Anyone familiar with TCI handheld controllers for auto? [Archive]

Schrade

01-19-2013, 05:57 PM

I cannot program the settings in any way (Setup Wizard, for default settings, Advanced Options, etc.).

If you're at all familiar with this controller, please have a look at this post in TCI Product Support Forum
http://www.cpgnation.com/forum/controller-hangs-turn-key-off-10-a-8065.html

I haven't traced the controller module wiring yet.

If out-linking is verboten, sorry - wipe it, if out of order.

Thanks here...

vilant

01-19-2013, 08:17 PM

What is the controller actually supposed to do?

Schrade

01-19-2013, 08:38 PM

What is the controller actually supposed to do?

Changes TC lock up RPM, shift points low (and high) by TPS, shift engagement firmness, etc...

Setup Wizard bases operation on tire size, rear end gearing, does a TPS calibration for range, etc.

I had a vid of live data read, but the handheld screen doesn't show...

vilant

01-19-2013, 09:08 PM

I see, well I've never had any experience w/ it, sorry. Hasn't "support" for the product gotten back to you.

WVZR-1

01-20-2013, 03:11 AM

Pete

01-20-2013, 04:03 AM

If your getting comm error,i have found the 3 wires at the controller plug are crossed.i can't remember which one is wrong,i will have to look at the local auto Z's plug.

I will have to get back to you with this info.

Pete

Schrade

01-20-2013, 09:18 AM

Got the link (and saved) Dave; that's my control module -

Pete - I have begun the wiring trace, and found some crappy connections at a newly found device 'Dakota Digital SGI-5 C'. :confused: . I told those hacks that I wanted to COMPLETELY ANNOTATE MY FSM, and they won't give ANY RECEIPTS, PAPERWORK< OR SQUAT. :mad:

Anyway, this is what I found...

https://lh5.googleusercontent.com/-TJZkzRZBJww/UPv7mAhJIrI/AAAAAAAAAvE/pirB1STUVbc/s1628/IMG_4994c.JPG

I'm hoping this is the source of the Comm Error, but I know that I HAVE TO trace all lines... :(

AND THANKS FOR THE FLEXPLATE TOO THERE, PETE!!! :thumbsup:

XfireZ51

01-20-2013, 09:49 AM

Schrade,

Looks like real quality work. NOT! Is that supposed to provide a VSS signal?

WVZR-1

01-20-2013, 09:54 AM

I would have thought the Dakota Digital could have been avoided. Those devices can raise hell with most of the things that are troubling you. I believe the cruise is difficult to accomplish and who knows whatever else.

I guess it's sort one device at a time!

When I looked at the transmission controller it seemed pretty straight forward and I believe I understood it, I understand what it would have taken for the VSS to function as intentioned also.

XfireZ51

01-20-2013, 09:58 AM

Yep. That's what it is.

http://www.dakotadigital.com/pdf/sgi-5c.pdf
Can't tell by pic but it looks like there's no sensor ground.

XfireZ51

01-20-2013, 10:05 AM

Yep. That's what it is.

http://www.dakotadigital.com/pdf/sgi-5c.pdf
Can't tell by pic but it looks like there's no sensor ground.

Schrade

01-20-2013, 01:04 PM

I'm presuming Dominic, that it is a signal adaptor of some sort, although it's of course not part of the TCI EZ-TCU control module. I haven't found reference to an external / 3rd party device yet in the schematics, or install instructions...

Still digging though.............................

WVZR-1

01-20-2013, 01:38 PM

You won't find reference to it. I don't believe there's a necessity for it unless there was something done foolishly internally of the transmission that would have eliminated the drive/driven combination for the VSS. All C4 Corvette 700R4, 4L60 and 4L60E tailshaft housings I'm quite sure are the same for the one piece case that was used. I would have thought unless the controller wanted to see a different type of signal it could have been assembled with a 15 tooth drive gear and maybe a 41/42 tooth driven using your VSS from the ZF. The 15 tooth drive is a tough find but I believe I could. The source might be very expensive. Very!

It could be done with a 17 and a 45 but the speedometer would read a little fast. 45 is the MAX driven available.

