Trev.
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Harvey made a statement.
I made a logical comment.
I asked the question --- Exactly how is the action progressively increased to suit the power that the engine is developing, when the shift is made.?
The information requested will be of interest to many, therefore a reply from Harvey would be appreciated.
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Trevor.
Retired industrial control systems design engineer and proprietor/mng. director of two allied Companies.
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OAB_AU
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Trev. wrote: Harvey made a statement.
I made a logical comment.
I asked the question --- Exactly how is the action progressively increased to suit the power that the engine is developing, when the shift is made.?
The information requested will be of interest to many, therefore a reply from Harvey would be appreciated.
If you had ever fitted the one you got , you would know what we mean. The 60 other people that have used it. They know what it feels like to have the box change gears fast and sure, to suit the way you drive. The latest one is even more progressive.
The engine power is turned down, because they are reducing the line pressure, so that the change won't be felt. If they did not do that the box would not last till the first service.,
No amount of valve body work, will make the box change fast while the TCU is controlling it. We have all seen claims of "lightning fast changes", well that is crap, the engine power will still be reduced, and you will still have to wait for the power to come back on, to go!
The Quick Change removes the Bull shit, and lets the box work the way the builders designed it to.
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Harvey.
One Arm Bloke.
Tell it like it is.
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Trev.
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OAB_AU wrote:
Trev. wrote: Harvey made a statement.
I made a logical comment.
I asked the question --- Exactly how is the action progressively increased to suit the power that the engine is developing, when the shift is made.?
The information requested will be of interest to many, therefore a reply from Harvey would be appreciated.
If you had ever fitted the one you got, you would know what we mean. The 60 other people that have used it. They know what it feels like to have the box change gears fast and sure, to suit the way you drive. The latest one is even more progressive.
The engine power is turned down, because they are reducing the line pressure, so that the change won't be felt. If they did not do that the box would not last till the first service.,
No amount of valve body work, will make the box change fast while the TCU is controlling it. We have all seen claims of "lightning fast changes", well that is crap, the engine power will still be reduced, and you will still have to wait for the power to come back on, to go!
The Quick Change removes the Bull shit, and lets the box work the way the builders designed it to.
Your post stated ----
It's action (i.e. the QC’s action.) is progressively increased to suit the power that the engine is developing, when the shift is made. Soft and smooth when cruising, becoming faster and harder as the power increases.
Action --- Oxford dictionary. doing, working, expedition of energy; movement of a horse, machine &c.
My legitimate question. ----
Exactly how is the --- “action progressively increased to suit the power that the engine is developing, when the shift is made.” ?
True to form, you now side-step my question, with a sarcastic aside. ---
If you had ever fitted the one you got, you would know what we mean. The 60 other people that have used it. They know what it feels like to have the box change gears fast and sure, to suit the way you drive. The latest one is even more progressive.
I state again ----
The action (i.e. the action, working of the QC) commences abruptly, immediately a predetermined fixed voltage is delivered via the TPS. There is no provision for sensing a variable voltage. The input constitutes a voltage sensitive trigger and the action is instantaneous.
The two TCU circuits involved are controlled by means of a simple relay. Nothing is progressive. The unit constitutes no more than an enclosed, non adjustable voltage sensitive double pole relay, load resistance and the means of connection.
Rather than throw a tantrum and kick your legs in the air as you have so clearly illustrated, please properly answer my simple question regarding the “QC”. ---
Exactly how is the action progressively increased to suit the power that the engine is developing, when the shift is made?
____________________
Trevor.
Retired industrial control systems design engineer and proprietor/mng. director of two allied Companies.
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OAB_AU
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Trev. wrote: OAB_AU wrote:
Trev. wrote: Harvey made a statement.
I made a logical comment.
I asked the question --- Exactly how is the action progressively increased to suit the power that the engine is developing, when the shift is made.?
The information requested will be of interest to many, therefore a reply from Harvey would be appreciated.
If you had ever fitted the one you got, you would know what we mean. The 60 other people that have used it. They know what it feels like to have the box change gears fast and sure, to suit the way you drive. The latest one is even more progressive.
