Anybody know of a single-unit o/d and l/u controller for a 518 going into a 70 challenger. I am able to wire in toggle and vacuum switches to get it to work, but not for MPH modifications. Can anybody help?

HASMAN70 I did a conversion on a 340 Challenger convertible, I used a vehicle speed sensor (vss) in the speedometer cable, I used the output to control a pair or MSD rpm switches 1 for lockup the other for O/D, I also used a Hobbs (vacuum) switch in series I was able to tailor the switches to allow lockup at 47 mph O/D at 58 mph & both would drop out at less than 2 hg (heavy throttle)

There is a member named DonOremus who has done something similar with a 518 and his car (Very Impressive car). He is very knowledgeable on the subject- Maybe he will see this post and give you some input-Goodluck- AL

Thank you MoparAl

I too would be very interested in a standalone controller. Something that uses a vehicle speed sensor and a MAP (vacuum sensor) or a TPS to control shifts like a typical trans controller would. It seems all too simple of a device, we just need someone who is controller friendly to attempt this.

My car is currently controlled by switches, but this is what I had.

A GM lockup vacuum switch that will go open with low vacuum, this switch is in series between fused battery voltage and the center terminal on the soleniod connector (which powers both soleniods)- I still have this functioning, it turns power off to the soleniods during heavy throttle.

I also had a Rostra lockup delay module that was in series with the same circuit as above that would not allow power thru until a certain MPH (I had it set at 40mph). This was triggered by a VSS used from a Dakota. Only problem I had was the module went bad twice on me, so this I deleted.

On the OD solenoid, the ground wire goes to a switch on the dash for driver control as well. On the Lockup, the ground goes thru a 5 terminal relay that when the brake switch is press causes the circuit to go open, which then cancels lockup when braking just like a normal car does, then also a switch on the dash.

The only problem with this is that the speed that it engages is always the same and doesn't change with throttle opening like it would if a controller were used. With more throttle, it needs to shift later, but this mechanical design does not allow this .

Hopefully these ramblings make sense

440+6
A-518
A/C
4.10s
Viper Calipers

Don

http://home.cinci.rr.com/simmscity/0799p01.jpg
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http://home.cinci.rr.com/simmscity/0799p03.jpg

The article in this magazine is exactly what I made for mine, except I used a Dakota VSS instead of an aftermarket one. This kit shown was made by JET Performance Products, I don't know if it is still available.

I still would like a controller with adjustable parameters whether the controller would have knobs or something done on a laptop. Just gonna have to wait

Don

Thanks for the info guys. My dad has a similar setup on his 78 dodge 440 w150 pickup. The major problem with that setup is the chivvy th700r4 behind it. I'm pretty sure that setup wouldn't last a week in my car. The tinkering will be fun I'm sure. I'll also try and see if I can talk with JET a bit. Appreciate the help.

Dartman75, I'll be looking forward to the controller if it will work like you say it will. Please keep me posted.

DartMan, what issue of Mopar Muscle is that 518 acticle with the controller from?

what issue of Mopar Muscle is that 518 acticle with the controller from?

It's from the now defunct High Performance Mopar magazine, the June 1999 issue. It's the last part of an eight part article that began in March 1998.

John

The 4xRH transmisions use the TV cable and governor to control 1st, 2nd and 3rd like a typical Torqueflite. 4th (OD) and lockup are all done with the computer. So we only need to control 2 soleniods to have it be fully automatic.

The 4xRE transmissions still use a TV cable for line rise and upshifts but the governor has been eliminated, but the shift valves still need gov pressure to shift correctly. So what the transmissions have is a governor soleniod that is controlled by the computer to give the trans governor pressure like the earlier 4xRH (518/500) transmisions have. The governor pressure is the same pressures like the earlier ones, but it is done with a soleniod instead of a governor valve. It got rid of the mechanical parts and replaced the valve with a solenoid.

The REs use a sensor as well so the computer can see and adjust pressure to be correct for the road speed.

The JET setup is what I copied, but I had problem with the Rostra Lockup Delay Module twice. I read that article and duplicated it since I was familiar with all the parts and pieces.

Dartman, I will be looking forward to your controller, keep me on your list.

Don