I believe that the 4L60E uses a relluctor wheel and a different VSS originally but I would have guessed that it could have been accommodated in the transmission build. It may very well not have been able to have been done because the output shaft is differently part numbered, maybe my thoughts are all wet but I've seen extensions made for the 2-piece case 4L60E that offer up the drive/driven VSS combination needed. I had found information that mentions the internals remained interchangeable.

I actually thought maybe the build would have been done with a 2-piece case since there's a QuickTime housing that mates the LT5 directly to the center case and there's a 6 to 4 bolt adapter and extension to finish it off. I did it on paper but wasn't able to confirm one dimension which would have confirmed the build was a dimensional fit correct for the C-beam and the drive-shaft. It's generally mentioned that any 4L60E can be fitted to the C4 using a cut-off wheel to shorten the output-shaft by 1".

Schrade

01-20-2013, 02:35 PM

Schrade

01-20-2013, 03:05 PM

Alright there Dave - driveshaft yoke centers are about 27.0". Cannot get a good draw on the C-beam just yet here...

And a part # on the output shaft / yoke:

https://lh3.googleusercontent.com/--Ra-4DAt5i4/UPxMoaq5_iI/AAAAAAAAAv0/rAjQAqM5rrc/s1240/IMG_5016c.jpg

Schrade

01-20-2013, 03:25 PM

So I'm starting by install instructions first, before wiring trace...

1) Connect main harness connector, and VSS connector to tranny...

Back end up, and ...

And I got new fluid on the floor.

I thought that maybe just an over-filled tranny had blown off excess fluid, and was happy. Not so...

It's running down the C-beam, with the front on ramps. WHAT ORIFICE IS ALLOWING THIS??? Certainly not the VSS connector - it's DRY.

So I felt with my grubby digits on the C-beam, where the yellow arrow is.

Dry.

:confused:

Felt the rear end of the C-beam, and of course, wet.

:confused:

Then I saw the one telltale drop. Under the output shaft yoke - see pic.

My output shaft seal is leaking, and dripping off the yoke.

https://lh4.googleusercontent.com/-Codplm5TtP0/UPxQXWOWwbI/AAAAAAAAAwI/noQTEcUc6F8/s1240/IMG_5018c.jpg

Leaking only because the front end is on ramps? So what if I park on a hill with such a shallow incline? Gravity feed will never equate to gaseous pressure from heat while in operation.

Bad install, and a bad tranny seal.

You busy there Pete? I'm reachin'for a sleeping bag and toothbrush...

Schrade

01-20-2013, 04:13 PM

Not much reason to continue here - anyone believing this tranny WON'T have to come down? Can a new seal be installed with tranny in place???

1)
So the main harness, and VSS harness APPEAR connected properly (liberal usage). I'll follow the VSS harness carefully, for the speedo error, while I try to find the Comm Error of the handheld...

https://lh3.googleusercontent.com/-uG7VSMeFzbA/UPxYW8hfiOI/AAAAAAAAAwc/QR2YjktBxcI/s1240/IMG_5023.JPG

2) RPM signal in handheld SEEMS good...

3) Handheld does SEEM to calibrate TPS in idle position, and at WOT position, ignition on, with no error messages for that function...

4) Doesn't apply.

5) Unit mounted (although with damage to dash underside panels).

6) Battery has 2 new connectors, on top of main connectors (I'm presuming those are correct).

7) Module Power / Diagnostic light comes on with key to Run; I'm assuming for now that that's correct...

8) Does not apply.

9) No new switches are installed for this feature, that I see. ???

10) No new switches are installed for this feature, that I see... BUT, with respect to the Comm Error (unsaved handheld changes):
Must this circuit be closed (or switched), in order to make ANY changes to programming? Either basic, in Setup Wizard, OR IN ADVANCED OPTIONS???

Doesn't seem likely, EXCEPT:

https://lh4.googleusercontent.com/-phQaDik0KM4/UPxjrlYVYYI/AAAAAAAAAww/iHs-I97XeQ0/s1240/IMG_5025c.jpg

Does this text indicate that some changes (3C, 3D, is Advanced Options stuff), cannot be written, including basic Setup Options, unless this circuit is wired???

Schrade

01-20-2013, 05:20 PM

and now #11...

If an electronic speedo is used, route the speedo output (of the TCU module, presumably) to the speedo.

Where? At the speedo wire of the cluster input? Or BEFORE the ECM speedo output? Or to the speedo ECM INPUT???

