HDJ81 transmission upgrades
- Thread starter Enigma
- Start date
This site may earn a commission from merchant affiliate
links, including eBay, Amazon, Skimlinks, and others.
lol let us know how that makes you feel!
- Joined
- Jul 20, 2009
- Threads
- 86
- Messages
- 1,655
gauges do more than monitor ,they can diagnose too,(the truck and driver). i too saw your truck at ateb's. john was trying to get ahold of you.
- Thread starter
- #64
And the update....
I had my truck in with Dr. Voo to perform a proper transmission flush (day surgery, no anesthetic required). He had his pump all hooked up and working away, but noticed that after 10 minutes or so barely any fluid had been pumped out. It turns out she was indeed too fat and had a blocked artery, one of the transmission cooling lines had failed internally and was blocking off cooling to both radiators (OEM and the aftermarket tranny cooler).
Once this hose was replaced, the flush commenced properly and then topped up with 15 litres of fresh fluid. I opted to stick with regular fluid, mostly because "holy s*** is that synthetic expensive"!
I then had a "Glowshift" 3 in 1 gauge installed to monitor boost pressure, EGT, and of course transmission temperature. This new gauge replaced my single boost gauge in the same location.
With that all done, it was time for some real world testing. Off to Whipsaw!
It would have been interesting to see what my EGT's have been prior to all this, as I have always pushed this truck pretty hard going up any hills like the Coquihalla snowshed, trips to Utah, California, etc.
The big test this day though was the Hope/Princeton highway and the hill going up Hope slide. I'm going off memory here, as this was over a week ago now. Up the hill at about 80 km/h (more like 90 with the tire correction factor), boost at 18 PSI, and EGT peaked at 1400something degrees. I still dropped it into 3rd to keep revs up, as D just doesn't like to keep up on these long pulls, and about 2500 rpm.
Transmission temps peaked at around 200 degrees. The highest transmission temperatures I saw all trip were 215, and that was doing the Lawless FSR on the way home, tailgunning several trucks.
So the prognosis is good, and seems cured. Long term who knows, but I live in the moment and the moment is good.
The rest of you are now saying....Holy &^&*^&((( 1400 degrees???!!!???
If I just punch it to merge into traffic onto the freeway where it's flat, I hit 1300 degrees damn near instantly, but as soon as I lighten up on the throttle the 3" exhaust cools it down rapidly to 500/600 degrees.
And this is with my fuel adjusted and aneroid rod modified again so I have considerably less smoke than before. I can only imagine I would have been hitting even higher temps prior to this.
edit: And yes I am working! Waiting for renderings to complete while I type this
I had my truck in with Dr. Voo to perform a proper transmission flush (day surgery, no anesthetic required). He had his pump all hooked up and working away, but noticed that after 10 minutes or so barely any fluid had been pumped out. It turns out she was indeed too fat and had a blocked artery, one of the transmission cooling lines had failed internally and was blocking off cooling to both radiators (OEM and the aftermarket tranny cooler).
Once this hose was replaced, the flush commenced properly and then topped up with 15 litres of fresh fluid. I opted to stick with regular fluid, mostly because "holy s*** is that synthetic expensive"!
I then had a "Glowshift" 3 in 1 gauge installed to monitor boost pressure, EGT, and of course transmission temperature. This new gauge replaced my single boost gauge in the same location.
With that all done, it was time for some real world testing. Off to Whipsaw!
It would have been interesting to see what my EGT's have been prior to all this, as I have always pushed this truck pretty hard going up any hills like the Coquihalla snowshed, trips to Utah, California, etc.
The big test this day though was the Hope/Princeton highway and the hill going up Hope slide. I'm going off memory here, as this was over a week ago now. Up the hill at about 80 km/h (more like 90 with the tire correction factor), boost at 18 PSI, and EGT peaked at 1400something degrees. I still dropped it into 3rd to keep revs up, as D just doesn't like to keep up on these long pulls, and about 2500 rpm.
Transmission temps peaked at around 200 degrees. The highest transmission temperatures I saw all trip were 215, and that was doing the Lawless FSR on the way home, tailgunning several trucks.
So the prognosis is good, and seems cured. Long term who knows, but I live in the moment and the moment is good.
The rest of you are now saying....Holy &^&*^&((( 1400 degrees???!!!???
If I just punch it to merge into traffic onto the freeway where it's flat, I hit 1300 degrees damn near instantly, but as soon as I lighten up on the throttle the 3" exhaust cools it down rapidly to 500/600 degrees.
And this is with my fuel adjusted and aneroid rod modified again so I have considerably less smoke than before. I can only imagine I would have been hitting even higher temps prior to this.
edit: And yes I am working! Waiting for renderings to complete while I type this
- Joined
- Jan 13, 2007
- Threads
- 514
- Messages
- 4,700
- Location
- Fraser Valley, British Columbia
- Website
- www.ajae.ca
Good to hear, Jeff. Tranny fixes can be pretty costly.
When my truck was NA and with a stock 1.5" exhaust, it would hit 1250 just getting out of my driveway (so to speak).
Ater I turboed and put a 2.5" exhaust on, I can hit 1000 but only if I really push it.
Aluminium melts at 1220, so you're good at 1400
(whoops, ignorance is bliss, I forgot)
When my truck was NA and with a stock 1.5" exhaust, it would hit 1250 just getting out of my driveway (so to speak).
Ater I turboed and put a 2.5" exhaust on, I can hit 1000 but only if I really push it.
Aluminium melts at 1220, so you're good at 1400
(whoops, ignorance is bliss, I forgot)
This is great! Lucky you didn't spring for that new gearbox!
