For those of you who have the Super Chips (or Xcaliber), can you use the device to specify when the torque converter is locked or unlocked?

This would be great for towing. My last truck was a '98 STX 2WD with the 4.6L and an Autometer Tranny temp gauge. When ever the torque converter was unlocked, it creates a lot of heat. I think the factory settings are:

Overdrive = Locked
Drive = Locked
Second = Unlocked (this is what created the problem)
First = Unlocked

The little 4.6L wouldn't pull the load up the steep hills in Drive. So I would have to shift down to 2nd. If I didn't keep the truck at 50mph+, the tranny temp would really go up.

I'm really hoping that our new truck will be much better. We'll see!

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Mitch (new member)
'05 SuperCrew FX4

 

I don’t know exactly when the T/Q locks up but the “93-octane tow-preferred” tune on my Xcalibrator (9300) is specifically set up for towing. You should give Mike a call and ask him because he could give you the in-depth details you are looking for.

Troyer Performance

 

Troyers closed right now (PST vs EST). But regardles, I'd still like to talk to someone with first hand experience.

I'm hoping that you can program the torque converter to lock up ealier or at least for the transmission to not shift out of Drive when towing up hills.

Anyone?
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Mitch (new member)
'05 SuperCrew FX4

 

Hi Mitch,

No, the Xcalibrator will not allow you to do that, nor we will do that in our custom tunes for anyone - because that is not a really good idea - and please read on, as I'll try (try) to explain why a little bit.......

You do not want to arbitrarily force an automatic transmission to not downshift/not unlock the TQ in a heavy vehicle going up a hill - that is not an appropriate or reasonable expectation in such a heavy vehicle - heck, most *cars* won't do that!

Overdrive, which was invented 70+ years ago and is still only appropriate for the very same reason it was invented in the first place (just like the lockup torque converter which first came long for the masses in a few late-70's vehicles), were never intended to allow you to make a heavy truck go up a grade and stay locked up in Overdrive - that is an inappropriate expectation and an *excellent* way to ruin driveability & powertrain response. I wish the automakers would explain that in their owners manuals a little better.

Overdrive, just as it's name implies (and just like the lock-up TQ), is for one purpose only - and that is to reduce engine rpms **DURING PERIODS OF LOW-LOAD OPERATION** (I.E., flat ground), in order to save fuel. Period. And any time any vehicle can stay locked up in Overdrive when it is NOT on flat ground with little demand from the driver is a pure bonus that should not be arbitrarily forced. To take it a bit further, the lockup TQ was actually intended to reduce the inherent fuel economy disadvantage in automatic transmissions - but it's purpose & operational characteristics are the exact same as "Overdrive."

It never was intended to allow a vehicle to stay locked up in Overdrive going up a grade, or under any situation of increased load and/or driver demand - automatic transmissions need to be able to lock & unlock the TQ, and upshift & downshift, as is required based on the combination of available torque, load, and the driver's demand for power - not some arbitrary insistence to force the engine to labor below it's power band in a heavy vehicle going uphill by handicapping the transmission's operational characteristics.

The reason a transmission downshifts and/or unlocks the TQ is very simple - because the powertrain cannot provide adequate torque at the wheels to satisfy the load on the motor combined with the demands for power being made by the driver! The way to lessen the amount of downshifting required uphill is to INCREASE AVAILABLE TORQUE AT THE DRIVE WHEELS - not ruin driveability by handicapping the powertrain so it cannot unlock the TQ or downshift as it needs to respond to load demand.

And just what is it that we're accomplishing in our custom tuning in the Xcalibrator, what does everyone buy it for (among other things)? TO INCREASE AVAILABLE TORQUE, exactly what is needed to reduce TQ unlock/downshifting up a grade. With our custom tuning in the Xcalibrator, you will notice that on some grades it won't unlock the TQ or downshift at all any more - while on steeper grades it may still need to downshift, but will do it further up the grade - all thanks to the increase in torque from our custom tuning.

But no, that does NOT mean that even with our custom tuning anyone should expect their vehicle to go up all grades and still stay locked up in Overdrive - that would take a positive-displacement supercharger AND a gear ratio change just for openers, and even that still wouldn't eliminate it altogether - because it's simply not an appropriate expectation. If it was, you wouldn't have any need for multi-gear transmissions in the first place.

