Torque converter controller

[SRehberg]

I want to be able to lock up my torque converter to go with the exhaust brake, and have tried the Mystery switch which didn't work so hot. I see different electronic controllers that do basically the samething, but take the error of leaving the switch on out of the picture. My question, do these controllers basically cause the same issues when connected as the switch did? i. e. having to have the PCM reflashed? I own a '96, and on the TST site, they state with the Mystery Switch, some '96's needed reflashing after installation. The dealer said they can't do a reflash, only upgrades. Their position is, if it needs reflashing, it needs replacing. It makes you wonder about their ability.

 

[jnelson]

I had a BD Torc-Loc on my '01. It worked great. You could leave it in the on posistion and the TC would unlock by itself at 30 mph.

You could call BD, they are usually very knowledgable and very friendly.

 

[Joe G.]

Have you checked with a different dealer about the reflash? From what I recall from posts several years ago, getting a reflash for a '96 was no big deal.

 

[SRehberg]

jnelson, thanks for the information, the '96's seem to be an unusual year that requires reflashing the PCM for some reason, at least that's what the TST site indicates. Why is beyond me.



Joe G: The local dealer won't let me bring my truck to their dealership. This is after they toasted my trans and I made them replace it (with the help of the Bureau of Automotive Repair) so now I'm an outcast. The dealer who said there isn't any reflash other than upgrades is in another town, so now I'll have to look for another one in another town/city.



I was hoping the controller could be installed w/o requiring a reflash and someone had tried it already.

 

[y-knot]

I am not a fan of the Mystery switch at all, in fact I think it is extremely dangerous and could very easily get you or someone else killed. The locking of the torque converter by use of the switch by passes any and all safeties that were built into the trucks system. Most would fine that it's use would be considered illegal in most states, and would be great ammunition for the lawyers.

That aside... ... The various controllers on the market are the only way to go. I have experience with the ATS Commander, it locks and unlocks the converter , while also applying the exhaust brake all automatically. You decide the speeds at which the converter is un-locked. This works great with my ATS trany, I would give them a call to see if it would also work in the same fashion for yours.

 

[rblomquist]

I have an ATS controller and it works pretty good, but to me if I had to do it over again I'd go with a mystery switch (at least try one first). I don't exactly care for the programmed points at which is locks and unlocks.



The nice thing about it though is that it overrides your PCM so if your APPS is acting up and you have the ATS controller set a the right speeds it will lock the TC before the PCM (no more incessant locking/unlocking).



I would never use a mystery switch with a stock transmission though.



Agree that a mystery swich can be dangerous but IMO an aftermarket box like the ATS commander can be very dangerous depending on how you have it set up. If you have the switchology set to stay locked until the minimum speed, have it on while in OD, then try to stop (i. e. emgency situation), the truck will buck and keep going until either you get your speed way down to nothing, it stalls, or something breaks. At least that's how mine is. You gotta be careful with any kind of lockup device as far as I'm concerned.

 

[SRehberg]

I sent off an e-mail to the ATS and Suncoast people for information regarding the possibility of having to reflash. I am looking forward to seeing what they have to say. I think if I ever need a new trans, ATS would probably be my choice, they seem to have it set up pretty well.

 

[cwsoules]

Call Bill K. at Diesel Transmission Technology 1-800 504 4002 or check atg http://www.dieseltrans.com/ for more info. I have their smart box which allows me to set the lock up point for 3rd geqar and the shidft point to O/D lockup in 3rd gear. In second I ncan set the lock up point for 2nd gear. This works nicely with my exhaust brake to the point where in the mountains I do not need to use my brakes only my exhaust brake on most down hill runs.

 

["Mad Max"]

Chuck -



On reading your post I wanted to ask about functioning of the smart controller: Once you're into third and pulling along the converter then locks in, and when you've pulled through the r's then the o/d hits? Sounds like a nice setup, and right along what I'd like to achieve.



Does the converter hit based on the gear, or speed, or both, and can you adjust those functions?



DTT is building my transmission this Fall and I'm doing the R&D now on how to control it.



Ideally I'd like two modes to control the transmission functions- automatic and manual. I'd like the system to default to automatic mode each time the truck is started (similar to how the o/d defaults to 'on'), in which the transmission acts much like yours does as you describe. However, I'd also like to be able to deactivate the controller so I can activate the converter and o/d manually for those times when I may need to (long grades, big weight, etc).



