Ahh! Superb info. Thank you very much!I have done dozens of LS/LT and Coyote V8 conversions in Defenders. Gear the LT230 to 1:0 to 1. No need for gear reduction in the LT230 with the 6l80 and a GM V8.
Thank you! Always good for a sanity check with other builds like mine.I am right at 2200 @ 70 in my 110. 5.3/6L80E with 1.2 TC, original 3.54 diffs on 256/75/16 Goodyear Duratracs that sit right at 31"
Great info. Just the feedback I was hoping for. I feel very confident now to swap out the 1.222 with a 1.003 which I've seen advertised on ashcroft.I built my 6.2l 6L80E / 354 did, 33” rubber, with the 1.2 lt230 and I’d go 1.0 if I did it again.
@Napalm00 -might you know what the symptoms are of a torque converter not locking up? I would imagine maybe it is somewhat like a slipping clutch where the RPMs might rev, but the vehicle doesnt go any faster? Any info appreciated.I talked to a buddy and the torque converter lock up in the transmission is controlled by the internal transmission controller. The software that Nick supplies with the adapter harness should automatically enable it in sixth when not at wot
ok thanks. I have the OBD port and a scanning tool. Do you think it would set the trouble light (the little light next to the OBD port?) Maybe that is the equivalent of the check engine light? That light is not illuminated. Can this rule out the TC not locking up? Or must I dig further?A scan tool can tell you if it's attempting to lock or not. You're going to have to talk to whoever did your wiring and controllers
Hi to all who helped on this thread. As was suggested earlier, I took a tach (Simpo with NIST cert, a few years out of cal) and I measured the following:Did you ever figure out your diff ratio ?
Truck Tach | Simpo Tach | % diff |
1000 | 1000 | 0% |
1500 | 1450 | 3% |
2000 | 1860 | 7% |
2500 | 2343 | 6% |
3000 | 2800 | 7% |