46re Odd Shifts

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ChargedDart75

ChargedDart75

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I have a 46re that has been rebuilt with Raybestos red clutches and I believe their steels, new seals, new converter, OD was rebuilt as well, I installed a TFOD-JR as well and cleaned the valve body, new governor pressure sensor and transducer, new shift solenoid pack, and it has new front and rear bands. It shifts 1-2, 2-3 with no issues, but it engages lock-up almost immediately after the 2-3 shift. Then when engaging OD, it either shifts really hard or it seems to unlock the converter, shift into OD, then lock the converter back up. When the temperature is fairly cold in the morning, it shifts 1-2, 2-3, 3-OD then lockup with no issues. It doesn't slip and the TV cable works like it should. I read somewhere about a dealer flash to solve the lockup in 3rd, but I'm not sure if that would fix it. Could this be an issue with the computer or am I missing something?
 
You're not missing anything.
What you're experiencing is how, in all of Chrysler Engineer's wisdom, has done to improve mileage.
However, those transmissions are very sensitive to fluid. If +4 is not used, you could run into a lot of annoying stuff. Also too, there's a lot of little filter screens in the system, if there's any blockage in these screens, it could cause issues.
The reason you're experiencing changes in operation related to temperature, is because the TCM's shift strategies are different while in closed loop. Once the trans temp reaches 100°, the TCM goes into the programmed strategies, therefore different feel.
While I was working at a Transmission shop, and also drove an 2001 RT Dakota, I tried tirelessly to solve the Lock-Up right after 3rd apply without success. It would invariably cause a code, and the TCM would go into Limp Mode. Hugely annoying. Chrysler's TCM has a complicated, and often redundant feedback loop that is constantly looking for confirmation of applied elements.
I am not aware of any Flash to get away from this.
The TFOD-Jr is a decent kit, but I used the TFOD kit almost exclusively when the customer agreed to using one.
In all other cases, I would drill specific feeds in the transfer plate that made the trans work really well. Aside from the strategies from the TCM.
@TrailBeast has 20 yrs of transmission experience also, maybe he has a different prospective and maybe offer the Magic Bullet :)
 
It has +4 and has since it was rebuilt. That was part of the reason it was cooked, before I got it, the front pump seal went out and the previous owner dumped Dex/Merc in it since that was cheapest. Took about 3 hours to fully clean the transmission and components. I'll see if I can find a link to the flash bulletin. I went with the Jr since this truck doesn't pull much, and when it does it's not a heavy load. It's just a daily driver quad cab Dakota.
 
18-006-02 REV C
I think it was in the TSB. It talks about lack of power in 3rd due to TC Lockup. Of course it's been replaced so there's not much info out there on it that I can find.
 
'63GT said:
You're not missing anything.
What you're experiencing is how, in all of Chrysler Engineer's wisdom, has done to improve mileage.
However, those transmissions are very sensitive to fluid. If +4 is not used, you could run into a lot of annoying stuff. Also too, there's a lot of little filter screens in the system, if there's any blockage in these screens, it could cause issues.
The reason you're experiencing changes in operation related to temperature, is because the TCM's shift strategies are different while in closed loop. Once the trans temp reaches 100°, the TCM goes into the programmed strategies, therefore different feel.
While I was working at a Transmission shop, and also drove an 2001 RT Dakota, I tried tirelessly to solve the Lock-Up right after 3rd apply without success. It would invariably cause a code, and the TCM would go into Limp Mode. Hugely annoying. Chrysler's TCM has a complicated, and often redundant feedback loop that is constantly looking for confirmation of applied elements.
I am not aware of any Flash to get away from this.
The TFOD-Jr is a decent kit, but I used the TFOD kit almost exclusively when the customer agreed to using one.
In all other cases, I would drill specific feeds in the transfer plate that made the trans work really well. Aside from the strategies from the TCM.
@TrailBeast has 20 yrs of transmission experience also, maybe he has a different prospective and maybe offer the Magic Bullet :)
Click to expand...

RammerJammer75 said:
It has +4 and has since it was rebuilt. That was part of the reason it was cooked, before I got it, the front pump seal went out and the previous owner dumped Dex/Merc in it since that was cheapest. Took about 3 hours to fully clean the transmission and components. I'll see if I can find a link to the flash bulletin. I went with the Jr since this truck doesn't pull much, and when it does it's not a heavy load. It's just a daily driver quad cab Dakota.
Click to expand...

OD is fed its apply fluid only through the 3rd gear circuit, meaning it may already be trying to go into OD as soon as or right after 3rd applies.
The speed sensor and computer are responsible for that.
Also keep in mind that when fluid changes temp it changes viscosity and that affects pressures, which in turn affects what the computer sees and reacts to.
This explains why it works different cold to hot.
 
