ECU tune Transmission control unit?

[svxash]

Is anyone using this? If so what do you think and what other ECUtune products are you using it with?

[Johnybeas]

I have more questions to throw into the pile.

it looks like there are two options chipping or buying a whole new programed tcu, now is it the same thing if we install the chip our selves? Or is there a significant difference between the two?

Also is this set up for only the automatics? Is there a different set up for those of us who have swapped to the 5 or 6spd transmisions?

[longassname]

It's only for autos. There is no difference between getting just the ROM and the complete TCU (assuming you don't botch the job of soldering your own tcu). I haven't added it to the website yet but I have also ported this over to the jdm tcu's at the requests of some Australians (they have to solder their own tcu's since I don't have them to socket).


I have more questions to throw into the pile.

it looks like there are two options chipping or buying a whole new programed tcu, now is it the same thing if we install the chip our selves? Or is there a significant difference between the two?

Also is this set up for only the automatics? Is there a different set up for those of us who have swapped to the 5 or 6spd transmisions?

[oab_au]

It's only for autos. There is no difference between getting just the ROM and the complete TCU (assuming you don't botch the job of soldering your own tcu). I haven't added it to the website yet but I have also ported this over to the jdm tcu's at the requests of some Australians (they have to solder their own tcu's since I don't have them to socket).

The Australian car can not use the JDM or US TCUs. It uses a different speed sensor system.

Harvey.

[longassname]

My understanding was that the australian cars were jdm cars?



The Australian car can not use the JDM or US TCUs. It uses a different speed sensor system.

Harvey.

[oab_au]

My understanding was that the australian cars were jdm cars?

No we can't import JDM cars to here, as there was a model produced for this maket.

They import JDM to NZ.

Harvey.

[longassname]

ok so NZ cars are jdm and Australian cars are their own thing... don't they both use the same 3.7 vtd type trans? Do you know the tcu code/codes for the australian cars?

No we can't import JDM cars to here, as there was a model produced for this maket.

They import JDM to NZ.

Harvey.

[oab_au]

ok so NZ cars are jdm and Australian cars are their own thing... don't they both use the same 3.7 vtd type trans? Do you know the tcu code/codes for the australian cars?

The cars produced for the Aust, New Zealand, and UK markets all use the same TCU, (as far as we know), all use the VTD with 3.7:1. All use the different speed sensor system, to the JDM that uses the same speed sensor system as the US model.

As for the Codes, you will have to ask the 'brains of the outfit', Phil.:)

Harvey.

[longassname]

Ok, thanks.

The cars produced for the Aust, New Zealand, and UK markets all use the same TCU, (as far as we know), all use the VTD with 3.7:1. All use the different speed sensor system, to the JDM that uses the same speed sensor system as the US model.

As for the Codes, you will have to ask the 'brains of the outfit', Phil.:)

Harvey.

[oab_au]

I have fitted out an Aust TCU with a 'Phil' modded ROM, to get switchable Power Mode, not installed yet, hope to get it in soon.

Harvey.

[longassname]

Great,

let me know if it doesn't work. I'll go ahead and port my maps over to the uk code now. With my maps you drive in normal mode drive and let the power mode be engaged by throttle application.

[longassname]

I just looked at the uk maps and my us maps will port over to it without modifcation so I'll have it done tonight.

[oab_au]

Great,

let me know if it doesn't work. I'll go ahead and port my maps over to the uk code now. With my maps you drive in normal mode drive and let the power mode be engaged by throttle application.

No that's not what we were after. Our TCU does not have the map that the US have to ground pin 4 to get switchable power mode. When we ground pin 4,we get Economy, Phil swapped the two maps, to achive Power mode.

The "power mode engaged by throttle application" is still active.

Harvey.

[longassname]

Your missunderstanding. I was just saying to let me know if the basecode from the UK doesn't match/work with the australian transmission.

With my maps there is no reason to modify the code to change the economy switch function into a power mode switch. With my maps you get better performance driving in normal mode and letting power mode be engaged by throttle application.



No that's not what we were after. Our TCU does not have the map that the US have to ground pin 4 to get switchable power mode. When we ground pin 4,we get Economy, Phil swapped the two maps, to achive Power mode.

The "power mode engaged by throttle application" is still active.

Harvey.

[Johnybeas]

is there a way to still push my redlines with the 5 spd??? I still run the stock tcu with the 5 spd.

[SVXRide]

is there a way to still push my redlines with the 5 spd??? I still run the stock tcu with the 5 spd.

You have to tweak the ECU to adjust the redline. LAN's ECU stage 2 chips do this and you could also go the Hydra route.

-Bill

[longassname]

I think you are thinking of the ECU, the engine control unit. The tcu, the transmission control unit controls the automatic transmission soley and is removed when it is removed.

[svxfiles]

I got mine Friday.:D
And did not have time to open the box untill Sunday.:rolleyes:

I will be putting it in my SC Claret, but for now it's in my stock 93 Red SVX.
OK, stock except for a ECUTune Stage 1 Version 5 chip.
I drove it yesterday, but only far enough to find that it does shift at higher
RPMs, and I believe that it's holding in the gears longer.:)


Today I'll drive it like a normal person to get a better feel and report back.

Thanks again LAN.

[Johnybeas]

If I run the hydra then I don't need the TCU correct? or do I not even need it now? I'm confused.

[svxfiles]

If I run the hydra then I don't need the TCU correct? or do I not even need it now? I'm confused.

If you have a manual transmission, you do not require a TCU.









PS, YourConfused is in Texas!:D

[Johnybeas]

lol are you serious?? should I pull it out then?? was the NSS bypass wiring a part of the ECU harness?? I'm running a wrx 5spd. Also, I'm gonna get the hydra in a few months. :)

[Johnybeas]

....PS, YourConfused is in Texas!:D

smart ass old man! hahahaha lol

[svxfiles]

I got mine Friday.:D
And did not have time to open the box untill Sunday.:rolleyes:

I will be putting it in my SC Claret, but for now it's in my stock 93 Red SVX.
OK, stock except for a ECUTune Stage 1 Version 5 chip.
I drove it yesterday, but only far enough to find that it does shift at higher
RPMs, and I believe that it's holding in the gears longer.:)


Today I'll drive it like a normal person to get a better feel and report back.

Thanks again LAN.

I've now had a chance to drive it with the chip, AND I REALLY LIKE IT!!!:D
It holds the car in the lower gears for longer letting the engine get up to "towing speed".
The one thing that I did not like about the SVX, stock or 4.44 was that it shifted out of first gear in like ten feet!:rolleyes:
LAN burned this one for my Claret so it (at WOT) has the 7200 shift to second that is most likely too high for a stock engine.
So on my next chip for the Red 93, I'll get the stock 6500 RPM mapping.
For $50.00 if you can solder it in yourself, this thing is a steal!
Thanks, again,
LAN

[1986nate]

The one thing that I did not like about the SVX, stock or 4.44 was that it shifted out of first gear in like ten feet!:rolleyes:
LAN

Yes, I've found this pretty ridiculous ever since I first got my SVX. It also pretty much doesn't downshift into first unless you basically come to a complete stop... What were they thinking?:confused:

[Sean486]

I was driving Old Tom's Red SVX with the ECU tune quite bit yesterday while I was getting car worked on. I can honestly say that it made dramatic improvement over the stock SVX set up. My impression was that shifts were at a slightly higher RPM, were firmer and it just felt more right to me.

A soon as I can afford it, I will be putting one in my car.

[Wikedjuggalo]

I was driving Old Tom's Red SVX with the ECU tune quite bit yesterday while I was getting car worked on. I can honestly say that it made dramatic improvement over the stock SVX set up. My impression was that shifts were at a slightly higher RPM, were firmer and it just felt more right to me.

A soon as I can afford it, I will be putting one in my car.

I drove it too :), hope all your work got done in a timely manner sean, I must say I liked it. I drove that car while I was up there and I really enjoyed it. Great work on the chip and might purchase one down the road.

[svxfiles]

I just now had a chance to check out my gas mileage on "Christine".
255 miles and 12.6 gallons of 92 octane.....
20.238095 MPG!!!!!:D:cool:
Thats with all non highway driving, (althoough at highway speeds.;))
This is unexpected.
I'll have to check out my records, but I think She usually gets about 18.mpg.
More later.