The engine power is turned down, because they are reducing the line pressure, so that the change won't be felt. If they did not do that the box would not last till the first service.,
No amount of valve body work, will make the box change fast while the TCU is controlling it. We have all seen claims of "lightning fast changes", well that is crap, the engine power will still be reduced, and you will still have to wait for the power to come back on, to go!
The Quick Change removes the Bull shit, and lets the box work the way the builders designed it to.
Exactly how is the action progressively increased to suit the power that the engine is developing, when the shift is made?
First, when you answer a post with a "Quote", it is a waste of space, to rewrite that Quote in your post.
To understand how the Quick Change allows the changes to become progressively harder, you would have to have some knowledge of the way the transmission does the changes. Now I have tried to have technical discussions with you before, without success, you seem to be a rather recalcitrant student, but there may be others that have the ability to understand, so I will persist.
The Action allows the A solenoid to respond to the throttle position, and adjust the pressure on the back of the shift accumulators, to increase the accumulator pressure to firm up the shift, to suit the amount of throttle, hence engine torque, that is being developed at the time of the shift.
Without the Quick Change, this action is suppressed to soften the engagement.
The end result of the QC action is to have a shift engagement pressure, that increases progressively, as the power increases, in response to the throttle pressure.
____________________
Harvey.
One Arm Bloke.
Tell it like it is.
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y2daniel1981
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OAB_AU wrote: Trev. wrote: OAB_AU wrote:
Trev. wrote: Harvey made a statement.
I made a logical comment.
I asked the question --- Exactly how is the action progressively increased to suit the power that the engine is developing, when the shift is made.?
The information requested will be of interest to many, therefore a reply from Harvey would be appreciated.
If you had ever fitted the one you got, you would know what we mean. The 60 other people that have used it. They know what it feels like to have the box change gears fast and sure, to suit the way you drive. The latest one is even more progressive.
The engine power is turned down, because they are reducing the line pressure, so that the change won't be felt. If they did not do that the box would not last till the first service.,
No amount of valve body work, will make the box change fast while the TCU is controlling it. We have all seen claims of "lightning fast changes", well that is crap, the engine power will still be reduced, and you will still have to wait for the power to come back on, to go!
The Quick Change removes the Bull shit, and lets the box work the way the builders designed it to.
Exactly how is the action progressively increased to suit the power that the engine is developing, when the shift is made?
First, when you answer a post with a "Quote", it is a waste of space, to rewrite that Quote in your post.
To understand how the Quick Change allows the changes to become progressively harder, you would have to have some knowledge of the way the transmission does the changes. Now I have tried to have technical discussions with you before, without success, you seem to be a rather recalcitrant student, but there may be others that have the ability to understand, so I will persist.
The Action allows the A solenoid to respond to the throttle position, and adjust the pressure on the back of the shift accumulators, to increase the accumulator pressure to firm up the shift, to suit the amount of throttle, hence engine torque, that is being developed at the time of the shift.
Without the Quick Change, this action is suppressed to soften the engagement.
The end result of the QC action is to have a shift engagement pressure, that increases progressively, as the power increases, in response to the throttle pressure.
Yeah but what does it do? (I'm ribbing here)Last edited on Feb 10th, 2010 12:22 AM by y2daniel1981
____________________
"i no stoopid, butt wat coolor es blu?"
"i don't want to sound like a noob, but how much was the sticker price on a twin turbo police edition?"
"You cant believe everything you read on the internet; thats how WorldWar1 started&
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OAB_AU
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It goes' Wham bang thank you man'
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Harvey.
One Arm Bloke.
Tell it like it is.
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y2daniel1981
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OAB_AU wrote: It goes' Wham bang thank you man'
Holla! I love my QC though, I wish you could make some for other vehicles
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"i no stoopid, butt wat coolor es blu?"
"i don't want to sound like a noob, but how much was the sticker price on a twin turbo police edition?"
"You cant believe everything you read on the internet; thats how WorldWar1 started&
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Trev.
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y2daniel1981 wrote:
OAB_AU wrote: Trev. wrote: OAB_AU wrote:
Trev. wrote: Harvey made a statement.
I made a logical comment.
I asked the question --- Exactly how is the action progressively increased to suit the power that the engine is developing, when the shift is made.?
The information requested will be of interest to many, therefore a reply from Harvey would be appreciated.
