TBI guys, its time to update!
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Re: TBI guys, its time to update!
Can someone break it down for me, what all is involved when swapping a '7747 for a 16197427 ECM??
Last edited by Cdeez; 02-07-2009 at 07:35 PM.
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Re: TBI guys, its time to update!
Check this out: https://www.thirdgen.org/forums/tbi/...rting-tbi.html
Contains some good info on what you need to do to swap out the ECM for a PCM.
Contains some good info on what you need to do to swap out the ECM for a PCM.
#454
Re: TBI guys, its time to update!
The vortec V6's actually made around 210 HP stock. Keep in mind that they also used the CPI injectors, which on these PCMs had a different firing rate than the TBI injectors, which fired one injector per intake cycle. I'd have to do some research to remember the details, but the injector constant there probably isn't indicative of what the true flowrate is due to the way the fuel calcs are set up. IIRC, the poppets flowed something like 19 PPH each, with a single low Z TBI type injector valve at the center controlling the flow of fuel to the poppets.
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Re: TBI guys, its time to update!
Thanks, dimented24\7
http://s377.photobucket.com/albums/o...ent=pcmmod.jpg
http://s377.photobucket.com/albums/o...ent=pcmmod.jpg
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Re: TBI guys, its time to update!
You might want to just jumper across the sense resistors directly with a wire. Each sense resistor is actually the ground path for the injectors. In saturated mode, there can be several amps of current on each driver for the duration of the injector firings. This may cause the contacts in the PC board jumpers to heat up. If the resistance is high enough, it may also cause the injector drivers to switch from saturated mode back to holding mode because the drivers will 'see' a large current. You want the wires used to jumper the resistors to have a low resistance so the drivers remain in saturated mode.
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Re: TBI guys, its time to update!
I can't really help with a 7747- 8625 pinout as I made a 6026-8625 harness.
I just had the 2 pinout drawings in front of me and worked it out as i went, its that simple...
The other thing you must do is remove/bypass the ESC module by jumpering the sensor direct to the ecm. Also needed is a 3.9k resistor from ground to the KS input, or a later type KS.
The other issue is the VSS. All i did here was change the 'pulses per revolution of tailshaft' parameter in the EPROM from 40 to 2 and it works perfectly. Diacom matches what my speedometer says.
If someone wants me to draw up a 7747 - 8625 conversion pinout listing I can do that.
Here is the link to the $E6 (16168625) hac.
I have created a good .ecu file for tunerpro, but i just need to add the transmission stuff before I make it public
Ben.
I just had the 2 pinout drawings in front of me and worked it out as i went, its that simple...
The other thing you must do is remove/bypass the ESC module by jumpering the sensor direct to the ecm. Also needed is a 3.9k resistor from ground to the KS input, or a later type KS.
The other issue is the VSS. All i did here was change the 'pulses per revolution of tailshaft' parameter in the EPROM from 40 to 2 and it works perfectly. Diacom matches what my speedometer says.
If someone wants me to draw up a 7747 - 8625 conversion pinout listing I can do that.
Here is the link to the $E6 (16168625) hac.
I have created a good .ecu file for tunerpro, but i just need to add the transmission stuff before I make it public
Ben.
; LAG FILTER CONSTANTS
;
L5A0F: FCB 64 ; 87 msec, RPM filter
L5A10: FCB 252 ; 6 msec, Input SPD FILTER
L5A11 FCB 252 ; 6 msec, XMISH INPUT SPD FILTER
L5A12: FCB 1 ; 20 msec MAX PERIOD BETWEEN XISH OUTPUT PULSES
L5A13: FDB 43691 ; 40 PULSES/REV OUTPUT SHAFT SPD
; 1092.3 usec/bit
L5A15 FCB 252 ; 6 msec, Xmish output spd filt
when i read this it must be in 5A13 and when i open the hex editer in tunerpro rt and i go to 5A13 then is ther standing AA what do i need to change to get 2 pulse
sorry for my limited knowledge, I hope sombody can get me in the right direction
thanks, Sjaak
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Re: TBI guys, its time to update!
