What is the real difference between HD4R100 and 4R100?
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Joined: Jan 2011
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From: Puget Sound
I recently bought a DP Tuner with the USB port and we were working on the shifts first. I can say the HD4R100 has much firmer shifts and torque converter lockup with a stock tune, but performance tunes are not set up for the HD.
I'm a light foot and it took me a while to discover where the tune needed tweaking. If anybody is curious about how to check the shifts on a tune - drive up a big, steep hill. Anyway, for those with the HD4R100 transmission who are suffering from whiplash - there is hope. Jody at DP Tuner emailed my modified tunes to me and I plugged my laptop into the tuner to reprogram the chip. I had a road trip to test the shifts under all conditions and that's when I discovered the torque converter lockup problem. If I didn't have such a light foot, I would have discovered this problem the first time around. Jody is sending me the next round of tweaks today and I will be testing it over the weekend.
For those about to tune up, I can't say enough good things about my DP Tuner with USB. If I had to pull the chip and send it in every time something changed on the truck, I'd be tired of pulling the PCM and in the doldrums until the chip returned. I go to the website or email James and tell them what's new and a modified tune pops up in my email. How cool is that?
I'm a light foot and it took me a while to discover where the tune needed tweaking. If anybody is curious about how to check the shifts on a tune - drive up a big, steep hill. Anyway, for those with the HD4R100 transmission who are suffering from whiplash - there is hope. Jody at DP Tuner emailed my modified tunes to me and I plugged my laptop into the tuner to reprogram the chip. I had a road trip to test the shifts under all conditions and that's when I discovered the torque converter lockup problem. If I didn't have such a light foot, I would have discovered this problem the first time around. Jody is sending me the next round of tweaks today and I will be testing it over the weekend.
For those about to tune up, I can't say enough good things about my DP Tuner with USB. If I had to pull the chip and send it in every time something changed on the truck, I'd be tired of pulling the PCM and in the doldrums until the chip returned. I go to the website or email James and tell them what's new and a modified tune pops up in my email. How cool is that?
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Joined: Jan 2011
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From: Puget Sound
Well - thanks to the input I received here, the mystery is solved and I've had a couple of days to test my modified tune in snow (4X4) and dry pavement. The torque converter lockup is now assertive, but not aggressive. I will have the same mod done to my other driving tunes and I'll be stylin'. Thanks again to all who provided feedback!
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Joined: Sep 2010
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From: Jackson, NJ
Well - thanks to the input I received here, the mystery is solved and I've had a couple of days to test my modified tune in snow (4X4) and dry pavement. The torque converter lockup is now assertive, but not aggressive. I will have the same mod done to my other driving tunes and I'll be stylin'. Thanks again to all who provided feedback!
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From: Puget Sound
The lockup on the torque converter? I'm not sure I understand the question.... I keep close tabs on the commands to the transmission and how it reacts, but the guts of these things are black magic and Infinity Stones to me. I'm still rolling with my HD4R100, and it sure took a beating while I was learning how to treat it better.
I use engine braking every time I drive, so my automatic transmission gets more strain put to it than normal.
I use engine braking every time I drive, so my automatic transmission gets more strain put to it than normal.
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From: Houston, Texas
Originally Posted by Tugly
The lockup on the torque converter? I'm not sure I understand the question.... I keep close tabs on the commands to the transmission and how it reacts, but the guts of these things are black magic and Infinity Stones to me. I'm still rolling with my HD4R100, and it sure took a beating while I was learning how to treat it better.
I use engine braking every time I drive, so my automatic transmission gets more strain put to it than normal.
I use engine braking every time I drive, so my automatic transmission gets more strain put to it than normal.
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From: Puget Sound
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Joined: Jan 2011
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From: Puget Sound
That is the one part I partially understand... but how can one know what the lowest lockup RPM is?
Oh wait... I remember an incident where the TC was "accidentally" locked while in neutral at 700 RPM. Long story there, but believe me when I tell you that was immediately followed by a mad grab for the key to shut it off.
Oh wait... I remember an incident where the TC was "accidentally" locked while in neutral at 700 RPM. Long story there, but believe me when I tell you that was immediately followed by a mad grab for the key to shut it off.
Frmr Ford Trans Engr
Joined: Aug 1999
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From: SE Florida
I think he was asking about stall speed. Stall speed has nothing to do with lockup. Stall speed is the engine RPM when the truck is in gear, held from moving by the brakes, and the go pedal is on the floor.
Why would being locked in neutral at ANY RPM be of any concern? How would you even know the converter was locked when it's in neutral? The only way I could tell if the converter was locked when in neutral is if I had good enough instrumentation to be able to compare engine speed and turbine speed. Without that data I don't know of a way to be able to tell that the converter is locked when in neutral.
Why would being locked in neutral at ANY RPM be of any concern? How would you even know the converter was locked when it's in neutral? The only way I could tell if the converter was locked when in neutral is if I had good enough instrumentation to be able to compare engine speed and turbine speed. Without that data I don't know of a way to be able to tell that the converter is locked when in neutral.
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From: Puget Sound
I think he was asking about stall speed. Stall speed has nothing to do with lockup. Stall speed is the engine RPM when the truck is in gear, held from moving by the brakes, and the go pedal is on the floor.
Why would being locked in neutral at ANY RPM be of any concern? How would you even know the converter was locked when it's in neutral? The only way I could tell if the converter was locked when in neutral is if I had good enough instrumentation to be able to compare engine speed and turbine speed. Without that data I don't know of a way to be able to tell that the converter is locked when in neutral.
Why would being locked in neutral at ANY RPM be of any concern? How would you even know the converter was locked when it's in neutral? The only way I could tell if the converter was locked when in neutral is if I had good enough instrumentation to be able to compare engine speed and turbine speed. Without that data I don't know of a way to be able to tell that the converter is locked when in neutral.
Stall speed - somewhere around turbo kick-in... just above 2000 RPM if I remember.
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Joined: May 2011
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From: Maine
I think he was asking about stall speed. Stall speed has nothing to do with lockup. Stall speed is the engine RPM when the truck is in gear, held from moving by the brakes, and the go pedal is on the floor.
Why would being locked in neutral at ANY RPM be of any concern? How would you even know the converter was locked when it's in neutral? The only way I could tell if the converter was locked when in neutral is if I had good enough instrumentation to be able to compare engine speed and turbine speed. Without that data I don't know of a way to be able to tell that the converter is locked when in neutral.
Why would being locked in neutral at ANY RPM be of any concern? How would you even know the converter was locked when it's in neutral? The only way I could tell if the converter was locked when in neutral is if I had good enough instrumentation to be able to compare engine speed and turbine speed. Without that data I don't know of a way to be able to tell that the converter is locked when in neutral.
Doesn't matter anyway, it's in. I'll be picking up the truck tomorrow, just about 5 grand. Gotta argue with them over the bill, they "estimated" $650 plus parts/atf for the install, and they charged almost a grand and a half more than they said.
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From: Puget Sound
Like the rules of realty - "location, location, location", diesels are torque, torque, torque. 500 ft/pounds on a stock truck with no tuning - then tuning and/or mods just go up from there. I realize the V10 of that era can make 425 lbs of torque, but that's at high RPMs... the 7.3L tries to rip metal at low RPMs.
I'm the last guy you want to ask about the dynamics inside an auto transmission, but that sounds to me like the V10 is no real threat to the 4R100 like the 7.3L is. Maybe someone with real knowledge can address this.
I'm the last guy you want to ask about the dynamics inside an auto transmission, but that sounds to me like the V10 is no real threat to the 4R100 like the 7.3L is. Maybe someone with real knowledge can address this.