Quote:
Originally Posted by SVOboy
Slackening off, is, I think he means, adjusting it so that it tugs less on the transmission, so that it registers less throttle input and shifts sooner/doesn't kick down as quickly.
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It's actually the opposite for me. Forget that it had popped off of its connection point, and bear in mind that a "Grade-Logic" hill control system is at work here (basically calculation of Load, TPS, and VSS).
I tightened the cable adjuster so that it pulls more on the transmission cable with more throttle input. With the OBD-II feedback loop, it takes the TPS reading and communicates with the TCU. The result is full-TC lockup at exactly 35 mph, whereas stock is closer to 40. A pressure sensor in the transmission will help decide when to make the shift, and with the cable tighter, it upshifts sooner. Downshifts are based primarily on Load and TPS input (generally 45%+ TPS, with 70%+ loads) or, of course, vehicle speed as it slows. As it stands, TC lockup will hold with the added pressure from the cable actuation over the input from the TPS/VSS -> TCU circuit.
Long story short, a shop manual will translate how the transmission "thinks", and what modifications are required to excercise some control over the slushbox.
RH77
caprice 
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