Code:
; ;~~~~~~~~~~~~~~~~~~~~~~~~~ ;-Transmission/VSS params ;~~~~~~~~~~~~~~~~~~~~~~~~~ ; L5D0F FCB 64 ;Filter coeff. for engine RPM x 8 L5D10 FCB 252 ;Filter coeff. for Trans Input Speed RPMs L5D11 FCB 252 ;Filter coeff. for transmission input speed ; L5D12 FCB 1 ;20 msec max time to wait for TOS signal before signal ;considered no longer present ; L5D13 FDB 43946 ;Constant for TOS RPM calc, val = (# pulses/rev) x 65536 / 60 ; L5D15 FCB 252 ;Transmission output speed filter coeff. ; L5D16 FDB 44564 ;2.72:1, 4WD low reduction ratio ; L5D18 FDB 45773 ;Value for converting TOS RPMs to MPH ; ; 8 x num. gear ratio x 12 x 5280 ; Value = ------------------------------------- x 65536 ; 512 x 60 x tire rad in in. x 2 x pi ; ; L5D1A FCB 252 ;Filter coeff. for MPH
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Re: TBI guys, its time to update!
Code:
; ;~~~~~~~~~~~~~~~~~~~~~~~~~ ;-Transmission/VSS params ;~~~~~~~~~~~~~~~~~~~~~~~~~ ; L5D0F FCB 64 ;Filter coeff. for engine RPM x 8 L5D10 FCB 252 ;Filter coeff. for Trans Input Speed RPMs L5D11 FCB 252 ;Filter coeff. for transmission input speed ; L5D12 FCB 1 ;20 msec max time to wait for TOS signal before signal ;considered no longer present ; L5D13 FDB 43946 ;Constant for TOS RPM calc, val = (# pulses/rev) x 65536 / 60 ; L5D15 FCB 252 ;Transmission output speed filter coeff. ; L5D16 FDB 44564 ;2.72:1, 4WD low reduction ratio ; L5D18 FDB 45773 ;Value for converting TOS RPMs to MPH ; ; 8 x num. gear ratio x 12 x 5280 ; Value = ------------------------------------- x 65536 ; 512 x 60 x tire rad in in. x 2 x pi ; ; L5D1A FCB 252 ;Filter coeff. for MPH
************************************
* SPEED SENSOR CALIBRATION PARAM'S
* (2^14 TIME BASE)
************************************
;
; LAG FILTER CONSTANTS
;
L5A0F: FCB 64 ; 87 msec, RPM filter
L5A10: FCB 252 ; 6 msec, Input SPD FILTER
L5A11 FCB 252 ; 6 msec, XMISH INPUT SPD FILTER
L5A12: FCB 1 ; 20 msec MAX PERIOD BETWEEN XISH OUTPUT PULSES
L5A13: FDB 43691 ; 40 PULSES/REV OUTPUT SHAFT SPD
; 1092.3 usec/bit
L5A15 FCB 252 ; 6 msec, Xmish output spd filt
;
; GEAR RATIO'S
;
L5A16: FDB 44564 ; 2.72:1 4WD LO RATIO
; VAL = RATIO * 16,384
L5A18: FCB 45773 ; 44.7:1 NO/VS RATIO <------------****
; VAL = RATIO * 1024
L5A1A: FCB 252 ; 6 msec, Vss filter
***************************************************
And i try to get up my knowledge. I seek further and find on the tunerpro site from Mark Mansur the ''understanding hex'' and ''the basic of creating an ecu file'' Now i can read that stuff first before i come again with questions that ask for some thousend time's
I have only at this time one more question, are we looking on diffrent hack's becouse we have diffrent adresses for same things.
sorry for late replay, but we have some different time in the Netherlands
Regards, Sjaak
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Re: TBI guys, its time to update!
I think i make it, I take the 1092.3 and multiply it by 2 that give me 2184 decimal. then i convert it to hex that gives me 888 after the calculation i open L5A13 there was standing AAAB for the 40 pulse (43691) and i change it to 0888 for the (2184) wath is 2 pulse. My car is not running yet. I am now working on the pcm swap so I can't test drive yet. but for the Master, do you think I do it right???
Thanks, Sjaak
Thanks, Sjaak
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Re: TBI guys, its time to update!
Well, its been over a year, and Ive reversed and commented everything in the $0D hack but the transmission code and formatted it to assemble so it can accept my 16 bit FM MAF code, LS1 MAF, cool fan, and other tweaks. Just have to make it assemble (oh yeah... that should be fun).
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Re: TBI guys, its time to update!
Im also working on a PFI version for V8 engines, that will fire the injectors in bank fire. I also have code that basically adds a boost retard feature based on the cylinder airmass.
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Re: TBI guys, its time to update!
The max registerable airflow is 512 g/sec, which is more than what most of the MAFs can read. The MAFs typically max out at around 700-800 CFM.
Im also working on a PFI version for V8 engines, that will fire the injectors in bank fire. I also have code that basically adds a boost retard feature based on the cylinder airmass.
Im also working on a PFI version for V8 engines, that will fire the injectors in bank fire. I also have code that basically adds a boost retard feature based on the cylinder airmass.
You bring up an interesting point I didn't think of with using a MAF and boost. With my MAP stuff I have a table to retard vs. boost pressure. I guess with the MAF it needs a table vs.airmass like you are adding.
There is a guy on the Power Adder forum looking to boost with the MAF so I got the thinking that your $0D MAF setup would be ideal.
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Re: TBI guys, its time to update!
How does one tune the spark retard vs. airmass? I am guessing you need to know the airmass when boost is present. I was thinking maybe using IAT, but using an IC and/or water/alky will nullify that. Interesting stuff when using boost with a MAF.
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Re: TBI guys, its time to update!
The '411 uses g/cyl airmass entirely for timing. I personally dont like it as its not intuative. I'll likely be looking for a way to get around it and use MAP instead.
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Re: TBI guys, its time to update!
Good to see this thread I started almost six years ago still have some interest! Some of the geniuses here have taken this further than I ever imagined.
I never did get the PCM to control the 700r4 tcc properly. Can anyone enlighten me as to how it's done?
I never did get the PCM to control the 700r4 tcc properly. Can anyone enlighten me as to how it's done?
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Re: TBI guys, its time to update!
There are several options when it comes to transmissions. The PCM can either be set to have shift light/governor only control (manual), standard auto w/ TCC, computer controlled auto with TCC, or computer controlled auto with newer type PWM TCC that allows partial slip. There are option bytes to select this. Its possible that you may have selected the CC auto with TCC. The logic is a lot different than the TCC only logic, which uses control logic similar to the older TBI ECMs. These alternate TCC only tables are normally not included in the earlier XDFs, so its likely that you where using the wrong option. AFAIK, they where not known to exist until I released my $0D hack.
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Re: TBI guys, its time to update!
I have a working version of the PFI MAF code now. Its not quite complete as it needs some more fueling control logic, but if you want to work with it, I can send you a copy of the source so you can have a look.
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Re: TBI guys, its time to update!
Thanks for the reply. I'll have to go back over everything, it has been a few years.
I am still using $E6, with my own .xdf, but I did include practically everything related to the TCC.. I can't even remember what pin it should be connected to.. E10 or E11 rings a bell...
I am still using $E6, with my own .xdf, but I did include practically everything related to the TCC.. I can't even remember what pin it should be connected to.. E10 or E11 rings a bell...
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Re: TBI guys, its time to update!
E10 or E11 is correct...I cannot remember which one either....I have been using a 4L60E with PWM TCC for a while now that uses BOTH. I do remember that the 700r4 TCC is on the PWM TCC wire.
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Re: TBI guys, its time to update!
There are several options when it comes to transmissions. The PCM can either be set to have shift light/governor only control (manual), standard auto w/ TCC, computer controlled auto with TCC, or computer controlled auto with newer type PWM TCC that allows partial slip. There are option bytes to select this. Its possible that you may have selected the CC auto with TCC. The logic is a lot different than the TCC only logic, which uses control logic similar to the older TBI ECMs. These alternate TCC only tables are normally not included in the earlier XDFs, so its likely that you where using the wrong option. AFAIK, they where not known to exist until I released my $0D hack.
I just re-read it. You are referring to the early cellulose (paper) clutch with on/off TCC control and the 1995 carbon clutch with PWM TCC control. I am thinking of going with a woven clutch and changing the PWM tables to do a on/off probably. I really haven't looked at the TCC control and pressure control yet.
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Re: TBI guys, its time to update!
Setting up the right 4000-4008 address values took some time too.
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Re: TBI guys, its time to update!
I would be interested in looking at the PFI part. I would like to compare my current PFI CAL byte setup to what you came up with. I know it took me a while to create the right equation in the XDF for the injection size for PFI.
Setting up the right 4000-4008 address values took some time too.
Setting up the right 4000-4008 address values took some time too.
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Re: TBI guys, its time to update!
That sure catches my interest. Are you referring to a carbon clutch and a woven clutch, respectively? I have been looking up the benefits of each. I thought only the 1996 (not this ECM) and up went with the woven and PWM TCC with partial slip (and second gear apply).
I just re-read it. You are referring to the early cellulose (paper) clutch with on/off TCC control and the 1995 carbon clutch with PWM TCC control. I am thinking of going with a woven clutch and changing the PWM tables to do a on/off probably. I really haven't looked at the TCC control and pressure control yet.
I just re-read it. You are referring to the early cellulose (paper) clutch with on/off TCC control and the 1995 carbon clutch with PWM TCC control. I am thinking of going with a woven clutch and changing the PWM tables to do a on/off probably. I really haven't looked at the TCC control and pressure control yet.
You can turn 2nd gear apply on in ANY TCC calibration....I ALWAYS run 2nd gear apply and get outstanding city mpg because of it. The converter in the van stalls around 3,000 rpm, but locks up as low as 20 mph in 2nd gear around town, which makes it actually drive better than a stock converter.
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Re: TBI guys, its time to update!
You can turn 2nd gear apply on in ANY TCC calibration....I ALWAYS run 2nd gear apply and get outstanding city mpg because of it. The converter in the van stalls around 3,000 rpm, but locks up as low as 20 mph in 2nd gear around town, which makes it actually drive better than a stock converter.
I want to actually turn off the TCC apply under certain conditions. I don't think the TCC in a stock hi-perf converter with a woven or carbon clutch will handle 400 ft-lb torque at less than 50% TPS being applied during second
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Re: TBI guys, its time to update!
Right, but it doesn't do the constant partial slip that the later stuff did with the woven clutch. Are you running the PWM TCC apply with a carbon clutch?
I want to actually turn off the TCC apply under certain conditions. I don't think the TCC in a stock hi-perf converter with a woven or carbon clutch will handle 400 ft-lb torque at less than 50% TPS being applied during second
I want to actually turn off the TCC apply under certain conditions. I don't think the TCC in a stock hi-perf converter with a woven or carbon clutch will handle 400 ft-lb torque at less than 50% TPS being applied during second
You can apply the TCC at whatever throttle position you want. I don't think my van locks the TCC over 30% throttle. PE comes in around 35% throttle as well.
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Re: TBI guys, its time to update!
The constant slip stuff is for fuel economy. Directing part of the torque thru the clutch is more efficient than the converter alone. If you dont care about that extra MPG or two, its pointless to have, especially in a performance setup.
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Re: TBI guys, its time to update!
The feedback Im getting though, is that it actually works pretty well with each bank firing once per rev.
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Re: TBI guys, its time to update!
Fast + junk, PM me with your emails, and Ill forward it along. My current code is mainly a beta. I put the injector control logic in the DRP interrupt and use the software controlled injector driver outputs. I fire the injectors with each bank firing once per rev in alternating fire. This makes the fuel calcs easier, and allows the min possible DC, but the low speed fueling suffers. I need to add in alternate firing logic at low speeds to fire the injectors more often so the fueling doesnt lag. Possibly like TBI firings at speeds below 2000 RPM, with the standard bank fire each rev. at higher speeds.
The feedback Im getting though, is that it actually works pretty well with each bank firing once per rev.
The feedback Im getting though, is that it actually works pretty well with each bank firing once per rev.
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Re: TBI guys, its time to update!
That partial constant slip stuff is stupid...I made mine into a standard TCC in both the ECM and Valvebody, but have a LT1 carbon style clutch.
You can apply the TCC at whatever throttle position you want. I don't think my van locks the TCC over 30% throttle. PE comes in around 35% throttle as well.
You can apply the TCC at whatever throttle position you want. I don't think my van locks the TCC over 30% throttle. PE comes in around 35% throttle as well.
It sounds like you installed the VB Isolator valve and possibly removed the PWMing of the TCC in the code. I think I am going with a woven instead of carbon filled torque converter. because they are more durable and not much more in cost. I still haven't decided if I will install the PWM TCC eliminator in the VB because it can be done in the code. That way I can try new PWM TCC algorithms. I need to change stuff anyway because turning on/off the TCC with 500 ft-lb of torque at around 3000 RPMs with less than 50% TPS is going to be a problem.
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Re: TBI guys, its time to update!
Thread dig!
So in 2004 (holy crap!) when I put the '8625 in my '84 Corvette I also installed the wiring for a 4L60e, just in case.
Shortly afterwards I bought a junkyard 4L60e and rebuilt it, but I didn't ever get the enthusiasm to pull the working old 700r4 from the car.
This week the ol' 700 finally had enough of the abuse and has stopped functioning and I'm prepping the rebuilt '60e to get it installed in the car.
As almost 18 years has passed, I don't remember exactly what combination of parts I had intending using for the swap.
I'm sure I had it all worked ot at the time, but that knowledge is long gone and I now have questions about the VSS and TCC.
The old 700r4 used this type of VSS, which has been functioning flawlessly with the '8625.
The 4L60e has this type:
My questions are:
1. Are they interchangeable, ie. do they produce the same type of pulse (sine,square etc) and PPM? 40PPM?
I'm not even sure at this stage if I have a choice as I don't think the '60e has a slot to clip the 700's plastic gear on anyway.
2. Do I also need a DRAC for the trans control? I remember something about a 2000PPM sig being required that is generated by the DRAC?
3. The connector on the '60e is a 12 pin. I think this means it's simple on/off TCC?? Not PWM??
4. I have to get a converter yet. Do they actually have a different clutch type in them for whether they are on/off or PWM TCC? Or maybe it doesn't matter?
5. Any further complications I haven't thought of yet? I think I have most things covered.
It's great to be back here, Thirdgen is the best technical forum on the internet
Ben.
So in 2004 (holy crap!) when I put the '8625 in my '84 Corvette I also installed the wiring for a 4L60e, just in case.
Shortly afterwards I bought a junkyard 4L60e and rebuilt it, but I didn't ever get the enthusiasm to pull the working old 700r4 from the car.
This week the ol' 700 finally had enough of the abuse and has stopped functioning and I'm prepping the rebuilt '60e to get it installed in the car.
As almost 18 years has passed, I don't remember exactly what combination of parts I had intending using for the swap.
I'm sure I had it all worked ot at the time, but that knowledge is long gone and I now have questions about the VSS and TCC.
The old 700r4 used this type of VSS, which has been functioning flawlessly with the '8625.
The 4L60e has this type:
My questions are:
1. Are they interchangeable, ie. do they produce the same type of pulse (sine,square etc) and PPM? 40PPM?
I'm not even sure at this stage if I have a choice as I don't think the '60e has a slot to clip the 700's plastic gear on anyway.
2. Do I also need a DRAC for the trans control? I remember something about a 2000PPM sig being required that is generated by the DRAC?
3. The connector on the '60e is a 12 pin. I think this means it's simple on/off TCC?? Not PWM??
4. I have to get a converter yet. Do they actually have a different clutch type in them for whether they are on/off or PWM TCC? Or maybe it doesn't matter?
5. Any further complications I haven't thought of yet? I think I have most things covered.
It's great to be back here, Thirdgen is the best technical forum on the internet
Ben.
#485
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Car: 1983 G20 Chevy
Engine: 305 TPI
Transmission: 4L60
Axle/Gears: 14 bolt with 3.07 gears
Re: TBI guys, its time to update!
Thread dig!
So in 2004 (holy crap!) when I put the '8625 in my '84 Corvette I also installed the wiring for a 4L60e, just in case.
Shortly afterwards I bought a junkyard 4L60e and rebuilt it, but I didn't ever get the enthusiasm to pull the working old 700r4 from the car.
This week the ol' 700 finally had enough of the abuse and has stopped functioning and I'm prepping the rebuilt '60e to get it installed in the car.
As almost 18 years has passed, I don't remember exactly what combination of parts I had intending using for the swap.
I'm sure I had it all worked ot at the time, but that knowledge is long gone and I now have questions about the VSS and TCC.
The old 700r4 used this type of VSS, which has been functioning flawlessly with the '8625.
The 4L60e has this type:
My questions are:
1. Are they interchangeable, ie. do they produce the same type of pulse (sine,square etc) and PPM? 40PPM?
I'm not even sure at this stage if I have a choice as I don't think the '60e has a slot to clip the 700's plastic gear on anyway.