Or to the Dakota Digital? And from there, TO where? NOW IS TIME TO RESUME TRACING... :-x

XfireZ51

01-20-2013, 05:51 PM

The DD unit converts the VSS pulse from the trans to something the ECM can understand.

Schrade

01-20-2013, 06:03 PM

The DD unit converts the VSS pulse from the trans to something the ECM can understand.

OK ... so, the VSS pulse (from tranny) goes to the DD FIRST? Or, IS SUPPOSED TO, FIRST???

And then FROM the DD TO the TCU Module?

And then from the TCU module TO ... where?

------------------------------

I think the path is

VSS OUTPUT -> TCU module -> Dak Dig -> ???

It's dark and chilly now (not enough Global Warming in Schrade's carport), so wire trace is incomplete...

Studying Wire Diagram for Module now ;) ...

XfireZ51

01-20-2013, 06:15 PM

The DD unit is for the speedo and ECM. Likely comes after TCU.

Pete

01-21-2013, 04:02 AM

You can tap into one of the wire at the speed sensor i just can't remember which one.
I have my notes somewhere just need to find them.LOL

You can change the rear seal without having to take trans out.
On your cruise control also check the vaccum/switch at the clutch padel.
Pete

https://lh4.googleusercontent.com/-Q03U3rP7bp4/UPxE5cKqQzI/AAAAAAAAAvY/_buuYNj2Hvk/s1240/IMG_5012.JPG

WVZR-1

01-21-2013, 04:10 AM

Hey Pete,

Never mind the VSS question.

Couldn't you just use the instrument panel and the DIC to check the CCM for errors and also for possible other faults that they may have created. The VSS signal is distributed to the cruise and the cluster from the CCM. Correct? There's errors and problems at the cluster and also the NO cruise.

Pete

01-21-2013, 04:24 AM

Hey Pete,

But with the Dakota Digital is the one in the trans just filling the hole acting as a "cork"! Did they use the later "reluctor based" for the "cork" and just cut/splice
a connector that fit to make it look "finished"! The conduit looks all funky with the extreme length of tape.

There should be no reason for two VSS systems or should there?

No TCI does not need two VSS signals.
What i would suggest connect the TCI saperate from the Dakota.
Why did they install the Dakota did he do a rear gear change.
I'm pretty sure TCI can handle the speedo calibrations.

Pete

WVZR-1

01-21-2013, 04:33 AM

No TCI does not need two VSS signals.
What i would suggest connect the TCI saperate from the Dakota.
Why did they install the Dakota did he do a rear gear change.
I'm pretty sure TCI can handle the speedo calibrations.

Pete

I'm guessing that because the 4L60E uses a reluctor wheel and pick-up based speed sensor, rather than do the drive/driven gear install they opted for the DD unit. I didn't think it needed to be as complicated as it is. I mentioned my thoughts on the drive/driven a few posts ago. I've never compared the ID of a drive gear to the reluctor wheel to see if it could have been fitted.

WVZR-1

01-21-2013, 04:38 AM

In this image look at how much of the slip yoke is exposed and we can't even see the tail-shaft housing. That's just not the way I've fitted slip-yokes to a transmission. It looks excessive to me.

https://lh6.googleusercontent.com/-8iBYQkh5dqA/UPX4gn3qlVI/AAAAAAAAAug/WRSgZE3SsdI/s1024/IMG_5001.JPG

Schrade

01-21-2013, 01:23 PM

OK - still trying to do pinout ID + trace, focus right now on speedo output FROM the module.

It does NOT appear to go to the DD module, although the 2 wire taps are visible at the bottom of the snappic (not ID'd yet)...

https://lh3.googleusercontent.com/-BqP-CHVOGjw/UP2EZWHQNBI/AAAAAAAAAxk/FWhjnBFjxCE/s1280/CPG5-103_21.pdf-pages.jpg

https://lh5.googleusercontent.com/-QLUofQhjOBY/UP2GfjWJMWI/AAAAAAAAAyI/lK_L7g2O5lw/s1280/IMG_5028e.JPG

https://lh6.googleusercontent.com/-jpP1w8GQcOk/UP2Fy-uZ1AI/AAAAAAAAAx8/7d2bOJjVHfA/s1280/IMG_5027.JPG

Schrade

01-21-2013, 02:20 PM

No gear change Pete; I don't know why the DD is in there...

