Original geschrieben von: Kevin
Sagt mal die AT-Getriebe der NA und TT sollten doch die selben sein oder?
gibt da schon paar Unterschiede...
Hier hast du bisschen Lesestoff....das hab ich auf die schnelle zu dem Thema gefunden :
DIFFERENCES
TT Auto
- HP Limit -425-450 w/ a good cooler.
- Valve body has 4 solenoids, the 4th solenoid controls line pressure electronically. This allows smoother shift modulation.
- Has a larger torque converter that is more efficient.
- TT torque converter requires use of a TT flexplate and TT flexplate bolts.
- Driveshaft bolts onto the transmission to a 3 bolt flange.
- Has a different input shaft than the n/a tranny.
- Has more clutch packs than the n/a auto.
- Valve body solenoids activate linearly allowing more precise transmission control.
N/A Auto
- HP Limit : ~325-350 w/ a good cooler
- Transmission line pressure is controlled by a cable and only has 3 solenoids in the valve body.
- Has a slip type tailshaft housing for the driveshaft. Driveshaft slips into the transmission itself.
- Valve body solenoids have an on and off activation.
The biggest problem with the n/a auto's in our cars is the fact that it has an extremely low HP limit.
You can shim the accumulators in the N/A auto which allows for quicker shifts, reducing the amount of time the clutch packs slip and therefore creates less heat allowing for more hp. But the problem with n/a A340's compared to the TT auto is there is a limit to shimming in the fact that it simply doesn't have enough clutch packs to hold much power.
So far, people with n/a auto's don't have many options when it comes to stronger tranny's. BL and many other companies offer rebuilds that allow for a higher hp limit but these services generally cost around 2 grand and can't hold much more than the stock TT auto, which isnt' very much more considering how much it costs. In these services the most notable change is they swap out the clutch packs with raybestos blue plate clutch packs which are stronger.
When you shim the accumulators however, you should may want to consider shimming the 1-2 shift a little less agressively because the next weakness in the tranny after clutch packs is the 2nd gear sprague and hard 1-2 shifts can break it.
The reason swapping a TT auto is complicated is because of the line pressure issue with the valve bodies. Believe it or not, the cable the n/a auto has is NOT a kickdown cable but a cable to control line pressure. The problem with the TT tranny is line pressure is controlled electronically via a solenoid. The solenoid is linearly controlled and allows for more precise line pressure control. So far, the only way to control the TT tranny is with an AEM, however.
A 1500 dollar solution to simple transmission control. Latent Solutions makes the 'suprastick' tranny controller but it will only work with the n/a valve body, ie: valve bodies with mechanical line pressure.
Zur Kardanwelle kann ich dir leider nix sagen...