2. Do I also need a DRAC for the trans control? I remember something about a 2000PPM sig being required that is generated by the DRAC?
3. The connector on the '60e is a 12 pin. I think this means it's simple on/off TCC?? Not PWM??
4. I have to get a converter yet. Do they actually have a different clutch type in them for whether they are on/off or PWM TCC? Or maybe it doesn't matter?
5. Any further complications I haven't thought of yet? I think I have most things covered.
It's great to be back here, Thirdgen is the best technical forum on the internet
Ben.
So in 2004 (holy crap!) when I put the '8625 in my '84 Corvette I also installed the wiring for a 4L60e, just in case.
Shortly afterwards I bought a junkyard 4L60e and rebuilt it, but I didn't ever get the enthusiasm to pull the working old 700r4 from the car.
This week the ol' 700 finally had enough of the abuse and has stopped functioning and I'm prepping the rebuilt '60e to get it installed in the car.
As almost 18 years has passed, I don't remember exactly what combination of parts I had intending using for the swap.
I'm sure I had it all worked ot at the time, but that knowledge is long gone and I now have questions about the VSS and TCC.
The old 700r4 used this type of VSS, which has been functioning flawlessly with the '8625.
The 4L60e has this type:
My questions are:
1. Are they interchangeable, ie. do they produce the same type of pulse (sine,square etc) and PPM? 40PPM?
I'm not even sure at this stage if I have a choice as I don't think the '60e has a slot to clip the 700's plastic gear on anyway.
2. Do I also need a DRAC for the trans control? I remember something about a 2000PPM sig being required that is generated by the DRAC?
3. The connector on the '60e is a 12 pin. I think this means it's simple on/off TCC?? Not PWM??
4. I have to get a converter yet. Do they actually have a different clutch type in them for whether they are on/off or PWM TCC? Or maybe it doesn't matter?
5. Any further complications I haven't thought of yet? I think I have most things covered.
It's great to be back here, Thirdgen is the best technical forum on the internet
Ben.
1.)Sensors are different. You will need to find a truck Drac with dual jumpers from a 93+ truck, suv or van with an electronic trans. You will need to remove the jumpers and solder dual dip switches in their place. The cluster and cruise can be fed off the drac.
2.)The drac is the buffer for the speedo, cruise and provide two inputs to the PCM.
3.) 12 pins mean on/off for the TCC no big deal
4.) There are actually 3 different clutch materials for a 4L60E depending on which TCC apply strategy is in place. The good news is they will all work correctly if the TCC is merely on/off. I prefer the on/off over other methods.
5.)only one that I can think of so long as you have a Vette length 4L60E. You will need to rewire your TCC circuit. The output from the brake switch needs to be rewired to feed the PCM. The lockup is then engaged by a ground from the PCM.
#486
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Re: TBI guys, its time to update!
Thanks for your reply Fast.
Are you saying neither VSS shown will work with the 4L60e? Bummer.
If so, what type did a Chevy truck/van use in '93? They barely exist in my part of the world, so I've never seen a transmission from one.
I did have a DRAC, I may have even installed it in the car, I really don't remember but I'll start looking for it tonight.
I think I did move the TCC wire to another pin on the 8625 to get it working with the 700r4 TCC, so I'll have to check and possibly move that back to it's original position for the 4L60e's TCC.
Thanks for your input.
Are you saying neither VSS shown will work with the 4L60e? Bummer.
If so, what type did a Chevy truck/van use in '93? They barely exist in my part of the world, so I've never seen a transmission from one.
I did have a DRAC, I may have even installed it in the car, I really don't remember but I'll start looking for it tonight.
I think I did move the TCC wire to another pin on the 8625 to get it working with the 700r4 TCC, so I'll have to check and possibly move that back to it's original position for the 4L60e's TCC.
Thanks for your input.
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Re: TBI guys, its time to update!
Okay, I found some of my old notes and have this all figured out again.
I haven't found the DRAC yet, but I did find a schematic I drew that allows the VSS to be switched between the 700r4 and 4L60e using the DRAC and a toggle switch, so I suspect it's in the car already
Getting old is no fun
Thanks for your help.
I haven't found the DRAC yet, but I did find a schematic I drew that allows the VSS to be switched between the 700r4 and 4L60e using the DRAC and a toggle switch, so I suspect it's in the car already
Getting old is no fun
Thanks for your help.
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