Eksperimentas su senosios 3.6 automato smegenim nepasiteisino, mashina vaziuoja, bet deze veikia neteisingai, nesuderintai, priekines ir atbulines pavaros isijungia su trenksmu, persijngimas ish pirmos i antra ir atgal vyksta su smugiais, , virsh 4000 rpm traukos beveik ner, nesvarbu, kaip stipriai mintum pedala, zodziu
Beje anksciau, kai teigiau, kad sport rezimas pas standartine 4.2 beveik nesiskiria nuo E - klydau, kiek palakscius mieste, pajunginejus jungikli tarp S ir E skirtumas visgi yra, tik jis netaip stipriai išreikštas, kaip senosiose versijose...

 Subject: V8 kickdown

Sport mode has a hairline trigger for kickdown that is different from the the kickdown switch located inside the throttle cable; the kickdown switch is adjusted at or near wide open throttle. Not sure how it knows to kick down in sport mode (throttle position sensor perhaps?). The TPS also has an idle switch and a WOT switch, but this has nothing to do with kick down, and is only used to go into open loop, dumping as much fuel as possible.

 Subject: Re: 4.2 V8 kickdown

Mine runs exactly the same as Greg's, for what it's worth. It will not downshift in "E" on the highway. In "S", it will instantly downshift and take off. However, with the added juice of the 4.2, I've never found the 55-75mph run in "E" to be that lacking.

 Subject: Re: V8 kickdown

The 93 trans has different ratios. The 3.6 ECU and TCU might also not be compatible with the 93 trans.

All V8 automatics have the same ratios in all gears and the final drive. There is no difference electrically between the transmissions for any year either.

1990 ATU code: "Type 44" style axle flanges, early fluid line routing

1991 AYU code: "Type C4/B4" style axle flanges, early fluid line routing,

These transmissions are interchangable between 1990 and 1991 models by simply swapping the axles flanges to match the axles.

1992- 1994 AGZ code: "type C4/B4" style axle flanges, late style fluid routing with direct lubrication of thrust bearing, second fluid cooler added with its own thermostatically controlled fan. Several internal mechanical upgrades to increase durability. speedo trigger wheel matched to later style powered sensor.

Installing an AGZ into a 3.6 car requires: Using 91-94 axles as the flanges are NOT interchangeable with the early transmissions. Retrofitting the entire cooling line and cooler setup to the earlier car or fabricating custom lines. Speedo sensor power wire connected (the wire is in the trans harness, its just not connected to anything in the 3.6 cars)

An electronics mismatch dictates using the trans harness and TCU for whichever engine is installed. ie: if installing an AGZ into a 90/91 you retain the 90/91's trans harness and TCU.

I've done the swaps and each is fully functional and doing daily driver duty with the respective owners.

KT MORE: I can make a guess that the difference between your cars is related to VDO's notoriously inaccurate gauges (speedo and tach in this case), although one of them may have a defective convertor lockup solenoid....if there is a difference of several hundred RPM its possible one car could be stuck in "Sport"...as happened to Shawn Head two years ago.

I didn't say the transmissions are all the same, my statement was.....

"All V8 automatics have the same ratios in all gears and the final drive. There is no difference electrically between the transmissions for any year either."

There are many possible internal changes that can make the different sub-assemblies of a transmission incompatible with sub-variants of the same transmission.

The ZF HP-24A variant has three basic sub-variants...ATU, AYU, and AGZ. A confirmed fact is the AGZ has revised lubrication to one of the thrust bearings...which happens to correspond to the same change made in HP-24E and H variants used in Jags and Rovers respectively. I suspect but haven't been able to confirm that the AYU has an early attempt at revised lubrication of the bearing in question..and that the same revision occurred in the E and H variants at the same time.

I suspect that as is common practice with nearly every automatic ever built there were changes in the clutch drum assembly, valve body fluid routing, check valve springs, and check valve sizes. If so its entirely plausible that some changes made one sub-variant valve body incompatable with the main gearbox assembly of the other two sub-variants. The same goes for the torque convertor.

My comments were limited to the interchange of complete transmission assemblies into different year cars, the external differences of each, and the matching of harnesses and TCU's.