I have a T-56 in my 92" Firebird. It was a T-5 car, and I never connected the reverse light and speedometer connectors back. Does anyone happen to know what color wires I am looking for?
Thanks
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1992 Pontiac Firebird 350/Six Speed
1987 Toyota Pickup 383/500+ HP
Thanks
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1992 Pontiac Firebird 350/Six Speed
1987 Toyota Pickup 383/500+ HP
I not sure but I think its going to be purple and yellow for the speedometer, and a light brown and a light tan for the back up lights. Be warned though, I just finnished this swap and had a hell of a time getting the car running, took me awhile to figure out what it was, but after looking a the speedometer hit over 115mph doing just around 5mph, i figured it out. I am still using the stock chip, and with the T56 VSS that puts out 40,000 pulse per mile signal, the ECM was trying to shut the car down, because it thought the car reached the cutoff limit....this is my theory, because after disconnecting the VSS wires, the car ram better and didnt try to cut off like it did before....the ECM in my car needs 2000 pulse for the ECM and 4000 pulse for the speedometer, 40,000 was a bit to much to say the least. My car is a 89 Camaro and yours could be different, but I do now that it makes a difference in what engine you have and what engine the the T5 came from....grab a manual and start looking at the wiring diagrams, some came with VSS buffers others didn't......
Goodluck,
HTH
Goodluck,
HTH
Quote:
Originally posted by Frobozz:
I not sure but I think its going to be purple and yellow for the speedometer, and a light brown and a light tan for the back up lights. Be warned though, I just finnished this swap and had a hell of a time getting the car running, took me awhile to figure out what it was, but after looking a the speedometer hit over 115mph doing just around 5mph, i figured it out. I am still using the stock chip, and with the T56 VSS that puts out 40,000 pulse per mile signal, the ECM was trying to shut the car down, because it thought the car reached the cutoff limit....this is my theory, because after disconnecting the VSS wires, the car ram better and didnt try to cut off like it did before....the ECM in my car needs 2000 pulse for the ECM and 4000 pulse for the speedometer, 40,000 was a bit to much to say the least. My car is a 89 Camaro and yours could be different, but I do now that it makes a difference in what engine you have and what engine the the T5 came from....grab a manual and start looking at the wiring diagrams, some came with VSS buffers others didn't......
Goodluck,
HTH
Thanks for the heads up on the VSS. I did away with the computer, since its was a V6 car, and I put a carburated V8 in it. I had pulled all the wires into the engine comparment to reroute them and forgot which ones went to the transmission. I see what you are saying about the VSS, it seems like it may have been your problems. Would an aftermaket chip, skip the engine kill??Originally posted by Frobozz:
I not sure but I think its going to be purple and yellow for the speedometer, and a light brown and a light tan for the back up lights. Be warned though, I just finnished this swap and had a hell of a time getting the car running, took me awhile to figure out what it was, but after looking a the speedometer hit over 115mph doing just around 5mph, i figured it out. I am still using the stock chip, and with the T56 VSS that puts out 40,000 pulse per mile signal, the ECM was trying to shut the car down, because it thought the car reached the cutoff limit....this is my theory, because after disconnecting the VSS wires, the car ram better and didnt try to cut off like it did before....the ECM in my car needs 2000 pulse for the ECM and 4000 pulse for the speedometer, 40,000 was a bit to much to say the least. My car is a 89 Camaro and yours could be different, but I do now that it makes a difference in what engine you have and what engine the the T5 came from....grab a manual and start looking at the wiring diagrams, some came with VSS buffers others didn't......
Goodluck,
HTH
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1992 Pontiac Firebird 350/Six Speed
1987 Toyota Pickup 383/500+ HP
That I can not help you with. I have never had or used an aftermarket chip, haven't made to many changes to either one of my vehicles to warrant a new chip or DFI, however if I understand right from all the reading I've done in the past, it looks as if there is no "cutoff" in the chip. That would kind of suck having the computer shut you down before crossing the speed trap in the quarter mile.
