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Plug N Play Aw50-42Le Paddle Shifter Kit (M4.3/m4.4) Anyone Interested?


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Paddle Shifter Kit  

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Oh, and one more thing, in case it makes any difference for anything... someone had mentioned the use of converter lockup to attain engine braking in 1st gear when the gear selector is in "L" -- It's actually not the converter lockup that attains the engine braking -- It's the application of the B3 band, which locks the front planetary set, keeping F2 (a freewheel) locked, which thus allows engine braking, although with converter slipage.

I doubt this matters for paddle implementation, but sharing as a curiosity. I believe the 3 and L positions mechanically engage stuff in the tranny not controlled by solenoids (via the valve body, I'd presume) so it probably matters not.. but it's interesting none the less :D

--vida snip--

Position L - 1st gear, engine braking

Secondary shaft (P3):
The driven final drive gear rotates clockwise. The driving final drive gear and the planetary gear carrier rotate counter-clockwise as a unit.
B4 and F3 lock the sun gear so that it cannot rotate in any direction. The planetary gears rotate counter-clockwise and at the same time move counter-clockwise around the sun gear. The ring gear and the driven intermediate gear rotate counter-clockwise.
Primary shaft (P1, P2):
The driving intermediate gear and the planetary gear carrier rotate clockwise as a unit. B3 locks the front planetary train (P2) ring gear so that it cannot rotate in any direction, providing an engine brake. (In D and 3, B3 is not applied, so that no engine braking can be obtained, because of F2.)
The outer planetary gears in P2 rotate counter-clockwise and at the same time move clockwise around the inner planetary gears, which rotate clockwise.
The sun gear shaft rotates counter-clockwise, as B2 and B1 are not applied.
The rear planetary train (P1) ring gear rotates clockwise. C1 connects the rear planetary train ring gear together with the input shaft so that they rotate clockwise as a unit.
--vida snip--
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Oh, and one more thing, in case it makes any difference for anything... someone had mentioned the use of converter lockup to attain engine braking in 1st gear when the gear selector is in "L" -- It's actually not the converter lockup that attains the engine braking -- It's the application of the B3 band, which locks the front planetary set, keeping F2 (a freewheel) locked, which thus allows engine braking, although with converter slipage.

I doubt this matters for paddle implementation, but sharing as a curiosity. I believe the 3 and L positions mechanically engage stuff in the tranny not controlled by solenoids (via the valve body, I'd presume) so it probably matters not.. but it's interesting none the less :D

--vida snip--

Position L - 1st gear, engine braking

Secondary shaft (P3):
The driven final drive gear rotates clockwise. The driving final drive gear and the planetary gear carrier rotate counter-clockwise as a unit.
B4 and F3 lock the sun gear so that it cannot rotate in any direction. The planetary gears rotate counter-clockwise and at the same time move counter-clockwise around the sun gear. The ring gear and the driven intermediate gear rotate counter-clockwise.
Primary shaft (P1, P2):
The driving intermediate gear and the planetary gear carrier rotate clockwise as a unit. B3 locks the front planetary train (P2) ring gear so that it cannot rotate in any direction, providing an engine brake. (In D and 3, B3 is not applied, so that no engine braking can be obtained, because of F2.)
The outer planetary gears in P2 rotate counter-clockwise and at the same time move clockwise around the inner planetary gears, which rotate clockwise.
The sun gear shaft rotates counter-clockwise, as B2 and B1 are not applied.
The rear planetary train (P1) ring gear rotates clockwise. C1 connects the rear planetary train ring gear together with the input shaft so that they rotate clockwise as a unit.
--vida snip--

3 posts and already schooling us??? I think we got a good one here ;)

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1) Use the sport/econ switch, when in paddle mode, to select two line pressure programs, econ for relaxed shifts that are easier on transmission internals, sport mode for firmer shifts.

I'm 99 percent sure that quicker more harsh shifts are better for the transmission. Smooth = heat = bad.

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Yeah really the only thing that would be bad is not using lockup enough and over heating the trans. During lots and lots of wot. An external cooler would solve this issue tho.

The stock box pops on and off lockup as often as possible during cruise etc to not only make it more efficient but make it run cooler cause there will virtually no slip.

I've done plenty of 6500rpm 100% line pressure shifts and nothing has happened yet

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Just read this thread for the first time today. You seem to be making excellent progress! I am definitely interested in buying one once you get to the production stage.

Just out of curiosity (this may be a stupid question), will setting up the paddles and wiring be a fairly simple and straightforward process? How long did it take you to wire and place the microswitches that you're currently using as shifters?

Keep up the great work! I will definitely be keeping an eye on this thread.

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Just read this thread for the first time today. You seem to be making excellent progress! I am definitely interested in buying one once you get to the production stage.

Just out of curiosity (this may be a stupid question), will setting up the paddles and wiring be a fairly simple and straightforward process? How long did it take you to wire and place the microswitches that you're currently using as shifters?

Keep up the great work! I will definitely be keeping an eye on this thread.

It will be very simple.

You ground one end of each of the microswitches to the chassie, then you run the other two wires through the firewall and they plug into the TCU.

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  • 4 weeks later...

Man, I really needed to enable notifications of replies.. lol. Been a while. Anyways...

good point on the excessive lockup action to keep it cool!

I believe it's a bit of a tradeoff between less heat and less impact stress force. Heat can be dissipated with a proper cooler, however stress forces of quick component engagement can't. There's a happy medium. Beyond the transmission internals, hard shifts place a strong load on motor mounts, subframe mounting, etc. That said, I've never forced mine into 100% line pressure, so you'd know more than I would how harsh it really gets... some auto trannys at max line pressure shift like you are doing neutral drops! So how is full line pressure on these beasts? :D

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  • 2 weeks later...

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