If you had ever fitted the one you got, you would know what we mean. The 60 other people that have used it. They know what it feels like to have the box change gears fast and sure, to suit the way you drive. The latest one is even more progressive.
The engine power is turned down, because they are reducing the line pressure, so that the change won't be felt. If they did not do that the box would not last till the first service.,
No amount of valve body work, will make the box change fast while the TCU is controlling it. We have all seen claims of "lightning fast changes", well that is crap, the engine power will still be reduced, and you will still have to wait for the power to come back on, to go!
The Quick Change removes the Bull shit, and lets the box work the way the builders designed it to.
Exactly how is the action progressively increased to suit the power that the engine is developing, when the shift is made?
First, when you answer a post with a "Quote", it is a waste of space, to rewrite that Quote in your post.
To understand how the Quick Change allows the changes to become progressively harder, you would have to have some knowledge of the way the transmission does the changes. Now I have tried to have technical discussions with you before, without success, you seem to be a rather recalcitrant student, but there may be others that have the ability to understand, so I will persist.
The Action allows the A solenoid to respond to the throttle position, and adjust the pressure on the back of the shift accumulators, to increase the accumulator pressure to firm up the shift, to suit the amount of throttle, hence engine torque, that is being developed at the time of the shift.
Without the Quick Change, this action is suppressed to soften the engagement.
The end result of the QC action is to have a shift engagement pressure, that increases progressively, as the power increases, in response to the throttle pressure.
Yeah but what does it do? (I'm ribbing here)
If you have the patience, keep reading and find out exactly what it does, without exaggeration typical of advertising. 
____________________
Trevor.
Retired industrial control systems design engineer and proprietor/mng. director of two allied Companies.
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Trev.
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Harvey,
Firstly, let it be clear that I give you full credit for coming up with the idea for your QC. I have never indicated otherwise, neither have I said that the QC does not function. However you now confirm that the design does not function exactly in accordance with your requirements.
Again you resort to sarcasm. You state, ---
Now I have tried to have technical discussions with you before, without success, you seem to be a rather recalcitrant student, but there may be others that have the ability to understand, so I will persist.
I certainly hope that readers will have patience and will persist, but I commiserate with them.
I agree with you that you can not have found the many earlier discussions successful, but only because you were proven wrong. The evidence is well recorded.
During two of these discussions, it was necessary for me to instruct you, and correct your wrong ideas, regarding the way pulse modulation operates the “A’ solenoid, as well as the configuration of the “c” solenoid. There is evidence that you have taken my instructions on board, as has been confirmed within your subsequent posts.
Only after becoming my student, are you now able to state. ---
The Action allows the A solenoid to respond to the throttle position, and adjust the pressure on the back of the shift accumulators, to increase the accumulator pressure to firm up the shift, to suit the amount of throttle, hence engine torque, that is being developed at the time of the shift. Without the Quick Change, this action is suppressed to soften the engagement.
Your wording is completely confusing, and has nothing to do with the subject at issue.
You wrongly state. ---
The end result of the QC action is to have a shift engagement pressure, that increases progressively, as the power increases, in response to the throttle pressure.
Wrong. --- Immediately the QC acts, solenoid “A” can no longer respond to throttle position, as the relevant signal is locked out, isolated, prevented. Solenoid “A” is no longer able to be controlled.
The QC is designed for this very purpose, i.e. to prevent normal control of solenoid, ’A”, beyond a certain throttle position, and it works as designed. It is very strange but understandable, that you do not comprehend this fact.
The exact functioning of the “QC” ---
The operation of the QC is in no way progressive. It is instant and occurs immediately a fixed throttle position is reached during acceleration.
When the throttle pedal is pressed, at a fixed intermediate position and the moment the voltage delivered by the TPS reaches three volts, a resistance of 39 ohms becomes inserted in the signal line to solenoid “A”. As a result solenoid “A” is electrically locked out and remains closed. This results in continuous full line pressure, regardless of throttle position.
At the same time the torque control signal is also interrupted.
When the throttle is released, at a fixed intermediate position, the moment the TPS delivered voltage drops to 2.5 volts, the normal signal circuit to “A” is restored, together with the torque control signal.
The increase in line pressure is instant and final, and is in no way progressive.
