micro tuner lightning ????????
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From: staten island,nyc
micro tuner lightning ????????
mike,
i have few questions about the micro tuner for a 01
lightning,
what kind of performance gains can be expected?
is it the same program as in a superchip actual chip?
i read it changes shift points and rev limiters are there
any safety parameters built in for overeving the engine?
thanks
one more thing does the program affect the boost and will
it eliminate the 1-2 shift drop off?
i have few questions about the micro tuner for a 01
lightning,
what kind of performance gains can be expected?
is it the same program as in a superchip actual chip?
i read it changes shift points and rev limiters are there
any safety parameters built in for overeving the engine?
thanks
one more thing does the program affect the boost and will
it eliminate the 1-2 shift drop off?
Last edited by trashguy; Aug 27, 2002 at 10:31 PM.
Former Sponsor
Joined: Mar 1998
Posts: 13,385
Likes: 4
From: Virginia
Hi Trashguy,
The tuning in the Micro Tuner is the exact same as in the Superchip module (unless we're asked to do a custom program in the Superchip module, of course), so your power gains with the Micro Tuner used on the Lightnings are all going to be the same as with the Superchip module. The actual amount of power gained on a bone-stock Lightning varies based on model year, but is at least 30 horsepower & usually more. With the 1999 & 2000 models, they were pig-rich from the factory & thus gained more power than the 2002's from correcting the A/F's, so in the 1999 & 2000 bolts, the gain is as high as 46+ hp at the flywheel, and as much as 40 hp at the rear wheels.
Yes, you will always have the protection of your rev limiters, that's a must! Both the no-load and the absolute rev limiters are still there to protect the engine, and if you choose to raise the shift points, then the absolute rev limiter will automatically be raised to coincide properly with those raised shift points, so you don't bounce off the rev limiter. The rev limiter is *always* there.
No, the powertrain program is not the primary control factor on boost level, that is controlled by the diameter of the 2 pulleys, (blower, sometimes called the "upper" pulley & the crank, or "lower" pulley) driving the supercharger. The only affect the program has on boost levels is if you raise the WOT (wide-open throttle) shift points, the additional rpm will give you a little bit more boost, that is just a byproduct of more engine rpm. Also, unless you have a boost bypass kit installed, the PCM can signal the boost actuator to dump *all* boost, and that will happen during full-throttle 1-2 upshifts sometimes, and can also happen if you try to do more than 1 burnout, for another example, and ther are other conditions that can cause a boost dump as well. But those thinfs aside, no, the powertrain program basically does not control boost in the manner you're asking about, so the basic answer is "No."
With regard to the 1-2 WOT upshift shutdown, where the PCM drops cylinders in the Lightning engines, that is defeated if you choose to firm the 1-2 upshift, and you have control over whether or not you want the individual 1-2, 2-3 & 3-4 upshifts firmed or not. You can easily leave the 1-2 alone and firm the 2-3 & 3-4, for example. You can do the same thing with shift points for each gear change individually as well, if you want a different 2-3 but don't want to change the 1-2 and the 3-4 upshift point, just as an example, you can do that, too.
I'd never want to drive our Lightning with that 1-2 shuftdown still active, and that is not a problem for most of these trucks, anyway. The problem comes in when the Lightning is drag-raced using racing slicks frequently, under *those* conditions, you'll get some additional clutch wear, sure.
As long as you're not drag racing your Lightning using slicks, judging by what we've seen when these transmissions are actually disassembled and inspected specifically for any increased or abnormal wear, it's primarily the high-powered frequent drag racers using slicks that see increased clutch face wear. So I have to confess that I am not personally very concerned about this based on what we've seen. Now, if someone is going to crank up to 500+ hp levels and drag race the truck using slicks, then it's also time to have the transmission professionally prepped for that kind of use. For the stock to lightly-modified trucks that are street-driven with the occasional 1/4 mile track outing not using slicks, that really doesn't cause us concern. This is of course up to you.
If you want to go over any of this in more detail, give us a call & we'll be happy to!
The tuning in the Micro Tuner is the exact same as in the Superchip module (unless we're asked to do a custom program in the Superchip module, of course), so your power gains with the Micro Tuner used on the Lightnings are all going to be the same as with the Superchip module. The actual amount of power gained on a bone-stock Lightning varies based on model year, but is at least 30 horsepower & usually more. With the 1999 & 2000 models, they were pig-rich from the factory & thus gained more power than the 2002's from correcting the A/F's, so in the 1999 & 2000 bolts, the gain is as high as 46+ hp at the flywheel, and as much as 40 hp at the rear wheels.
Yes, you will always have the protection of your rev limiters, that's a must! Both the no-load and the absolute rev limiters are still there to protect the engine, and if you choose to raise the shift points, then the absolute rev limiter will automatically be raised to coincide properly with those raised shift points, so you don't bounce off the rev limiter. The rev limiter is *always* there.
