Drivetrain strength

[bpd1151]

Which brings us full circle, insomuch as the HP # I was provided back in 2015 (which was/is "around the 720 mark".

To which when I asked for details therein, I received the polite, but terse *** smile.

LOL.

Sent from my SM-N950U using Tapatalk

 

[shoblock]

Which brings us full circle, insomuch as the HP # I was provided back in 2015 (which was/is "around the 720 mark".

To which when I asked for details therein, I received the polite, but terse *** smile.

LOL.

An engineer has to bring data for anything he states in a meeting where decisions are made about part strength. If you can't answer the question "where is your data?" you might as well not go into the meeting. Data is obtained from breakage drives, lab tests, the Metallurgy lab, the Heat treat lab and more. Hopefully, not a field return! Often, a suspect part will be swapped into a transmission or drivetrain. It could be a gear that has a certain depth of case hardness or a certain metallurgical characteristic, and they will try very hard to break it just to see if the math and physics were solid.
A good engineer can predict within three parts of what will break if you go over the torque limit for the given transmission. That torque number has data driven street cred!
Shoblock

 

[Jordan_R]

Are we worried about hp or are we worried about torque on the transmissions? Like I said I physically felt mine slip in fourth with two passengers and full interior. Proceeded to strip the car the next day to a two seater. Help keep the strain off the trans. Other than out accelerating the shift command I haven't had any issues since.

Really trans tuning in this platform has advanced a ton in the last few years. We now use load limiter torque management which isn't like regular torque source codes that actually will pull an obscene amount of timing on shifts and instantly puts it back in once load is back down. Basically manages boost spikes and torque on shifts. Have a bunch of new dmr on sct which let's the tuners get so much more data from logs. Really growing now and trans is becoming less of an issue.

 

[FiveLeeter918]

So maybe simply a better built one? Anybody know the OEM part number for that snap ring?

I'll have to dig it up, but typically the fix there is to bore out the groove and add a beefier ring, has been proven to hold the set together much better. Not much meat there to start with.

 

[Ecoboost_xsport]

I'll have to dig it up, but typically the fix there is to bore out the groove and add a beefier ring, has been proven to hold the set together much better. Not much meat there to start with.

I'm trying to visualize where it sits...any diagram available pointing it out?

 

[6500rpm]

I'm trying to visualize where it sits...any diagram available pointing it out?

Reference SSM 46069. It's the direct clutch snap ring. I think the SSM calls out my 2015-16, but I've seen the issue on other years as well as in the GM counter part transaxle. At one time I had pictures saved, if I find them I'll post.

Pics of the problem is on post 22 in the thread below

https://shoforum.com/index.php?threads/arggggg-dredded-p0756.134215/

 

[skyshadow07]

Aside from the final gear ratio difference, is the RDU the same in the SHO, MKZ etc etc? If so, anyone have the part number off hand?

 

[FiveLeeter918]

Aside from the final gear ratio difference, is the RDU the same in the SHO, MKZ etc etc? If so, anyone have the part number off hand?

RDU is the same is all but the PI which has wet clutches.

The final drive ratio is still in the transmission itself.