It's very simple - if you want less TQ unlocking & transmission downshifting out of Overdrive, then there is ONE way to do that properly - by increasing available torque.

I hope that helps Mitch, & feel free to give us a call to go over this, OK?

 

Thanks Mike for a very indepth reply!!

But I never said I wanted to keep my truck in "Overdrive". I was talking about "Drive". (re-read the post)

Currently all my towing experience is with a 1998 F150 STX 2WD 4.6L. It's a little underpowered for a 4000lb load. But I purchased a Autometer transmission temp gauge, and I've learned a lot over the last three years.

On hils, I take the transmission out of Overdrive which puts it in Drive (3rd gear). When the truck is in "Drive" the torque converter is locked and the transmission DOESN'T build heat. But on really steep hills, the truck doesn't have enough power to pull the hill, so the torque converter "unlocks". The transmission doesn't shift all the way to second gear. It's like it shifts into 2.5 gear. When this happens I slow down and shift all the way down to second gear to keep the transmision from building heat. Unfortunatly, the torque converter is unlocked in second gear. So to keep the transmission from over heating, I run the truck at 50mph (3000rpm) to keep enough air flowing over my aftermarket transmission cooler.

Anyway, that's all I'm trying to find out. Does your unit allow you to lock the torque converter up in 2nd gear? I think on the F250/F350 the torque converters rarely unlock. 1st gear is locked, 2nd is locked and 3rd is locked....at least this has been my experience....I could be wrong.

I understand your point about power. I'm hoping that buy purchasing our new '05 SuperCrew FX4 5.4L, it will have more power and I won't have to shift down to second gear anymore. Which I guess will make the problem moot.

Thanks for all your help so far Mike! I called your office and talked to a women (can't remember her name). She tried to answer my question, but said you were the one to talk to and that you were currently busy.

I'm in no hurry with this. I'm definatly going to purchase a intake and exhaust as well as one of your tuner boxes. The extra power can't hurt!
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Mitch (new member)
'05 SuperCrew FX-4 4x4

 

Hi Mitch,

Actually, I was the process of further editing on my last post (as I tend to do when trying to explain something but don't quite get it across properly the first 12-20 times or so) , when I saw you had already responded - so I won't edit it any more, but instead just pick up here.

This same basic principle applies not just to Overdrive (though that is my personal "pet peeve" with the automakers for not explaining about that better in their owners manuals), but also to whether or not the tranny needs to unlock the TQ and even downshift out of 3rd back down into 2nd gear, too - all the same basic principle. Load & driver demand versus available torque is what it boils down to, regardless of what gear we're in, basically.

You make some very valid points regarding when the TQ will lock or not in certain gears - but rest assured, once you reach a low enough load point, the TQ *will* lock up in 2nd gear, too - though it may not do so going uphill, depending on the steepness of the grade, of course! This will also vary (sometimes rather widely) from one PCM revision (computer code, as we call it) to the next as well.

Glad to see you added the tranny temp gauge, excellent! I hope you placed the probe somewhere other than the tranny pan, as that is where it reads the coldest, of course - I mention that only because some manufacturers (like B&M, for example) actually instruct people to put the temp probe in the pan, and/or after the auxiliary cooler, instead of in the outgoing tranny fluid line or at least in the line pressure test port, so you can get a reading at a hotter point.

That 1998 STX is actually a very nice truck - the STX package is a bit lighter truck usually, so they tend to perform a bit better. I see that you now have a beautiful brand new 2005, great! Big difference in terms of smoothness, handling, ride quality, etc., eh? And to have an FX4 at that - that is one of only two 2004 & newer F-150 model configurations that can be had with a center console shifter and the best instrument cluster, etc - my kind of truck! (And darned expensive, too.)

Thanks for your response, & feel free to give us a call any time - you're right, there certainly are times when I get tied up on the phone with someone (all day long) or doing R&D, etc., but I'm always happy to speak with you as soon as I can - sounds like we'll have a good bit to talk about with your obvious strong interest in these F-150's, so I look forward to speaking with you!

Best of luck with your new truck,

 

Thanks Mike!

I'll try and call you today (or when you're not too busy).

Your reply's are much appreciated! (by me and obviously the rest of the group)
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Mitch
'05 SuperCrew FX4