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As posted elsewhere, I recently crossed the Simpson with old Jack and Pajero 12. As for most of us, one of the highlights of a Simpson crossing is the opportunity to tackle the iconic Big Red sand dune on the eastern edge of the desert.
These days, there are multiple tracks on the western (desert) side - some are undoubtedly easier than others, such as the southern most "chicken track", that I think doesn't really count.
When we approached about midday on a Friday, there were a group of vehicles on top of the dune, right next to one of the middle tracks, so I elected to tackle the next track to the north - and failed on my first attempt.
The spectators suggested I tackle the track next to them, as it was "easier" - but I wasn't ready to accept defeat. 
I don't recall what I did differently on my second attempt - possibly approached on a slightly different line, to avoid one of the bumps at the bottom. But I made it further, but still stopped. The spectators offered to push me the rest of the way (for a fee, of course
), but I wasn't ready to accept defeat that easily. I tried to reverse back, but the Paj seemed reluctant to move, so I engaged low range and rear diff lock. I then did a series of back & forward that enabled me to inch a little further forward each time, until I finally climbed up and over, onto the top of the dune. Success, but hardly in a convincing manner.
Thinking about it a little, I was aware that I had reached 3rd gear at the bottom, but lost momentum on the way up the dune, and had to change back to 2nd. In 2nd, lockup-mate was off, so I was at high revs, with large slip in the torque converter. This slip was sapping power, and reducing road speed (relative to engine speed). So what would happen if I ensured the torque converter was locked in 2nd?
A quick re-program, and I had to abort my next run because I forgot to turn the ASC off.
Next run, I hit sufficient speed for the torque converter to lock in 2nd, then floored the loud pedal. The engine was happy to rev to peak power, and without slip in the torque converter, the vehicle was travelling faster, with more power hitting the ground. The mighty Pajero sailed over the top with ease!
Thanks to lockup-mate. 
It all makes perfect sense when I think about it. Eliminate the slip, don't waste power, and achieve a higher wheel speed at any given engine speed. Lockup-mate was always going to improve the climb, but I had no idea how much difference it would make.
An awesome product.
This is not a paid advertorial.
These days, there are multiple tracks on the western (desert) side - some are undoubtedly easier than others, such as the southern most "chicken track", that I think doesn't really count.
When we approached about midday on a Friday, there were a group of vehicles on top of the dune, right next to one of the middle tracks, so I elected to tackle the next track to the north - and failed on my first attempt.
The spectators suggested I tackle the track next to them, as it was "easier" - but I wasn't ready to accept defeat. I don't recall what I did differently on my second attempt - possibly approached on a slightly different line, to avoid one of the bumps at the bottom. But I made it further, but still stopped. The spectators offered to push me the rest of the way (for a fee, of course
), but I wasn't ready to accept defeat that easily. I tried to reverse back, but the Paj seemed reluctant to move, so I engaged low range and rear diff lock. I then did a series of back & forward that enabled me to inch a little further forward each time, until I finally climbed up and over, onto the top of the dune. Success, but hardly in a convincing manner. Thinking about it a little, I was aware that I had reached 3rd gear at the bottom, but lost momentum on the way up the dune, and had to change back to 2nd. In 2nd, lockup-mate was off, so I was at high revs, with large slip in the torque converter. This slip was sapping power, and reducing road speed (relative to engine speed). So what would happen if I ensured the torque converter was locked in 2nd?
A quick re-program, and I had to abort my next run because I forgot to turn the ASC off.
Next run, I hit sufficient speed for the torque converter to lock in 2nd, then floored the loud pedal. The engine was happy to rev to peak power, and without slip in the torque converter, the vehicle was travelling faster, with more power hitting the ground. The mighty Pajero sailed over the top with ease!
Thanks to lockup-mate. It all makes perfect sense when I think about it. Eliminate the slip, don't waste power, and achieve a higher wheel speed at any given engine speed. Lockup-mate was always going to improve the climb, but I had no idea how much difference it would make.
An awesome product.
This is not a paid advertorial.
), I'm limited to high range for such shenanigans - and the factory ECU won't lock the torque converter in 2nd, so I would be stuck with power-sapping, speed-limiting slip, with which I initially struggled to conquer the climb. With lockup-mate (appropriately configured to lock, and stay locked, in 2nd gear), more of my engine's peak power made it through the transmission, and hit the sand at a higher speed.
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