Line 24 exits the TCU, and is split. One lead to nowhere:

https://lh4.googleusercontent.com/-e0_FrhXgtUA/UP2TfieMTAI/AAAAAAAAAyk/qcgElxkB-s8/s1280/IMG_5029.JPG

and the other, through the floorboard, to the Twilight Zone.

https://lh5.googleusercontent.com/-IDFfY5eLKXI/UP2Tzb4KeNI/AAAAAAAAAys/Jio54UDbcJ4/s1280/IMG_5031.JPG

Huh? :confused:

So the speedo signal path MUST be gettin' 'intercepted' going INTO the TCU, DIRECTLY FROM THE TRANNY???

and feeding signal to the DD? And then out to ???????????

and now I think I remember one little one [->going back to <-] the tranny..........

XfireZ51

01-21-2013, 02:29 PM

The DD unit is strictly there so the ECM can interpret the VSS signal from the TCI trans. Really has nothing to do with the operation of the trans.

Schrade

01-21-2013, 02:35 PM

So we have to back up in the signal path, to find the problem in the speedo.

Start AGAIN (presumably) at the Output Shaft Speed / pickup? on the right side of the schematic?

And both leads are split.

So let's go the DD, and see what those 4 leads go to ... (voltage, ground, signal 1, and ? )

https://lh3.googleusercontent.com/-BqP-CHVOGjw/UP2EZWHQNBI/AAAAAAAAAxk/FWhjnBFjxCE/s1280/CPG5-103_21.pdf-pages.jpg

Schrade

01-21-2013, 03:08 PM

So here's the DD circuits:

power, ground, of course, and Input, which comes from a tap / splice, on socket 29. And number 29, is one of the 2 'Output Shaft Speed' leads. You guys knew that tho', didn'tcha???

And note the crappy connections for Input and Output. IS THAT THE SOURCE OF THE SPEEDO FLUCTUATION AT IDLE?????

https://lh5.googleusercontent.com/-d-34tQg45Gg/UP2dk1xEBvI/AAAAAAAAAzA/YusTNaN0pDg/s1280/IMG_5032.JPG

and the tap splice for DD Input:

https://lh6.googleusercontent.com/-pcVpf4pIx5o/UP2dtb7DR2I/AAAAAAAAAzI/Su6-W_N7Qpo/s1280/IMG_5033.JPG

DD Output, brown to orange

https://lh5.googleusercontent.com/-LVwqG433D_0/UP2eBlr9uEI/AAAAAAAAAzQ/JtZJ5cWJTwo/s1280/IMG_5034.JPG

and orange, splice to a yellow, near the back of the tranny:

(and $20 says that yellow, which is going into an existing harness, is the speedo feed, to the ECM???

https://lh3.googleusercontent.com/-Ld8A4mNnOWk/UP2enDPVdNI/AAAAAAAAAzY/qoJY5MrD4vM/s1280/IMG_5035.JPG

XfireZ51

01-21-2013, 03:17 PM

There's no Sensor Ground which is NOT the same as Ground which is for Power. The VSS sensor is looking for ground.

What wretched electrical work! :mad:[-X:thumbsdo::jawdrop:

Schrade

01-21-2013, 03:35 PM

Thanks for the words of encouragement there buddy! :mrgreen:

True tho', and this truth hurts!!!

So the speedo signal path, in sum:

Shaft Speedo Output, from tranny signal generator, TO controller module, INTERCEPTED by DD splice / tap, INTO DD, OUT, to OEM yellow lead.

I cannot follow this yellow lead harness, as it rises behind driver's cylinder head.

I will find VSS input at ECM, which hopefully is yellow, and do continuity to the DD output. And IIRC, '94 VSS is yellow (or purple) ?

And remember, speedo is functioning, except for fluctuation from 0 - to 30, 50, 40, and back...

So before I attempt to make better connections at the DD, the question is, why did they even put it in?

Why can I not use the TCU speedo output?

Should I try wiring in the TCU speedo output, while I have the DD disconnected?

XfireZ51

01-21-2013, 03:47 PM

Schrade

01-21-2013, 04:13 PM

I'm willing to bet that the fluctuation is due to the fact the VSS sensor doesn't have a solid signal ground. Its probably jumping to the power ground.
I'm not following here Dominic...

