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Never thought about leaving the piston out & letting Accumulator oil feed the lube orifice, Thanks.....Even an old dog can learn new tricks!
I know this is an old thread, but I agree 100% with clinebarger. I never thought of this, either. It just goes to show that the day you think you know it all is the day you stop learning.
So when making stops for the 3-2 Control & Shift valves how and what do ya'll use? I see the OP used copper tubing? What size was that? I have 3/16 - 1/4 - 3/8 stainless tubing still.
For anyone new that is referencing back to this Thread...
I ReMade many of my Hydraulic Diagrams, the 3-4 Clutch with both Valves Blocked.
The Fluid Passages that show as Purple, you should consider them to not exist, as Fluid is blocked to the Passage or at the component.
This is shown below:
Blocking these 2 valves will not affect when the vehicle tries to make a 3-2 downshift. That is still controlled by the computer.
These valves are just used to affect how much time it takes between when the computer commands the shift, and when it actually occurs. (we're talking in the range of tenths or hundreths of seconds difference here. Not multiple seconds)
The two 3-2 valves, in stock form, are just a VERY overcomplicated method of offering multiple exhaust paths of varying distance and flow capability.
Blocking them gives one fixed exhaust path, and you can control the size and speed of exhaust by using the "band release" hole we always talk about on this forum.
Blocking the valves eliminates large circuit leaks in the 3rd gear circuit and cures cross leaking from 2/3 fluid paths.
Also, it gives the builder control of the exhaust path. Once you change clutch count, clutch clearance, band width, servo size, band clearance, shift feed orifice size, pressure, etc...all of the factory programming/timing for the 3-2 shift goes out the window. SO, when the valves are blocked, each builder can use the separator plate to control shift feel for both UP and DOWN shifts.
I block both of these valves all the time. Even on my fiance's grandma-mobile that needed the 60e redone. She notices shift feel and timing better than most guys I know...and she has no complaints. And believe me...because I'm the builder I'd normally get fielded with more complaints than from a usual customer ha!
TLDR version:
Blocking both 3-2 won't hurt anything. It cures leaks. Lets builder use "band release" hole to control the downshift timing to their desired feel
Leave AFL balance hole alone OR drill .078 if it makes you feel better. No harm, no foul.
Revisiting this bit of info for a bit more info.
I've read a few other posts that indicate drilling the Band Release hole to adjust for blocking the valves and timing the shifts. However, I have not seen any suggested new-hole sizes.
what size should one drill the band release hole when blocking these two 3-2 valves?
Does it need to be drilled? Or can it be left stock?
How big is too big?
my particular setup will be the TransGo SK 4L60E shift kit, wide 2-4 band, and corvette servo. I would like to see a mild 3-2 improvement but nothing excessive.
I getting that this is a trial and error deal until you have done enough of them to develop a feel for it. A while back I bounced around looking at different recommended hole sizes for several different builds. It always seemed that the band release hole was around 80% of the 3rd feed. Not sure what that has to do with anything but its what I noticed. Maybe that would be a good place to start. How much money could somebody make with a rent by the hour transmission dyno lol.
For those of you who have a THM700-R4...
Interestingly, the #14 orifice did not exist yet:
Vorteciroc - So it's ok to block the 3-2 control valve inward on the TH700R4 transmissions? Also ok to block the 4th accumulator hole and leave out the guts of 4th accumulator? Thank you for all info as I was curious of any extra/ un-needed 2-3 / 3-2 exhaust paths as on the 4L60.
For anyone new that is referencing back to this Thread...
I ReMade many of my Hydraulic Diagrams, the 3-4 Clutch with both Valves Blocked.
The Fluid Passages that show as Purple, you should consider them to not exist, as Fluid is blocked to the Passage or at the component.
This is shown below:
Looks like to prevent 2-3 flare it require blocking #2 checkball or use sonnax 2-3 valve to slow down 2-4band release
Why they simply not divided paths of 12 and 13 orifices in parallel to control separately 3-4 and 2-4 band oil flow ....
