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You basically have two different pressures at work in the VB when determining upshift and downshift points. First, there is governor pressure, which is determined by road speed. Early transmissions (46RH, 47RH) used a mechanical governor on the output shaft, and the newer RE transmissions replaced the mechanical governor with the governor pressure solenoid/transducer setup that we all know and love. The PCM generates the governor pressure electrically via the solenoid, and monitors the governor pressure via the transducer. Either way, the faster you are driving, the more governor pressure... Second, you have throttle valve, or TV pressure. This pressure is determined by throttle position. When you press on the throttle, the TV cable pulls on the lever at the transmission, which rotates the TV lever shaft, which then presses on the end of the TV plunger in the VB. The plunger then loads the TV pressure regulator spring more heavily which, in turn, increases TV pressure; the more throttle, the more TV pressure... There are two shift valves in the VB that use governor and TV pressure to determine shift points; the 1-2, and the 2-3 shift valves. (The 3-4 shift valve and TCC lockup valve are controlled separately by the PCM via solenoids and do not use governor or TV pressure to determine their shift points.) At each shift valve, governor pressure acts on one end of the valve, constantly trying to stroke the valve to the "upshifted" position. At the other end, there is a spring holding the valve in the "downshifted" position. In addition to the spring, TV pressure also acts on that same end of the valve, assisting the spring in holding the valve in the "downshifted" position. When you are at a standstill, governor pressure is at a minimum (basically zero psi) and the shift springs hold their valves in the "downshifted" position - first gear. As you take off from a stop, governor pressure begins to rise, acting on the end of the shift valves. If you are light on the throttle, TV pressure is very low and governor pressure quickly rises to the point that the force of the 1-2 shift spring at the other end of the valve is overcome and the 1-2 shift valve strokes, commanding a 1-2 upshift. The transmission is now in 2nd gear... If you are heavier into the throttle, TV pressure assists the spring with greater force, making it necessary for governor pressure to build to a higher level before the force of the spring AND the hydraulic force of the TV pressure acting on the end of the valve to be overcome. This is how the transmission holds each gear for longer when you are heavier into the throttle. As you continue to accelerate, governor pressure continues to rise until the 2-3 spring force (and whatever level of TV pressure that is acting on the 2-3 shift valve) is overcome and the 2-3 shift valve strokes, commanding a 2-3 upshift - 3rd gear... When commanding a downshift, you press on the throttle harder and TV pressure rises. When TV pressure rises to the point that (with the spring's help) governor pressure can be overcome, the valve will stroke back to the "downshifted" position and either a 3-2 or 2-1 downshift is commanded, depending upon which gear you were in. If the throttle application is abrupt enough, and TV pressure rises quickly enough, both valves will be stroked to the "downshifted" position nearly simultaneously, and a 3-1 downshift will occur. This is kind of a simplified explanation of what goes on in the Dodge valve body for 1st - 3rd gear. As I stated earlier, 4th gear (OverDrive) and TCC are controlled directly by the PCM via their respective solenoids.

Yea you won't have any issues posting pictures / saying stuff on CF. just the staff and so forth over here. I finally got mine actually installed, so I took some videos. I will have to do a video of the 3cyl and EB enabled, I can get egt temps of 1000*f without much issue.

Stop freaking him out Boost leak .... guages ..... check air filter.

That's like saying you should snort the cocaine because it's free and sitting on the table My point being you can severly damage the internals of the engine and not even know it. Heck with 100's, stock hx35, and a smarty I could melt mine down pulling heavy loads.

Well guys hopefully this weekend I will learn how to install a door glass in my 2010 1500 Dodge hemi. Was doing yard work and had the bagger vac on the zero turn mower and it must have slung up a rock and took out my passenger side door window, ordered one right away from Rock auto and hopefully it shows this week and I will put together some pics as I learn myself how to do it.

ooo sorry, thats the quadzilla tuner. Uses bluetooth to port info to an andriod device.

haha yea I don't bother trying to make her angry, shes already mad enough. Mine did somehow start at 0*f without no grids ( PO had them wired backwards) a few years ago, but pretty sure that was an act of god haha.

I know. On the other hand .... I've seen things with these trucks you wouldn't believe in terms of engines holding up. Over 2000 egt for sustained runs ...... Unless he towed a 10% grade a WOT ....... seriously doubt he stuffed his engine with a superchips and 7x.010 ........ Not disagreeing - just taking the other side on not having him jump a cliff :)

Yes as standard users you can but none of my staff member should be public talking about the high idle switch really. It too risky if CF staff member realize or another vendor reports them they could be warned or banned for vending without paying CF fees. Since you not a vendor nor a staff member of M73M you are fine.

No you are right in thinking that 1/4 is too small. I forgot to update the install direction. Needs to be a 3/8 hole. Pull the switch out and redrill the hole 3/8 big so the threads come through the hole fully. Then use the locknut to secure it.