Does your rig automatically disengage the converter when decelerating, and if so at what gear/speed? Reason I ask, I'm installing an exhaust brake, and I wanted to understand at what speed the brake would become useless if the converter disengages automatically (the old adage of use the gears to slow down and the brakes to stop... I'm guessing around 10-15 mph?)?



My rig is a 93 and I'm installing a '98 47RE (among others), and I'll need a compelte control system. As I understand the system I need may be all manual, in which I need to hit the converter 'button' each and every time I drive, including decelerating... and I'm not sure I'll like that after a lot of around-town driving. So, I'm trying to determine how these systems work and how I can tailor them to what I'm after.



Another question: I see you have 4. 10's - what is your rpm, at 70 mph, with o/d and converter engaged? I'm planning to also use an 89% converter and 4. 10's, so your readings will be right on with what I'll end up with.



Many thanks for your help.

- Sam

 

[cwsoules]

SAM Here are some of my answers

Once you're into third and pulling along the converter then locks in, and when you've pulled through the r's then the o/d hits? 3rd locks up at 28mph and shifts to locked up O/d at 57 mph. Both set points were selected by me. The 57 mph is te point where my rpm is over 1800 where the torque is high enough.



Does the converter hit based on the gear, or speed, or both, and can you adjust those functions? Once set up it shifts based upon mph. You can select the speeds by adjusting the smart box.



DTT is building my transmission this Fall and I'm doing the R&D now on how to control it. Get the smart box and you will not regret it. When lowing in bumper to bumper traffic I shift to 2nd gear and the smart box will keep te transmission locked up down to 18 mph. Again my set point.



Ideally I'd like two modes to control the transmission functions- automatic and manual. I'd like the system to default to automatic mode each time the truck is started (similar to how the o/d defaults to 'on'), in which the transmission acts much like yours does as you describe. However, I'd also like to be able to deactivate the controller so I can activate the converter and o/d manually for those times when I may need to (long grades, big weight, etc). If I need more engine braking with my exhaust brake I can turn O/D off and the transmission will lock up in 3rd.



Does your rig automatically disengage the converter when decelerating, and if so at what gear/speed? In 3rd it shifts out of O/D at about 55 mph to locked up 3rd.



Reason I ask, I'm installing an exhaust brake, and I wanted to understand at what speed the brake would become useless if the converter disengages automatically (the old adage of use the gears to slow down and the brakes to stop... I'm guessing around 10-15 mph?)? When in 3rd I get good braking doswn to 28mph when 3rd unlocks. That is all I need with my 10. 4K 5er. If I needed more I could down shift to 2nd and keep lock up to 18 mph.



My rig is a 93 and I'm installing a '98 47RE (among others), and I'll need a compelte control system. As I understand the system I need may be all manual, in which I need to hit the converter 'button' each and every time I drive, including decelerating... and I'm not sure I'll like that after a lot of around-town driving. So, I'm trying to determine how these systems work and how I can tailor them to what I'm after.



My truck is a 2000 and when in automatic with the smart box on and exhaust brake on I just operate the throttle until I'm up to 62 mph when the cruise control is used. It is not a problem for me.



Another question: I see you have 4. 10's - what is your rpm, at 70 mph, with o/d and converter engaged? I'm planning to also use an 89% converter and 4. 10's, so your readings will be right on with what I'll end up with. I do not recall. I do not tow above 62 mph to try to keep the police away. At that rpm towing I'm at about 1950 rpm. I've put 39,000 miles on our 5er at that speed and it suits us just fine. (Retired with no schedule to meet. )



My exhaust brake works well with my smart box to where I only needed to get my disc brakes replaced at about 70,000 miles and the rear brakes are still OK.

 

[dalton4]

I read that the reflash was required on early built 96 trucks. My 96 was built in Oct 95 and it did require a reflash. It was no big deal to get this done at my local dealership.

 

[Joe G.]

Sam,



You might want to check to see if the Smart Controller requires the stock '98 PCM to be on the truck. If it does that might be a problem with your '93.

 

["Mad Max"]

Thanks Chuck, Joe. With the 93 I agree that without the same PCM the smart controller may not work exactly as predicted - May have to have a custom setup made. I need to ping DTT, ATS, and BD on the same set of questions - maybe they can design something along those lines.

Thanks again fellas,

- Sam