No, the powertrain program is not the primary control factor on boost level, that is controlled by the diameter of the 2 pulleys, (blower, sometimes called the "upper" pulley & the crank, or "lower" pulley) driving the supercharger. The only affect the program has on boost levels is if you raise the WOT (wide-open throttle) shift points, the additional rpm will give you a little bit more boost, that is just a byproduct of more engine rpm. Also, unless you have a boost bypass kit installed, the PCM can signal the boost actuator to dump *all* boost, and that will happen during full-throttle 1-2 upshifts sometimes, and can also happen if you try to do more than 1 burnout, for another example, and ther are other conditions that can cause a boost dump as well. But those thinfs aside, no, the powertrain program basically does not control boost in the manner you're asking about, so the basic answer is "No."
With regard to the 1-2 WOT upshift shutdown, where the PCM drops cylinders in the Lightning engines, that is defeated if you choose to firm the 1-2 upshift, and you have control over whether or not you want the individual 1-2, 2-3 & 3-4 upshifts firmed or not. You can easily leave the 1-2 alone and firm the 2-3 & 3-4, for example. You can do the same thing with shift points for each gear change individually as well, if you want a different 2-3 but don't want to change the 1-2 and the 3-4 upshift point, just as an example, you can do that, too.
I'd never want to drive our Lightning with that 1-2 shuftdown still active, and that is not a problem for most of these trucks, anyway. The problem comes in when the Lightning is drag-raced using racing slicks frequently, under *those* conditions, you'll get some additional clutch wear, sure.
As long as you're not drag racing your Lightning using slicks, judging by what we've seen when these transmissions are actually disassembled and inspected specifically for any increased or abnormal wear, it's primarily the high-powered frequent drag racers using slicks that see increased clutch face wear. So I have to confess that I am not personally very concerned about this based on what we've seen. Now, if someone is going to crank up to 500+ hp levels and drag race the truck using slicks, then it's also time to have the transmission professionally prepped for that kind of use. For the stock to lightly-modified trucks that are street-driven with the occasional 1/4 mile track outing not using slicks, that really doesn't cause us concern. This is of course up to you.
If you want to go over any of this in more detail, give us a call & we'll be happy to!
Last edited by Superchips_Distributor; Aug 28, 2002 at 06:51 PM.
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Joined: Aug 2000
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From: Humble, Texas
My uncle has valve body, extra firm shift program from jdm, all 8 cylinders are on during shift, and the jdm traction bars w/ hoosier slicks.
Let me tell you, he hooks HARD in 2nd!
My only debate is, if it's save w/ 575rwhp
Let me tell you, he hooks HARD in 2nd!
My only debate is, if it's save w/ 575rwhp
Former Sponsor
Joined: Mar 1998
Posts: 13,385
Likes: 4
From: Virginia
Hi Talleywhacker,
575 rwhp in a Lightning means *well* over 650 hp at the flywheel, more like upwards of 700 hp. The driveline loss in the supercharged Lightning is 69-70 hp in bone-stock trim, but that goes up as power increases, obviously. My point being, the stock connecting rods will not stand up to that long-term, so I hope he's also had the short-block properly prepped (we recommend using the Manley H-beam connecting rods). The crank & pistons in the Lightning can take that like of power *if* the rpms are kept under 5700 rpm, but the stock rods won't live under that kind of power for long, they will fail even with fat A/F's & no detonation.
Drag racing with slicks, especially at power levels like that, definitely requires a full performance build on that 4R100 tranny to keep it alive. Using an extra-firm shift program is not advised unless that has been done, as cranking up the line pressure electronically beyond a certain point is not a good idea for the pump. The best way to make it shift hard & fast is with a combination of sensible line pressire increases in the program along with the appropriate mechanical modifications done to the transmission itself, so that it is capable of flowing enough fluid *volume*. Otherwise, it's basically like trying to drain a swimming pool thru a straw & overworks the pump quite a bit.
Chances are that your uncle probably has all of this already taken care of since he's making that kind of power, so I'm really mentioning this primarily for others who may read this thread as well over time................
Sounds like a wicked-quick Lightning your uncle has there, nice!
575 rwhp in a Lightning means *well* over 650 hp at the flywheel, more like upwards of 700 hp. The driveline loss in the supercharged Lightning is 69-70 hp in bone-stock trim, but that goes up as power increases, obviously. My point being, the stock connecting rods will not stand up to that long-term, so I hope he's also had the short-block properly prepped (we recommend using the Manley H-beam connecting rods). The crank & pistons in the Lightning can take that like of power *if* the rpms are kept under 5700 rpm, but the stock rods won't live under that kind of power for long, they will fail even with fat A/F's & no detonation.
Drag racing with slicks, especially at power levels like that, definitely requires a full performance build on that 4R100 tranny to keep it alive. Using an extra-firm shift program is not advised unless that has been done, as cranking up the line pressure electronically beyond a certain point is not a good idea for the pump. The best way to make it shift hard & fast is with a combination of sensible line pressire increases in the program along with the appropriate mechanical modifications done to the transmission itself, so that it is capable of flowing enough fluid *volume*. Otherwise, it's basically like trying to drain a swimming pool thru a straw & overworks the pump quite a bit.
Chances are that your uncle probably has all of this already taken care of since he's making that kind of power, so I'm really mentioning this primarily for others who may read this thread as well over time................
Sounds like a wicked-quick Lightning your uncle has there, nice!