VSS (as now wired), doesn't have a dedicated ground? Or the DD needs another ground? Or just 2 better connections? (which I'm about to do)

Do I need to trace the leads from the VSS, from the case connector???

I had this happen once when TPS sensor was connected to my WB so I could see TPS% as part of WB O2 datalog. Worked great until one day it didn't. TPS was all over the place. Needless to say motor ran like crap. Until I removed the TPS signal from the WB and then everything worked. I was using power ground for the signal ground. Didn't like that. Needs to be separate which is why ECM has separate sensor grounds from power grounds. Each sensor needs a reference ground along w reference signal. Some sensors may share.

XfireZ51

01-21-2013, 04:48 PM

Heres a good thread from CF. Altho this is for an OBDII PCM, the idea is the same. You can see were Pin A31 and A32 are for VSS Ground and VSS Signal. The DD unit takes that signal from the trans and translates into something that our ECM will understand. The micro switch settings on the unit are for that purpose.

Here's an interesting post from this thread:

"If 85-89 used a 2k pulse per mile VSS, there must be a typo
in the 89 service manual.

It shows a block diagram lower right corner that the VSS is 4k pulses
per mile.

If he needs to correct the VSS frequency so it can be
used on the 87 Dash Cluster he can use an electronic ratio
adapter.

If the wires are connected, I would think he would get some kind of reading on the display even if the frequency was off.

Something similar to the Dakota Digital's SGI-5 may work.
The SGI-5 can convert a sine wave from 4K to 2K but the converted
output signal does not appear from their description to be a sine wave.
You would need to contact them to see if it would work."

Here's the thread.
http://forums.c**f**m.com/c4-tech-performance/3057099-hooking-up-spedometer-signal-help.html

http://i32.photobucket.com/albums/d40/Minion838/1995_pcm_conn_a.jpg

Schrade

01-21-2013, 05:08 PM

Alright - copy on this post fully Sir.

Heres a good thread from CF. Altho this is for an OBDII PCM, the idea is the same. You can see were Pin A31 and A32 are for VSS Ground and VSS Signal. The DD unit takes that signal from the trans and translates into something that our ECM will understand. The micro switch settings on the unit are for that purpose.

Here's an interesting post from this thread:

"If 85-89 used a 2k pulse per mile VSS, there must be a typo
in the 89 service manual.

It shows a block diagram lower right corner that the VSS is 4k pulses
per mile.

If he needs to correct the VSS frequency so it can be
used on the 87 Dash Cluster he can use an electronic ratio
adapter.

If the wires are connected, I would think he would get some kind of reading on the display even if the frequency was off.

Something similar to the Dakota Digital's SGI-5 may work.
The SGI-5 can convert a sine wave from 4K to 2K but the converted
output signal does not appear from their description to be a sine wave.
You would need to contact them to see if it would work."

Here's the thread.
http://forums.c**f**m.com/c4-tech-performance/3057099-hooking-up-spedometer-signal-help.html

http://i32.photobucket.com/albums/d40/Minion838/1995_pcm_conn_a.jpg

But what's missing (or cross wired) in my wiring?

Is it as simple as getting a line to ground, at the DD, where it says 'Signal Ground'?

Schrade

01-21-2013, 06:07 PM

Took a ride, and the speedo is still jumping around from 0, while stopped, even after re-connecting the previous connections. Simple spring clamp connectors, like your stereo speakers. They had a strand or 2 in the clamp.

Theirs:

https://lh5.googleusercontent.com/-TJZkzRZBJww/UPv7mAhJIrI/AAAAAAAAAvE/pirB1STUVbc/s1280/IMG_4994c.JPG

Mine:

https://lh6.googleusercontent.com/-Qcti9cTCDG8/UP3LI33d4iI/AAAAAAAAAzs/xTQ75nFLWT4/s1280/IMG_5037.JPG

Didn't really matter... At speed, it shows in perfect sync with the handheld.

And handheld still hangs at "Turn Key Off For 10 Seconds To Save Changes". Comm Error.

Speedo seemed to behave for a few minutes after startup. Closed Loop might be energizing a circuit that causes speedo interference???

