Controlling overdrive transmission
I use strictly the hydraulic functions of the 42RH.
With adjustable pressure switches I set the speeds of the automatic shifts engage and disengagement.
I also don’t use a kickdown function from OD or lockup, although it would work fine with the adjustable by vacuum switch allowing one to set the amount of vacuum it takes to trigger it.
Also, technically it would need two vacuum switches.
One for lockup and another for OD.
With 3.55 gears I certainly wouldn’t want it to drop from lockup into 3rd at 80-90 on the downshift.
If I want out of lockup for example I can either be below 70 where it comes out automatically, or just turn it off at the shifter.
Same with OD, only it turns on or off around 50.
All that said I never needed to have it shift out of either automatically, and found the possible benefit to be not worth more wires and vacuum lines.
Got to remember, my motor and trans both came from a truck that weighed substantially more than an A body Mopar, and also had multi thousand pound towing capacity.
I opted for 4th and 5th designations because “lockup” wouldn’t fit. :D
Die to the posts after yours I’ll not reply directly to your questions, but more or less add to the conversation from here.
I use strictly the hydraulic functions of the 42RH.
With adjustable pressure switches I set the speeds of the automatic shifts engage and disengagement.
I also don’t use a kickdown function from OD or lockup, although it would work fine with the adjustable by vacuum switch allowing one to set the amount of vacuum it takes to trigger it.
Also, technically it would need two vacuum switches.
One for lockup and another for OD.
With 3.55 gears I certainly wouldn’t want it to drop from lockup into 3rd at 80-90 on the downshift.
If I want out of lockup for example I can either be below 70 where it comes out automatically, or just turn it off at the shifter.
Same with OD, only it turns on or off around 50.
All that said I never needed to have it shift out of either automatically, and found the possible benefit to be not worth more wires and vacuum lines.
Got to remember, my motor and trans both came from a truck that weighed substantially more than an A body Mopar, and also had multi thousand pound towing capacity.
I opted for 4th and 5th designations because “lockup” wouldn’t fit. :D