Tried backing the band off 1/4 turn. No difference at all. When building it, I did air test everything and it sounded solid. Obviously there is something causing issues.

I guess it's time to go back inside of this thing. I do have a stock valve body I could try, but was hoping not to have to be in and out of the unit several times.

When you remove the VB take the end plate off and check the 2-3 shift valve and plug for freedom of movement.

Bringing this topic up again since I'm encountering the same behavior on my '93 A518/46RH (OD+LU).

Also installed a TransGo TFOD-HD2 recently. Did not use the green spring for delayed shifts.
Used a 2.5 turn from seated for the overal oilpressure.
Checked everything for proper movements during assembly.
Didn't open up the transmission further than needed to install the kit.

I don't know any history of the transmission other than the remaining oil in the trans looked Ok when I got it.

The trans 2-3 shifts above 22-25mph all the time. Pretty annoying in Stop&Go city driving.
The shift itself is nice and crisp.

Shortly after I got the car running I had a slight mismatch with the shifter-linkage, which sometimes caused the trans to 2-3 shift even more delayed. Fixed that by readjusting the shifter-linkage properly a few times.


Would readjusting the band to a different setting change or tell anything?

Suppose I should have updated this; Mine is resolved, problem was the KD linkage was not completely forward with no throttle. It was only pushed back slightly and that was enough to cause an issue. I had to pull the pan to see this.

Thanks for your update.
I wonder if that could be the case with my tranny aswell, as I have preloaded the KD-linkage slightly to make 1-2 shifts occur at a better time (around 10mph instead of 5mph).

If been wondering if the KD-lever on the tranny has the correct length for the throttle linkage on the carb ('73 318 2-bbl).

I've recently replaced the lever for a slightly longer one. Can't tell for sure if this had any effect, I tend to think it did but that may be wishful thinking.
I do have found another even longer lever, but the indexing flat makes it angled way different then the other 2. I probably have to alter the KD-linkage for this lever to work.

The current KD-linkage is stock '73 as far as I can tell.
The car had a 904 when I got it, which I replaced with a OD-only A518 later on, and now recently I installed a 518 with OD & LU.
The first A518 worked fine with the current KD-setup, but didn't have a TransGo-kit installed or anything.

The 'drum-seal'-issue mentioned above has me thinking. Anyway to test or rule out this issue?
When putting the tranny in Reverse the engagement feels very soft by the way, if that proves anything.

I played around with the KD-linkage today and found I can EITHER have 1-2 shift at the correct time, OR 2-3.
Not both.

With a nice ca. 10mph 1-2 shift, the 2-3 shifts occur (with light throttle) at an annoying 25-30mph.
Backing off the throttle at say 20mph makes the transmission shift just slightly quicker at 22-23mph.

Adjusting the 2-3 shift to occur at a correct time, will make the 1-2 shift happen at 5 mph or even lower. First gear becomes unusable this way.

This all tells me this transmission does not like the current the KD-lever (or linkage) on my car.

I'm planning to instal or make a longer lever on the transmission to lessen the impact of the throttle movements on the transmission's oilpressure.

I'm updating this topic as today I've managed to alter the KD(TP) lever on the transmission to a slightly longer one.
Reason for this mod was that the 1-2 shift at WOT were also a bit late.
Now with the longer lever this seems to have improved.

But, (on the contrary to what I mentioned in my post above) throttle-position does NOT alter the 2-3 shift. Nor hot or cold.
The trans still does the 2-3-shifts around 30mph.
(There's a 3.91 gearratio in the rearaxle)

Some more info;
- With light throttle, the 2-3 upshifts are very late.
- With moderate/firm throttle, 2-3 upshift timing feels correct, right on time.
- Shifts themselves are nice and crisp.
- 3-2 Kickdown always seems to work good and as expected.
- Reverse gear engagement always is very soft.

My gut feeling says there's leakage somewhere in the transmission and internal oilpressure needs to come up to a certain pressure or flow before the 2-3 shift is initiated.


I don't mind getting into the transmission or valvebody to fix this issue, but I do like to know what to fix so the problem is actually cured after that.

I hate just throwing new parts at some issue, but I'm thinking of getting either or both these items (unless someone here can pinpoint the issue to one part);
- #518RED16. Sonnax, Dodge 16% Oversize Intermediate Super Servo.
- http://atransmission.info/518-throttle-valve-kit.html


Any help would be appreciated.

One more thing you may try before opening it up; Try putting a spring on the KD lever on the tranny so that it will be pulled all the way off. I have fought this issue myself when the return spring on the KD lever at the carb had broken and I didn't know it.

When the KD linkage wasn't being pulled all the way closed, my tranny did some really weird late upshift stuff. Some of it in 1-2 but most of it was in the 2-3.

The spring is already there, thanks.

Funny tidbit;
After some careful checking I noticed that with light throttle, the tranny will make the 2-3 shift slightly later at 30-32mph, than with moderate throttle, where the 2-3 shift happens at around 28mph.

I think the higher oilpressure made by the throttle pressure lever makes up for the probable leakage somewhere.

Just WAG ing here but would a softer spring in front of the 2-3 shift valve let it shift earlier? It'd sure be easier to go into the VB (if that sounds like a good possibility) than to pull the trans

Pulling the trans is indeed rather not something I look forward into doing, since it's mounted in an Abody and it's my daily driver.

A valvebody mod wouldn't be that hard, but since I installed the TransGo kit to the letter with the manual,
I'm afraid it might be just a patch to a leaky servo or something like that.
But ofcourse changing a spring is cheaper than buying billet servo pistons and such.

Any chance you have a stock VB just to try? That would narrow down the choices.

I've got a spare 46RE out of a 4x4 which might have the same VB, but I would rather just 'fix' the issue rightaway instead of trying to find the issue, but don't we all.
The VB in the current transmission has been cleaned and has had a TransGo reprogramming kit carefully installed by me.

Topic update;
For anyone out there is still in deep worries and having sleepness nights about this issue it turned out to be a linkage issue afterall as well in my case.

The horizontal rod on the transmission going from the KD-lever to the bellcrank was too long.
This caused the rod to contact the bellcrank shaft at full forward/relaxed position, and prevent the KD-valve in the transmission from totally releasing.

I put an extra bend in the rod to shorten it which freed up the linkage quite a bit already.
It still needs to be slightly shorter as the bellcrank's upper leg is almost in it's upright position, almost causing to overcenter the vertical rod going up to the engine bellcrank.