46rh od/lu not disengaging

[autopar3000]

@autopar3000 How did you set the pressure switches up? Come out of the pressure port to a T fitting with one on each side at the trans, or plumb them up to the firewall where you could get to them easier to adjust them?

I had the pressure switches mounted to a small bracket, and that bracket was mounted to the transmission pan. The switches were connected directly to two ports on a brass T fitting, with the 3rd port on the fitting going up to the governor test port on the transmission. The wiring was run into the cabin through the hole in the floor that was originally for the floor shifter linkage (it's cable shift now).

This is the only pic I could find, hopefully you can see what's going on here.

 

[mbaird]

The timers eliminate the need for 2 pressure switches and are supposed to eliminate the tendency for the systems to cycle in and out when at speeds close to the engagement set points. But if the timers delay both the engagement and disengagement that could be my issue. Unfortunately the weather for the next few months may limit my ability to test . I will install a brake cutout switch in case I ever have to lockup in a panic stop and see how that goes .

 

[Headintheclouds]

I assume you would want the lockup to disengage upon near full throttle, and the OD to disengage at full throttle.

I have set my overdrive to disengage just above half throttle and lockup around quarter throttle. Am I being too cautious? I have never driven a Ram or Durango with overdrive so I don't know how they were set up by the factory.

 

[mbaird]

I have set my overdrive to disengage just above half throttle and lockup around quarter throttle. Am I being too cautious? I have never driven a Ram or Durango with overdrive so I don't know how they were set up by the factory.

Mine is pretty close to the same so far . I don’t think I want to experience acombo of full throttle and a2 gear drop at 65 mph … lol. Not with a 408 pushing 425 hp

 

[plumkrazee70]

Calling @TrailBeast

I would ditch the delayed relays and just get two pressure switches. One for OD and one for LU and set the LU for 5-10 psi higher.

 

[Headintheclouds]

I agree with using two pressure switches. Mine are set for overdrive to come in at just over 40MPH and lockup just over 45MPH to allow steady use with 50MPH 'A' road limits in the UK. I tried different options but the best so far is using a microswitch on the throttle to drop out of overdrive and a vacuum switch to disengage lockup.

Overdrive switching has worked like a charm from the minute I installed it but I had problems with lockup cycling that turned out to be caused by a pressure switch with very little hysteresis. I had to swap out 2 more before I sorted it.

 

[Dana67Dart]

50MPH 'A' road limits

Where is the fun in that.

 

[mbaird]

Calling @TrailBeast

I would ditch the delayed relays and just get two pressure switches. One for OD and one for LU and set the LU for 5-10 psi higher.

In my research while building the control unit I came across a number of posts lamenting how the OD would cycle in and out . The timer delays were a suggestion by a poster that said they would eliminate it so I mimicked his idea. I have not tried it with 2 pressure switches although I have 2 with about 8 psi spreads .

 

[Dana67Dart]

In my research while building the control unit I came across a number of posts lamenting how the OD would cycle in and out

I had a 2007 Ford Torus that would cycle the LU torque converter if the AC was on. Evetime it did that it felt like a misfire, But the engine RPM was actually going up a couple hundred RPM, Short Cycling is the worst