Gryphon on a 7.3L

[travisunderwood]

One last question.

'On the computer code issue, should I be worried about the shifting strategy differences you mentioned?

Generally not. There are just some shifting characteristics that are often less desirable. For example, some calibrations don't lock the converter in 2nd gear or won't lock the converter in 4th at full throttle. It's not a problem, per se, but just an annoyance for some folks"

Excuse my ignorance, what is meant the converter is not locked in 2nd or 4th?

Thanks
Travis

[Power Hungry]

We are referring to the torque converter. Some calibrations will lock the converter clutches under specific conditions, and others won't

[cleatus12r]

Originally Posted by travisunderwood

One last question.

'On the computer code issue, should I be worried about the shifting strategy differences you mentioned?

Generally not. There are just some shifting characteristics that are often less desirable. For example, some calibrations don't lock the converter in 2nd gear or won't lock the converter in 4th at full throttle. It's not a problem, per se, but just an annoyance for some folks"

Excuse my ignorance, what is meant the converter is not locked in 2nd or 4th?

Thanks
Travis

Travis,

To get a little more in depth with this question of yours:

Ford had a ton of different calibrations for the 7.3L powerstrokes. Each progressive code had something changed, be it one characteristic or a dozen. The changes weren't usually something that manual transmission truck owners would notice because there is no transmission shifting strategy required (the driver actually determines how the truck shifts instead of the PCM).

A lot of times, the Ford engineers actually built calibrations that didn't "make sense" to people who like to use and drive their trucks. My favorite example is my brother's truck (which shifts like a lot of other trucks out there) that has an MRT2 PCM code. It will not, under any circumstances, command a torque converter clutch apply in 2nd gear or at any usable speed in 3rd gear. It totally wastes all engine torque until the 3-4 shift at 45-50 MPH at which point it goes from a 3rd/unlocked to a 4th/locked.

Any time the engine loses RPM like that, all boost is lost. Acceleration suffers and it's just really frustrating to drive. A lot of other PCM codes do things like keep the torque converter clutch applied on deceleration but only for 13 seconds (MNM0, NVK2, etc.) or until the brake pedal is depressed (just about every 95-97 truck except TDE1/LKM6). Those don't make much sense either.

I see you have a 99. Is that an early 99 (build date of pre-8/98) or a 99.5 (9/98 or newer)? There are a ton of possibilities for your truck no matter which you have, but there are some pretty substantial differences between the two different model years.

[RMBC Freeride]

Excellent information in this thread. I called Bill several months back with similar questions (and answers). In my case it was Evo/Gryphon vs. FU. I was glad to see it all reviewed and covered so well here for others with the same questions.

I have yet to order from Bill due to funds and because my project has been more involved than I ever imagined. I am currently just running a used Edge Evo I picked up cheap on Craigslist, but anxiously awaiting the funds to get a FU. I will continue to use my evo as a monitor (and probably have Bill convert it to a Gryphon for vanity reasons ).

My calibration code is NQW4 - anyone know if this is generally a good one or a bad one? I know I dont care for how it shifts in stock tune, although i cant tell exactly what its doing or not doing and when (as far as the TC is concerned). With the Evo tunes, the shifting seems slightly better but not as firm nor as "tow-minded" as I'd like it to be.

[cleatus12r]

Originally Posted by RMBC Freeride

My calibration code is NQW4 - anyone know if this is generally a good one or a bad one? I know I dont care for how it shifts in stock tune, although i cant tell exactly what its doing or not doing and when (as far as the TC is concerned). With the Evo tunes, the shifting seems slightly better but not as firm nor as "tow-minded" as I'd like it to be.

The NQW4 is a TNAA5 calibration which means that it is very similar to the VDH3 and VDH4 pickup codes except yours controls a glow plug module due to the 50 state emissions requirements that Excursions had.

There are a lot of good programs available for your truck.

[RMBC Freeride]

Excellent! thanks!

[cracknut]

I was also debating Tony Wildman vs. PHP and ultimately the very informative and friendly nature of the website and this forum made me pick PHP (and Bill's tuning experience).

I spend most of my wrench time on my race car or the house so the Gryphon is better for me b/c it's easier to install. When I found the chip location for the Phoenix chip I was completely stymied by the giant wiring harness in the way. I couldn't event maneuver a tiny mirror on a stick in there to see the code.

This thread also answered my questions about which alternate standard tunes to request. My truck probably gets driven 1-2x per week and it will always be in either a daily driver mode or a tow mode - I have no need to switch on the fly.

Look for my gryphon order form today or tomorrow.