LOST JEEPS :: View topic - Tranny Shift Points

To bad that DC did not provide a two button setup on the shifter that would allow this option.

If you never go beyond 60 MPH you would have the same thing. Just keep the foot out of the pump Mr. Cowpie! :lol:

Cowpie1 wrote:

To bad that DC did not provide a two button setup on the shifter that would allow this option.

What, like an Allison??? Maybe even a economy/Performance dual mode switch too. That would make too much sense.

Seriously I would like it too when I start towing. When I see some here talking about towing with the OD locked out all the time I am wondering what that is doing at 65/70 MPH that they are also posting. I would likely only tow in OD until I got into hils then I would be turning it off and on not just locking it out for the duration.

Cowcatcher wrote:

If you want to get really technical with this stuff, start looking at the performance chart for this engine, final drive ratio, and transmission gear ratios (1:1, 0.75:1, and 0.67:1). Detroit Diesel/Allison does the exact same thing in a heavy bus application. Ratios are spaced perfectly to provide optimal efficiency (fuel economy) at 45, 55, and 65 mph (3rd, 4th, 5th gears) and optimal performance (max usable power) at 55, 65, and 75 mph (3rd, 4th, 5th gears). The efficiency peak of one gear is the performance peak of the next lower gear. The short of it is that if you are towing under load @ 65 mph with any amount of hills, you want it locked into 4th or it will go likely go "hunting." The little bump in RPM will also keep your fluids moving and fan turning faster to prevent the overheating some are reporting.

Driving this combination in a bus application @ 55-60 mpg (urban expressway or rolling hills), you actually have to manually lock-out the deep overdrive or the transmission will be contantly "hunting" for a gear which will trash a $15K Allison in short order. Starting to sound familliar???

RFCRD wrote:

Cowcatcher wrote:

Boy, does it. That is why I would like more control over my CRD tranny. Of course, I could always lock out the OD and then never drive over 55. :cry:

Even with the new autoshift tranny setups in some semi's, I like to lock the shifter then hit the button when I want to shift up when in certain situations. The programming for them is along the same line as for the full auto trannys. Sometimes, it is not always a good thing to have the equipment, be it Semi or CRD, to take over too much from the driver. Oh well, welcome to the 21st century.

Or maybe I am just nuts...

I keep hearing that that since this tranny is the same as in the Grand, it should support autostick (where you put a gear selector in a different drive mode that lets you push one way to upshift and the other to downshift). I want to find a way to retrofit a solution. It seems like the software is the only thing different (besides the autostick gear selector). If some egghead at Chrysler could get us a flash that supported autostick and was CRD compatable-- we could fab some kinda device to manipulate it aka the "autostick". Maybe, you could even make that device programmable and have it effectively move the torque converter lockout point to a different MPH spot as well. And if your device was shifting the "autostick" automatically... you might just override all the d$#mned "learning" the transmission tries to do that seems to confuse it sometimes in the first place.

Just a flash and a mechanic/engineer who knows how the autostick gear selector communicates with the tranny...

Or maybe I am just nuts...

Author:	Cowpie1 [ Sat Aug 12, 2006 2:10 am ]
Post subject:	Tranny Shift Points
The only gripe I have about my CRD is that when I lock out the OD on the tranny, I lose the top two overdrive gears. It would be a great feature if you could chose to lock out the top OD or both OD. Does anyone know if there is a way to install a switch to do this or change the program in the module or change the shift points. There are times when pulling that I would prefer to use only the .75 OD and have the .67 OD not engage to keep the RPM's at a little higher level for the pull. To bad that DC did not provide a two button setup on the shifter that would allow this option.

Author:	RFCRD [ Sat Aug 12, 2006 5:07 am ]
Post subject:	Re: Tranny Shift Points
Cowpie1 wrote: To bad that DC did not provide a two button setup on the shifter that would allow this option. What, like an Allison??? Maybe even a economy/Performance dual mode switch too. That would make too much sense.

Author:	Cowcatcher [ Sat Aug 12, 2006 10:45 am ]
Post subject:
If you never go beyond 60 MPH you would have the same thing. Just keep the foot out of the pump Mr. Cowpie!

Author:	Cowpie1 [ Sat Aug 12, 2006 11:04 am ]
Post subject:
Cowcatcher wrote: If you never go beyond 60 MPH you would have the same thing. Just keep the foot out of the pump Mr. Cowpie! Yeah, I know! But choosing when to engage the top hole would be nice. With a heavy load, I would prefer to engage only 4th gear after 55 on up to 65. With the OD lockout, I feel like the engine will come apart after 60. I realize it would be too much to ask for DC to provide a multi OD option. Probably not an issue with most, since I have not seen any long discussion about this, but it is just the Truck Driver in me that likes to have more control over the power band of the motor. Even if only one button on the side, at least a 4 position shift lever would have made sense. To lose both 4th and 5th gears with OD lockout does not make sense. But then, a lot of things make no sense!

