Little Torqueflight 2 to 3 shift?

[art leong]

I've been having problems with my 2 to 3 shifts since I built this car. 2 different valve bodies, 2 different transmissions.
It is flairing about 800 rpms on the 2-3 shift.
I've been adjusting the kickdown band finger tight then backing off 1 turn.
Someone else has told me to tighten it to 100 inch pounds then back it off 2 3/4 turns.
Here is a photo of the log.

[Alan Roehrich]

If it has a 3rd gear accumulator, put a stiffer spring in it, or block it off. Either will make 3rd gear apply faster. You'll have to make sure it does not apply fast enough to bind up.

[art leong]

Originally Posted by Alan Roehrich

If it has a 3rd gear accumulator, put a stiffer spring in it, or block it off. Either will make 3rd gear apply faster. You'll have to make sure it does not apply fast enough to bind up.

I don't think it uses a third gear accumulator. I believe the band is used in second gear it releases and the high gear clutch pack applies, when you shirt into third

[Tom Goldman]

Art, the 2nd gear servo should be blocked .
The 2nd gear servo accumulator which is the small one between the two servos should be blocked between the case and the piston to its top most position.
Also make sure the 2nd servo top cover fits the pushrod closely . ...If its worn ,fluid loss will cause a slow 3rd shift, as 3rd clutch apply pressure also helps release the 2nd band ....A stiffer spring in the top of the 2nd servo might help ,but it sounds like you might have a fluid loss problem. ..
Direct clutch clearance should not be more than .060"
The 2nd band adjustment can have a slight effect in the 3rd shift timing.
I'd set the band @ 1 3/4 to 2 turns backed off from 72 lb.in.

[Paul Precht]

Lighter springs or less springs in the front clutch can help.

[Adger Smith]

Flair is caused by the applied releasing before the next one(clutch or band) to be applied applies. More than likely it is a timing problem with in the bands/clutches. Could be in the VB, too.
When I had a couple of coustomers that ran Comp with high powered P/G trannies we had just the opposite because of pressures it held the band on too long. You are probaby headed in the right direction in setting the band where it holds longer before the release. The next area to work is the high apply. Make it apply quicker. Since I'm not familiar with your tranny I'll just throw out some possibilities. Start with the clutch pack clearances. Any thing tighter than .0025 per side of clutch plate might cause drag when the clutch pack is not applied. If you reduce clutch pack clearance to the very minimum the high will apply quicker. You can also speed up the high apply by using a waffle or clutch plate that has oil slots. You can also window the steels to cut the oil off the plats at the time of apply. You can reduce the spring tension working against the clutch piston that is moved by the oil pressure. You can shim or reduce the volume of the fluid capicity in the high piston to improve quicker apply if there is a fluid volume/flow problem. You need to check for leaks in the sealing rings or the passages that flow the fluid to the high pack. Make sure the o-ring or seal on the high piston is not leaking.You might even look to see if there is a factory Vent/check ball on the high apply piston/drum that is leaking fluid on the apply. (Factories do that for soft apply in grocery getters). Next. VB springs on shuttle pistons and pressure pistons??? Working ot timed correctly. I'm not familiar with your VB so I can't get specific. When you get it where it has overlap then work backwards to eleminate it. Usually Overlap will hurt ET more than flair. It is also hard on parts life. Good
luck.

[George Mirza]

This is a common problem in the 904's when using the stock spring in the high gear clutch pack. I'm not sure if the transmission your speaking of uses this type of spring. It looks like a giant valve spring. JPT makes a multi spring pack that replaces it and takes care of the 2-3 shift flare. I've been told that a big coil spring like that wants to grow at high rpm and can be difficult to compress.
George

[jmantle]

Originally Posted by art leong

I've been having problems with my 2 to 3 shifts since I built this car. 2 different valve bodies, 2 different transmissions.
It is flairing about 800 rpms on the 2-3 shift.
I've been adjusting the kickdown band finger tight then backing off 1 turn.
Someone else has told me to tighten it to 100 inch pounds then back it off 2 3/4 turns.
Here is a photo of the log.

A 904 or 998 should work with the band set at 2 turns. More info would help, band apply ratio? How many high clutch frictions? 904 or 998? Pressure? Whose valve body? Is ther a restrictor in the clutch apply hole in the case (comes with some shift kits)? PM me, I'm sure I can help.
Jim Mantle V/SA 68

[Alan Roehrich]

Art, this is the FWD transmission in the Neon, correct?

[art leong]

Originally Posted by Alan Roehrich

Art, this is the FWD transmission in the Neon, correct?

Yes it's technically an A413