Lightning friends as you know my motor blew in my lightning as i posted last night. the motor had stock rods and pistons. Since JDM is building my new motor i was thinking with going with a superchip but i have always have run a diablo. what if any difference are they in the two chips. And if i went with superchip i would let JDM tune it i know a tune is just as good as the tuner i have heard and read that JDM are very good in thier tunes for lightnings my mods with thier engine would be 6#lower 2.80 upper single blade throttle body ported plenum with spacer modified air box with k&n filter factory tech valve body 4x4 tranny pan fluidyne heat exchanger bassini exhaust etc. these mods will go on my new engine iwould like your replys on the difference on the two chips thanks for your replys


LIGHTNING FAST

 

I hate to do this, but you still have not answered the most critical question about the failure in the old thread. I'll repeat it here:

What RPM did your program command the 1-2 and 2-3 shifts???

THANKS!!

Joel.....

 

[QUOTE]Originally posted by JoeLightning
I hate to do this, but you still have not answered the most critical question about the failure in the old thread. I'll repeat it here:

What RPM did your program command the 1-2 and 2-3 shifts???

THANKS!!

Joel..... [/QUOTE

TO ANSWER YOUR QUESTION CORRECTLY RPM'S ARE NOT CRITICAL ON A TUNED CHIP BY A PROFESSINOL TUNER WHAT IS IMPORTANT IS BOOST VERSES STOCK RODS AND PISTONS AND DETONATION 1-2 AND 2-3 SHIFTS HAVE NOTHING TO DO WITH DETONATION WHICH CAN HAPPEN AT ANY RPM YOU CAN HAVE DETONATION AND NOT HERE IT WE ALL KNOW WHAT DETONATION. IS I PRESUME. YOUR SHIFT PATTERN OR RPM'S YOU WANT TO SHIFT AT FROM ONE GEAR TO ANOTHER MOST OF OUR LIGHTNINGS DID NOT BLOW THERE ENGINES WITH HIGH RPM'S MINE WENT AT 5200 WHAT EVER YOUR TUNER HAS YOURS SET AT IS WHEN IT WILL SHIFT STOCK RODS AND PISTONS VERSES BOOST AND DETONATION IS WHAT CONCERNS MOST LIGHTNING OWNERS NOT RPM'S THANKS

 

Persistence

 

[QUOTE]Originally posted by tlfwatch

Quote:

Originally posted by JoeLightning
I hate to do this, but you still have not answered the most critical question about the failure in the old thread. I'll repeat it here:

What RPM did your program command the 1-2 and 2-3 shifts???

THANKS!!

Joel..... [/QUOTE

TO ANSWER YOUR QUESTION CORRECTLY RPM'S ARE NOT CRITICAL ON A TUNED CHIP BY A PROFESSINOL TUNER WHAT IS IMPORTANT IS BOOST VERSES STOCK RODS AND PISTONS AND DETONATION 1-2 AND 2-3 SHIFTS HAVE NOTHING TO DO WITH DETONATION WHICH CAN HAPPEN AT ANY RPM YOU CAN HAVE DETONATION AND NOT HERE IT WE ALL KNOW WHAT DETONATION. IS I PRESUME. YOUR SHIFT PATTERN OR RPM'S YOU WANT TO SHIFT AT FROM ONE GEAR TO ANOTHER MOST OF OUR LIGHTNINGS DID NOT BLOW THERE ENGINES WITH HIGH RPM'S MINE WENT AT 5200 WHAT EVER YOUR TUNER HAS YOURS SET AT IS WHEN IT WILL SHIFT STOCK RODS AND PISTONS VERSES BOOST AND DETONATION IS WHAT CONCERNS MOST LIGHTNING OWNERS NOT RPM'S THANKS

Not to flame since I have nothing to gain but I must disagree a little.
RPMs Have every thing to do with Rod Failure...EVERY good tuner knows this. Your Rods will more likely fail @ higher rpms with knock than @ lower RPMs with knock. Why? I thought you might ask.
The rods simply have a higher stress load on them @ higher rpms. Very basic motor 101. Add to that the violent event that detonation really is and you only bring out the weak spots in rotating assembly faster.
If you take the same amount of knock @ any given rpm in a motor. The breakage will allways happen at the higher rpms OR when a load is put on them very quickly, ex: Downshifting from 2nd to 1st gear. Not only are the rods getting a shock but there is ALLWAYS a leaner conditon during a downshift. Please note that when most L turkey leg a rod through the block it seems to happen when merging off the exit ramp, Passing a slow car so I gave it a little gas then BOOM!!
So to some it up as we all know... 1 part lean + 1 part high stress load ( downshifting or Higher RPMS ) = Big fat turkey leg!! Yum

 

Still no answer to the shift RPM question. I’m sure you aren't deliberately trying to hide anything. It's your blown up engine. I assume you posted your failed engine situation here to ask questions and share your experiences. My question to you is simply what are your WOT shift points. It really doesn’t matter what RPM it finally failed. Fatigue failures are a function of the accumulated cycles – in your case the cycles of massive tensile stresses the rods were exposed to for those first 4000 miles. One last time (maybe?), care to share you WOT shift points?

Joel….

 

To answer your question, since you let JDM build you motor, I would let them dyno tune it. Now that being said I would go with the superchips since they only tune superchips. However, we must all remember that it doesnt matter what brand of chip you use, but what is on the chip.

 

I am also curious.

I have my shift points at 5500 into 2nd and 3rd gears.

 

Still no answer to the shift RPM question

Will we get an answer? Tune in for the next episode of "Did you hear the question"

 

I have four(3 for my L---1 for my '97 F150) chips from four different sources. My best 1/4 mile time was done with my JDM/Superchip. It's been in the my daily driven L for 40,000+ miles with no problems.

Dan

 

5700 RPM

LIGHTNING Fast/

 

5700 RPM

 

*slaps hand on forehead*...doh!

 

*slaps hand on forehead*...doh! I think you may be the only one who has a L that shifts @5700. I think that might happen in reverse I am just pulling you leg fastfordf150.



Itlfwatch, I guess when you have a blown motor the last thing you want to talk about is shift points.So I guess thats why you did not answer JoeLightning's question. All the best on the motor rebuild

 

THANKS tlfwatch!!

I can guarantee you that this higher shift point is a direct contributor to your failure. The tensile stresses in the rod are directly proportional to the square of the RPM.

(5250 RPM)^2 = 27562500
(5700 RPM)^2 = 32490000

This is an increase of almost 18% in rod tensile stresses. It would be easy to imagine this increase can put you on the wrong side of the S-N curve. That small increase could be the difference between infinite life and early failure.

If you’re running a stock set of rods, be very conservative with the increase in RPM shift points. There’s a reason Ford cut the fuel at 5400 RPM!