Author:	Cowpie1 [ Sat Aug 12, 2006 11:06 am ]
Post subject:	Re: Tranny Shift Points
RFCRD wrote: Cowpie1 wrote: To bad that DC did not provide a two button setup on the shifter that would allow this option. What, like an Allison??? Maybe even a economy/Performance dual mode switch too. That would make too much sense. Agreed!!!

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Author:	Cowcatcher [ Sat Aug 12, 2006 11:14 am ]
Post subject:
Seriously I would like it too when I start towing. When I see some here talking about towing with the OD locked out all the time I am wondering what that is doing at 65/70 MPH that they are also posting. I would likely only tow in OD until I got into hils then I would be turning it off and on not just locking it out for the duration.

Author:	RFCRD [ Sat Aug 12, 2006 12:04 pm ]
Post subject:
Cowcatcher wrote: Seriously I would like it too when I start towing. When I see some here talking about towing with the OD locked out all the time I am wondering what that is doing at 65/70 MPH that they are also posting. I would likely only tow in OD until I got into hils then I would be turning it off and on not just locking it out for the duration. If you want to get really technical with this stuff, start looking at the performance chart for this engine, final drive ratio, and transmission gear ratios (1:1, 0.75:1, and 0.67:1). Detroit Diesel/Allison does the exact same thing in a heavy bus application. Ratios are spaced perfectly to provide optimal efficiency (fuel economy) at 45, 55, and 65 mph (3rd, 4th, 5th gears) and optimal performance (max usable power) at 55, 65, and 75 mph (3rd, 4th, 5th gears). The efficiency peak of one gear is the performance peak of the next lower gear. The short of it is that if you are towing under load @ 65 mph with any amount of hills, you want it locked into 4th or it will go likely go "hunting." The little bump in RPM will also keep your fluids moving and fan turning faster to prevent the overheating some are reporting. Driving this combination in a bus application @ 55-60 mpg (urban expressway or rolling hills), you actually have to manually lock-out the deep overdrive or the transmission will be contantly "hunting" for a gear which will trash a $15K Allison in short order. Starting to sound familliar???

Author:	Cowpie1 [ Sat Aug 12, 2006 12:18 pm ]
Post subject:
RFCRD wrote: Cowcatcher wrote: Seriously I would like it too when I start towing. When I see some here talking about towing with the OD locked out all the time I am wondering what that is doing at 65/70 MPH that they are also posting. I would likely only tow in OD until I got into hils then I would be turning it off and on not just locking it out for the duration. If you want to get really technical with this stuff, start looking at the performance chart for this engine, final drive ratio, and transmission gear ratios (1:1, 0.75:1, and 0.67:1). Detroit Diesel/Allison does the exact same thing in a heavy bus application. Ratios are spaced perfectly to provide optimal efficiency (fuel economy) at 45, 55, and 65 mph (3rd, 4th, 5th gears) and optimal performance (max usable power) at 55, 65, and 75 mph (3rd, 4th, 5th gears). The efficiency peak of one gear is the performance peak of the next lower gear. The short of it is that if you are towing under load @ 65 mph with any amount of hills, you want it locked into 4th or it will go likely go "hunting." The little bump in RPM will also keep your fluids moving and fan turning faster to prevent the overheating some are reporting. Driving this combination in a bus application @ 55-60 mpg (urban expressway or rolling hills), you actually have to manually lock-out the deep overdrive or the transmission will be contantly "hunting" for a gear which will trash a $15K Allison in short order. Starting to sound familliar??? Boy, does it. That is why I would like more control over my CRD tranny. Of course, I could always lock out the OD and then never drive over 55. Even with the new autoshift tranny setups in some semi's, I like to lock the shifter then hit the button when I want to shift up when in certain situations. The programming for them is along the same line as for the full auto trannys. Sometimes, it is not always a good thing to have the equipment, be it Semi or CRD, to take over too much from the driver. Oh well, welcome to the 21st century.

