Can the Aisin be reprogrammed?

[EB]

Tow/Haul does nothing for the shift points. Shifts identical to not having the button pushed... except 6th is locked out.



If it would shift at 2500 or so loaded that'd be good enough for most instances. There's been a couple times when it shifts at 1900 or so going uphill loaded. That's when it shakes and almost dies cause it can't pull the load. I'm going to the dealer tomorrow for my fuel tank (finally) so I plan on hitting them up about it.

Yours shifts entirely different than mine. I agree with HBarlow, something is not right with yours. Mine never drops back to such a low rpm that it shakes and almost dies, something is not right with yours.

 

[Cattletrkr]

Something is not right with yours. The Tow/Haul mode completely modifies operating characteristics of my truck. If I select Tow/Haul mode shift points are extended to higher rpms in each gear and shifts are much firmer. Similarly, when decelerating in Tow/Haul it downshifts earlier at higher rpms and holds the exhaust brake engaged down to 20 mph in, I think, 3rd gear.

Afterthought on edit: Are you sure your exhaust brake is activated? If I turn off the exhaust brake Tow/Haul mode is effected also.

Ok, I should say that Tow/Haul does nothing for the RPM change. It does the whole downshift thing and the shifts are definently stiffer, but the rpm at which they take place does not change.

Dealer is going to look into it and see if Dodge has any info on this yet. The outlook is not good.

For now I'm gonna shift it myself or drive it harder.

 

[Cattletrkr]

Yours shifts entirely different than mine. I agree with HBarlow, something is not right with yours. Mine never drops back to such a low rpm that it shakes and almost dies, something is not right with yours.

Just to clarify... it does not drop below idle or even close. The lowest I've seen is about 1300 which was way too low for the load. If "lugging" means unable to accelerate, most of the time it's not lugging. However if this were my '04, the amount of smoke would be worthy of pics. I don't know where the smoke goes, but I don't see any from this truck.

 

[HBarlow]

These trucks don't produce visible smoke. That's what all the restrictive new emissions crap is about.



The new 6. 7 engines all have diesel particulate filters (dpf) installed to trap soot particles so the treehuggers won't be offended by our trucks. Also, our cab and chassis trucks, which are rated at lower hp and tq than pickups, produce lower boost and less less fueling and probably less soot than pickups.



I don't have any charts or graphs to prove this statement I'm going to make but... ... based on lots of miles observing the egt and boost gauges on an '01 HO 6 speed with 275hp motorhome injectors and a 325hp '06, the boost and egt of my new cab and chassis rise more slowly and will not reach the same levels as the other trucks. The maximum egt the new truck will produce at full throttle, under heavy load, climbing a steep grade is 1200*. My factory stock '06 would easily run the pyro up to 1450* under similar load and throttle and my '01 would peg the pyro at 1600* if I wasn't watching the gauge.

 

[Cattletrkr]

These trucks don't produce visible smoke. That's what all the restrictive new emissions crap is about.

I know. I mentioned the smoke only to give an idea of how hard it's working down there. If it had the low end fueling like my "enhanced" '04 did it would be smoke everywhere.

 

[Ragain]

CattleTrkr... .

This is my maiden voyage for my 5500 Aisin to Spokane from KS, and back. This is my first ever at driving an automatic in a commercial rig. So far, I am like you and am trying to figure a way to control the early upshifts. From a standstill pulling an uphill grade, I definitely have to fight the Aisin wanting to climb through the gears WAY to fast. Us old school gear-jammers know that its just not a comfortable feeling having to stand on the throttle during takeoff. I haven't had a chance to get all my gauges in and I am fearing what they may show during these "launches". I like to keep boost and EGT's low and accelerating the way Aisin wants goes against what we have always worked to stay away from... ... to prevent early engine/driveline failure.

I am thoroughly impressed at the Aisin performance on a steep descent. I dropped off Montana's Pipestone Pass (east bound) last night grossing 38,000#'s... 4th gear w/ exhaust brake and never tapped the brakes! That is a feeling of confidence that I didn't even have in the big truck.

Anyway, I will keep toying with ways to control this early/rapid upshift issue on my 5500 and maybe we both can figure a way to prevent "hot-roddin" these during take-offs.

 

[Cattletrkr]

My new plan is to get a chip/programmer for it and see how long it takes to blow up the Aisin. Probably not a good plan but it's really starting to look like the only solution.

 

[MCummings]

Also remmeber that the 6. 7L Cummins has a variable Vane turbo so that the engine can work at very low RPMS and still make a fair amount of power and torque. So working the 6. 7 at 1,400RPM and working any other year 5. 9 Cummins at that same RPM isn't exactly apples to apples... . The 6. 7 will handle the lower rpm better because of the turbo, and the larger displacement...



Merrick

 

[AABEN]

You might hand shift it so you brain box will pick up your driving style. Shift it at the RPM you want it to shift

 

[Cattletrkr]

A new flash came out yesterday. Don't knowthe number. It's for a harsh 4-3 downshift which I guess takes place at about 10mph. I don't think I have that, but the flash also is supposed to cure a harsh 2-3 upshift. That's the shift that I have the biggest problem. I might get to the dealer later this week. If I do, I'll have them give it a try.

Merrick, when the engine/transmission stumbles and shutters, it is not capable of working the load at that particular rpm. This thing does lug very well, but not as good as it thinks it can.

Blackbear, that's what I end up doing a lot. 13K and it ain't learned anything yet.

 

[dlmetzger]

Also remmeber that the 6. 7L Cummins has a variable Vane turbo so that the engine can work at very low RPMS and still make a fair amount of power and torque. So working the 6. 7 at 1,400RPM and working any other year 5. 9 Cummins at that same RPM isn't exactly apples to apples... . The 6. 7 will handle the lower rpm better because of the turbo, and the larger displacement...



Merrick

I think its actually a variable geometry turbo. The vanes are fixed.

 

[MCummings]

I think its actually a variable geometry turbo. The vanes are fixed.

Thank you.



Cattletrkr,



I'll have an opportunity to drive an '07 C&C in the next day or so loaded with 14-16 bales of hay (1,200Lbs each) and I'll let you know my opinion on how that Aisin shifts. Personally I do like to let the R's run up pretty good before jumping to the next gear, so I'm not easy to dissapoint with a short shifting trans.



Merrick

 

[HBarlow]

The ECM and Aisin computers are probably programmed to shift correctly under full gross combined loads up to 23,000 lbs. for a 3500 and 26,000 lbs. for the 4500/5500s. When they're loaded to 35k or 40k the computers may not know how to handle it without manual intervention by the driver. Mine works fine at GCW or 25k when in Tow/Haul mode.

 

[Cattletrkr]

Not to keep disagreeing all the time, but mine shifts the same whether it's loaded to 40K or 15K. It really doesn't seem to care what kind of a load it has on it. I'm almost conviced it's 100% based on throttle position because that's the only thing that changes it.

I think I can get the flash done Friday. We'll see if that does any good.

 

[HBarlow]

Cattletrkr,



Let us know if a reflash improves your truck's shift pattern. I don't blame you for being frustrated if it shifts early and lugs the engine under load.

 

[Cattletrkr]

Dodge's site that the dealers use to download the updates was down this morning. I didn't get it.

I'll keep ya posted.