cowsareholy
SHO Member
my atx shifts at around 7k from 1st to 2nd but 2nd to 3rd it will only shift right at 6k. is this normal? if not any ideas on why
94 atx shift points
- Thread starter cowsareholy
- Start date
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MetalheadSHO
New Member
cowsareholy said:
I think mine shifts around 6,500 from 3rd to 4th..not certain though. I always hold my 1st and 2nd longer by doing it manually though if Im trying to pass someone or Im in a race.
It's not so important the rpm that it shifts at as it is the rpm it lands at in the next gear.
6k is a bit soon but you want to end up in 3rd around 4500 rpm or so.
How soon does the TC lockup after it shifts to 3rd?
6k is a bit soon but you want to end up in 3rd around 4500 rpm or so.
How soon does the TC lockup after it shifts to 3rd?
Axianator
I am a banana!
Assuming your '93-'95 ATX is fitted with factory-sized tires, goverened by the factory programming and you're letting the computer shift the tranny (e.g. leaving the shifter in 'D' with no manual shifting), then yep - what you have stated is completely normal.cowsareholy said:
Under the factory '93-'95 ATX programming, the soonest that the converter would lock in third would be 28mph with just a smidge of throttle application (or 0.12V relative throttle). Conversely, anything more than a quarter- to half-throttle (or 2.81V relative throttle) and the EEC will command the converter to unlock due to engine torque demand. Unfortunately, this also means that the '93-'95 ATX converter is incapable of locking in third or fourth gear while under the factory programming.SHOZ123 said:
One thing I can do in 3rd & 4th is to get the TC to lock rather quickly at WOT or any TP actually. The only parameters I have to adjust are mph and a time delay. The TC will lock almost immediately after the 2-3 shift unlocked converter shift when above the set speed.
But if you don't have the power this can be a bad thing as it will lug and actually slow you down. I found this out as this is how the TC was programmed with the SCT chip I had. Unfortunately the SCT chip programming was a bit rich and really didn't have the power to utilize the quick lockup of the TC in third.
What I would really like to do is lock up the TC in second. On the dyno last time there was over 30 hp difference between a 2nd gear unlocked TC pull and a third gear locked TC pull. Although I cannot do this without custom coding, I have an idea on how to mechanically do this.
SHO#7
SHO Member
SHOZ123 said:What I would really like to do is lock up the TC in second. On the dyno last time there was over 30 hp difference between a 2nd gear unlocked TC pull and a third gear locked TC pull. Although I cannot do this without custom coding, I have an idea on how to mechanically do this.
Could you just supply ground to the LU solenoid?
I am not sure how protective the computer is of that.
Mike
Axianator
I am a banana!
As with your V8 SHO calibration, the '93 H3Zx and '94-'95 D4U1 calibrations also possess the same type of converter control functions. The only real difference between the two WRT to these particular functions is that the '93 H3Zx program contains a set of second gear lock/unlock functions, whereas the '94-'95 D4U1 program does not. Even with what is available, though, it is possible to achieve the same result on a '93-'95 ATX that you have noted here with your '98 (or quick converter lock at WOT in either third or fourth) - you simply need to modify the right areas of the factory code and have a converter that will comply with the EEC's commands.SHOZ123 said:
I can personally attest to this, and, provided things work out at our next dyno day on the 30th, I hope to prove my butt dyno correct and show that, at least on my LC 3.3L setup, a locked converter in third will not net you any additional power. Again, this will be specific to my particular setup and I could end up being pleasantly surprised.SHOZ123 said:
Assuming your Gen 3 calibration is like the majority of Ford ATX calibrations that I've seen, then your factory code does not even contain the functions necessary for second gear converter lock. In fact, there are only a few ATX calibrations that I have seen that are capable of commanding second gear converter lock, and most of them are of the "older", pre-'95 EEC-IV variety.SHOZ123 said:What I would really like to do is lock up the TC in second. On the dyno last time there was over 30 hp difference between a 2nd gear unlocked TC pull and a third gear locked TC pull. Although I cannot do this without custom coding, I have an idea on how to mechanically do this.
I can guarantee you that if you do this for more than a few seconds, the EEC will not be happy.SHO#7 said:
Neverthless, I still think it would be interesting to see what would happen ...
In the SCT shareware version of their software that I paid big bucks for there is a switch to turn on the TC full time.
I've tried this and of course in 1st gear it sucks and second too when decelerating. I've got all the hardware to do it and if it ever stops raining I'll look into it. This of course would only be a WOT 1/4 mile run mod as it is not something I need or want with normal driving.
Axianator
I am a banana!
Good point, and on that note, I probably should have tagged my original statement with the additional condition that "if you do this for more than a few seconds under the factory programming, the EEC will not be happy."SHOZ123 said:
When I modified a '93 H3Zx .bin for full-time second gear lock and tested the .bin on my '95 ATX, I had the same lackluster results. Needless to say, the numerous part- to full-throttle runs that I made were not impressive enough to warrant my switching to the '93 H3Zx calibration and commanding any second gear converter lock.SHOZ123 said:
