Reverse should be 2.24 with out the 1.52 reduction of the front planetary, not 3.4.
If you are forced to use the paddles for 3-4 and 4-3 shifts, I would just make both up and down shifts above 3rd 16000.
If you had a shift map that got you shift RPMs you liked from the stock front planet, you can just multiply the 1-2, 2-3, 3-2, and 2-1 columns by 1.52 and it should get you shifting right where you were.
this could apply to the 3-4 and 4-3 columns as well, but I think the ECU freaks out when it has to go form two clutches to a different two clutches, as there's not just one oncoming and offgoing. Forcing you to use the paddles for that shift.
I would change all the shift maps, just in case you end up in another somehow.
My guess at a fully working clutch config, not needing the paddle shifting, would be something like in this picture.
Attachment 89321
3rd would already be 1:1 so connecting the input shaft to the rear carrier wouldn't affect anything. Solenoid E comes on in 3rd to allow solenoid D to control the (E)overdrive clutch, but is not used until 4th in a stock transmission, this works to our advantage.
Pressures/ solenoid control would be:
3-4 Off going would be A&B oncoming would be C, E would be the power holding clutch.
4-3 Off going would be C and oncoming would be A&B, E would be the power holding clutch.
2-3 Off going would be C and oncoming would be B&E(D), A would be the power hold clutch.
3-2 Off going would be B&E(D) and oncoming would be C, A would be the power hold clutch.
"Shifts are power-on overlapping shifts. That is, during the shift, one of the clutches must
continue to transmit the drive at lower main pressure until the other clutch is able to accept the input torque."
This critical fact of this transmissions operation is maintained true with this clutch config. So it shouldn't neutral out on shifts when it thinks nothing is holding the power.