So all of you Mopar guys!

[Steve Stasko]

Originally Posted by Billy Nees

Ya know Billy, getting out of bed in the morning is a "waste of time".

The stick really is the better choice in the Neon. The 41/40TE's are an interesting piece. There is no bands, only clutches. There is an electric solenoid for each gear, and an actuating element that fills with fluid to control each gear change/how many clutches are applied. You would have to write a program to override the fill points on the element to increase the shift rpm, as well as engaging the converter clutch lockup...which can have anywhere from 50-300 RPM worth of slippage depending on driving.

If one really wanted to go the route of running an automatic Neon, I would swap in an A-413 from an earlier front wheel drive car, and do away with the electronics.

[mtkawboy]

There's an 05 Neon SE on Facebook Marketplace in Hermosa South Dakota for $150. Its a parts car though, no engine or trans, cheap start though

[Billy Nees]

Originally Posted by Steve Stasko

The 41/40TE's are an interesting piece. There is an electric solenoid for each gear

Kinda like the trans in my Buick.

[Steve Stasko]

Originally Posted by Billy Nees

Kinda like the trans in my Buick.

I'd rather work on the trans in your Buick.

[Billy Nees]

If there's an "electric solenoid for each gear", couldn't you rig up some kind of electric "shifter" to control what solenoids are engaged and dis-engaged and use it for gear selection and engagement? Just "brain-farting" here.

[Steve Stasko]

Originally Posted by Billy Nees

If there's an "electric solenoid for each gear", couldn't you rig up some kind of electric "shifter" to control what solenoids are engaged and dis-engaged and use it for gear selection and engagement? Just "brain-farting" here.

I don't see why not. Would be interesting to see how people react to that. It would be similar to what they were using in Pro Stock during the 90's to control the Lenco solenoids I suppose.

I will add that I have had some in depth conversation with a Chrysler transmission engineer who didn't come out and directly say, but heavily implied that these transmissions were designed to fail.

[Billy Nees]

Originally Posted by Steve Stasko

I will add that I have had some in depth conversation with a Chrysler transmission engineer who didn't come out and directly say, but heavily implied that these transmissions were designed to fail.

Steve, I've had to deal with Powerglides and later, 200 Turbos. They were junk until Racers got their hands on them and fixed them. Now, they're in everything!
Maybe it's time for a Racer to step up and prove that "Chrysler transmission engineer" wrong.

[Mark Yacavone]

Originally Posted by Billy Nees

Steve, I've had to deal with Powerglides and later, 200 Turbos. They were junk until Racers got their hands on them and fixed them. Now, they're in everything!
Maybe it's time for a Racer to step up and prove that "Chrysler transmission engineer" wrong.

When we did the Monte Carlo, (3.4 V6 , 3300# , high 13's) I had decided to use a 125 C 3 speed, rather than the electronic OD.
The 125 started life in a 1980 4 cylinder Citation ( X car).
It never failed us at the track, but it tended to wear out final drives.
It was a bunch of work,.. having to fabricate mounts, a bracket for the TV cable ,and a custom right hand axle of the appropriate length.
If the earlier Mopar transaxle is close to a bolt -in deal, I'd go that way.
If not, the later one could probably be controlled by a series of switches. Clutch apply could be firmed up, I would think.
Light car , 4 cylinder shouldn't cause a lot of grief in that department.

[Steve Stickel]

Originally Posted by Billy Nees

Kinda like the trans in my Buick.

Bill, are you tuning the Buick thru HP Tuners ? if so, should have some trans tables in there to "adjust" or turn off and on...

[Billy Nees]

Originally Posted by Steve Stickel

Bill, are you tuning the Buick thru HP Tuners ?

Yes, I'm using HP Tuners but it's not quite that simple with the Buick. The Cavalier is pretty simple.