2013 transmissions

[RKerner]

Slip and flare are not the same thing rkerner. If your truck is slipping you have problems. The flare your truck is experiencing is tq converter unlock during shifts. If your trans was slipping I'm fairly certain you'd have cel's popping up

The threads try to separate the two phenomenon but then there's this:

I checked with our calibration guys, and yes, there WAS a change between 2012 and 2013. The 2013 models will generally have more TCC separation (slip) during 4-5 and 5-6 upshifts than the 2102s did. Apparently this was done to give a smoother (less jerky) shift. Although obviously, not everyone prefers the "smoother" shift. But at least that explains what is probably going on with yours.



I am also told that there were some further changes made for 2014, which reduce the "flare" you are noticing. And there MAY be a service reflash coming (for 2013) that would include those changes. However, this is not a done deal yet, and if it's approved it still takes several months to get a new flash validated and distributed to the field, so unfortunately no "fix" is available at the moment. But wait a few months, and then check with your dealer to see if a reflash is available.

I guess the question is: How is a partial lock-up created? How many clutch packs in the TC? What is the latest flash for 2013's for shift quality so I can get it applied to my truck? When a Ford or Chevy do not flare between shifts, how does Dodge think that its customers would accept the "flare" after years of no flare?

 

[sag2]

I guess the question is: How is a partial lock-up created? How many clutch packs in the TC? What is the latest flash for 2013's for shift quality so I can get it applied to my truck? When a Ford or Chevy do not flare between shifts, how does Dodge think that its customers would accept the "flare" after years of no flare?

Partial lock up has been around on Chrysler transmissions for many years. In fact the NAG1 transmission (Mercedes designed 25+ years ago, and still in many current Chrysler products) converter NEVER makes a full lock. It always has some slip in the converter. The rest of the Chrysler family of transmissions go from unlocked, to partial, to full lock depending on driving conditions. And as was stated in an earlier post, it your (or any other customer) transmission clutch was actually slipping, it would set a fault for gear ratio error in x gear so fast it would make your head swim. There are a bunch of 13 HD trucks represented here with many towing heavy loads and I do not recall reading about any burned up.

 

[slingshot383]

BD makes a shift kit that might help. It includes a new seperator plate for the valve body, and a method to increase line pressure.

 

[Bug Out]

My understanding is its in the electronic programming of the shifts and TCC locks/unlocks etc. Valve body will do what the programmer says. Thats what drives me nuts about this issue. Way back there in Michigan sitting at a desk is some guy that could re-program the shifts with a few keyboard punches and this would be a non- issue. He could probably sneak it in another re-flash and bingo. Oh well.