[HWYSTR455]

Compushift has definable values, the USShift has pre-programmed 'modes', so you generally have to pick a 'mode' and make limited changes to it.

The CompuShift has fields you can actually input values into, not pre-programmed stuff.

Or that at least how I saw it, could be mistaken, it's been about 3-4 mo that I looked at the data, and my comments were consolidated ones from that previous research, if you get what I mean.

I've never physically held a USShift unit in my hand, or set one up, so that would have to be taken into account.

I don't see a 'burnout' mode as being any great benefit, you can manage a burnout when the trans program is 'right' without any 'feature'. If you want more line psi for a burnout, you set it. Done. In general, you can 'drive' on that 'program' without any difficulty, if you catch my drift.

I can't see where locking up the converter for a burnout has any benefit, and that's the only thing I can think of that might be of value for a burnout. And you generally wouldn't lock up in 1st or 2nd gear in normal driving.

Maybe I'm not understanding the feature, but regardless, the CompuShift is considerably more expensive, and you can get around the missing 'management' with the USShift unit.

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[Formulajones]

What I've noticed is some of the different models will monitor trans temps, line pressures and other parameters while some of the cheaper versions don't. In that case, if you like to see those things, screen size could become an issue for some.
Some of the cheaper stuff has basic parameters to set, with simple options to choose and no real fine tunability and no displays.

With Hughes and the Compushift, you have the option to choose whether you want those features or not. Compushift has different levels of controllers and prices change accordingly. Hughes also has their own controller with different features of their own that are kind of interesting.

I for one, am used to infinite adjustability from tuning LS engines with HPtuners and having total control over all transmission functions, pressures, etc... I really liked being able to play with line pressures and TPS values for low throttle comfort and ramping things up as you got more aggressive and change anything in between, Like torque converter clutch lockup aggressiveness (duty cycle) I always liked to have it feel like another gear change, not that slip and slide feeling the factory programs in.

It's all that adjustability that absolutely has me going for the premium controller setup with all the bells and whistles.

[ponjohn]

Originally Posted by HWYSTR455

Compushift has definable values, the USShift has pre-programmed 'modes', so you generally have to pick a 'mode' and make limited changes to it.

The CompuShift has fields you can actually input values into, not pre-programmed stuff.

Or that at least how I saw it, could be mistaken, it's been about 3-4 mo that I looked at the data, and my comments were consolidated ones from that previous research, if you get what I mean.

I've never physically held a USShift unit in my hand, or set one up, so that would have to be taken into account.

I don't see a 'burnout' mode as being any great benefit, you can manage a burnout when the trans program is 'right' without any 'feature'. If you want more line psi for a burnout, you set it. Done. In general, you can 'drive' on that 'program' without any difficulty, if you catch my drift.

I can't see where locking up the converter for a burnout has any benefit, and that's the only thing I can think of that might be of value for a burnout. And you generally wouldn't lock up in 1st or 2nd gear in normal driving.

Maybe I'm not understanding the feature, but regardless, the CompuShift is considerably more expensive, and you can get around the missing 'management' with the USShift unit.

.

The controller ignores the upshift command while in the box. This prevents a shift while doing a burnout.

[Formulajones]

I do mine in 3rd anyway so I don't really see a need for that feature. I may do the transbrake that is offered though since I have a 2 step.

[HWYSTR455]

Originally Posted by ponjohn

The controller ignores the upshift command while in the box. This prevents a shift while doing a burnout.

The way the CompuShift and Holley Dominator ECU work is it stays in whatever gear you have the selector in when in anything other than OD (4th).

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[Formulajones]

Yes that's how Hughes explained it to me. So you actually have full manual control with the shifter if you wish, or you can leave it in overdrive and let the computer take over.
So I can be in the burnout box, start in 1st, manually shift to 3rd and finish the burnout. Then click in overdrive for the pass and let the computer take over the shift points. Which makes for a really nice setup.
Plus their transbrake also still allows full computer control and no reverse pattern necessary. It's a pretty slick deal all around.

[ponjohn]

Originally Posted by Formulajones

Yes that's how Hughes explained it to me. So you actually have full manual control with the shifter if you wish, or you can leave it in overdrive and let the computer take over.
So I can be in the burnout box, start in 1st, manually shift to 3rd and finish the burnout. Then click in overdrive for the pass and let the computer take over the shift points. Which makes for a really nice setup.
Plus their transbrake also still allows full computer control and no reverse pattern necessary. It's a pretty slick deal all around.

Interesting.

Have you compared a fully automatic pass vs. manually shifted?

[Formulajones]

Originally Posted by ponjohn

Interesting.

Have you compared a fully automatic pass vs. manually shifted?

I have with 4L60E's and there is no discernable difference. Actually the runs were more consistent and quicker with the computer taking control because it took human error out of it. That's the neat thing about the E trans, I can precisely choose the shift points needed down to double digit rpms, and it would duplicate it every time without the need to even watch the tach once you have it where you want it, and I can then concentrate on cutting a light and pointing the car.

I'm sure the 4L80E wouldn't be any different and that's one of the big attractions of it for me.

Honestly though, once you have the parameters you want programmed, and have the trans shifting exactly the way you want, with both upshifts and downshifts occurring where you want them when you whack the throttle, I rarely find the need to ever move the shifter out of OD. While all that can also be done with a TH400 governor, that process is extremely time consuming, messy, and I usually go through a couple gallons of trans fluid and a few days of my time before I eventually get the trans doing what I want for a particular engine. With an "E" trans you just push a few buttons, and it can be done on the fly as well.

[DarcyL]

Will do- I'm just finishing some house reno's before the snow comes, then I'll assemble the trans and get it in the car- probably won't have any news till spring-