Lockup/Shift pattern Q

[joelabq]

I have a goerend but I recall this on the stock trans too...

My truck with OD on shifts 1-2-3-4-Lockup
My truck with OD off shifts 1-2-3-lockup

I have read in several threads that it should be like this:

OD on shifts 1-2-3-lockup-unlock briefly-4-Lockup
OD off shifts 1-2-3-lockup

I have a lockup switch with the jumper so the relay was removed. I did put in a resistor that I got in line per the Goerend instructions, but never put in the relay because I didnt realize it was for the lockup switch so you can have the relay in.

Any insite? Should I put the relay in - I recall even stock w/ no lockup switch and the relay in that it didn't lockup in 3rd without the OD toggled off.

This is a 47RE transmission.

Joel

[RPegram]

No matter whether you have a stock or aftermarket trans your shifting should be like your first scenerio. In normal operation converter should not lockup until you are in 4th gear (OD). Unless you got the billet input shafts in your trans, Dave does not recommend a lockup switch.

[joelabq]

I'm not doing locked shifts, just use it for towing and 2nd gear lockup.

When I talked with Dave, he didn't frown on a lockup switch, he frowned on using it during shifts....

Joel

[JFortner5]

I know this is a little old, but is there any way to change that pattern? My father in law has a 7.3L Ford and his is:

1-2-3-lock- 4 under normal accelleration

Its 1-2-lock-3-4 when you give it some more fuel. I love the way that transmission is programmed. It is bone stock. Can a Dodge be made to do something similar? His does unlock for shifts, but its so quick that you can't tell.

[Art]

I know there is a timer delay feature built into the PCM to limit how many shifts are made and just how fast.

Example is full throttle in 3rd up to 2300RPM and then let up on the throttle. It will shift immediately into OD, but always waits a couple seconds before LU.

Because of the ingenoius (seriously, I mean it) way MoPar accomplished the lockup feature in their converter, I think it is not ideal for frequent locks/unlocks especially during shifting. There is a switch valve in the valvebody that switches the torque converter oil flow direction, and in the "other" direction the lockup piston acts as a check valve and clamps the lockup clutch plate locking the turbine to the impeller. Absolutely ingenious

[unixcowboy]

When you look at my sig you'll think I'm in the wrong forum - but I'm not ...

I have a switch installed to turn on/off the TC lockup.
When I have the lockup on and the trans in D I get the following :
1 -> 2 -> lockup -> 3 -> OD
If I manually shift I get :
1 -> 2 -> 3 -> lockup -> OD
What I want to have is manually shifted :
1 -> 2 -> lockup <<== either shifting from 1st to 2nd or putting the trans in 2 and letting it shift by itself from 1st -> 2nd

I do have a pressure switch to enable/disable the lockup at ~ 33 mph.
I was hoping that a valve body mod or separator plate mod might do the trick.

Remember - this is a '93 - my PCM doesn't know anything about locking TC's
Is this even possible ?

[joelabq]

That sounds about right with the switch on, once in 2nd gear it locks up and stays locked during shifts. Horrid on shafts from what I understand. I have standard shafts in mine since its for hauling not racing/sled pulls. I don't shifted locked.

Joel

[unixcowboy]

In D when it hits 2nd it locks.
That's fine for normal driving.

I want to be able to manually shift gears in the 1/4 and when I hit 2nd I want it to lock. That way I can hold it in 2nd until ~ 60 - 65 then hit 3rd.
I don't think shifting at that speed will tear up an input shaft. Not as much torque hitting a slow moving vehicle. And 65 is a couple hundred over the torque peak in 2nd and a couple hundred below torque peak in 3rd.