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post #1 of 19 Old 07-30-2012, 11:03 AM Thread Starter
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Shifting question

Hopefully you can see the mods I have in my signature. First, I want to say I am real happy with the dp-tuner, JWVB and tranny cooler set up I have. Works great. I've written a similar message to John and Jody but I know those guys are really busy and I'm looking for some quick feedback since we're currently on a road trip with our truck. I tow a fifth wheel (11,500 lbs loaded) using either the 40T or 60T tune. All temps and boost are fine. We've taken our rig out on several trips ranging from flat roads to steep grades and the truck performed perfectly. This trip though we had to traverse a mountain range which was steep (6-10% grades) with lots of switchbacks. Because of the switchbacks and hairpins I couldn't keep the rpms up and the truck downshifted into 2nd gear more than usual. Once the truck got its momentum back (around 2500 rpm) it would shift back to 3rd and it was a very hard shift, maybe a slam is a better term for it. Any other time shifting from 1-2, 2-3, TC lockup and 4th are all nice and quick and firm but not hard, just right. This only happens in a scenario where the truck is pulling a steep grade with my fifth wheel, the rpms are up and there is a 2-3 shift. I know the hydraulic pressures are high at that time and the shift kit is doing its thing but man it's a hard shift. Anyone else experience this? Wondering if its something to be concerned about or not? I don't want the tranny falling off in the middle of the road

Any thoughts?

Thanks and regards,

2000 F350 7.3 4X4 SRW, SC, LB, VDO Gauges, JWVB, PHP Hydra, Tru-Cool Max, KYB Monomax, BTM, BD Brakeloc, S&B CAI, zoodad, WW, Firestone Airbags
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post #2 of 19 Old 08-02-2012, 08:35 PM Thread Starter
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40 looks and no replies....I spoke to John Wood and turns out whats happening is that the DP-Tuner keeps the TC locked up (good thing for tranny cooling) and when the truck down shifts 3-2 the TC stays locked and when it shifts back 2-3 that power is transferred right to the drive train....wham! I'm new at this heavy hauling so on the way back I anticipated down shifts and manually went into 2nd and when the truck got the upper hand on the mountain I eased off the go-pedal and shifted back up 2-3 and went on from there. Problem solved. I guess I'm just learning how to properly drive this beast in tough terrain.

2000 F350 7.3 4X4 SRW, SC, LB, VDO Gauges, JWVB, PHP Hydra, Tru-Cool Max, KYB Monomax, BTM, BD Brakeloc, S&B CAI, zoodad, WW, Firestone Airbags
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post #3 of 19 Old 08-02-2012, 08:45 PM
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Might want to talk to jody.

I have heard the programmers are suppose to unlock the tc right before shifts to help with not breaking input shafts and such.

I might be wrong but it wouldn't hurt to confirm with your tuner.

Lee

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post #4 of 19 Old 08-03-2012, 05:22 AM
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Thats probably the vb and tuning doing its thing. Why are you shifting at only 2500rpms on a steep uphil climb? I would ride those rpms a lot higher than that.
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post #5 of 19 Old 08-03-2012, 06:05 AM
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Yeah these trucks are designed to ride WOT all day long. If it locks in 2nd just keep it there.


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post #6 of 19 Old 08-03-2012, 06:09 AM
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^I agree. I would never even consider shifting at only 2500rpms while towing... up a hill....
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post #7 of 19 Old 08-03-2012, 08:24 AM Thread Starter
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Thanks for the feedback gents. I ran the truck mostly in 2nd through the mountain pass on the way back. RPM's ranged between 2300 and 2800rpms which equated to 30-40mph, shifting occasionally into 3rd when the road let up. If you've never driven it, Highway 20 just East of Ft. Bragg, Ca. is a very long grind consisting of tight turns, switchbacks and grades ranging from 6-9% over about a 25 mile stretch. 30-40mph is all most folks tend to drive pulling large trailers.

What I wanted to learn is what John Wood shared with me.....that is, with dp-tuner tow tunes installed, the TC remains locked up most all the time. That told me what I needed to know. Either drive in stock mode and put up with less HP and TQ allowing the TC to lock and unlock while shifting and heating up the trans in the process or drive with the tune installed, enjoy the extra grunt and shift accordingly.

I for one did not know the tuner kept the TC locked so much while towing. I do now and have changed my driving habits accordingly.

2000 F350 7.3 4X4 SRW, SC, LB, VDO Gauges, JWVB, PHP Hydra, Tru-Cool Max, KYB Monomax, BTM, BD Brakeloc, S&B CAI, zoodad, WW, Firestone Airbags
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post #8 of 19 Old 08-03-2012, 08:39 AM
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Quote:
Originally Posted by cpfullback View Post
Thanks for the feedback gents. I ran the truck mostly in 2nd through the mountain pass on the way back. RPM's ranged between 2300 and 2800rpms which equated to 30-40mph, shifting occasionally into 3rd when the road let up. If you've never driven it, Highway 20 just East of Ft. Bragg, Ca. is a very long grind consisting of tight turns, switchbacks and grades ranging from 6-9% over about a 25 mile stretch. 30-40mph is all most folks tend to drive pulling large trailers.

What I wanted to learn is what John Wood shared with me.....that is, with dp-tuner tow tunes installed, the TC remains locked up most all the time. That told me what I needed to know. Either drive in stock mode and put up with less HP and TQ allowing the TC to lock and unlock while shifting and heating up the trans in the process or drive with the tune installed, enjoy the extra grunt and shift accordingly.

I for one did not know the tuner kept the TC locked so much while towing. I do now and have changed my driving habits accordingly.

That is good to know... I suspect the only time they release the TC is right when its gonna shift, then when it hits the next gear it re-engages. Thats great! What a great method of max power/mpg.
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post #9 of 19 Old 08-03-2012, 02:25 PM Thread Starter
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From my understanding, speaking with John Wood, the TC is not released when pulling in a tuned setting. It stays locked through the shift sending all power directly to the drive line, hence the very heavy impact. I guess you could feather the throttle if you knew precisely when it would shift but I prefer to err on the side of caution and down / up shift manually instead of letting my drive shaft and u-joints take the full impact of the power and eventually snap off.

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post #10 of 19 Old 08-03-2012, 05:54 PM
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No Jody doesn't release the tc mine was the 4-3 around 45mph that was the worse. I just sent mine back a couple weeks ago. To go back to factory pmt 1 shifting. Makes a world of difference.

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