[NiftySVX]

Okay, so is there any plan to further crack this thing? I would buy one right away if it could change the lockup to more like 90-100f and the at oil temp light trigger to more like 215. I don't imagine this is in the part of the tcu that is being changed...or is it?

[b3lha]

Okay, so is there any plan to further crack this thing? I would buy one right away if it could change the lockup to more like 90-100f and the at oil temp light trigger to more like 215. I don't imagine this is in the part of the tcu that is being changed...or is it?

I don't know if LAN is working on it, but I certainly am. Earlier today I was trying to make sense of the C solenoid calculations. It is very time consuming work.

I suggest you don't wait. Buy LAN's modified TCU now and have some fun with it.

[longassname]

I only remember a couple places in the code that compared with the atft so finding the location for the data for the threshold for the warning light shouldn't be hard. I'll try to motivate on that today but I have a couple other things I'm far more interested in so no promisses. At first I thought the warning light was almost pointless because if the fluid in a propperly filled transmission is getting schorching hot it's because the transmission is bad so it's kind of a buy a new trans light but since they overheat if you put too much fluid in them and it's hard to read the dipstick it would be good to have a low warning temp to warn people who get it wrong--could save some transmissions.

[NiftySVX]

As far as the oil temp light goes, adjusting the threshold to a temperature of about 215 is that it would actually be a useful "warning" light instead of a light that seems to be some pointless engineering exercise that has absolutely no usefulness. However, I think that a transmission pan temperature of 215 is one that could be attained before transmission damage. Operating conditions such as aggressive driving, hill climbing or just very hot weather (or one in which the engine is running hot) could possibly cause the pan to reach that temperature. This would give validity to the message shown on the visor, since the coolant should cool the fluid back down and shut the light off. I REALLY think we could save transmissions this way.

Also, the lockup temp at 150 is outrageous. I am not sure why they made it so high. I think they had an idea that the fluid would heat to 150 and then stay in the range of about 150-195, however this just doesn't happen in these cars. There is no need for it to be that high as far as i know. 100 should be plenty hot for atf to perform as it should. Usually the lockup prohibit on these older cars was meant to ensure the coolant heated to operating temp as fast as possible for emissions purposes, but the engine is long since warmed up in winter months before the atf reaches 150. However, if we lowered that temperature to 100, then we would be able to keep the fluid temperature down on shorter trips, and i think it would also have a marked impact on fuel economy. I know here in oklahoma my converter won't lock up on my 10 mile trip to work if the outside temperature is below about 45. That trip is almost all freeway.

Thoughts?

[longassname]

i aggree about the light but not the lockup temp. The 150 degree lockup is to dry the fluid. If you were to make that daily commute everyday and never get your fluid up to temp your fluid would go bad shortly followed by your transmission.

[NiftySVX]

Ah, good one. I had not considered that... hmm:confused:. Makes sense now.

[longassname]

Thanks for the suggestion Nifty. What I've done is set both the warning light and overheat mode to come on at 212F and go off at 203F. This way the TCU will start taking action at the same time it tells you that you need to take action. I suspect we will save a lot of SVX transmissions with this (assuming people start using it).

[svxfiles]

I just checked the mileage on my Red 93 again.
19.7 mpg.:cool:

236.5 miles used 12 galloms 92 octane.

[oregondave]

Thanks for the suggestion Nifty. What I've done is set both the warning light and overheat mode to come on at 212F and go off at 203F. This way the TCU will start taking action at the same time it tells you that you need to take action. I suspect we will save a lot of SVX transmissions with this (assuming people start using it).

LAN does this come with your tcu chip?

[oregondave]

LAN does this come with your tcu chip?

oops just looked and answered my own question!

[oregondave]

As far as the oil temp light goes, adjusting the threshold to a temperature of about 215 is that it would actually be a useful "warning" light instead of a light that seems to be some pointless engineering exercise that has absolutely no usefulness. However, I think that a transmission pan temperature of 215 is one that could be attained before transmission damage. Operating conditions such as aggressive driving, hill climbing or just very hot weather (or one in which the engine is running hot) could possibly cause the pan to reach that temperature. This would give validity to the message shown on the visor, since the coolant should cool the fluid back down and shut the light off. I REALLY think we could save transmissions this way.

Also, the lockup temp at 150 is outrageous. I am not sure why they made it so high. I think they had an idea that the fluid would heat to 150 and then stay in the range of about 150-195, however this just doesn't happen in these cars. There is no need for it to be that high as far as i know. 100 should be plenty hot for atf to perform as it should. Usually the lockup prohibit on these older cars was meant to ensure the coolant heated to operating temp as fast as possible for emissions purposes, but the engine is long since warmed up in winter months before the atf reaches 150. However, if we lowered that temperature to 100, then we would be able to keep the fluid temperature down on shorter trips, and i think it would also have a marked impact on fuel economy. I know here in oklahoma my converter won't lock up on my 10 mile trip to work if the outside temperature is below about 45. That trip is almost all freeway.

Thoughts?

I think this feature might have saved my first tranny. I was high centered in snow and stupidly plowed forward slowly...then noticed my temp guage, while not in the red, was noticeably higher than it ever has been before or since. Tranny hadn't been perfect and took some time to go into reverse, but after this incident, it was DONE. If i'd had this tran temp light mod I would have shut my car down to cool much earlier I bet, potentially saving that tranny (and $1,800).

[oregondave]

I've now had a chance to drive it with the chip, AND I REALLY LIKE IT!!!:D
It holds the car in the lower gears for longer letting the engine get up to "towing speed".
The one thing that I did not like about the SVX, stock or 4.44 was that it shifted out of first gear in like ten feet!:rolleyes:
LAN burned this one for my Claret so it (at WOT) has the 7200 shift to second that is most likely too high for a stock engine.
So on my next chip for the Red 93, I'll get the stock 6500 RPM mapping.
For $50.00 if you can solder it in yourself, this thing is a steal!
Thanks, again,
LAN

So to confirm, whole new tcu unit not required, just custom shift map?

I don't know how to solder ****...is this something a good shop should be able to do?

[SuberNatural]

You can also send your tcu (with directions) to www.moates.net. They can chip it for you, burn the ROM, and supply all of the sockets - chips - etc.

[oregondave]

You can also send your tcu (with directions) to www.moates.net. They can chip it for you, burn the ROM, and supply all of the sockets - chips - etc.

So buy the product from LAN then send it to them to do?

Ok, only issue is not having my car for awhile - she's my DD.

[longassname]

if you don't know how to solder you should buy the complete tcu.


So to confirm, whole new tcu unit not required, just custom shift map?

I don't know how to solder ****...is this something a good shop should be able to do?

[svxcess]

I had an opportunity to drive svxfiles 93 SVX with this chip in it and I totally agree with all that has been said about it.

I drove my 96 Polo for 2 hours to get to Toms, so I was very familiar with how my transmission shifts. One of the first things I did when I got to Tom's house was take his 93 with the chip for a drive.

His car has the approximately the same mileage as mine and the smae stock 3.545 gears, so a direct comparison was easy.

At highway speeds, everything was identical, but it was at the lower speeds wher the differences were immediately and pleasantly apparent.

From a dead stop, it stayed in the lower gears longer between shifts. The shifts at the increased RPMs seemed quicker and firmer than I am used to.This is how the 4EAT should have shifted all along.

I really like the way this chip transforms the powertrain characteristics and am seriously considering having this installed. Another important benefit is the lower ATF temperature limit for the warning light / overheat mode. When the ATF warning light came on in my son's 92 pearlie, I knew it was long dead. A lower temperature warning would have bought me a little breathing room and possibly take some actions before major damage was done.

Great job, LAN. I really cannot find anything negative to say about this.

.

