to turn the tires over when boost comes up, whereas a loose converter ain't going anywhere until you let off the brake. Anyone else notice...

What is PTE's part number for the "62/65"? Do you have any references for your claim that it replaces, and is superior to, any 67mm turbo from PTE? Does PTE agree with this claim?

Comments from the author Wow, I made this video to enter a contest to win a turbo, but I didn't think it would go much further than that. I'm glad to hear you guys found it useful, too. I never did a video before so I wasnt sure how it would turn out. Maybe I'll look at making another in the...

Yes the WOT shift points absolutely change in connection with engine torque. Boost directly (and hugely) affects torque so yes, higher boost = higher shift points. I have also found that the looser your converter is, the more the shift points will raise with increased torque. On the other...

This is one of the best threads I have read on converter stalls and efficiency! I'm loving the datalog screenshots showing shift points and converter slip!!! :biggrin:

x2 what's the key? It's nice to see timeslips but it's far more useful to hear how it was accomplished.

This really is a great thread. It's unusual to see someone sharing so many great pics and details of their high end build. Great stuff!

Wow, what a great suggestion! Sounds much easier and more accurate than trying to eyeball two boost gauges at WOT. Do you have to go under the hood to "reset" these check valves every time?