I have a 1998 A4 with an A&A SC. I just finished installing a Level 5 trans from RPM, along with one of their 3:42 diffs. I finished the installation several weeks ago but, due to winter roads, I have only now been able to put a few miles on it, since the re-tune after the installation. Before deciding on a 2800 stall, I read numerous times on this (and other) forums that there should be no (or very little) daily driving issues (loose/slipping) with anything up to about 3200 stall. So, I am unsure if the "Precision" TC, supplied by RPM, is operating as it was intended, or if there something wrong with mine. I really don't like it at all. It feels extremely loose. I have a 500' driveway, up a steep hill, and as I drive up to go home, the engine just seems to rev much too high just to get me up the hill. Same situation with stop lights, and stop signs. It just feels like a giant disconnect between throttle and rear tires, with all that slippage. The people at RPM are wonderful to work with but this was what they recommended when I placed my order, and I was assured that around town driving should not be adversely affected. I know very little about computer controls, and was hoping that, perhaps, this could be something that could be corrected without removing, and replacing the TC yet again. I also noticed today that once in OD, there is a noticeable impact when I let off the throttle, and it downshifts into third. I plan on calling them about that tomorrow but, in the mean time was hoping there might be something I can learn on this forum first.

 

Have you checked the trans and differential fluid levels? If the transmission fluid is low it could affect the shift points as well as cause slipping. Also, have you checked for DIC codes?
As far as the impact when you let off the throttle and the trans comes out of OD, it could be related to the fluid level, but sounds more like a computer issue. I'm running a 3.42 A4 with a 3600rpm stall and do not experience the issues you're having.

 

Thanks for your input. I checked the fluid level three times, as that was the first thing I thought of. I spoke with a tech from RPM today. After explaining that the engine revs quite high as I attempt to drive up my steep driveway, he asked me to try to make a video (of the tach, as I am accelerating, I assume). I had another concern, which was while driving at highway speeds (no hard accelerations), I noticed that the trans fluid was 207*. I installed a self contained , fan type, oil cooler below the driver side headlight during the trans install. He is thinking that possibly the TC is not locking up at highway speeds, causing excessive heat. He asked that I return to the tuner to be sure everything is correct. He tried to explain what the issue may be but because I am ignorant as far as the computer goes I had trouble following along. He said that any good tuner would know what to look for. I am REALLY hoping that I will not have to remove the trans again so, if anyone has anything else to add, I am all ears. By the way, just to be sure I was not shipped the wrong trans, or TC, he looked up my order, including contacting Precision. They told him that they could not build my TC any less than 2400. Everyone agreed that, at that level, I should not be experiencing any noticeable slip.

 

If your fluid level is up, I would also suspect the tuner set up. Sometimes, they can miss one simple tweak that makes all the difference.
TC not locking up will give more heat since the engine is running a higher rpm than it normally would at that speed. Have you noticed if your engine rpm is dropping when you hit your cruising speed? Mine is set for TC lock up at 45mph and it's a noticeable drop in rpm.
Hopefully, it's just a simple redo of the tune.

 

Trans fluid greatly expands with temp. Per the FSM, the fluid level can only be checked when the fluid is within a certain temperature range (86*F - 122*F). Mine was full when hot. When fluid dropped to the correct temp, I was 22 oz. low.

 

Good point, Bluefire!

 

Usually the slippage is appreciated, as you can romp into power with little effort. It will feel spongy off the line compared to stock, but torque multiplication is right under your toes. The eventual lockup lets you have your cake and eat it too, for hwy driving. The downshift thing on decel, could be tuning related. If it really is a downshift. The lockup of a triple style converter feels alot like a shift.

You can tell when it's "locked up". At hiway speed and locked, it will not flash or rev when giving throttle. (Mine usually locks over 50mph when warmed up) Then from say 60mph if you exceed about 60% throttle or tap the brakes, that will make it unlock. If the brake pedal switch is not adjusted right, it can also cause the instant unlock when you lift throttle.

Regarding converter specs, (1) what does it flash to when you stomp it from dead stop, and (2) how high can you footbrake before it pushes thru the brakes? For a 2800, I would expect it to flash about 2800 and footbrake to about 1800. Just curious if it performs similar to my Precision converters. I would also look for ways to make it run cooler, ideally you want it to stay under 200F.