[longassname]

Thanks,

It has been suggested to me that everyone should have one of these TCUs and that I should do something to get the ball rolling and get them out there so that more people can find that out--specifically it was suggested I have a sale. I thought it was a good suggestion so it's on sale now. The TCUs are now on sale for $199 shipped for the first 10 purchasers.:)

[svxfiles]

Thanks,

It has been suggested to me that everyone should have one of these TCUs and that I should do something to get the ball rolling and get them out there so that more people can find that out--specifically it was suggested I have a sale. I thought it was a good suggestion so it's on sale now. The TCUs are now on sale for $199 shipped for the first 10 purchasers.:)

I really think that we should support people like LAN, TomsSVX, Mychailo, Dayle, Earthworm, and Stevesby.
They are spending time, money, effort to help our SVXi live longer, and perform better!
I also really like the improvements this chip gives.
So, for the next ten buyers, if they bring the ECUTune transmission TCU here, I will install it for free.:)
The same thing goes for the next ten TomsSVX intakes.
Buy it from them, and I will install it here at no charge.

OT:)

PS, Don't tell Di!





Notice that I picked the easiest things to install.:p

[NiftySVX]

With the overtemp mod, i'm in for sure. I know how to solder but I am bad at it, so I guess I should just order the whole deal. $199 is a bargain.

[longassname]

Ya, it's actually a pretty difficult soldering job. I wouldn't recomend anyone who isn't practiced and skilled at soldring do it themselves.

With the overtemp mod, i'm in for sure. I know how to solder but I am bad at it, so I guess I should just order the whole deal. $199 is a bargain.

[Hondasucks]

I have an extra TCU, but it's out of a Legacy Turbo... I'm guessing that the difference in the TCUs is the logic in the ROM inside, since it has a different part # than the one for my SVX, my question is, can I buy the chip and install it in this TCU and have it work, even though it's not technically an SVX TCU?

Also, I bet if you made chips available for other Subarus, people over on the USMB, and Legacy Central would be interested, it's worth a try... I know I'd be intrested in one for my wife's turbo legacy...

I'd also be more than happy to go to the junkyard and harvest you some TCUs, I know where some SVXes are too...

[longassname]

No, although the pcb is the same the components on it are not so it can not be used as an SVX tcu. Also the firmware for the SVX is different than for the legacy so you can not install the SVX chip and then use it in a legacy either. The TCU hardware and firmware must match and match the car they are being put in. I could pull the firware off a legacy TCU easily enough but I don't have a legacy to drive so I'd be hard pressed to develop shift maps for them unless there is some obvious deficiency that could be clearly expressed to me for me to modify and give to someone to trial.



I have an extra TCU, but it's out of a Legacy Turbo... I'm guessing that the difference in the TCUs is the logic in the ROM inside, since it has a different part # than the one for my SVX, my question is, can I buy the chip and install it in this TCU and have it work, even though it's not technically an SVX TCU?

Also, I bet if you made chips available for other Subarus, people over on the USMB, and Legacy Central would be interested, it's worth a try... I know I'd be intrested in one for my wife's turbo legacy...

I'd also be more than happy to go to the junkyard and harvest you some TCUs, I know where some SVXes are too...

[longassname]

To further encourage early adopters to give this a shot I've decided free shipping will only be given to the 1st five orders. Orders 5 to 10 will be at $199 plus shipping. After order 10 the price goes to $249 + shipping.

Don't miss the sale. As soon as you drive or ride in someone elses car that has it you will be purchasing it so be one of the first and get it for less.

[svxfiles]

Nancy, (Fancycargal) will be driving my Red 93 later today.:)

[longassname]

Nomad and Nifty..your TCUs shipped today....tracking info should be in your paypal transaction.

[poweredx2]

When are you going to sell your stage 1 chip with the advanced timing or its still under testing,my fwd is waitng for a few more horses.

[longassname]

I'm waiting to get gtech performance data back from svxfiles. He got around to installing it just the other day and it didn't boot up. I probably forgot to program the ROM or something stupid like that. He's sending it back to me so I can see what I did and fix it.


When are you going to sell your stage 1 chip with the advanced timing or its still under testing,my fwd is waitng for a few more horses.

[poweredx2]

Thats great can't wait to get your chip.

[longassname]

if you want to pull the firmware off your 2wd tcu to use as basecode I'll make a 2wd version of the tcu with the better shift maps and thermal protection.

Thats great can't wait to get your chip.

[NiftySVX]

Good deal I can't wait to get it. Speaking of 2wd, anyone have a guess as to why they don't put the AT OIL TEMP light on the 2wd cars? Toyota did this too on some. I guess they think it's even less likely that a 2wd will reach 300 F, since it runs so much cooler without the transfer clutch....:confused:

I have the 2wd tcu that came out of my car laying around if it needs to be borrowed for the code so you can offer it to those few that have it, LAN.

[longassname]

Sure, sweet, if you want to send it to me I'll pull the firmware off it and send it back to you. Send a paypal request for the $$ to ship it to hello@ecutune.com



Good deal I can't wait to get it. Speaking of 2wd, anyone have a guess as to why they don't put the AT OIL TEMP light on the 2wd cars? Toyota did this too on some. I guess they think it's even less likely that a 2wd will reach 300 F, since it runs so much cooler without the transfer clutch....:confused:

I have the 2wd tcu that came out of my car laying around if it needs to be borrowed for the code so you can offer it to those few that have it, LAN.

[redlightningsvx]

Mine was FWD and it has the AT oil light.

[NiftySVX]

Alright, i'll dig it up this week and get that sent to ya. I'll be interested to know what the differences are, I seem to remember it shifting a little better when it was fwd, but it could have been the different ratio.

[SVXMAN2001]

Lan, looked in your signature, are you selling the camshafts individually again?

[Wikedjuggalo]

Good deal I can't wait to get it. Speaking of 2wd, anyone have a guess as to why they don't put the AT OIL TEMP light on the 2wd cars? Toyota did this too on some. I guess they think it's even less likely that a 2wd will reach 300 F, since it runs so much cooler without the transfer clutch....:confused:

I have the 2wd tcu that came out of my car laying around if it needs to be borrowed for the code so you can offer it to those few that have it, LAN.

I think they had a cut off date or model for this. My 94 Barcelona L does not have the AT Temp light but my 94 Emerald has the light. Maybe I should bring this to the attention of Earl he has been looking at the difference in models etc. trying to keep a record.

[NiftySVX]

That is odd, my 94 L didn't have the wire for the light, as i recall. I think I custom added it.

Also, I got my tcu today, hopefully my transmission will come back soon so i can use it.

[redlightningsvx]

Maybe just the LS models got the light.

[Nomad]

I got the TCU today and already installed it , so , i'll test it and post comments on it ! :rolleyes:

[longassname]

Nice,

That spring was in the box with it so don't throw it away by mistake.



I got the TCU today and already installed it , so , i'll test it and post comments on it ! :rolleyes:

[Nomad]

yeah i saw it but , i'll test the tranny without it for now .... :)

[Nomad]

well , i drove to work and , i think it's a lot better with the new TCU !

:) I'll see if it's more economical in 2 or 3 weeks . will repost !

[longassname]

There are two slots left for free shipping. I have also added to the sale and am sending a free TCU with the purchase of a set of camshafts.

[longassname]

Yes I am and while the TCUs are on sale I am also including a free TCU with a camshaft purchase. I have the 244 duration 8.1mm lift intake with the 264 duration 9.3mm exhaust profiles in my car and it idles nicely at the OE 540 RPMs and shifts at 7800 rpms.



Lan, looked in your signature, are you selling the camshafts individually again?

[SVXRide]

Michael,
So, $199 with free shipping for the modified TCU, correct?
-Bill

[svxfiles]

Michael,
So, $199 with free shipping for the modified TCU, correct?
-Bill

I'll install it at Reading for YOU Bill.:)

[longassname]

correct; it's on the website--just follow the link in my signature and don't forget to include notes in the paypal transaction specifying what rev limits you want.

Michael,
So, $199 with free shipping for the modified TCU, correct?
-Bill

[SVXRide]

must get Pearlie through MD Inspection this week....must get Pearlie through MD Inspection this week....:lol:
-Bill

[Trevor]

Yes I am and while the TCUs are on sale I am also including a free TCU with a camshaft purchase. I have the 244 duration 8.1mm lift intake with the 264 duration 9.3mm exhaust profiles in my car and it idles nicely at the OE 540 RPMs and shifts at 7800 rpms.

There has been much data on revised camshafts posted over the years, with which I have disagreed. All things considered, the timing as above would appear a worthwhile logical choice.

[RoughSilver92]

Can I ask why, Trevor?