All this talk about quick EGT gauges... Mine is slower than well damn slow to react... must be something VDO related so I am going with ISSpro and see what happens
Great to hear Jeff...Dr Voo works his magic again! And good data for something to check for others that might have a similar issue in the future. Gauges are a wonderful way to take away the blissful feeling of mashing it and holding it down: I was really surprised when I put an EGT gauge on the 13BT in the BJ74 years back. I still have to hook up the oil pressure, coolant temp/level and transmission fluid temp on the Madman gauge in the 80.
Glad it sounds like you have it sorted for now.
gb
Glad it sounds like you have it sorted for now.
gb
how is your tranny holding up jeff? I finally got angelas to the tranny shop and I need a new TC and pump!! ugg
- Thread starter
- #71
Good. Temps have rarely been over 200. I still get the odd noise/shudder if I launch too hard from a light or something like that, but it was flawless on any somewhat recent 4x4 trips I've done.
- Joined
- Jul 20, 2009
- Threads
- 86
- Messages
- 1,655
Pump is poached ? Not often they go, usually only when they get punched by the t/c on a bad install. I'd think about getting in on a group by for a h151 thats going on in the diesel section (out of Calgary) Sheldon has a couple gamble cores he is asking a grand for. Not sure but if its out of one of my old ones ( red and silver ). I'd buy it for sure, it had 230,0000 km on the rig and drove like new , the owner actually changed oil every 2500 km since new in the motor so i would think all the other fluids were changed more than regular. Onaaa another note i might be doing a tranny swap upgrading to an electronic full hydro in a bit . But I've had heat and shudder issues in the past most of which were bad week t/c. The tranny checks out good by a couple different tranny shops but still won't handle full fuel , but i don't think your wife is doing brake stands..
And the update....
I had my truck in with Dr. Voo to perform a proper transmission flush (day surgery, no anesthetic required). He had his pump all hooked up and working away, but noticed that after 10 minutes or so barely any fluid had been pumped out. It turns out she was indeed too fat and had a blocked artery, one of the transmission cooling lines had failed internally and was blocking off cooling to both radiators (OEM and the aftermarket tranny cooler).
Once this hose was replaced, the flush commenced properly and then topped up with 15 litres of fresh fluid. I opted to stick with regular fluid, mostly because "holy **** is that synthetic expensive"!
I then had a "Glowshift" 3 in 1 gauge installed to monitor boost pressure, EGT, and of course transmission temperature. This new gauge replaced my single boost gauge in the same location.
With that all done, it was time for some real world testing. Off to Whipsaw!
It would have been interesting to see what my EGT's have been prior to all this, as I have always pushed this truck pretty hard going up any hills like the Coquihalla snowshed, trips to Utah, California, etc.
The big test this day though was the Hope/Princeton highway and the hill going up Hope slide. I'm going off memory here, as this was over a week ago now. Up the hill at about 80 km/h (more like 90 with the tire correction factor), boost at 18 PSI, and EGT peaked at 1400something degrees. I still dropped it into 3rd to keep revs up, as D just doesn't like to keep up on these long pulls, and about 2500 rpm.
Transmission temps peaked at around 200 degrees. The highest transmission temperatures I saw all trip were 215, and that was doing the Lawless FSR on the way home, tailgunning several trucks.
So the prognosis is good, and seems cured. Long term who knows, but I live in the moment and the moment is good.
The rest of you are now saying....Holy &^&*^&((( 1400 degrees???!!!???
If I just punch it to merge into traffic onto the freeway where it's flat, I hit 1300 degrees damn near instantly, but as soon as I lighten up on the throttle the 3" exhaust cools it down rapidly to 500/600 degrees.
And this is with my fuel adjusted and aneroid rod modified again so I have considerably less smoke than before. I can only imagine I would have been hitting even higher temps prior to this.
edit: And yes I am working! Waiting for renderings to complete while I type this
Temps seem normal to me....congrats on diagnosing the problem! I'm sure your egts and tranny temps will be quite a bit higher in the heat of summer as mine tends to love the winter cruises and suffer the long summer pulls...like when we head to rock creek up anarchist out of osoyoos pulling the travel trailer in the dry heat of summmer....2nd gear 1200 degrees egts, 2800 rpms, 240 degrees tranny temp....55km/h
I'm in no rush
no.. no brake stands here. I do want it to be reliable for summer road trips though... I buying a gasser tranny out of an 80 and ill be mixing and matching parts to get this thing back together..... ugg, 80s......
Manual control lock-up for A442F, A343F, A750F- manually control the Lock-Up convertor in All forward gears and reverse (Require Extreme Valve Body for 1st and Reverse Lock-Up). Eliminates all convertor slippage and convertor runaway on steep downhill descents allowing full 100% engine braking.
http://www.westcoastcruisers.com/transfer.php
http://www.westcoastcruisers.com/transfer.php
- Joined
- Jul 20, 2009
- Threads
- 86
- Messages
- 1,655
Haven't heard of anybody doing that mix match thing with the full hydrolic you have in your diesel. Glenn he has a different transmission your reference wont work. Please keep us up to speed on what can work with the hybred. I think that nobody ever gets into these full hydro's is the reason its not been done. Good luck. Hopefully your going to start with the 93-95 electronic version of the a442f . I think the v/b shifting for the gasser is not a big deal, personally i would prefer the higher shift points. I bet you could just rework the diesel flex plate and bell houseing for the gasser t/c . swap in the tranny ecu and your good to go. So you dont need a pump for yours. If your going to scrap the bunned parts ill take them off your hands for r&d.