Engine/Transmission (1998.5 - 2002) transmission controllers - who has one............

[FTwardoch]

... ... ... ... . and what brand is it?



I've about gotten to the point of going that route. I'm one of the Smarty/Auto guys who has shifting 'weirdness' (stacked shifts/hunting, lockup cycling) and figure the better way to go is a controller. I'd love to be able to count on the lockup coming on at a set mph and STAYING locked. Short of a wired switch (which I'd hate to try for the reason of forgetting it is on and slowing down too much, killing the motor and/or input shafts), so who has what? Cost? Downsides?



TIA

 

[SnoKing]

Remember that most transmission smart controllers do lock to lock shifts, so you want a billet input shaft. I have a DTT transmission and their smart controller, which I believe works best with their valve body. SNOKING

 

[SEmerson]

I have dtt too. It works great. But you need a vb and input shaft with any controler to get what you want.

 

[FTwardoch]

Remember that most transmission smart controllers do lock to lock shifts, so you want a billet input shaft. I have a DTT transmission and their smart controller, which I believe works best with their valve body. SNOKING

Well, I've got a built transmission but NO billet... ... ... ... ... . sounds like from both your responses that's a must. So educate me - why?

 

[SnoKing]

Lock to lock shifts are shift that occur with unlocking the torque converter. So they can be a little harsh! Harsh shifts can be hard on transmission input shafts, and create two shaft out of a single shaft.



A stock transmission unlocks the torque converter during a shift. SNOKING

 

[BJMarshall]

I'm using one from SPDiesel. It allows you to set lockup speed and the speed of the 3-4 shift. So far I am very pleased with the controller. It does do a locked 3-4 shift, but I am not too concerned since I do not have harsh shifts. Harsh shifts occur with jacked up line pressure and eliminating the 3-4 accumulator spring. I have only raised my pressure a little and have a HD spring so I have a firm 3-4 shift, but not a bang.

One of the main things I like about the controller is that it keeps the converter locked when you let off the accelerator down to the speed you have set. You also don't have to install any switches as it works off the cruise buttons.

 

[FTwardoch]

Lock to lock shifts are shift that occur with unlocking the torque converter. So they can be a little harsh! Harsh shifts can be hard on transmission input shafts, and create two shaft out of a single shaft.



A stock transmission unlocks the torque converter during a shift. SNOKING

I talked to ATS today... ... ... ... their tech said the Co-Pilot does not require a billet input shaft and have never heard of anyone breaking a shaft. Could be a sales job but not sure. I already have an extremely hard shifting transmission (by design).



So any more input is appreciated... ... ... .....

 

[John - K5AWO]

This thread interests me a lot because I ordered a SunCoast 3-disc convertor, the new DC-487 valve body and their controller.

Naively I assumed the controller would unlock on the shifts? So, who's controller does unlock between shifts?

My truck is very mild, almost stock with Van Aakin and RV-275s going in next week when the SunCoast parts arrive.

The old TC is as loose as a rubber band, so had to replace it.

 

[rweis]

I got the DTT package and like it.



I would suggest that the transmission is a system.



If you go with ATS VB then go with ATS controller etc.



If you go with DTT VB then go with DTT controller etc.



I would stick with the same provider so it all stays integrated and matched.



Bob Weis