[Freeman]

I got the chance to drive an svx with the mod and I have to say I really really like it. A whole new feel to me. Guess the real test would be in my own svx..

[longassname]

There's one more left at the $199 with free shipping price.

[svxfiles]

I just found gas receipts from our Reading trip.
cozykat drove the Red 93 @75-80mph, and She got 27.235921 mpg!:D
Thats with three people in it and filled with luggage.
Matt and YourConfused rode with her.:)
Marisa said that the Red 93 felt "lighter and quicker" than any other automatic SVX that She had driven.



The only three performance mods on the car are;
1) The ECUTune transmission TCU.
2) The ECUTune 1AV1 ECU.
3) A precat/stock cat replacement with Aero resonators, 2" mandral bent pipe and a Magnaflow 94007 cat and no resonator.(I was out of them):rolleyes:
More later.

[longassname]

as long as I've been recently acused of being a sales pusher.....hey why not..I'd like to push some of my wares..they are really nice wares

1 more tcu left at the $199 with free shipping price level

YOU yes YOU should be the one to grab it at that incredible low price



but wait...there's more

not only do you get the tcu at that incredibly low price--you get the box that it ships in..good for all kinds of things....like shiping other things to other people

offer for a limited time...so call now..yes NOW...don't let this chance pass you by

[poweredx2]

What do you have for a fwd svx TCU,or could I just send you my TCU for the shift maps you have available.Also whats the most likely date your new stage 1 chip will be for sell?

[longassname]

Unfortunately I do not have the fwd base code but I can work with you to get it off your tcu and on my workstation. If you could, pull your tcu, open it, and take pictures of what's in there--paying particular attention to making the label on the ROM readable. Email those to me and we'll go from there.

If you don't care about printed labels you can just order a 1v5 on the website and put a note in the paypal transaction that you don't really want a 1v5 you want a stage1Av1 and I'll make one up for you.



What do you have for a fwd svx TCU,or could I just send you my TCU for the shift maps you have available.Also whats the most likely date your new stage 1 chip will be for sell?

[longassname]

I don't remember when but I actually kind of sneeked the redline up to 7800 and forgot to tell anyone (edit: probably about when i started to plan on running 7800 rpms).


You have to tweak the ECU to adjust the redline. LAN's ECU stage 2 chips do this and you could also go the Hydra route.

-Bill

[longassname]

I must confess that his fuel economy improvement in this trip is more a result of the stage1A that he has than the tcu. The tcu software he has from me greatly eases his fuel bill around town. The big improvement in highway mileage is coming from the the new ECU software. We've pretty securely established now that we've both improved performance over previous versions and spanked the fuel economy of the oe software. Soon we'll be porting these developments over to the stage 2 software and I suspect we will find all problems of knock sensors pulling too much timing out on forced induction cars solved too.




I just found gas receipts from our Reading trip.
cozykat drove the Red 93 @75-80mph, and She got 27.235921 mpg!:D
Thats with three people in it and filled with luggage.
Matt and YourConfused rode with her.:)
Marisa said that the Red 93 felt "lighter and quicker" than any other automatic SVX that She had driven.



The only three performance mods on the car are;
1) The ECUTune transmission TCU.
2) The ECUTune 1AV1 ECU.
3) A precat/stock cat replacement with Aero resonators, 2" mandral bent pipe and a Magnaflow 94007 cat and no resonator.(I was out of them):rolleyes:
More later.

[poweredx2]

I can hold off on the tranny chip,but after removing my ecu and opening it up for the first time I have the resistor at J2 and the 28pin empty ROM socket,I was wondering would you stage one work since it looks like my svx will only except one chip.I have a 94 with front wheel drive.After looking over your stage one instructions there are 2 chips installed.I'm a little lost.

[longassname]

Yes a stage 1 will work with your ECU. All SVX ECUs have only one socket. My old style memory adaptors had two ROM chips which were interleaved and emulated the obsolete chip the ECU was designed to accept. The memory adaptor is what plugs into your ECU not the ROM chip. ROM chips plug into the memory adaptor; the memory adaptor plugs into the ECU. My new style memory adaptors do the same thing with only one ROM chip. They are just different ways of doing the same thing.


I can hold off on the tranny chip,but after removing my ecu and opening it up for the first time I have the resistor at J2 and the 28pin empty ROM socket,I was wondering would you stage one work since it looks like my svx will only except one chip.I have a 94 with front wheel drive.After looking over your stage one instructions there are 2 chips installed.I'm a little lost.

[svxash]

Since nobody seems to want the last one I guess I'll have to take it :D!! The free box was the deal sealer.

[longassname]

someone called me earlier today and said they were going to order it but they didn't so ya, there is still one at that price and it can be yours :)

[svxash]

It was me. Looking forward to receiving it and the FREE box :).

[longassname]

ahhhhhh I see. It will go out tomorrow. :)

Ok, the next 5 are at the $199 +$11.85 shipping price level. I'm updating the website right now.

[svxfiles]

I just got my 4EAT Performance Valve Body yesterday, YAY!:D
And I hope to have it installed tonight so that subi-crosser can "Test" it out at this weekends Autocross.:confused:

For those of you who haven't met Jerry, He is a good old country boy that can, (and usualy does,) break an anvil.:rolleyes:
LAN, does this valve body need any break in?



I'm too Old for this s#!+Tom:o

[longassname]

No break in will be necessary. It would be a great idea to put a bottle of lube gard platinum or lube gard atf protectant in with the fluid though.


I just got my 4EAT Performance Valve Body yesterday, YAY!:D
And I hope to have it installed tonight so that subi-crosser can "Test" it out at this weekends Autocross.:confused:

For those of you who haven't met Jerry, He is a good old country boy that can, (and usualy does,) break an anvil.:rolleyes:
LAN, does this valve body need any break in?



I'm too Old for this s#!+Tom:o

[svxfiles]

OK, I finally have the new ECUTune Performance Valve body installed.:)
Long story, short. I pinched some wires and had to redo my installation.:o This with a full brake job, a frozen calliper, AC issues, TPS, O2 sensor replacement, ect for another well known members Son.;) in between.
Any how, the shifts are MUCH faster, and much firmer, all with the stock dropping resistor installed.
Mike,( LAN,) I like it.:)
I will report further when I get a minute..........................



Now off to fix my intake leaks so that Jerry can Autocross it tomorrow.
Tom

[svxash]

Will installing the ECUTune TCU effect the power mod at all? I have done the power mod but I'm not sure if I should disconnect it when I install the new TCU?

[immortal_suby]

Soon we'll be porting these developments over to the stage 2 software .

:D :D:D:D:D:D

[longassname]

Good question. You don't want to use the power mod with the new TCU. With my shift maps you want to let the power mode be engaged by heavy throttle application instead of using a switch to force it into power mode all the time.


Will installing the ECUTune TCU effect the power mod at all? I have done the power mod but I'm not sure if I should disconnect it when I install the new TCU?

[svxash]

Good question. You don't want to use the power mod with the new TCU. With my shift maps you want to let the power mode be engaged by heavy throttle application instead of using a switch to force it into power mode all the time.

Ok then. I guess I'll unhook the power mod and find a new use for the switch I made.

[NiftySVX]

Okay so is this as far as we are gonna go with the TCU? No one seemed to notice when I asked about some more modifications awhile back. I've been driving with this thing for a few weeks now and it is a good match to a built transmission. I like that it shifts at higher rpm, since there is more pressure (even though I have higher base line anyway). However, There is still a ton of room for improvement in this thing, I think we can really get a good setup going, since there are so many maps. Like I said awhile back, power mode base time increase and TCC unlock would both seem to be good areas to tinker with, IMHO

[longassname]

I didn't think I ignored any suggestions. I reduced the overtemp warning light thresholds like you suggested along with the overtemp mode thresholds, suggested that the torque converter lock up temp probably shouldn't be reduced, and said that tinkering with the power mode engagement might be an interesting line to pursue.

I'm still open to more ideas too. I also have one of my own I might like to try out when I get a chance. Selling 5 TCUs doesn't go very far towards paying the bills that come every month and doesn't put TCU development at the top of the priority list.