Schrade

01-21-2013, 06:37 PM

Maybe got a lead on the fluctuation at 0...

https://lh4.googleusercontent.com/-wDyLHNAgMig/UP3QpBLq4HI/AAAAAAAAA0A/iDQCNjCBQhg/s1280/sgi-5c.pdf-pages.jpg

Schrade

01-22-2013, 09:45 PM

I'm willing to bet that the fluctuation is due to the fact the VSS sensor doesn't have a solid signal ground. Its probably jumping to the power ground. I had this happen once when TPS sensor was connected to my WB so I could see TPS% as part of WB O2 datalog. Worked great until one day it didn't. TPS was all over the place. Needless to say motor ran like crap. Until I removed the TPS signal from the WB and then everything worked. I was using power ground for the signal ground. Didn't like that. Needs to be separate which is why ECM has separate sensor grounds from power grounds. Each sensor needs a reference ground along w reference signal. Some sensors may share.

You said this 3 times Dominic, and I'm just now catching what you're meaning.

Signal Ground terminal, FROM DD to [a ground]. Will TRY that tomorrow - hope a little Global Warming comes in...

You can tap into one of the wire at the speed sensor i just can't remember which one.
I have my notes somewhere just need to find them.LOL

You can change the rear seal without having to take trans out.
On your cruise control also check the vaccum/switch at the clutch padel.
Pete
Looks like they went with the Yellow one there, Pete. Purple will work also? Any chance at all that the fluctuation at 0 MPH could be because they went with the Yellow instead of Purple?

And I guess that only a jumper wire is necessary for the clutch pedal Cruise kill switch?

...
did he do a rear gear change?.
...No, but I think I might need to go to 3.23, or 2.73, with the new OD @ .67, instead of .5 of ZF 6th. Shift light shows up near 70mph...

Dave; I don't know if the speedo drive is magnetic or what (will have to wait for small claims decision for paperwork, or info from tranny maker (RPM Transmission).

Pete

01-23-2013, 03:11 AM

Looks like they went with the Yellow one there, Pete. Purple will work also? Any chance at all that the fluctuation at 0 MPH could be because they went with the Yellow instead of Purple?

And I guess that only a jumper wire is necessary for the clutch pedal Cruise kill switch?

No, but I think I might need to go to 3.23, or 2.73, with the new OD @ .67, instead of .5 of ZF 6th. Shift light shows up near 70mph...

Yes, purple for some reason comes to mind.

Clutch also had a vacuum port make.
Good luck.

Pete

WVZR-1

01-23-2013, 04:01 AM

No, but I think I might need to go to 3.23, or 2.73, with the new OD @ .67, instead of .5 of ZF 6th. Shift light shows up near 70mph...

.

You don't need to be concerned with the "shift light" that's ECM controlled and is still looking at the information that's there. I would think the 3.45 maybe a good choice. The next available gear for the D44HD would be a 3.07 but I believe you've got lots to occupy your time with out worrying about the gear.

I don't recall converter choice either but the more involved the "sorting out" becomes it seems it wasn't thought out particularly well from the start. Hate to say that but it's becoming quite evident!

I believe if I were in the situation and had something else to drive I'd "lawyer up" with your documentation and performance trail of the shop and attempt a recovery of all "labor charges" or a court ordered commitment that they'd be responsible for funds required to correct the install. You're in the same state as the shop which is a plus I'd think but I'd chase the money maybe first. If I could get on a court docket soon I believe it's something I would consider - I'm guessing you know a couple!

Hog

01-23-2013, 09:55 AM

No, but I think I might need to go to 3.23, or 2.73, with the new OD @ .67, instead of .5 of ZF 6th. Shift light shows up near 70mph...

Since this is a 4l60e, the OD ratio will be 0.70:1, just like the other 700r4,4l60, 4l60e, 4l65e,4l70e's.
4l80e= 0.75:1
The only GM 4 speed auto to run a 0.67:1 OD is the 200R4 trans. IMO The 200r4 has teh best ratios for acceleration AND low cruise rpm. I prefer the higher 1st gear of the 200 as there is less rpm drop upon upshift into 2nd. Quite often the large ratio difference of the 60e family pulls revs down out of teh powerband, esp with stock stall torque converters. The newer 6l80e/90e transmissions are even worse for rpm drop during upshifts than the 4l60e family.