It seems that the "cutoff" is done by rev limiters and such....
goodluck
It seems that the "cutoff" is done by rev limiters and such....
goodluck
Member
Quote:
Originally posted by Mark W. Winning:
I have a T-56 in my 92" Firebird. It was a T-5 car, and I never connected the reverse light and speedometer connectors back. Does anyone happen to know what color wires I am looking for?
Have you changed the tailshaft from the tailshaft that came on the T-56 originally? If not it will never work correctly without the proper tailshaft made for our 3rd gen speedos. Check out these website for info on a new tailshaft or how to modify it and some other components dealing with the reverse switch.Originally posted by Mark W. Winning:
I have a T-56 in my 92" Firebird. It was a T-5 car, and I never connected the reverse light and speedometer connectors back. Does anyone happen to know what color wires I am looking for?
http://www.jagsthatrun.com/Pages/Par...ilHousing.html
http://www.drivetrain.com/gmt56inst.html
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1988 TA 300+hp 350 w/ TBI and Holley TB unit, Holley projection intake,
WC T-5, 3.42 gears w/ Auburn posi. MSD 6A, edelbrock TES headers, dynomax 3" cat and cat-back system, ACCEL coil, polyurethane bushings all around, aluminum driveshaft, Mr. Gasket open air cleaner.
1993 S-10 w/ 4.3L V6 TBI, slightly bigger cam, Mild polish job and 3 angle valve job on heads, Edlebrock TES headers, Dynomax cat back, MSD 6A, ADS chip
2000 Kawasaki KX 125
[This message has been edited by badbird88 (edited November 10, 2000).]
Quote:
Originally posted by badbird88:
Have you changed the tailshaft from the tailshaft that came on the T-56 originally? If not it will never work correctly without the proper tailshaft made for our 3rd gen speedos. Check out these website for info on a new tailshaft or how to modify it and some other components dealing with the reverse switch.
http://www.jagsthatrun.com/Pages/Par...ilHousing.html http://www.drivetrain.com/gmt56inst.html
Should not have to change the tailshaft, My car is newer and doesn't have the cable driven speedo.Originally posted by badbird88:
Have you changed the tailshaft from the tailshaft that came on the T-56 originally? If not it will never work correctly without the proper tailshaft made for our 3rd gen speedos. Check out these website for info on a new tailshaft or how to modify it and some other components dealing with the reverse switch.
http://www.jagsthatrun.com/Pages/Par...ilHousing.html http://www.drivetrain.com/gmt56inst.html
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1992 Pontiac Firebird 350/Six Speed
1987 Toyota Pickup 383/500+ HP
Member
My 88 Transam is not cable driven either and I thought it will require the modified tailshaft after talking to a few others. Could be interesting when I finally get mine installed. The firebirds were not cable driven since 85 or 86 but the camaro's didn't start until 89-90 I believe. One of the articles goes into detail on the reason for it having to be changed unless you buy the aftermarket T-56 made for the 3rd gen cars.
After reading it and lookng at the pictures it looks like my speedo connector will plug right in but obviously have the same problem as Frobozz. I thought the 4th gen had a different speedo calibration in the tailshaft than any of the 3rd gens but I could be wrong. Suprised no one else has helped you out b/c I know a lot of people have them in their late model 3rd gen cars and I remember a lot having problems with there speedos.
I found an article from another guy about the speedo sensor and the reverse lockout:
Speed sensor:
If you own a pre '90 Camaro, or pre '87 V8 Firebird/ Formula/TA, you will want to investigate the aftermarket version of the T-56. It has a shorter tail shaft which is modified to accept a standard cable or electronic sender.
If your vehicle has a an electronic speedometer, you can:
Option (1) Wire the T-56 sending unit to your pre-existing sending unit's leads and place an aftermarket calibration buffer in between.
Option (2) You may replace your factory buffer with an aftermarket adjustable buffer which has outputs for ECM and Cruise control. Option 2, would be preferable because it would have the least lag time in speedometer readings.
Reverse Lockout solenoid:
Option for reverse lockout solenoid.