Okay so is this as far as we are gonna go with the TCU? No one seemed to notice when I asked about some more modifications awhile back. I've been driving with this thing for a few weeks now and it is a good match to a built transmission. I like that it shifts at higher rpm, since there is more pressure (even though I have higher base line anyway). However, There is still a ton of room for improvement in this thing, I think we can really get a good setup going, since there are so many maps. Like I said awhile back, power mode base time increase and TCC unlock would both seem to be good areas to tinker with, IMHO

[SVXRide]

Michael,
You still have one left at the special $199 price? If you do, please consider it sold.
Thanks.
-Bill

[longassname]

the free shipping ones are sold. We're at the $199 + shipping price for the next five. They are on website.



Michael,
You still have one left at the special $199 price? If you do, please consider it sold.
Thanks.
-Bill

[NiftySVX]

I aplogize if I came off as impatient, I've just been waiting a long time for this. I've never been a fan of the manual swap because I think dollar for dollar we could make the car run better with the transmission it was designed to use. I've been asking for a remapped TCU for years...since before the ECM was first cracked. This is why I was an early adopter. I really don't think most have any idea what we could do with a remapped TCU. I think the greatest driveability increase for this car can come from a combination of TCU programming, a built valve body, and a high performance converter. The ECM may be able to be tweaked for a few hp, but the car can really come alive with a converter and a TCU with revised shift points. My car is significantly faster feeling with the full built trans, and a shift map that makes use of it would really be a useful addition. This is a good unit, but it can be so much better.

And, as for the lockup temp, my car still locks at about 100F pan temp, even with the new TCU. :confused:

[longassname]

No worries. I aggree that most people have problems imagining how much faster their SVX could be with a built transmission. While unfortunately there are a couple people out there in the shadows trying to slow the process, built transmissions are getting out there and even slowly making their way into the hands of forum members (most of my customers are not forum members). It's coming to a critical mass and it won't be long before the SVX network community comes to appreciate modified SVX transmissions and backlashes against those that have kept them from them.


I aplogize if I came off as impatient, I've just been waiting a long time for this. I've never been a fan of the manual swap because I think dollar for dollar we could make the car run better with the transmission it was designed to use. I've been asking for a remapped TCU for years...since before the ECM was first cracked. This is why I was an early adopter. I really don't think most have any idea what we could do with a remapped TCU. I think the greatest driveability increase for this car can come from a combination of TCU programming, a built valve body, and a high performance converter. The ECM may be able to be tweaked for a few hp, but the car can really come alive with a converter and a TCU with revised shift points. My car is significantly faster feeling with the full built trans, and a shift map that makes use of it would really be a useful addition. This is a good unit, but it can be so much better.

And, as for the lockup temp, my car still locks at about 100F pan temp, even with the new TCU. :confused:

[NiftySVX]

No worries. I aggree that most people have problems imagining how much faster their SVX could be with a built transmission. While unfortunately there are a couple people out there in the shadows trying to slow the process, built transmissions are getting out there and even slowly making their way into the hands of forum members (most of my customers are not forum members). It's coming to a critical mass and it won't be long before the SVX network community comes to appreciate modified SVX transmissions and backlashes against those that have kept them from them.

I'm going to take a moment to echo this. To anyone who can read, listen well. I am usually aginst foolhardy modifications to vehicles (Things like cone air filters that draw hot air instead of cool air, when the stock air filter already flows well in excess of what the throttle body can, haphazard ehaust systems, etc). I got this way because of 10+ years of experience in import vehicle maintinece and repair. Now of course there are some intake and exhaust systems that can add a little bit here and there, I know some of our fellow SVXers have some good examples of this.

Having said that, if you're after bang for the buck, you want to pay close attention to what is going on with the transmission. This transmission was designed for a clientele that never embraced this car. With a simple valve body modification, you can make this transmission last longer and shift better at the same time. You can take a daily driver and change the valve body and torque converter and get a HUGE increase in sporty feel, the only drawback being shifts have gone from undetectable to slightly noticable. Many people think a built transmission will snap your neck and be tiresome. This is not the case. A properly built transmission will just shift faster, better, firmer, with a good, uniform shift across the RPM range (that last part was always a source of irritation for me on a stock svx 4EAT). Upshifts will be consistent, smooth,and have reassuring feel. Drivers who pay attention will notice that the transmission now has a feel to it when it shifts, a feel of positive engagement. Downshifts are truly spectacular on a built 4EAT in comparison. A full throttle downshift to 2nd in my car from 40 is really impressive and is something every SVX owner would downright demand once they experience it. Once you've got a good mechanical unit, you can use a TCU to move the shift points to take advantage of the new abilities and personality of the trans. THIS IS, IN MY OPINION, THE BEST OF THE BEST MODIFICATIONS FOR THIS CAR.

End rant. :D

[longassname]

good good



OK, I finally have the new ECUTune Performance Valve body installed.:)
Long story, short. I pinched some wires and had to redo my installation.:o This with a full brake job, a frozen calliper, AC issues, TPS, O2 sensor replacement, ect for another well known members Son.;) in between.
Any how, the shifts are MUCH faster, and much firmer, all with the stock dropping resistor installed.
Mike,( LAN,) I like it.:)
I will report further when I get a minute..........................



Now off to fix my intake leaks so that Jerry can Autocross it tomorrow.
Tom

[Freeman]

Freeman is broke but wants take out loan to put into car when does not need it....

Would this unit be good for me after I have my 4.44 transmission installed? Or should I be looking at some other TCU? Like I stated earlier, I really liked the way it felt in one of OT's cars and I'd love to have that feel to my car but I'm concerned it'd be pointless in a 4.44 or am I just thinking too much? If you have any other products that would be better for it, please share your thoughts longassname..

[longassname]

It would definitely be an improvement. I might be able to do better though. How about you drum up a few more sales to people with 4.44's and I'll make shift maps especially for them?


Freeman is broke but wants take out loan to put into car when does not need it....

Would this unit be good for me after I have my 4.44 transmission installed? Or should I be looking at some other TCU? Like I stated earlier, I really liked the way it felt in one of OT's cars and I'd love to have that feel to my car but I'm concerned it'd be pointless in a 4.44 or am I just thinking too much? If you have any other products that would be better for it, please share your thoughts longassname..

[Freeman]

Hm.. If you can do better for a 4.44, I'll definitely try to get you more people to try it.. Time to make some phone calls and bug some people.. I'll pm you in a few days.

[longassname]

sounds good

[svxfiles]

OK,
I have one LAN TCU "chip" in a mostly stock SVX, and everybody who drives it loves it...
And I have another LAN, TCU "chip" in my Claret that I don't let anybody drive, (except Harry, and Jerry, lately, but you know that I'd let YT and Ben, or Dave, or Rufus, or Chi'ke, or even Bill, if he really existed, but I digress:o)
Anyhoo, in both cars the chip kicks @$$, and you should all buy one!

[longassname]

How's the valve body in the claret treating you?


OK,
I have one LAN TCU "chip" in a mostly stock SVX, and everybody who drives it loves it...
And I have another LAN, TCU "chip" in my Claret that I don't let anybody drive, (except Harry, and Jerry, lately, but you know that I'd let YT and Ben, or Dave, or Rufus, or Chi'ke, or even Bill, if he really existed, but I digress:o)
Anyhoo, in both cars the chip kicks @$$, and you should all buy one!

[svxfiles]

How's the valve body in the claret treating you?
Actually it's been great!
Jerry (subi-crosser) will be beating it at the Cumberland Autocross this Sunday.:):rolleyes:

[longassname]

Good to hear. I suspect he'll be all grins. Maybe he'll come tell us about it.

[svxfiles]

Good to hear. I suspect he'll be all grins. Maybe he'll come tell us about it.

Well, He liked it!:D
Jerry ran my Claret yesterday, in the second heat,
(He usually preferrs the fourth)
and said there was a HUGE improvement in the transmission,
the shifts were much faster, and it stayed in first and second longer.:)
I still do not have my SC pulley carved, :rolleyes:
And I still have the stock cams in it.:o
But the thing that limited Jerry yesterday was the lack of slicks.
I have some new 245/45/17 Dunlop 5000 Sports on it, but He was at the limit of traction, a lot.
I am hoping to "find" some 17 X 8 or bigger wheels for cheap to remount the slicks on, and install the cams, and finally replace the SC pulley.
There is nothing like another 150 hp, along with some traction!:D;)

[NiftySVX]

Ok, so has anyone seen their AT OIL TEMP light come on?

