Attention: TDR Forum Junkies 
"Mad Max"
TDR MEMBER
Howdy folks - (I've also posted this thread in the 2nd gen 12v section... )
I have a '93 Ramcharger 4x4 that I've converted to diesel using a '91 6BT and a '95 47RH (and a 241, D60/D70). Lock-up and overdrive are controlled via a pair of adjustable hobbs switches plumbed into the governor port on the 47RH.
At speed/pressure 'x' the respective switches close, completing the ground circuit, activating the lock-up and overdrive. I also have switches in the cab to disable the curcuit in case I want to prolong the particular gear. It actually works pretty well..... so long as I don't completely lift off the throttle. Therein lies my problem -
Upon a normal acceleration run, 1-2-3 is perfect, then at ~35 mph the lock-up engages, and then at ~45 mph the overdrive engages. Works great and propells my Ramcharger right on down the road.
-- BUT --
... . if, while cruising along at 60 mph or so... (any speed with both l. u. and od engaged) if I lift all the way off the throttle, the overdrive (and maybe the lock-up as well - hard to tell exactly) - one or both of them disengage..... and then if I get back into the throttle one or both re-engage per normal.
Now... the hobbs switches are activated via governor port pressure which... I thought... was only dictated by vehicle speed, not the kickdown linkage system. But because of how the thing is acting, my question is, is governor line pressure affected in any way by the kickdown linkage system?
Sorry for the long discussion but I felt I had to explain the system as it is set up in order to ask the question.
Any help regarding this kickdown -vs- governor pressure issue would be hugely appreciated.
- Sam
I have a '93 Ramcharger 4x4 that I've converted to diesel using a '91 6BT and a '95 47RH (and a 241, D60/D70). Lock-up and overdrive are controlled via a pair of adjustable hobbs switches plumbed into the governor port on the 47RH.
At speed/pressure 'x' the respective switches close, completing the ground circuit, activating the lock-up and overdrive. I also have switches in the cab to disable the curcuit in case I want to prolong the particular gear. It actually works pretty well..... so long as I don't completely lift off the throttle. Therein lies my problem -
Upon a normal acceleration run, 1-2-3 is perfect, then at ~35 mph the lock-up engages, and then at ~45 mph the overdrive engages. Works great and propells my Ramcharger right on down the road.
-- BUT --
... . if, while cruising along at 60 mph or so... (any speed with both l. u. and od engaged) if I lift all the way off the throttle, the overdrive (and maybe the lock-up as well - hard to tell exactly) - one or both of them disengage..... and then if I get back into the throttle one or both re-engage per normal.
Now... the hobbs switches are activated via governor port pressure which... I thought... was only dictated by vehicle speed, not the kickdown linkage system. But because of how the thing is acting, my question is, is governor line pressure affected in any way by the kickdown linkage system?
Sorry for the long discussion but I felt I had to explain the system as it is set up in order to ask the question.
Any help regarding this kickdown -vs- governor pressure issue would be hugely appreciated.
- Sam