TrailBeast said:
OD is fed its apply fluid only through the 3rd gear circuit, meaning it may already be trying to go into OD as soon as or right after 3rd applies.
The speed sensor and computer are responsible for that.
Also keep in mind that when fluid changes temp it changes viscosity and that affects pressures, which in turn affects what the computer sees and reacts to.
This explains why it works different cold to hot.
Click to expand...
The change in shifts with fluid temp makes sense to me. I wonder if an SCT or HP Tuners flash will help with this issue. I'm more so worried about transmission longevity rather than the slight fuel mileage increase this shifting is supposed to help.
 
TT5.9mag said:
Get ahold of FRP, flying Ryan Performance. He is a wizzard with the jtech ecu and SCT. he was a member here at some point and checked in randomly. He is out of Florida and will do email tunes.
FRPTuning / Flying' Ryan Performance
Click to expand...
I thought he was in Texas? I have heard of him, and actually did contact him at one point for a tune and never received any communication back. That's why I thought about trying my hand at HP Tuners since they support the jtect computers.
 
I use HP tuners on my Chevy and it’s extremely complicated. Lots of variables. If I need to make changes to a shift strategy or shift timing, the truck goes to a tuner. It’s beyond my scope of understanding at this point. I spoke with Ryan a year ago or so when he did my tune, and he was in Florida at the time. Might be different now. But I can’t stress it enough that playing with the tune on a trans can go bad very quickly if you’re not well versed. I know HP tuners now supports jtech (finally) but I would still contact Ryan. Like I said, wizzard.
 
I've always wanted to learn how to tune. I have a Ram 1500 with SCT Flash and I think it needs to be cleaned up quite a bit. It was done by whoever Hughes Engines uses and I never could get anybody to help me with it. The Long term fuel trim on it is ridiculous, like -44 if I remember correctly.
 
RammerJammer75 said:
I thought he was in Texas? I have heard of him, and actually did contact him at one point for a tune and never received any communication back. That's why I thought about trying my hand at HP Tuners since they support the jtect computers.
Click to expand...

I don't know where you contacted me or when, correspondence has long been an issue. Thankfully I have some hired help now, and with a new website, this issue has largely been fixed. I apologize for not getting back to you.
Between Facebook, Instagram, calls, text, emails, Tiktok, it can be a little overwhelming at times.
Should you need to reach us, try sending a message.


TT5.9mag said:
The jtec ecu can now be tuned via hp tuners software it’s the most complete way of tuning. If performance and upgrades are in your future that’s the way to go.
HPTuners – Connect > Read > Edit > Write > Drive
If you want to run it stock and keep it stock then contact flyin Ryan. With an sct programmer he can get you set up.
FRP Tuning
Before you do anything though you should wire it up and try to get it running to verify that your ecu is even running the security lockout deal. I’ve done 3 and none of them were. All of the ones I’ve done were 2000-2002 ram truck doners.
Click to expand...

Professor Fate said:
Yup, you should be able to find a late-model tuner locally, anyone using HPTuners or SCT Tuner should be able to get you squared away if any issues arise; but as TT5.9mag said- get it running first. You may not have any issues at all. If it does have the security feature active, you won't get a no-start, you will get a start and it will die within about 5 seconds; but it will start.
If you can't find a local tuner, you could try these guys:
Auto Computer Performance, ECM, ECU, PCM, engine computer, auto computer, ecm repair, pcm repair, ecu performance programming margate,FL
In addition to many build threads on here, this site has some good info, but it takes some digging/scrolling to find things:
David Belau | 1967 Plymouth Barracuda budget pro-touring build (wordpress.com)
Click to expand...

HPTuners makes access more available , HOWEVER, most still don't have a flippin' clue how to tune them. They are not for the novice calibrator.
With any Mopar, old EFI or new, I would push hard to find a specialist , over just any local speed shop. I have had to un-do many a local tuner's work over the years...Most are best to stick to what they know, and know well.
 
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Ryan@FRP said:
I don't know where you contacted me or when, correspondence has long been an issue. Thankfully I have some hired help now, and with a new website, this issue has largely been fixed. I apologize for not getting back to you.
Between Facebook, Instagram, calls, text, emails, Tiktok, it can be a little overwhelming at times.
Should you need to reach us, try sending a message.






HPTuners makes access more available , HOWEVER, most still don't have a flippin' clue how to tune them. They are not for the novice calibrator.
With any Mopar, old EFI or new, I would push hard to find a specialist , over just any local speed shop. I have had to un-do many a local tuner's work over the years...Most are best to stick to what they know, and know well.
Click to expand...
It was several years back, probably late 2015 or early 2016. I had heard nothing but good things about your remote tuning and wanted to get in touch with you about getting my Ram tuned. Honestly I could have tried again but didn't. I appreciate the apology though. I wound up going through Hughes Engines to get the tune and it was a huge mistake.
 
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