The 2.74:1 1st gear, 1.57:1 2nd 1:1 4rd and 0.67:1 OD
4l60e
3.06:1 1st, 1.62:1 2nd, 1:1 3rd and 0.70:1 OD

4l80e
2.48:1 1st, 1.48:1 2nd, 1:1 3rd, 0.75:1 OD

6l80e/90e
1st=4.03:1 2nd=2.36:1 3rd=1.53:1 4th=1:1 5th=0.85:1 6th=0.67:1

Swapping from a 4l60e/700r4 to a th-350 is good for 3-4 tenths alone.

peace
Hog

Schrade

01-23-2013, 02:12 PM

I tied in a ground there GC, and clipped to the seat anchor bolt with alligator clips.

Went for a spin, and as usual, after about 5 minutes (Closed Loop, with an energized circuit causing interference???), at a stop, it went to 43, 30, 100 even... UGH. Was kind of hopin' you were right... but.

MAN!!! WHAT COULD CAUSE SPEEDO READ, WHILE SITTING STILL???

Well, let's read some more here:

https://lh5.googleusercontent.com/-hRYaPTy7i7o/UQAyNYxLT5I/AAAAAAAAA0o/0Hp_UlQ-z-0/s1280/sgi-5c.pdf-pagese.jpg

Well, let's see how close they are...:

White Input, and Brown Output

https://lh5.googleusercontent.com/-d-34tQg45Gg/UP2dk1xEBvI/AAAAAAAAAzA/YusTNaN0pDg/s1280/IMG_5032.JPG

Hmm... over there on the right, looks like the White Input, and the Brown Output are taped together pretty tight.

I wonder if that's routed too close??? http://files.thecatsite.com/images/smilies/headscratch.gif

https://lh6.googleusercontent.com/-pcVpf4pIx5o/UP2dtb7DR2I/AAAAAAAAAzI/Su6-W_N7Qpo/s1280/IMG_5033.JPG

Schrade

01-23-2013, 02:47 PM

I cut the tape, and separated the leads.

Took a ride, and NO DIFFERENCE.

:neutral:

http://files.thecatsite.com/images/smilies/headscratch.gif

So from the DD Troubleshoot list, that leaves tach interference. But the original VSS harness Purple + Yellow is in place, so tach interference isn't likely...

#2 switch is already on 'ON', for sensitivity adjustment.

That leaves swap to Purple, from Yellow.

Right???

Or a broken DD.

I could cut the DD out of the speedo loop, and try the Orange speedo output, DIRECTLY form the Tranny Control Module, to the Yellow VSS lead, but the Comm Error of the handheld prevents writing the Pulse Per Minute setting to the Module... WAH.

XfireZ51

01-23-2013, 03:25 PM

Where is the sensor ground wire? Its one of the two pins from the VSS sensor in the trans.

Page 8 of the .pdf http://www.dakotadigital.com/pdf/sgi-5.pdf
"Speedometer will read Tach wire too close to Route the speed signal and tachometer
when the vehicle is speed signal wire. wires away from each other to avoid
sitting still. interference.

Signal In and OUT wires Route the input and output wires away
routed too close. from each other to avoid feedback.

Ground interference. Make sure the speed sensor and SGI-5
are grounded together."

Schrade

01-23-2013, 03:45 PM

Where is the sensor ground wire? Its one of the two pins from the VSS sensor in the trans.

Page 8 of the .pdf http://www.dakotadigital.com/pdf/sgi-5.pdf
"Speedometer will read .....Tach wire too close to Route the speed signal and tachometer
when the vehicle is speed signal wire. wires away from each other to avoid
sitting still. interference.http://www.dakotadigital.com/pdf/sgi-5.pdf

Signal In and OUT wires Route the input and output wires away
routed too close. from each other to avoid feedback.

Ground interference. Make sure the speed sensor and SGI-5
are grounded together."

Hey there Dominic...

I just wired in a ground for the sensor, as GC was trying to point out. The pics I used in the latest posts are earlier, and don't show the new ground for Sensor...

I got the .PDF (thanks Dave H), and I think you've posted the same excerpt, that's the same pg. 8 as above.

What lead [or terminal] is for the speed sensor ground, to join to the DD/SGI ground connection???

OR SHOULD I JUST LOOP MY NEW DEDICATED 'SENSOR GROUND' LEAD, BACK INSTEAD TO THE 'GROUND' CONNECTOR???

Why aren't the internally bridged???