All the other vehicles i've owned were dodge so i didn't know. Is there any big difference between the transgo kit or just doing the tricumulator springs and the acumulator valve?

 

yep, it will correct this issue.

 

teh Transgo Tugger kits helps allot with gearing down into second and even first, hardly any waiting or slop.

 

Yes it will hold the gear you select, but you cannot tell it when to shift out of it any more than mere suggestion. It still has to calculate it's own values once you shift the manual lever before it will actually shift, leaving a nasty gap between when you physically move the lever and when the tranny actually shifts. And it will not shift at all if everything's not right. Like say if you pulled it down to 1st running 80, it wouldn't shift down until the speed was right. Mainly, it's still worthless because there's so much lag between when you say shift by moving the lever, and when it actually happens so you still can't get anything done like that as far as having more control except to maintain a gear not to actually shift through them.

.02

Charlie

 

nope common fo rFords , put it in second and it stays in second only, even from a light.

 

I don't know what my tranny did, but its weird. When i manually shift into second, it starts in second and stays in second. So now i can actually column shift through all the gears.

 

If you're asking if and how the shift firmness/duration will be controlled, it should be very simple(I can only assume at this point as I havn't been able to do my own). The PCS module has a number of options for input for this variable. I will use the map sensor since boost is the absolute best measure of engine load. As the boost rises the module will increase the shifting firmness through a combination of pressure and solenoid signal. Forgive me if that's not perfectly correct with regard to the tranny internals, I don't actually have to know the down and dirty of the tranny to make this happen, just have to know what I want it to do so that I can play with the pressures and durations of shifting while using map as a reference. However, you could use any input sensor you wanted for other needs, such as tps, or vss for incorporation into a TC lockup strategy, or simply have this in conjunction with a TC manual lockup switch, or have it come on based on speed, or rpm, or whatever you can dream up.

As far as the input device, I will use a joystick that's mounted on a tube that bolts to the floor right where my shifter comes through the floor now. I will use a standard automatic shifting cable to physically cycle the valvebody through P,R,N,D. For this I will physically move the joystick from left to right. So that P will be basically all the way to the left, say 45 degrees layed over toward the steering wheel, then R would be proportionatly more straight up and away from the steering wheel, N more straight up and again farther from the steering wheel, with D being with the joystick standing straight up. That way you would have a tactile reference for mode selection by simply feeling with your hand. I actually considered using a servo for this, but the user feedback on which one you were in would have depended on lights, or something much less informative than a tactile feedback like having the joystick physically moving throughout the range in your hand.

Then to shift up/down, I will have microswitches at relatively within relatively low degrees from straight up that will trigger the shifts to the module. So for me, I will set it up so that pulling back on the joystick will shift up one gear per each "slap" or tug. And obviously "slapping" or pushing forward would lead to shifing down one gear per hit. I will also have a rotary switch for switching between differing profiles that I create, so that I can have a grandpa smooth profile for cruising, but then simply switch to another profile in case I want it to lay stripes on each gear, or anything in between these, because you personally "program" the values so that it will do exactly what you want.

You also have the option of programming in full automatic shifting strategy so that if you kill the 12v power to the manual input device(joystick, paddles......) it will revert to this fully automatic shifting schedule in case you want hands-free operation just like a standard auto would. Except that you get to design this program as well so you can dial it in at any time by plugging up a laptop and changing parameters to any aspect of the system.

Check out their webpage. Powertrain Control Solutions (PCS). Their tech guys are really sharp too, so you can bounce any crazy questions you might have off of them. I will be going this route as soon as I have time and can afford a BTS. /ubbthreads/images/graemlins/tongue.gif

Charlie

 

OK now I " need" one, but how do I get teh little paddles for teh steerign wheel. Do you think we can change teh wheel out with somethign else??? maybe from Ford??

 

Is there a website i can start checking out?

 

got a handle on the epc pressure and how to vary it?

 

Dave-

Just let me know when, and I'll put it all together with comprehensive instructions. /ubbthreads/images/graemlins/tongue.gif

I think you'd really benefit too.

Besides, it'd be that much more fun for me next time I go for lunch lol. /ubbthreads/images/graemlins/smile.gif

Charlie

 

so is mine ready yet?

 

With the module you can have manual shifting or fully automatic shifting like you do now, except that you get to do the programming yourself so that it's perfectly how you like it. You simply cannot do any better than this for power transmission in a truck without impractical options. You can do anything that you can dream up with a stand-alone module. All the way from fully automatic, to full manual, with control over every variable that can be altered. You can't touch this with a ZF6 or ZF5 and you can't touch it with a full automatic either.

Anything you can do with these it can do better. All except the parasitic loss of the real manual trannies. But with a good TC locking strategy you can really come so close that it would not even come close to justifing the manual tranny against all of the overwhelming benefits of the full manual automatic.

.02

Charlie

 

My problem is i need something that can shift like a manual, but other people drive my truck don't know how to drive a manual, and i don't want my truck to the the vehicle they learn on

 

now that sounds like a plan , let me know how it works out, Tiptronic would be awesome, littel paddles on the steering wheel, way too cool.

 

Powertrain Control Solutions (PCS) offers a module to do just that and much more that I didn't mention. About 700 dollars I think.

 

cool where can i get one at? I haven't found a chip program yet that i like as far as the shifting goes. The only one i did like would't let the tranny shift into OD when the cruise control was on.

 

You don't want a manual because manuals are so inefficient on shifts. Granted the word efficiency being used to justify an auto seems strange /ubbthreads/images/graemlins/confused.gif but for quick clean shifts with no loss of power, boost or momemtum, you can't beat an auto. And with the TC locked you can start to approach the efficiency of a manual tranny.

As far as this goes in practice however:

You can do much better than a manual valvebody. You have an elecroniclly controlled tranny that affords you the option of having variable shifting charactoristics on the fly with constantly changing patterns and abilities. The best bet is to simply use a stand-alone module so that you can regain control over this vast amount of flexibility. The PCS module for one offers you the ability to manually shift the transmission with shift charactoristics as well as other variables such as TC lockup being referenced off of any number of currently available sensors such as tps, map, vss........whatever you deem necessary to get the results you're looking for. The shifting input can be any electronic device you can dream up, wether it be buttons, joystick......whatever you want.

And beyond that, you can actually kill the power to the manual input device and the module with revert to any automatic shifting schedule that you have programmed and act just like a full automatic.

For a concrete example, look at the "Tiptronic" shifting that's happening in most of the luxury sportscars. This is the same in essence and as far as the user's concerned.

So to answer your question. Doing it manually with a valvebody would be crude and horrably inflexible compared to having a quality stand-alone module that can be programmed by you to either shift like grandpa, or throw the back glass all across the tailgate and anything in between, with the option to switch between these modes with a switch similar to a "tow/haul" button except the number of profiles is not limited to only two.


This is what I will be doing with a 4R100 here shortly in my superduty.

Charlie

 

you would want to shift it manually all teh time??? why not jsut get a 5sp instead?

 

I was thinking the same thing the other day.