If it is argued that a resistance of 39 ohms could sill enables PWM solenoid “A:” to move slightly. Ohms law, the resistances involved, and the dynamics of the solenoid dictate otherwise. N.B. It is very significant that the resistor within the QC is rated to carry a maximum current of only one watt. This resistor has but one function, i.e. to prevent a fault code from being recorded.
Once again, for a very good reason, I repeat my post #13, i.e. in order to retain the subject matter, and prevent another typical off subject side-step. ---
Exactly how is the --- “action progressively. increased to suit the power that the engine is developing, when the shift is made.” ?
The action commences abruptly, immediately a predetermined fixed voltage is delivered via the TPS. There is no provision for sensing a variable voltage. The input constitutes a voltage sensitive trigger and the action is instantaneous.
The two TCU circuits involved are controlled by means of a simple relay. Nothing is progressive. The unit constitutes no more than an enclosed, non adjustable voltage sensitive double pole relay, load resistance and the means of connection. (Hysteresis 0.5 v, p/u 3 V. d/o 2.5 V .)
____________________
Trevor.
Retired industrial control systems design engineer and proprietor/mng. director of two allied Companies.
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budfreak
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Jesus Christ will it never end with all this dumb shit.
Trevor, STFU and just respect the fact that it works and has not harmed anybodies transmission. I know it is hard for you to take the fact Harvey did something that works, but for Gods sake LET IT GO. I'm in a rare mood tonight and I recommend you not awaken the beast.
____________________
Jason
4.44 auto swap: http://svxworldforums.com/forum1/1294.html
Quick Change Shift Kit:
http://svxworldforums.com/forum35/585.html
Need SVX parts/repairs? Email me at svxrepairs@aol.com
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shotking
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Trev. wrote:
If you have the patience, keep reading and find out exactly what it does, without exaggeration typical of advertising.
People like the product and its received many rave reviews. Whats your point?
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Trev.
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It is a fact that Harvey has made claims in respect of his QC that are not true.
He has stated that the QC acts in a progressive way. The fact remains that the action is abrupt and is NOT progressive. End of story.
It is in the interests of members that true facts, regarding the way the QC actually operates are recorded. If there are several who do not care, I am not concerned. Rattle your dags.  Last edited on Feb 10th, 2010 11:26 PM by Trev.
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Trevor.
Retired industrial control systems design engineer and proprietor/mng. director of two allied Companies.
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budfreak
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Trev. wrote: It is a fact that Harvey has made claims in respect of his QC that are not true.
It is in the interests of members that true facts, regarding the way the QC actually operates are recorded. If there are several who do not care, I am not concerned. Rattle your dags.
They are not true as far as YOU are concerned, nobody else. I see NOBODY taking your corner in thia fight and there are at least 2 reasons for that.
1. You are an old windbag
2. The QC WORKS.
____________________
Jason
4.44 auto swap: http://svxworldforums.com/forum1/1294.html
Quick Change Shift Kit:
http://svxworldforums.com/forum35/585.html
Need SVX parts/repairs? Email me at svxrepairs@aol.com
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shotking
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Trev. wrote: It is a fact that Harvey has made claims in respect of his QC that are not true.
It is in the interests of members that true facts, regarding the way the QC actually operates are recorded. If there are several who do not care, I am not concerned. Rattle your dags.
At this point any concerns you have with the product is falling on deaf ears. Your history as a troll is well recorded and constantly trying to disprove and discredit Harvey has only made people on this forum lose respect for you. You are not gaining anything. You're just turning people off. Let it go.
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Trev.
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budfreak wrote:
Trev. wrote: It is a fact that Harvey has made claims in respect of his QC that are not true.
It is in the interests of members that true facts, regarding the way the QC actually operates are recorded. If there are several who do not care, I am not concerned. Rattle your dags.
They are not true as far as YOU are concerned, nobody else. I see NOBODY taking your corner in thia fight and there are at least 2 reasons for that.
1. You are an old windbag
2. The QC WORKS.
1) It takes a lot of wind to explain a technical issue. I understand that you are unable to comprehend what is involved,
2) The QC does not work as is claimed.
____________________
Trevor.
Retired industrial control systems design engineer and proprietor/mng. director of two allied Companies.
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