I chose to enable the reverse lockout option on my installation. On the T-56 Reverse Lockout Solenoid (RLS), reverse may only be selected if the solenoid is energized. In it's idle position, the RLS, prevents shifting into reverse. On 4th gens, it is ECM controlled, and will only allow a shift (energize the solenoid) when the vehicle speed is under 4 mph. I wired the solenoid to the positive lead of my brake switch, and grounded the other wire from the solenoid. Therefore I am unable to shift into reverse unless my foot is on the brake. The RLS is spring loaded plunger type. You can shift into Reverse if you slam the shifter to the right, and then push up (forward). I figured it would be extremely unlikely for me to have my foot on the brake and downshift from 6th to 5th. I discovered this is not always true :-). I want to add a switch for highway cruising which locks out reverse. (Opens the circuit from the ground or positive lead of the solenoid.)
If you want reverse to be accessible at all times: Find an ignition switched positive lead and wire it to one terminal of the RLS. Wire the other RLS lead to ground.
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1988 TA 300+hp 350 w/ TBI and Holley TB unit, Holley projection intake,
WC T-5, 3.42 gears w/ Auburn posi. MSD 6A, edelbrock TES headers, dynomax 3" cat and cat-back system, ACCEL coil, polyurethane bushings all around, aluminum driveshaft, Mr. Gasket open air cleaner.
1993 S-10 w/ 4.3L V6 TBI, slightly bigger cam, Mild polish job and 3 angle valve job on heads, Edlebrock TES headers, Dynomax cat back, MSD 6A, ADS chip
2000 Kawasaki KX 125
After reading it and lookng at the pictures it looks like my speedo connector will plug right in but obviously have the same problem as Frobozz. I thought the 4th gen had a different speedo calibration in the tailshaft than any of the 3rd gens but I could be wrong. Suprised no one else has helped you out b/c I know a lot of people have them in their late model 3rd gen cars and I remember a lot having problems with there speedos.
I found an article from another guy about the speedo sensor and the reverse lockout:
Speed sensor:
If you own a pre '90 Camaro, or pre '87 V8 Firebird/ Formula/TA, you will want to investigate the aftermarket version of the T-56. It has a shorter tail shaft which is modified to accept a standard cable or electronic sender.
If your vehicle has a an electronic speedometer, you can:
Option (1) Wire the T-56 sending unit to your pre-existing sending unit's leads and place an aftermarket calibration buffer in between.
Option (2) You may replace your factory buffer with an aftermarket adjustable buffer which has outputs for ECM and Cruise control. Option 2, would be preferable because it would have the least lag time in speedometer readings.
Reverse Lockout solenoid:
Option for reverse lockout solenoid.
I chose to enable the reverse lockout option on my installation. On the T-56 Reverse Lockout Solenoid (RLS), reverse may only be selected if the solenoid is energized. In it's idle position, the RLS, prevents shifting into reverse. On 4th gens, it is ECM controlled, and will only allow a shift (energize the solenoid) when the vehicle speed is under 4 mph. I wired the solenoid to the positive lead of my brake switch, and grounded the other wire from the solenoid. Therefore I am unable to shift into reverse unless my foot is on the brake. The RLS is spring loaded plunger type. You can shift into Reverse if you slam the shifter to the right, and then push up (forward). I figured it would be extremely unlikely for me to have my foot on the brake and downshift from 6th to 5th. I discovered this is not always true :-). I want to add a switch for highway cruising which locks out reverse. (Opens the circuit from the ground or positive lead of the solenoid.)
If you want reverse to be accessible at all times: Find an ignition switched positive lead and wire it to one terminal of the RLS. Wire the other RLS lead to ground.
------------------
1988 TA 300+hp 350 w/ TBI and Holley TB unit, Holley projection intake,
WC T-5, 3.42 gears w/ Auburn posi. MSD 6A, edelbrock TES headers, dynomax 3" cat and cat-back system, ACCEL coil, polyurethane bushings all around, aluminum driveshaft, Mr. Gasket open air cleaner.
1993 S-10 w/ 4.3L V6 TBI, slightly bigger cam, Mild polish job and 3 angle valve job on heads, Edlebrock TES headers, Dynomax cat back, MSD 6A, ADS chip
2000 Kawasaki KX 125