Hello,
I just had a local transmission shop install a rebuild my transmission, install a new Suncoast torque converter, and install a Transgo shift kit in my 2005 CRD. When I got it back I was happy with the different performance from the new torque converter but surprised at the "softness" of the shift. I expected a quicker sort of kick to the shift. All of the shifts are the same except for 2nd to 3rd which seems way slow to me.

I spoke to the shop - they drove it and said that's what you want. I'm not convinced. They said they set-up/programmed the shift-kit to do that. Mentioned a quick-learn method that most Chrysler/Jeep transmissions have. I was wondering what the users on this forum think? And wondering (if neccesary) how it can be reprogrammed to shift faster?

The CRD does have the F37 flash.

Thanks

- Dan

I just installed a TransGo shift this weekend too. Its that 'HD' version so I was expecting a bit more 'snap' out of it. However, I did notice a difference from stock, although the other half didn't notice a difference (that was good). The most noticeable thing to me was the responsiveness of the downshifts more so than the upshifts.l I did see a 'quick learn' process as I was going through the FSM this weekend. Not sure though if thats going to get you want you want.

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Ryan
2006 Ford F-250 PSD CC FX4
**GONE**
2005 Jeep Liberty CRD
SAMCO Hoses//GDE Tune//PML Trans Pan//TransGo HD Shift Kit//MBRP Exhaust

1986 2R Mustang SVO

If you put the resistor on - you'll get a hard shift
I initially installed it and then pulled it off - it was too hard for daily driving.

And Welcome to LOST.

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2005 CRD
stuff
Skeptic quod gratis asseritur, gratis negatur

Years back, when transmission brains were autonomous, a 'shift kit' could be used to de-program oem brainwashing, where the trans was programmed to survive the warranty period - different springs and orifices setup the trans to operate like the oriental versions, where the gear ranges would be used for power-transmittal, rather than thru the purposely mushy oem fluid-coupling cum torque convertor

Entirely different tale, today, however, where the uprocessor has taken over and yer trans is nothing but a mindless slave - shift points, times, and durations are all in that little box on the turbo-side fender - go ahead, increase accumulator spring tension in some futile attempt to improve shifting: uproc notes the unauthorized sudden increase in shift quality, opens the valve more to bypass fluid-flow intended for the re-sprung accumulator, reducing shift quality to meet as-designed specs - those kit parts, for the most part, are to restore as-new operation in a 545RFE with a few miles on it - also is a resistor to be installed in order to offset the output from the line-pressure sensor, fooling the TCM into thinking line pressure is lower than demanded, which then increases regulated output to compensate, giving somewhat better shift quality

So, you will get some improvement thru the improved parts, but not like the olden days, in another century, long ago and far away - the Hemi guys use the identical 545RFE trans and torque convertor, but their TCM is combined with the Hemi ECM, called PCM, making trans reprogramming somewhat easier than our Hybrid setup - however, if we can break the code such that uproc will improve shift quality on demand, the trans will be in Transgo readiness

That's my story, and I'm stickin' to it...................

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'05 CRD Limited
Pricol EGT, Boost
GDE Hot '11; EDGE Trail switched
SEGR; Provent; Magnaflow;
Suncoast T\C, Transgo Tow'n'Go switch;
Cummins LP module, Fleetguard filter, Filterminder
2.5" Daystar f, OME r; Ranchos; K80767's, Al's lifted uppers
Rubicons, 2.55 Goodyears
Four in a row really makes it go

The shift sequence is controlled by the TCM. I think you would need a reprogram not a mechanical shift kit. The TCM has a set parameter for shift time due to fluid volume per amount of time and lots of other info. I don't know the tech lingo. I think the TCM will readjust for any mods you made. The info below helps explain it.


OPERATION
The 45RFE/545RFE offers full electronic control of
all automatic up and downshifts, and features realtime
adaptive closed-loop shift and pressure control.
Electronic shift and torque converter clutch controls
help protect the transmission from damage due to
high temperatures, which can occur under severe
operating conditions. By altering shift schedules, line
pressure, and converter clutch control, these controls
reduce heat generation and increase transmission
cooling.
To help reduce efficiency-robbing parasitic losses,
the transmissions includes a dual-stage transmission
fluid pump with electronic output pressure control.
Under most driving conditions, pump output pressure
greatly exceeds that which is needed to keep the
clutches applied. The 45RFE/545RFE pump-pressure
control system monitors input torque and adjusts the
pump pressure accordingly. The primary stage of the
pump works continuously; the second stage is
bypassed when demand is low. The control system
also monitors input and output speed and, if incipient
clutch slip is observed, the pressure control solenoid
duty cycle is varied, increasing pressure in
proportion to demand.
A high-travel torque converter damper assembly
allows earlier torque converter clutch engagement to
reduce slippage. Needle-type thrust bearings reduce
internal friction. The 45RFE/545RFE is packaged in
a one-piece die-cast aluminum case. To reduce NVH,
the case has high lateral, vertical and torsional stiffness.
It is also designed to maximize the benefit of
the structural dust cover that connects the bottom of
the bell housing to the engine bedplate, enhancing
overall power train stiffness. Dual filters protect the
pump and other components. A pump return filter is
added to the customary main sump filter. Independent
lubrication and cooler circuits assure ample
pressure for normal transmission operation even if
the cooler is obstructed or the fluid cannot flow due
to extremely low temperatures.
The hydraulic control system design (without electronic
assist) provides the transmission with PARK,
REVERSE, NEUTRAL, SECOND, and THIRD gears,
based solely on driver shift lever selection. This
design allows the vehicle to be driven (in “limp-in”
mode) in the event of a electronic control system failure,
or a situation that the Transmission Control
Module (TCM) recognizes as potentially damaging to
the transmission.
The TCM also performs certain self-diagnostic
functions and provides comprehensive information
(sensor data, DTC’s, etc.) which is helpful in proper
diagnosis and repair. This information can be viewed
with the DRBt scan tool

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06 limited, brown
OME (OME 927/948 Airlift assist bags,Aeroturbine 2525xl, Alpine 7995, CB, roof top cargo carrier.

Mine feels the same way after the transgo kit. The difference is how the shifts feel when running wide open. They are much snappier than before, when your foot's to the floor.

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05CRD: GDE Hot ECU & TCM tunes, Provent, Cat filter, Facet lift pump, TransGo kit, Florida TC, Samcos, stainless brake lines, HDS thermostat, Renegade light bar,
RL super sliders, Bilstein adjustables, Al's Gen 4.5 Arms, 235/85-16 Duratracs, DTT rear, Elocker front, EVIC+TPMS, Turbo timer, McNally pillar gauges, Weeks Stage II kit.

Thanks for all of the information - much appreciated! - Dan

and towing is much nicer.....

_________________
Trevor

'05 Limited CRD Inferno Red Pearl Coat
Home made provent installed @ 35443, SEGR installed @ 35466, Fumoto valve @ 37500, trans and transfer case skid, In tank pump installed @ 43500, Suncoast TC & Transgo Shift Kit @ 44730, EGT, Boost, Trans temp gauges, Samco hoses, Rebuilt Trans w/ HD454RFE kit @ 56K, Inmotion Stage 2 @ 56K