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Joined: Jun 2005
Posts: 18
New CEG\'er
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OP
New CEG\'er
Joined: Jun 2005
Posts: 18 |
i'm new to the contours, i did a search on here and couldn't really find what i was looking for. are there any shift kits available for the auto v6 contours, if so anyone know where to get them?
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Joined: Sep 2002
Posts: 3,944
Hard-core CEG'er
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Hard-core CEG'er
Joined: Sep 2002
Posts: 3,944 |
There are no performance shift kits avaliable for the CD4E (our ATX). There is however the CD4Ejr shift improvment kit, sold by TranGo, that somewhat fixes several known issues with the hydrualic system of the CD4E. Check the CD4E FAQ's above, I have some stuff writing up on the subject under the modifications section IIRC. Any other questions, feel free to ask. 
Phillip Jackson
`98 Mystique LS
262K+ and counting...
ATX rebuilt @ 151K
"This storm has broken me, my only friend!" RIP Dime
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Joined: Jun 2005
Posts: 18
New CEG\'er
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OP
New CEG\'er
Joined: Jun 2005
Posts: 18 |
would the stock tranny hold up with say around 230 whp?
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Joined: Oct 2000
Posts: 463
CEG\'er
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CEG\'er
Joined: Oct 2000
Posts: 463 |
The stock tranny won�t hold up to 165 HP.
jeff
have you fixed your ford lately?
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Joined: Oct 2003
Posts: 5,143
Addicted CEG\'er
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Addicted CEG\'er
Joined: Oct 2003
Posts: 5,143 |
Originally posted by okla_tour:
would the stock tranny hold up with say around 230 whp?
if you want the stock trannie to pull that you are going to have to have it built... The CD4E is a brittle transmission... Yes I have seen some of them go well past 100K miles.. But those are only the ones that were EXTREMELY well maintained... If you want to insure the reliability of that trannie, get the CD4Ejr shift kit... AND get a B&M Trannie cooler... Hector (LocozS/C) has that on his ATX... 140K miles (around) and the stock trannie still shifts wounderfully, and his zetec is pushing about 160WHP (supercharged)
98 Corolla LE 1.8L DOHC 1ZZFE
TEIN H.Tech Springs
Tokico HP series Struts
Short ram air intake
Tsudo Axel Back Exhaust
... if a jelly fish stung me.. would you pee on the wound?
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Joined: Sep 2002
Posts: 3,944
Hard-core CEG'er
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Hard-core CEG'er
Joined: Sep 2002
Posts: 3,944 |
Originally posted by okla_tour:
would the stock tranny hold up with say around 230 whp?
I remember Roadrunner saying that the CD4E was rated for around 200HP. But it's not really the HP going through a transmission that will kill it, it's the torque.
Maintained well, I would think a CD4E could withstand 230whp for awhile. I say, "for awhile", because when you start boosting power that much, things are going to wear faster and be put under more abnormal conditions for longer periods. That is also assumeing that your engine will produce something close to equal numbers in torque.
Aside from the torque convertor, the other hard parts of the tranny should hold together fine. For the TC, you will need to get one rebuilt with a stall speed that best matches your engines output and make sure that the fines inside are furness brazed and not welded. Expect to pay a great deal of money here. All the places that I have seen, online, that will do this for the CD4E TC charge upwards of $700!! One thing I would like to note here, and the last time I mentioned this it stirred a few people up, is that the stall speed of the CD4E's TC is pretty high already. IIRC, it is somewhere around 2750 or 3000. Somewhere in there. I might be off a few hunderd here or there, but you get my point. So unless you are looking at building an engine that does not reach peak torque until really really late.... you might want to research the TC investment a bit more. Maybe talk to some of the Probe guys that have done this and get their feedback. The A-Team website is a great resource, so i would suggest doing some reading there.
Depending on the year of your CD4E, it should be ok as far as the clutch packs go. After `96, they started using Kevlar-composite clutch plates and by `98, they were mostly all Kevlar-composite (aka High Energy). Raybestos makes a few of the plates, for the CD4E, in their Eclipse line, which are pretty nice and might only cost a few cents more than OEM style High Energy clutches.
Hydraulically, you will need to make sure everything here is in check, because this is the weakest link of the tranny. Namely the valve body. As mentioned, at the very least, install or have installed the CD4Ejr kit. But you could also get a rebuilt valve body with all Sonnax valves (which I personally think are a little better than the valves in the Transgo Kit, but I will add that there is no evidence nor proof of my claim... just a preference) for around $275. There should be a link to the company in my FAQ's or performing a search should turn up some recent threads on this subject.
If you wil be running that much power, it would be foolish to by-pass a cooler. So, as mentioned, grab a cooler and install it. It wouldn't hurt to grab on of the in-line filer kits either. Both of these are included in the FAQ's as well.
Lastly, you will need to get your flashed - either by a chip or custom unit - which will allow you to take advantage of the higher stall speed of the convertor. Only advice I can pass on here, from Keyser, is to program for part throttle conditions and leave your wide open throttle conditions alone. The only reason you will make any program changes to the shift points in the part throttle conditions is to help with streetability and gas milage in town. Also, if you have a TC with a stall speed that is 500 rpms higher than stock, the PCM will signal for the TC to lock at the lower RPM, which it is programmed to do, and this create a feeling sorta like up-shifting while driving around town. Not a good thing. Plus, it will set a CEL and possibly cause the tranny to fall into Limp Mode, which is just a failsafe mode, but cause very harsh shifts. These harsh shift, because of the higher line pressure, can cause damage during prolong runs.
It's late... and I think that's about all I can think of right now.
Phillip Jackson
`98 Mystique LS
262K+ and counting...
ATX rebuilt @ 151K
"This storm has broken me, my only friend!" RIP Dime
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