Due to my recent transmission diagnostics I performed alot of stall testing, and I came across a mystery. If the fluid is above about 200, the light won't come on during the bulb check if you restart. I've got a sensor in my pan and it was reading about 219 at one point, and yet no light. My gauge could be off though. hmm.:confused:

[longassname]

During development I did. I set it to several different temperatures below the 176F that my transmission runs and verified the formula to calculate temp was correct by monitoring the atf temp reported by the tcu to the select monitor and recording the reported temp when the atf overtemp warning light came on.

[longassname]

Thanks for putting Jerry on the Phone yesterday. It's always nice to hear from a race driver thrilled with my products.

We can even kick it up a notch further. We can make ROMs specific for different race events. One option is to have a different ROM customized for each type of racing you do and just switch ROMs before the race. The other option is we can fit two versions of firmware onto the ROM and switch between them like we do with the ECUs. In the latter case you will need to use the ECUtune multi-tune adaptor I sell to the Skyline, Z, and Honda guys.


Well, He liked it!:D
Jerry ran my Claret yesterday, in the second heat,
(He usually preferrs the fourth)
and said there was a HUGE improvement in the transmission,
the shifts were much faster, and it stayed in first and second longer.:)
I still do not have my SC pulley carved, :rolleyes:
And I still have the stock cams in it.:o
But the thing that limited Jerry yesterday was the lack of slicks.
I have some new 245/45/17 Dunlop 5000 Sports on it, but He was at the limit of traction, a lot.
I am hoping to "find" some 17 X 8 or bigger wheels for cheap to remount the slicks on, and install the cams, and finally replace the SC pulley.
There is nothing like another 150 hp, along with some traction!:D;)

[NiftySVX]

During development I did. I set it to several different temperatures below the 176F that my transmission runs and verified the formula to calculate temp was correct by monitoring the atf temp reported by the tcu to the select monitor and recording the reported temp when the atf overtemp warning light came on.

I'm not doubting that it works, I was just curious to see if anyone had seen it come on. I still think this temperature is way above anything the trans should see if it's working correctly. Mine hates to be above about 185 and will cool off very quickly if it is much higher than 195, even with the stock cooler. This new transmission really gets after circulating the fluid, the pressure on the cooler circuit has nearly doubled at idle from stock. Perhaps I'll see it if I get stuck in traffic later this summer when it's over 100 outside.

[longassname]

You shouldn't. If your cooler is working optimally you should never be above 176ish.

[processengr]

I'm not doubting that it works, I was just curious to see if anyone had seen it come on. I still think this temperature is way above anything the trans should see if it's working correctly. Mine hates to be above about 185 and will cool off very quickly if it is much higher than 195, even with the stock cooler. This new transmission really gets after circulating the fluid, the pressure on the cooler circuit has nearly doubled at idle from stock. Perhaps I'll see it if I get stuck in traffic later this summer when it's over 100 outside.

Question:
Pressure on the cooler circuit; the stock cooler is considered restrictive. If it is bypassed, say into an auxiliary fluid to air heat exchanger that is less restrictive, the flow will increase and the pressure will drop. What effect (if any) would this have on system pressure to the rest of transmission?

[NiftySVX]

There would be no effect on the operation of the transmission, The only time you get into trouble is if you restrict it. I ran/drove mine during testing with a loop of hose on the pipes.

[NiftySVX]

Okay so, I was curious again today before I changed my fluid so I was experimenting. The AT OIL TEMP light will not come on for bulb check when the fluid temp is above about 200. Once it's back down in the 190s, it will. Is there some kind of logic in the unit that would explain this?

[longassname]

I think there would be much better uses of my time pouring through the tcu code than figuring out how that works. If that's what it does that's what it does, right?

Okay so, I was curious again today before I changed my fluid so I was experimenting. The AT OIL TEMP light will not come on for bulb check when the fluid temp is above about 200. Once it's back down in the 190s, it will. Is there some kind of logic in the unit that would explain this?

[NiftySVX]

I think there would be much better uses of my time pouring through the tcu code than figuring out how that works. If that's what it does that's what it does, right?

Yeah, that's what it does. I guess I overestimated your familiarity with the code.

[longassname]

TCU sale is now over. TCU's are now $249.

[Sean486]

Just ordered mine, I missed the sale but still worth it. I'll post my thoughts after I get it installed.

[Sean486]

Just got everything straightened out with the install and had a long test drive. I love it, big improvement! I noticed the difference immediately. I definitely recommend it for any SVX with stock gears. Thanks LAN!

[longassname]

thanks, glad you like it it :)

[svxfiles]

Just got everything straightened out with the install and had a long test drive. I love it, big improvement! I noticed the difference immediately. I definitely recommend it for any SVX with stock gears. Thanks LAN!

Told Ya!:p

[Sean486]

Told Ya!:p

I know, you should get a commission for the sales job you did on it. :lol: It was driving your "Christine" SVX with the ECUTune TCU that convinced me.

[longassname]

The sale was designed to clear out my stock of TCUs. I'll be editing the website now to require the exchange of a stock TCU. I'll still send the modified TCU upfront so they can be swapped easily but charge a core charge to encourage the return of the stocker.

[longassname]

I just got some feedback from a customer using my UK TCU chip in his Austalian SVX TCU; he says it works great and the ECUtune shift maps are a night and day improvement over the stock Austrailian shift maps.

[NiftySVX]

Will there be any future versions of this, or has development stopped?

[Myxalplyx]

***sigh**** I can not believe this. I am JUST reading this thread for the first friggin time and missed all the cool sales and all. :mad::mad::mad::mad::mad::mad::mad::mad:

So I go to this website and purchase the unit? http://www.moates.net/ I'm tired of BSing around with performance for this car.

BTW: I am kinda surprised people are going with the higher shifts. I though power dropped off above 5800rpm (stock cams, no intake and/or exhaust modifications). If people are liking it though.....guess that's cool too.

Question guys! Can you research to see if you can do this TCU modification to an 1989 XT6 TCU and/or 1996 2.2ltr Subaru Impreza TCU? I can send you my TCU's for testing purposes. Could be a whole new market for you if you are interested. I do not need to drive the Impreza/XT6/SVX as they are not necessarily daily drivers (fun drivers..yes). Thanks!

[b3lha]

Question guys! Can you research to see if you can do this TCU modification to an 1989 XT6 TCU and/or 1996 2.2ltr Subaru Impreza TCU? I can send you my TCU's for testing purposes. Could be a whole new market for you if you are interested. I do not need to drive the Impreza/XT6/SVX as they are not necessarily daily drivers (fun drivers..yes). Thanks!

If you really want this then why don't you do some research yourself?

At least do the basic stuff. Look at the circuit boards to see if they are similar to the SVX board. See if they have the same processor chip as the SVX board. See if they have the same type of ROM chip and a space for a socket. Then build an interface and try to download the rom file to your PC. There is plenty of documentation to help you on my website and in the gearshift maps thread. That should be enough keep you occupied for a while.

[longassname]

I've ordered a batch of circuit boards and components for the interface to communicate with the ECU and TCU with a laptop and ftdi ttl232r usb cable. The ttl232r cable plugs right into the interface on one side. Three leads from a select monitor plug which can be purchased as an audio install harness (I'll get some and stock them) are screwed to the euro style terminal block on the other side. With it you get 100% rock solid coms between a pc and the tcu or ecu.
http://www.ecutune.com/posts/ttl232r.gif



I'll go ahead and pop out a smaller version of my tuning software with them for downloading tcu firmware and viewing tcu select monitor information. This will make it simple for you to get the firmware off your tcu so you can send it to me to modify and send it to Phil to add to his online repository. In the mean time you should open your tcu up and take clear pictures and post them in Phil's gearshift map thread to get verification of what exactly you have in your tcu. You should do the same for your ECU as well.

[longassname]

The interface circuit boards are in. I'm waiting on components to send them out to the assembly house. My whole parts order is on hold waiting for more headers for the memory adaptors.

http://www.ecutune.com/posts/DSC_7970.jpg

[longassname]

I assembled one with components I had on hand for hand wired prototypes.

http://www.ecutune.com/posts/DSC_7976.jpg

[SVXRide]

Very clean! :cool:
-Bill

[longassname]

I've recently gotten a good number of TCUs on barter so I'm temporarily removing the core charge. You can now order a TCU for $259 with no core charge.

