transmission got a little heated going over the Siskiyous.

[BIGNASTY]

I think it's rather presumptive of Bignasty to know the exact location of MY travels, but no, it was not on I-5 that I encountered problems.

I think it's rather presumptive and self centered that YOU THINK that I was EVEN talking about you MOUTH!!! Look at the start of the thread and read it if you can get over it NOT BEING ABOUT YOU!!!

:-laf what a CHUMP!!

Must be something in the OR water that makes them like that

 

[Prairie Dog]

I would not worry one bit about that amount of time at 239. That's just not that hot for synthetic fluid.

 

[AEdelheit]

Actually there is nothing stopping it from locking in auto 2nd either, other than a calculated relationship. Enough speed, low enough engine load and APPS readng and they will lock in 2nd auto.

Just curious if you have ever actually seen one lock in 2nd gear while the shifter is in D or its just technically possible?

 

[Mark31]

Will the torque converter LOCK in SECOND gear? I thought the trans will only lock the converter in 3rd and 4th.

Mtrhd, that was one of the "improvements" in the 48RE over the 47.

 

[Mark31]

Just curious if you have ever actually seen one lock in 2nd gear while the shifter is in D or its just technically possible?

AE, I have had mine go in 2nd lock up and didn't realize it. I was at nearly 24k gross, and when it changed to third, it was like Mike Tyson goin' up side my head! I try to always select D2 manually, and back off the fuel before selecting D3. Changing from D2 to D3 while the TC is locked with full throttle and a heavy load sounds like a good way to bust something expensive, like maybe an input shaft (among other things!) D2 lockup in stop and go and slower speeds with a heavy load is trick! Mark

 

[cerberusiam]

Just curious if you have ever actually seen one lock in 2nd gear while the shifter is in D or its just technically possible?

It drove me crazy for a month trying to figure out WHY it had 1-2 AND 2-3 shuttle shift in only very specific circumstances. A combination of a tight TC, fueling program, reduced TQ management, and a super servo, and the right conditions would totally drive it insane. Under very light throttle, at operating temp, on a flat or slightly dowhill grade ti would shift to 2nd, pulse lock the TC, pull the engne down, unlock jump back to first jump to 2nd, pulse lock, unlock jump to drive, jump back to 2nd then hit drive again and lock the TC. I think it shifted 6 times in 3 vehicle lengths in those conditions.

Roll into the throttle a little harder, no problem. Mor\ eload on the engine, no problem. Reduce the fueling and\or TQ management, no problem. Adjust the front band setting, no problem. The whole lockup algorithm is keyed around stock parameters, a lot more APPS with less load and more wheel speed with less rpm. When the parameters hit the thresholds I don't think it cares what gear other than 1 it is in to lockup.