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kzimmer last won the day on December 28 2017

kzimmer had the most liked content!

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    Regina, SK
  1. Well then... Here comes the side cutters, resistors, and butt splices...
  2. @Dynamic will take us all to school on this, but from what I understand, a torque converter with a non-billet cover can tend to balloon with the extra oil pressure. A little bit of ballooning I think is normal, which is why we have a flex plate and not a solid flywheel. However when it becomes excessive, bad things happen. A billet cover helps combat this. There's probably more benefit than that however; that's just one thing I read a while back. Edit: Here's a video that shows ballooning. However I was wrong, it's the back plate, not the front cover.
  3. @Me78569 Could the Quadzilla be programmed to filter TPS? I'm not sure if it's possible to intercept and overwrite TPS. That way 0% in could be 0% out, 100% in could be 100% out, and the curve could be modified, possibly with a single adjustable parameter which could identify the midpoint of an S curve. Thoughts? Edit: I just realized that would also affect fueling, and as a result, do nothing. Lol.
  4. Thanks for the responses guys. @jlbayes That's exactly when I planned on doing a couple weekends from now when I get the time, I'll throw a meter on and see what the range is. I just need to find the right logic ground reference in that harness first. The main PCM ground might have to do. On the 47RH did it affect lockup and OD or just OD? I think this will do what I want, and if it affects both, that's just icing on the cake. I'll report back with my findings when I learn something.
  5. I did see that, and I thought it was really badass. Great idea. Only problems are that I don't want to have to teach someone else driving the truck to manually activate lockup, and I don't want the risk of locked shifts. Below is a screenshot of the factory service manual. Not shown in this screenshot is the APPS, which is wired to the ECM. It looks like, for some reason, the APPS (TPS) signal is repeated by the ECM and retransmitted, hard wired, to the PCM. I have no idea why they chose to do it this way instead of sending it over the data bus. I also don't know how it's scaled. Assuming 0-5 VDC, just like the ECM. Can anyone verify? I'll measure if need be. So, maybe I can break the signal at this point and use a voltage divider to reduce the TPS voltage that the PCM sees. This would definitely delay lockup. However, does anyone know what else the PCM might use this signal for?
  6. Makes sense. I guess that's another point in favour of creating a circuit that disables lockup in certain situations, rather than attempting to fully control it.
  7. Yessir, I'm fully aware of the information available on this site, and I am aware of most lockup issues. This is not an issue of AC noise or bad APPS. I do appreciate the advice very much; however I'm more looking towards a solution to this particular situation, and ideas to adjust when lockup occurs, rather than what else can cause various lockup issues. Absolutely. This would likely be the most effective method. Just debatably not not simplest... But this might not be possible to over-simplify. It's a conundrum. Totally. I don't want to risk that. Mind you, if one were to use vehicle speed, you can be fairly sure you are fast enough to be shifted from 2nd to 3rd. Good idea, thank you. Maybe there's some secrets worth sharing, haha. True story. I've been known to try to have my cake and eat it too... Haha.
  8. Yes. The PCM (or ECM, which ever it is) allows lockup to occur around 12 or 13% TPS, and then unlocks around 11%. Something like that. So if I'm cruising along around 60 km/h in 3rd gear, at 13% it'll lock, throttle will have to back off a little bit to maintain speed now that the trans is locked, lose a couple % TPS, then unlock. More TPS is now required to maintain speed. Repeat. Yes. I mean I can bump the shifter into second but I'm not a huge fan of doing that, or trying to remind my wife to do that.
  9. Hey All, I would like to find a simple, inexpensive and automated way to adjust when torque converter lockup occurs. I am not interested in off the shelf transmission controllers. I have an electronics and industrial automation background. I am interested in hearing ideas that pertain to a DIY install and long term reliability, as well as ease of use for someone else driving the truck. I have 3.54 gears and 35" tires. I'm fully aware what that means for my final drive ratio, and I'm not entertaining a regear at this time. Please don't suggest obvious large mechanical changes. The truck has a lockup switch, which I generally don't use. While cruising at around 60km/h, in 3rd gear, my TPS is hovering right around the area where lockup is allowed (12% ish). There is only maybe a 2% hysteresis here, and the converter will unlock (thanks Chrysler). This is especially obvious if I set the cruise. Lock, unlock, lock, unlock. Couple this with the fact that my RPM's are too low in this situation, and a little bit of surging can occur. Really, if this trans was properly controlled, it'd be in 2nd lockup at this point. But let's not dive into that. 2nd gear might as well not even exist in this heap. A similar but less severe situation occurs at 85-95 km/h in Overdrive. I'm not as concerned about that, I usually lock out O/D until at least over 100 km/h. I mostly want to clean up 3rd gear mid speed cruising. So ideas. I could adjust the Quadzilla's 0-5 psi fuel percentages. If I decrease these percentages, it will force more TPS % to go the same speed. This only fixes half the problem; it'll still lockup too early, just won't keep unlocking because of low TPS. And there's the obvious side effect of increased spoolup time because of less fuel. I could tap into the TPS analog signal, and use a potentiometer to make an adjustable voltage divider to trigger a low voltage relay, and use the contacts of the relay to open up the lockup circuit until the TPS % is higher. This would be the ideal situation where possible. It would force lockup to be delayed until higher throttle, which would mean higher speed and higher RPM. Except, this may still allow the lock-unlock-lock-unlock situation, just moved into a higher TPS range. It might even make it worse. I could maybe use another relay to allow unlock at a different TPS but that's getting a bit complex. If there was a DC wheel speed signal somewhere, I could do something similar with a speed trigger instead. But I'm guessing all tappable speed signals are AC (or rather pulsed DC). I'm sure there are more reasonable inexpensive solutions that I am not aware of. I'm going to keep thinking about this, and I plan on implementing something when the snow is off the ground. Thanks in advance for your ideas.
  10. crazy fuel pressure & engine speeds

    Fun fact, if your ABS computer is programmed for aftermarket tire size, you need to leave the tire size as default or it won't be accurate.
  11. Don't forget your clutch is rated at flywheel toque, not rear wheel torque.
  12. Do you have warranty on the starter?
  13. eBay, double din, with a die grinder.
  14. Could the starter have a dead spot?
  15. 5 speed

    That doesn't sound right. Any vibration in the driveline? Does it get worse with speed? Maybe a bent driveshaft? Loose/worn trans mount?