What T5 should I be looking for?

[MidnightriderZ24]

You guys are over complicating things...

98+ f-body 4l60e with the driver's side bell housing, and swap the valve body from a 93 4l60 (non-e).

I actually know a guy who might be selling his in the near future. He is running a 3800 (IIRC) stall and see's 1.8-1.9 60's with a 275hp 3800, and traps a 12.8 @ 105mph.

I wouldn't trust a t5 with a car that weighs close to 3k lbs and want to be in the sub 10 second range.

i like your idea the best!!

[Superdave]

i MIGHT have a way to avoid the TCI controller.... and for MUCH less.

it involves a 93-95 C1500 ECM wired as a TCM... i'm working on the 93 XDF at the moment, and someone already did the 94 or 95 or both, i can't remember what 0D applies to.

BUT

they were set up from the factory to control a 4l60e...

i posted this in another forum about the same topic..


> GM used an electronic 4L80E transmission in 1993 Chevy diesel pickup
> trucks,
>
> and the engine had a full-mechanical Stanadyne injection pump. The
> controller for the trans is a simple, stand-alone box with a 27C128 chip.
> Looking at the wiring for the 4L80E controller, and the wiring for my
> 4T65EHD transmission, there were some differences.
> Both transmissions have a set of pressure switches inside, which tell
> the trans ECU what gear the manual valve is placed in. Both have 2
> shift coils (A and B) a TCC coil, a "forcemotor," input / output speed
> sensors, and a temp sensor. The forcemotor (or EPC valve) is a
> variable valve that controls the transmission charge pressure, just
> like the vacuum modulator did on the older units.
>
> Studying the manuals on each trans, there was 2 differences in the
> 4L80E and
>
> 4T65E. First, the shift coil B signal is inverted. For all gears
> when the coil B is active on the 4T80E, it must be inactive on the
> 4T65E, and vice versa. To overcome this a relay was used to invert the
> B signal from the trans ECU so the transmission would shift out in
> order. Second difference is
>
> the 4T65E has an additional pressure switch that the 4T80E controller
> will not need.
>
> Aside from the sensors internal to the transmission, the trans ECU
> needs throttle position signal, and engine speed signal. It has a +5V
> output for a stand-alone TPS sensor. On my car, it's tied into the
> engine ECM's TPS signal. The diesel truck had a variable-reluctor
> speed sensor for the engine speed sensor. I used a small isolation
> transformer (Radio Shack) to couple this input to the TACH wire from
> the ignition system.
>
> One potential problem is that there is no longer a speedometer cable
> connection to the transmission. In my case, they made a Century with
> an identical instrument cluster, that had an electronic speedometer.
> I was able to get an electronic speedometer from the salvage yard.
>
> I know the 4L80E came with speedometer connection, and I have seen a
> 4T65E with some 700R4 parts used to provide a speedometer cable
> connection. The speedometer could be the only "tricky" part of the conversion.
>
> The interconnections between the ECM and transmission controller
> consist of TPS signal from ECM harness to transmission ECU; and output
> speed signal from trans harness to engine ECM. The engine ECM
> translates the output speed signal to a VSS signal for the speedometer
> and cruise. It can do this because it was designed for a magnetic VSS
> input. If you use this without an
>
> engine ECM or on an ECM that does not have VSS buffer built in, you
> would need a DRAC set for your gear ratio and tire size to interface
> the speed signal to the speedometer.
>
> I'm still playing with the shift points in the trans ECU. It has a
> very wide range of speed in the table. As long as the vehicle is in
> 4th gear by
> 128 MPH, the tables will be adequate.
>
> Hope this interests you folks - it has been interesting to set up!
> Next my Nova will be getting a 4L60E trans in place of the tired 700R4 unit.



cut from an email that got forwarded to me when i was asking the same questions. This is the route that i'll be taking with my 4L60E.

[robertisaar]

i considered looking into that, but it's meant for the 4l80 instead of the 4l60e... i'm just looking to get brad an option that is already most of the way done. this way, it's already set up completely(albiet for a TBI truck motor), but it's ready to go and VERY well documented. how well is the diesel TCM hacked?

[Superdave]

I have yet to find out, but i plan on it very soon. I'll post up the info as i get it.

[bszopi]

Depends on the adjustability of it... I have no problem going with the TCI unit, as I feel it has more potential. Besides, I don't plan on running a GM ECM on the engine either.

[robertisaar]

i imagine they would all be somewhat equal in terms of adjustability...

what are you going to run for engine management?

[IsaacHayes]

Blow through carb.

[robertisaar]

Blow through carb.

Draw Through Carb

[IsaacHayes]

I was just joking, but a blow through would be better IMO as less chance of fuel drop out as it doesn't have to travel through the turbo, intercooler, charge pipes, etc before it gets to the motor.

[bszopi]

That may be case... We'll see what Ben comes up with (he has mentioned a carb setup).

I am most likely going to go with a unit from Electromotive, Perfect Power or Motec.

[IsaacHayes]

LOL! What will happen to your crazy custom intake manifold idea then??!?

[bszopi]

Well, unfortunately, you don't know what I am thinking, do you? Besides, in order to fit a carb on a set of aluminum heads, a custom intake would have to be build anyway...

[robertisaar]

i just finished the E6 XDF, if anyone wants to inspect it/look at it...

and i found a better tranny for the 'stang in the latest issue of car&driver... it even handles 738lb-ft...

[bszopi]

Tranny problem : solved!

[bob442]

t-10 all the way!