I've also just released the Stage1Av1 software. For a limited time Stage 1 owners can get free Stage1av1 upgrade ROMs with the purchase of a TCU.

This is in combination with the removal of the core charge so you are saving $158 to $168 if you take advantage of the package deal right now.

The thread on the new aggressive software is here: http://www.subaru-svx.net/forum/showthread.php?p=641904#post641904

Orders can be palced here: http://www.ecutune.com/tcu.htm

[longassname]

It wasn't pleasant work but I now have a dozen TCUs socketed and ready in anticipation that they will go fast with the free stage1av1 upgrade for earlier stage 1 owners.

[Blacky]

I have the older 1v4 ECU upgrade, can this be upgraded with the stage 1Av1 software?

[92 SVX]

I wish I could get one, I hope to later in the summer. I think I will get the ecu first.

[longassname]

Yes, all prior versions of stage 1 can be upgraded for free with a TCU purchase and right now there is no core charge on the TCUs. This is the best deal there will ever be on them.

I have the older 1v4 ECU upgrade, can this be upgraded with the stage 1Av1 software?

[longassname]

Free upgrades to Stage1Av1 with the purchase of a performance TCU with the core charged waived still going on. Bumping to remind everyone before I put the core charge back.

[longassname]

I've downloaded the firmware off the 96 TCU and ported the ECUtune modifications over to it so I can do 96 TCUs now too. I don't have any extra cores yet but I will try to start keeping one in stock soon.

[NeedForSpeed]

I've downloaded the firmware off the 96 TCU and ported the ECUtune modifications over to it so I can do 96 TCUs now too. I don't have any extra cores yet but I will try to start keeping one in stock soon.

Michael, is the 96 tcu the same as 97 tcu?

[longassname]

The one TCU I have that was sold to me as a 97 TCU by a salvage yard is not the same as the 96 TCU. I've asked a couple people to verify this in case I was sold the wrong thing but nobody has gotten back to me yet.

[NeedForSpeed]

The one TCU I have that was sold to me as a 97 TCU by a salvage yard is not the same as the 96 TCU. I've asked a couple people to verify this in case I was sold the wrong thing but nobody has gotten back to me yet.

I've seen a picture of a 97, the plugs come out the bottom. Does the 96 TCU case look the same as 92+? What two letters on the 96? What two letters on your 97? Someone sent me a pic of a 97, including the letters, I'm trying to figure out who did.

If I can locate the picture, maybe we can confirm your 97 :)

[longassname]

The 97 TCU I have is much smaller. The plugs are the same as on earlier models but the electronics are different. The two letter code is MY.

[NeedForSpeed]

The 97 TCU I have is much smaller. The plugs are the same as on earlier models but the electronics are different. The two letter code is MY.

Michael,
I asked Glenn/RojoRocket to take a picture of the TCU case on his ebony 97. Using a mirror to see it, the information on the case reads:

QL
31711-AD720
A64-00 DDE

I hope this information will help you determine if your MY is a 97. With the low production volume of 97s, it would seem that you may not have a 97 SVX TCU?

[cdvs]

Info collected when I had the TCU & ECU removed. I have pictures. Someday, I may post them.

OBDII USDM 96

TCU
Case: MY / 31711 AD123 / A64-000 DX5 6131
MCU: 84 pin TN87C196KH / L5284875A / (m)(c)'86'91 / White label E3FA301J
Board: A64-001 D42 [4]
Ceramic Resonator marked 8.00T / 67 ohm (2nd line not clear)
Connectors are same as OBDI

Subaru Parts has multiple numbers for 96-97

[longassname]

The 96 TCU I did was labled MQ and is under the steering column. It uses the same processor as the obd1 cars and I have done the ECUtune performance mods to it, given the firmware to Phil, and posted the code for the ECUtune mods to Phil's gearshift map thread.

The TCU I have as a 97 is the same as your MY. So I guess there is a break somewhere in 96. The MY uses a different processor and does not have an external memory socket.


Info collected when I had the TCU & ECU removed. I have pictures. Someday, I may post them.

OBDII USDM 96

TCU
Case: MY / 31711 AD123 / A64-000 DX5 6131
MCU: 84 pin TN87C196KH / L5284875A / (m)(c)'86'91 / White label E3FA301J
Board: A64-001 D42 [4]
Ceramic Resonator marked 8.00T / 67 ohm (2nd line not clear)
Connectors are same as OBDI

Subaru Parts has multiple numbers for 96-97

[cdvs]

Confirmed. I believe it is flashable, at least in theory.

The MY uses a different processor and does not have an external memory socket.

[NeedForSpeed]

Michael, looks like your MY is confirmed as a 97 SVX :)

So, Glenn's QL, a second 97 TCU?
Also, what letters were on your 96?

[longassname]

The 96 I did was labled MQ. Does Glenn's QL look like it mounts under the steering column or on the passenger floor?


Michael, looks like your MY is confirmed as a 97 SVX :)

So, Glenn's QL, a second 97 TCU?
Also, what letters were on your 96?

[NeedForSpeed]

The 96 I did was labled MQ. Does Glenn's QL look like it mounts under the steering column or on the passenger floor?

Not on the passenger side, it mounts under the steering column, with plugs at bottom of TCU, easy to get at. I fitted a wire to the power mode location.

[longassname]

I guess you have the 97 fsm update with the wiring diagrams? I've been told the 96 has different wiring than the obd1's and that the 97 has a bunch more wires than that. If you can post it it probably wouldn't hurt to have it archived here.


Not on the passenger side, it mounts under the steering column, with plugs at bottom of TCU, easy to get at. I fitted a wire to the power mode location.

[NeedForSpeed]

I guess you have the 97 fsm update with the wiring diagrams? I've been told the 96 has different wiring than the obd1's and that the 97 has a bunch more wires than that. If you can post it it probably wouldn't hurt to have it archived here.

Sorry, neither Glenn or I have a 97 FSM :mad:

[longassname]

In addition to making your SVX drive better and be faster and have better fuel economy ECUtune performance TCUs now prevent high clutch and brake band burn out so you can now protect your transmission with a simple plug in that can be installed in just a few minutes.

Almost all SVX transmission failures are high clutch and brake bands burnt out from slipping under light cruise in 3rd and 4th gear. The TCU controls solenoid a which is a bleed on line pressure--ie the valve opens to create a leak and reduce line pressure. The higher the solenoid a duty cycle the larger the leak and the lower the line pressure. The TCU adjusts line pressure through solenoid a duty cycle mainly according to throttle position sensor readings.

The stock maps for 3rd and 4th gear are the same and look like this:
http://www.ecutune.com/images/3rd&4thDutyControl.gif


The ECUtune maps for 3rd and 4th gear look like this:
http://www.ecutune.com/images/ECUtune3rd&4thDutyControl.gif


With the ECUtune maps close to full line pressure is maintained under light cruise preventing high clutch and brake band burn out. :)

[Sean486]

With the ECUtune maps close to full line pressure is maintained under light cruise preventing high clutch and brake band burn out. :)

If we already own it, will you make it available as an upgrade?

[longassname]

Yes the upgrade chips are available on the website: http://www.ecutune.com/tcu.htm

If we already own it, will you make it available as an upgrade?

[svxfiles]

In addition to making your SVX drive better and be faster and have better fuel economy ECUtune performance TCUs now prevent high clutch and brake band burn out so you can now protect your transmission with a simple plug in that can be installed in just a few minutes.

Almost all SVX transmission failures are high clutch and brake bands burnt out from slipping under light cruise in 3rd and 4th gear. The TCU controls solenoid a which is a bleed on line pressure--ie the valve opens to create a leak and reduce line pressure. The higher the solenoid a duty cycle the larger the leak and the lower the line pressure. The TCU adjusts line pressure through solenoid a duty cycle mainly according to throttle position sensor readings.

