Awesome awesome video. So much valuable information given away for free. Thank you so much. We're not allowed to run a lock up, but the information you've shared is priceless. Curious to why on your 4.10 pass and locking it up in first, why you pulled power back in low gear. I noticed how much lower the ERPM was everywhere in low and then you mentioned being on less power, just curious as to why. And curiously it went a quicker 60ft on less power. I guess it was just driving the car harder and slipping the converter less
You're using the cameron converters dump valves to stage your lockup. Do you still use the dump valves to spool up the turbo bumping in on the trans brake?
Has anyone ever run a 722.6/nag1 trans with the Dominator? I know it's not in the drop down but it doesn't seem like it's much more complicated compared to the 6L80
Holley doesn't support the nag1. Shift strategy is all based off output shaft speed. The trans doesn't have a output speed sensor. The trans calculate output speed off of wheel speed that's bussed to the tcm from the abs. Sound German automotive is the only one that can control the nag1 in a standalone.
@@sonikempire then I would get ahold of Russell (I believe that's his name) and see if the 2800 can be integrated via can bus with a holley ecu. I'm sure it can be, it's just a matter of whether he has done it.
Nags are hella complicated compared to a 6L. It's a Mercedes design and uses a combination of 5 solenoids for each shift. A 6L typically switches either 1 or 2 solenoids at a time to make a shift. Holley also only controls 6L's via CAN, so it's mimicking factory style can messages to make the integral TCM operate as Holley commands.
