xHP once mentioned the possibility of licensing his product out to 'pro tuners'. Understandably, over the past several quarters, his focus has been on casting a wide net — covering as many chassis and 6/8HP variants as possible, while adding a degree of customization — which makes business sense. He's better off making 97% of his target audience happy than spending his time on individual tunes and not meeting the needs of those who want anything from a basic update to different variations/personalizations of each of the tune stages. Perhaps, once the dust settles a bit, we'll have either pro tuners or even further command of the tune, with an additional module and corresponding license/fee. Either way, I've been in touch with him enough for him to know (and I'm sure others have also chimed in) that there are specific scenarios that cannot be accounted for with the customization module. However, these particulars make up a small percentage of all use cases — thus, understandably, pertinent solutions are currently on the back burner.
With regard to your torque reduction, although it seems counterintuitive, increased torque reduction can yield a faster shift time, in many cases. This, as it allows the clutch release of the off-going gear and clutch engagement of the on-coming gear to be less counteracted by input torque, facilitating shift completion within a tighter window and with less heat/wear. My sub-200 ms shift times have been the result of incrementally adjusting each shift to have a greater torque reduction. This, of course, can be overdone — thus, it's important to adjust and test (and allow full adaptation), incrementally. However, when dialed in (at least to the degree of precision that the customization module will furnish), you will likley not want for another transmission.
In terms of a weak point, I don't know that I have been exposed to a big enough sample size to be able to tell you with any authority. Some people have one thing fail, while many others have never experienced the same kind of failure and vice versa. My recommendation is to manage both overall torque levels, shock loads, and clutch slip at high torque loads (the last 2 the product of a combination of shift speed and shift torque reduction). For example, I don't doubt that a healthy and otherwise stock transmission can handle 700 WHP (even without PD clutches) — IF one manages the above areas. In terms of torque levels, rather than generating maximum torque as early as possible and then having to taper it off sharply with increased RPM and increasingly toward redline, I prefer to still reach peak torque early, but limiting it down low, to hold a flat torque level to redline. Generally speaking (with supporting hardware), this allows for a 'cooler' run to redline and allows for repeated runs with very consistent output (and encourages one to manage the ratios more appropriately). This, as you can imagine, is far easier on the power/drive train, without sacrificing peak power output (oftentimes making it more accessible more consistently).
Lastly, on the torque converter, with the Gen-2 6HP, aside from launching, the torque converter is essentially out of the picture. When driving off at a moderate pace in D, for example, the lock--up sometimes occurs at or below 1,000 RPM and remains locked until back at a near stop. When moderately driving off from a stop in 2nd gear, it allows a bit of RPM flair for additional torque, but transitions to a lock, once the target lock-up RPM begins to align with the TC RPM; and, thus is only open for a very short duration (and locks well before it shifts into 3rd). Otherwise, under hard launch in any mode (D/S/M), yes, the TCU will allow an initial torque-tapping flair until the TC and target TC-lock RPMs become more plausible — not too dissimilar from when one pre-loads the TC while staging a launch. Otherwise, there's virtually no scenario in which the TC handles the full engine load (and thus all of the torque). The TC is generally locked long before reaching peak torque, for example, and remains locked throughout the power band and even between shifts. I don't see a scenario in which a TC swap should be the focus of one's upgrades, between stock and ~750+ WTQ levels. And, even if one plans on reaching higher WHP levels (than the aforementioned torque levels), one can simply limit the torque output in either the TCU (with caps specific to gear) or DME (for overall caps or caps by gear and/or RPM) calibrations. Unless I was targeting 850+ WHP and wanted to make just as much torque as HP (with PD clutches and TCU calibration, of course), I wouldn't make the TC a concern. And, even then, it would only be a matter of tuning or tapering the launch appropriately.
With regard to your torque reduction, although it seems counterintuitive, increased torque reduction can yield a faster shift time, in many cases. This, as it allows the clutch release of the off-going gear and clutch engagement of the on-coming gear to be less counteracted by input torque, facilitating shift completion within a tighter window and with less heat/wear. My sub-200 ms shift times have been the result of incrementally adjusting each shift to have a greater torque reduction. This, of course, can be overdone — thus, it's important to adjust and test (and allow full adaptation), incrementally. However, when dialed in (at least to the degree of precision that the customization module will furnish), you will likley not want for another transmission.
In terms of a weak point, I don't know that I have been exposed to a big enough sample size to be able to tell you with any authority. Some people have one thing fail, while many others have never experienced the same kind of failure and vice versa. My recommendation is to manage both overall torque levels, shock loads, and clutch slip at high torque loads (the last 2 the product of a combination of shift speed and shift torque reduction). For example, I don't doubt that a healthy and otherwise stock transmission can handle 700 WHP (even without PD clutches) — IF one manages the above areas. In terms of torque levels, rather than generating maximum torque as early as possible and then having to taper it off sharply with increased RPM and increasingly toward redline, I prefer to still reach peak torque early, but limiting it down low, to hold a flat torque level to redline. Generally speaking (with supporting hardware), this allows for a 'cooler' run to redline and allows for repeated runs with very consistent output (and encourages one to manage the ratios more appropriately). This, as you can imagine, is far easier on the power/drive train, without sacrificing peak power output (oftentimes making it more accessible more consistently).
Lastly, on the torque converter, with the Gen-2 6HP, aside from launching, the torque converter is essentially out of the picture. When driving off at a moderate pace in D, for example, the lock--up sometimes occurs at or below 1,000 RPM and remains locked until back at a near stop. When moderately driving off from a stop in 2nd gear, it allows a bit of RPM flair for additional torque, but transitions to a lock, once the target lock-up RPM begins to align with the TC RPM; and, thus is only open for a very short duration (and locks well before it shifts into 3rd). Otherwise, under hard launch in any mode (D/S/M), yes, the TCU will allow an initial torque-tapping flair until the TC and target TC-lock RPMs become more plausible — not too dissimilar from when one pre-loads the TC while staging a launch. Otherwise, there's virtually no scenario in which the TC handles the full engine load (and thus all of the torque). The TC is generally locked long before reaching peak torque, for example, and remains locked throughout the power band and even between shifts. I don't see a scenario in which a TC swap should be the focus of one's upgrades, between stock and ~750+ WTQ levels. And, even if one plans on reaching higher WHP levels (than the aforementioned torque levels), one can simply limit the torque output in either the TCU (with caps specific to gear) or DME (for overall caps or caps by gear and/or RPM) calibrations. Unless I was targeting 850+ WHP and wanted to make just as much torque as HP (with PD clutches and TCU calibration, of course), I wouldn't make the TC a concern. And, even then, it would only be a matter of tuning or tapering the launch appropriately.
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