WOW. Very nice looking rig, and nice SL in the background too. Thanks for posting Frank

The reason I browse forums is just to catch a glimpse of greatness and this thread is full of it.

Thanks for inspiring Frank! <img src="/forums/images/graemlins/kewl.gif" alt="" />

Wow. That thing is absolutely one of the cleanest rigs I've seen yet.



I like the Peace sign on the front Frank. <img src="/forums/images/graemlins/kewl.gif" alt="" />









<img src="/forums/images/graemlins/lol.gif" alt="" />

Just for you, Chris....... just for you. <img src="/forums/images/graemlins/lol.gif" alt="" />

Frank

<img src="/forums/images/graemlins/lol.gif" alt="" /> All kidding aside, that thing is awesome. <img src="/forums/images/graemlins/kewl.gif" alt="" /> <img src="/forums/images/graemlins/cheers.gif" alt="" />

Brendan stopped by Sunday to try his hand at breaking it...... he didn't. <img src="/forums/images/graemlins/smile.gif" alt="" /> But he did giggle a lot while burning off some of my tires in his best Smokey and the Bandit act. <img src="/forums/images/graemlins/lol.gif" alt="" />

After a few thousand miles of driving, I'm sure the "extra gear" feeling is indeed the torque converter unlocking around 2000rpm. I'm not sure what I can do about it. I did tighten the shift cable a couple of turns with some delay in 1-2 and 2-3 upshift on moderate acceleration, but no effect on the 3-4/OD lock/unlock relationship that I can tell. I think I'll take up some more cable and see what happens.

Frank

I'd say that truck deserves all the giggling it can get. Well done, Frank.. although I know it's not 'done' nor will it ever be knowing you. <img src="/forums/images/graemlins/evil.gif" alt="" />

Someone like Kevin with more knowledge of the the tranny valving hydraulics than I have should chime in, but as I understand it, the tranny works off 3 different pressures, regulated line pressure from the pump, governor pressure from the speed dependent governor valve, and throttle valve pressure from the throttle cable. I suspect the o/d lockup is speed triggered by a combo of line pressure and governor pressure, and it bet a modification of the governor pressure is the only way to delay the o/d lockup, unless you mod (raise) the counterspring pressure on the o/d lockup valve itself. Fiddling with the governor may have unintended consequences, so I'd limit my work to the o/d valve.

I looked at the 92 V4W2 non electronic tranny hydraulic schematics, and I note that (I think the color codes are mislabeled on the converter locked diagram) there are two lockup valves. One is a trigger valve, and one is a relay valve. Under governor pressure, at approx 2200 output shaft rpms, the trigger valve allows regulated line pressure to the bottom of the relay valve, passing regulated pressure to the relay valve and closing the pressure dump, which applies pressure to the lockup clutch. The trigger valve has a counter spring, and raising the pressure on that spring should delay lockup. Lockup is supposed to occur at 2200 output shaft rpms, and unlock at 2100 output shaft rpms.

I need to dig into understanding the lockup function control one of these days, but your description sounds exactly like what I'm experiencing. At ~ 40mph light cruise throttle at 2000-2200rpm, the O/D will unlock with a corresponding rpm increase. When I squeeze the throttle just a little, the O/D locks with a corresponding rpm decrease. To me, it's counter-intuitive - particularly on increasing throttle pressure, because it's locking the torque converter at an rpm point where torque is not high enough to get good light-throttle pull. Further pedal action gets the kickdown, but it takes more throttle travel than what seems to "feel" right. What I'd really like in that situation is for the torque converter to go from locked to unlocked with light with light throttle pressure - and then shift to third gear on continued increasing pedal without requiring a lot of pedal travel to make it happen. I don't know if I can make it do that.

I agree with Kevin when he says it's easy to understand why we now have electronic controls on transmissions.

Frank

Frank, note that per the chart I was looking at, those are output shaft rpms, not engine rpms. There is no TV effect on lockup at all, near as I can tell. Totally speed dependent which seems dumb to me, too.

My observed lockup was at about 39mph, don't remember rpms, and I guess it's a function of tire size for the differences.

Fiddling with the TV adjustment will change kickdown/upshift, but not lockup. You'll have to change a valve spring to change that, looks like...