Ok, here is what I did, I pluged in a manual computer chip into my automatic car. It worked fine, even went into Overdrive.

I was wondering, WHY, I thought the Manual chips were different and were programmed not to control overdrive & Convertor Lockup. I am new at this, and NEXT week Woo Hoo I am getting my Pocket programmer, my 5 chips, and Tuner Cat, so I can start to modify my own chips.

On a side note, found out that some of my old Video cards used the same chip 27C256 go fig. (I am getting 29C256 chips though)

John



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87 Formula Yellow/Black
Engine & Transmission
.040 over 5.0 converted to TPI, 9.5:1 Compression, SLP Cam Dur 206/212, Lift 480/487, Cent Line 112, SLP headers, SLP cat-back exhaust, K&N Airfilter, Modified Stock cold air intake, Ported & polished Stock TPI intake, Holley Adjustable Fuel Press regulator, AC Rapidfire Spark Plugs.
Gil Younger (no yo-yo) Shift Kit, Aluminum Driveshaft, 3.73 Posi gear
Suspension & Brakes:
Baer 12" brakes 4 wheels, KYB AGX Adjustable Shocks & struts, Hotchkis strut tower brace, South side machine frame connectors, Custom reinforced control arms and pan hard bar.
Interior:
Custom Leather interior, CUSTOM Yellow Gauge Faces, Kenwood Receiver, Pioneer Speakers, Kicker Substations, Kenwood 10 Disk Changer, Pioneer Amp.

87 Formula TPI (5 Speed) Yellow/Gray STOCK

1967 Buick Riviera 430hp Turns high 14's (Not bad for 4300 lbs)

83 Camaro (Parts)
83 T/A (parts)

http://www.3rdgenformula.com

 

When you start playing games with stuff, you very well might get burnt. If you want to read thur the entire hac that's one thing, but playing swap and match isn't always healthy.

You need to build on a good known, if you had a few years experience, and a couple thousand chips under your belt that would be a different matter.

 

OK Grumpy, I guess your name sais it all, I just wanted to know the difference between auto & manual, and if anyone knew why it actually worked. Considereing that, from what I understand it should not have.
I did not leave the chip in for more than a mile, I borrowed the chip from a friend who was not using it to see if it helped performance. I did notice a difference in performance, that is all I wanted to see.

My question WAS, maybe I did not word it correctly (I AM KNOWN TO DO THAT).

WHY did the manual chip work in my automatic car, I THOUGHT that the computer controlled BOTH the Torque convertor & the Overdrive, am I wrong.

------------------
87 Formula Yellow/Black
Engine & Transmission
.040 over 5.0 converted to TPI, 9.5:1 Compression, SLP Cam Dur 206/212, Lift 480/487, Cent Line 112, SLP headers, SLP cat-back exhaust, K&N Airfilter, Modified Stock cold air intake, Ported & polished Stock TPI intake, Holley Adjustable Fuel Press regulator, AC Rapidfire Spark Plugs.
Gil Younger (no yo-yo) Shift Kit, Aluminum Driveshaft, 3.73 Posi gear
Suspension & Brakes:
Baer 12" brakes 4 wheels, KYB AGX Adjustable Shocks & struts, Hotchkis strut tower brace, South side machine frame connectors, Custom reinforced control arms and pan hard bar.
Interior:
Custom Leather interior, CUSTOM Yellow Gauge Faces, Kenwood Receiver, Pioneer Speakers, Kicker Substations, Kenwood 10 Disk Changer, Pioneer Amp.

87 Formula TPI (5 Speed) Yellow/Gray STOCK

1967 Buick Riviera 430hp Turns high 14's (Not bad for 4300 lbs)

83 Camaro (Parts)
83 T/A (parts)

http://www.3rdgenformula.com

 

The answer is simple, the automatics on our cars are controlled by mechanical valving. They are not electronically controlled, except the Torque Convertor. What you should have noticed is your torque convertor never locked up.

By not locking the torque convertor, you develop extra heat which over prolonged use could harm your transmission. At a minimum it burns extra gas on highway usage.

But you do have to be careful with what type of experimentation you try. You should have a goal with the experiment you are about to try, a prediction of the results and a means of monitoring the results to see if the results matches your expectations.

Uncontrolled experimentation (let's try something to see what happens) can lead to disasterous results such as a fried ECM or motor. Its like using a V6 memcal in a V8 car. Yes, the V6 memcal can be programmed to handle the V8 BIN. And (though I have not physically tried this) I predict that it will actually run fine, but if you EVER go into limp mode due to an SES light, your car will not run due to the incorrect memcal due to the different ESC circuitry.

[This message has been edited by Glenn91L98GTA (edited June 25, 2001).]

 

Thank you Glen, that was what I was looking for. I thought the computer controlled the car to go into Overdrive. Since it only controls the Lockup, that would make sence on why it seemed to function ok.

On a side note, until more recently, the Torque convertor did not lock up, and in the 70's when car companies were searching for more fuel efficient automobliles the lockup did not exist. A fine example of this is in my 67 Riv, The Torque convertor does not Lock up, ever.

From how I understand what would actually happen by not locking the torque convertor, your assumptions are correct that it would overheat the transmission. What is happening is when you do not lock up the torque convertor, the engine has to compensate by reving higher, therefore also spinning the transmission faster, and because the trans is not locked up the internal sliding friction is increased, and therefore more heat is created. All things are also amplified because the engine is reving higher.

I guess my biggest puzzle was why it went into overdrive. I thought it was controlled by the puter. Now I know it is not, Thanks again Glen.

John

 

If you were to look at a 700R4 you'll also notice the tranny cooler circuit does not *apply* until the TCC locks.

Internal sliding friction, from a fluid coupling?.

I found no difference in operating temps going from a lock up TCC to a non lock up, once the correct modes were made so the tranny cooler circuit was on all the time.

 

Now that's something I didn't know.. the trans cooler is not functional until the TCC locks up?! Is that true of other GM lockup trannies as well? Would this mean that there is no pressure in the cooler lines when the TCC is disengaged, or that there is circulation but not through the internal circuits of the trans? Confusing to say the least!