Author:	RFCRD [ Sat Aug 12, 2006 12:35 pm ]
Post subject:
Cowpie1 wrote: RFCRD wrote: Cowcatcher wrote: Seriously I would like it too when I start towing. When I see some here talking about towing with the OD locked out all the time I am wondering what that is doing at 65/70 MPH that they are also posting. I would likely only tow in OD until I got into hils then I would be turning it off and on not just locking it out for the duration. If you want to get really technical with this stuff, start looking at the performance chart for this engine, final drive ratio, and transmission gear ratios (1:1, 0.75:1, and 0.67:1). Detroit Diesel/Allison does the exact same thing in a heavy bus application. Ratios are spaced perfectly to provide optimal efficiency (fuel economy) at 45, 55, and 65 mph (3rd, 4th, 5th gears) and optimal performance (max usable power) at 55, 65, and 75 mph (3rd, 4th, 5th gears). The efficiency peak of one gear is the performance peak of the next lower gear. The short of it is that if you are towing under load @ 65 mph with any amount of hills, you want it locked into 4th or it will go likely go "hunting." The little bump in RPM will also keep your fluids moving and fan turning faster to prevent the overheating some are reporting. Driving this combination in a bus application @ 55-60 mpg (urban expressway or rolling hills), you actually have to manually lock-out the deep overdrive or the transmission will be contantly "hunting" for a gear which will trash a $15K Allison in short order. Starting to sound familliar??? Boy, does it. That is why I would like more control over my CRD tranny. Of course, I could always lock out the OD and then never drive over 55. Even with the new autoshift tranny setups in some semi's, I like to lock the shifter then hit the button when I want to shift up when in certain situations. The programming for them is along the same line as for the full auto trannys. Sometimes, it is not always a good thing to have the equipment, be it Semi or CRD, to take over too much from the driver. Oh well, welcome to the 21st century. I had two coaches with Eaton semi-automatics (automated 10-spd RoadRanger) in the mid 90's. Did exactly the same thing, ran them manually with the thumb buttons in the "hold" position. Unless the trip involved a lot of urban stop & go touring, preferred this arrangement over the Allison by a longshot. On the last coach, wasn't given a chioce, had to take an Allison. A good example of Allison durability issues, on that coach, the tranny case split wide open @ 3yrs old/200K miles. It went "hunting" one too many times.

Author:	Pablo [ Mon Aug 14, 2006 12:44 am ]
Post subject:	AutoStick?
I keep hearing that that since this tranny is the same as in the Grand, it should support autostick (where you put a gear selector in a different drive mode that lets you push one way to upshift and the other to downshift). I want to find a way to retrofit a solution. It seems like the software is the only thing different (besides the autostick gear selector). If some egghead at Chrysler could get us a flash that supported autostick and was CRD compatable-- we could fab some kinda device to manipulate it aka the "autostick". Maybe, you could even make that device programmable and have it effectively move the torque converter lockout point to a different MPH spot as well. And if your device was shifting the "autostick" automatically... you might just override all the d$#mned "learning" the transmission tries to do that seems to confuse it sometimes in the first place. Just a flash and a mechanic/engineer who knows how the autostick gear selector communicates with the tranny... Or maybe I am just nuts...

Author:	oldnavy [ Mon Aug 14, 2006 8:18 am ]
Post subject:	Re: AutoStick?
Pablo wrote: Or maybe I am just nuts... That is just too tempting to let pass without something said. Sometime you act like a nut, sometimes you don't!!!

Author:	DZL_LOU [ Mon Aug 14, 2006 9:28 am ]
Post subject:	Re: AutoStick?
Pablo wrote: I keep hearing that that since this tranny is the same as in the Grand, it should support autostick (where you put a gear selector in a different drive mode that lets you push one way to upshift and the other to downshift). I want to find a way to retrofit a solution. It seems like the software is the only thing different (besides the autostick gear selector). If some egghead at Chrysler could get us a flash that supported autostick and was CRD compatable-- we could fab some kinda device to manipulate it aka the "autostick". Maybe, you could even make that device programmable and have it effectively move the torque converter lockout point to a different MPH spot as well. And if your device was shifting the "autostick" automatically... you might just override all the d$#mned "learning" the transmission tries to do that seems to confuse it sometimes in the first place. Just a flash and a mechanic/engineer who knows how the autostick gear selector communicates with the tranny... Or maybe I am just nuts... Your not nuts, check out my post http://www.lostjeeps.com/forum/phpBB3/viewtopic.php?t=109662

Author:	oldnavy [ Mon Aug 14, 2006 9:42 am ]
Post subject:	Re: AutoStick?
DZL_LOU wrote: Your not nuts, check out my post http://www.lostjeeps.com/forum/phpBB3/viewtopic.php?t=109767 I checked it out and got this: The topic or post you requested does not exist

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