The stock maps for 3rd and 4th gear are the same and look like this:
http://www.ecutune.com/images/3rd&4thDutyControl.gif


The ECUtune maps for 3rd and 4th gear look like this:
http://www.ecutune.com/images/ECUtune3rd&4thDutyControl.gif


With the ECUtune maps close to full line pressure is maintained under light cruise preventing high clutch and brake band burn out. :)

OK, Mike, I want to be sure that I understand exactly what you are saying.
With the new TCU chips, (got the box today)
It's not just the shift points,
that are changed, (how long it stays in the lower gears)
but also the line pressure once in gear.

So evan if people only go for the ECUTune TCU, and not the valve body, they should have firmer shifts (as well as using the lower gears better)?

And if they get the valve body it flows more ATF for longer life and cooler running.

[Huskymaniac]

OK, Mike, I want to be sure that I understand exactly what you are saying.
With the new TCU chips, (got the box today)
It's not just the shift points,
that are changed, (how long it stays in the lower gears)
but also the line pressure once in gear.

So evan if people only go for the ECUTune TCU, and not the valve body, they should have firmer shifts (as well as using the lower gears better)?

And if they get the valve body it flows more ATF for longer life and cooler running.

OK, you (sort of) tried to hide this:

"as well as using the lower gears better"

Does the debate of the benefit of driving in lower gears live on? Or was there eventually a consensus on this subject? I have heard and read varying opinions recently.

I've read some people claim that running higher RPMs causes the oil pump to pump harder which causes flow and/or pressure to increase and then I read some others claim that flow and pressure is independent of RPMs.

I've read something about torque multipliers when in the higher gears and that this is bad but I didn't fully understand why. Perhaps related to this was a claim that running low RPMs in a higher gear results in more torque being generated which stresses bearings and other parts and causes them to overheat.

And then there was a discussion about heat generation where some people claimed more heat was created in the higher gears where others said that the system is less efficient at lower RPMs so more power would be lost causing the heat load difference to be a wash.

[longassname]

I don't think Tom was considering or mentioning that line of thought at all. He's not talking about driving in 3rd versus 4th. He's talking about it staying in 1st and 2nd longer and not having to floor the car to get it to downshift into 1st.

I think we can all aggree that you should be able to/should want to be able to/it's reasonable to want to be able to drive your car in 4th gear without worrying about your transmission failing.

That's what the modification to the line pressure maps for 3rd and 4th gear in the ECUtune performance TCU is all about. The ECUtune performance TCU gives you just about the maximum available line pressure during light cruise so you can drive your car in either 3rd or 4th gear without fear.



OK, you (sort of) tried to hide this:

"as well as using the lower gears better"

Does the debate of the benefit of driving in lower gears live on? Or was there eventually a consensus on this subject? I have heard and read varying opinions recently.

I've read some people claim that running higher RPMs causes the oil pump to pump harder which causes flow and/or pressure to increase and then I read some others claim that flow and pressure is independent of RPMs.

I've read something about torque multipliers when in the higher gears and that this is bad but I didn't fully understand why. Perhaps related to this was a claim that running low RPMs in a higher gear results in more torque being generated which stresses bearings and other parts and causes them to overheat.

And then there was a discussion about heat generation where some people claimed more heat was created in the higher gears where others said that the system is less efficient at lower RPMs so more power would be lost causing the heat load difference to be a wash.

[longassname]

The change to the 3rd and 4th gear line pressure maps I made in the ECUtune performance TCU will tighten up the previously sloppy around town 2 to 3 shift of a stock SVX but the main goal and effect of the changes to the pressure maps is to prevent transmisison failure.

The TCU is already making close to maximum available line pressure available at full throttle. If you want to make your full throttle shifts snappy by far the most effical modification to make is to rework the valve body to increase the maximum attainable pressure.

[svxfiles]

OK, you (sort of) tried to hide this:

"as well as using the lower gears better"



I have the TCU in my almost stock 93, Christine.
Not ECUTunes new version, the first one.

The best thing about it to me is that it keeps Christine in first and second longer, so that She "winds out" more.

One of the things stock SVXi do is to "short shift"!:mad:
Ten feet into an intersection, and its shifting into second!:confused:
The TCU allows it to shift later, so the engine/transmission makes better use of the available power.:)

[1986nate]

I have the TCU in my almost stock 93, Christine.
Not ECUTunes new version, the first one.

The best thing about it to me is that it keeps Christine in first and second longer, so that She "winds out" more.

One of the things stock SVXi do is to "short shift"!:mad:
Ten feet into an intersection, and its shifting into second!:confused:
The TCU allows it to shift later, so the engine/transmission makes better use of the available power.:)

I have driven Christine. I like her a lot:p

It holds 1st much longer-normal to what most other cars do, and also downshifts back into 1st at higher speeds when breaking instead of basically having to be at a dead stop for it to finally shift all they way back down to 1st.

This improvement is a great addition and would consider it very worthwhile.:)

[Sean486]

Yes the upgrade chips are available on the website: http://www.ecutune.com/tcu.htm

Oh okay -I get it, I just need to buy the chip. Thanks

[svxfiles]

Oh okay -I get it, I just need to buy the chip. Thanks

Sean, you already have the upgraded TCU?

[Sean486]

Sean, you already have the upgraded TCU?

Yes :D:D, I'll probably be getting the upgrade too as soon as I have some extra money. However I am not looking forward to taking the TCU out yet again.

[Huskymaniac]

Yes :D:D, I'll probably be getting the upgrade too as soon as I have some extra money. However I am not looking forward to taking the TCU out yet again.

How difficult is it to take it out?

[svxfiles]

How difficult is it to take it out?

If you are 4' tall and weigh 75#s, like hanging upside down, its a piece of cake.:D
:rolleyes:
Actually with a 10mm ratcheting box wrench, a light stapled to your forehead, its ok.

[Huskymaniac]

If you are 4' tall and weigh 75#s, like hanging upside down, its a piece of cake.:D
:rolleyes:
Actually with a 10mm ratcheting box wrench, a light stapled to your forehead, its ok.

I have one of those nerd lights that slips onto your head like a poker cap. I also have the ratcheting box wrench. After I get the master switch installed in my driver's door and the reading light installed in the Tribeca, this will be my next project.

Mike,

Do you have a 1996 TCU to modify or would you need one to work with?

[1986nate]

Mike, have you ever looked at a 97 TCU?
I drove a 97 for the first time and although I didn't notice if the 1-2 shift was different, the car definitely held 3rd gear a lot longer than what they do on stock earlier models under light to no throttle. The 97 would hold it above 35mph whereas all of my others shift into 4th at around 27-30 mph under the same amount of throttle.

(and yes, i did post something similar in a different thread but I thought it would apply here as well.)

-Nate

[svxfiles]

I have one of those nerd lights that slips onto your head like a poker cap. I also have the ratcheting box wrench. After I get the master switch installed in my driver's door and the reading light installed in the Tribeca, this will be my next project.

Mike,

Do you have a 1996 TCU to modify or would you need one to work with?

Remove all five screws before you try to remove the panel.;)

[longassname]

I have not. There are apparantly 2 different 97 TCUs. I have one of them but I have not downloaded the firmware off it as it's pinout is different enough I can't throw it in my car to communicate with it and I haven't had time to make up a harness to do it on the bench.



Mike, have you ever looked at a 97 TCU?
I drove a 97 for the first time and although I didn't notice if the 1-2 shift was different, the car definitely held 3rd gear a lot longer than what they do on stock earlier models under light to no throttle. The 97 would hold it above 35mph whereas all of my others shift into 4th at around 27-30 mph under the same amount of throttle.

(and yes, i did post something similar in a different thread but I thought it would apply here as well.)

-Nate

[longassname]

I leave the top two nuts just started on and tighten the bottom nut by hand so I can take mine out and put it in without tools. It's not like it's going anywhere. It's a lot easier to get in and out when you don't have to mess with the top nuts.


If you are 4' tall and weigh 75#s, like hanging upside down, its a piece of cake.:D
:rolleyes:
Actually with a 10mm ratcheting box wrench, a light stapled to your forehead, its ok.

[svxfiles]

There has been some confusion about LAN's TCU and valve body upgrades so I donned a lab coat and have tried to explain it as clearly as I can.
http://www.youtube.com/watch?v=Ac7G7xOG2Ag&feature=related
You are welcome.:)

[oab_au]

There has been some confusion about LAN's TCU and valve body upgrades so I donned a lab coat and have tried to explain it as clearly as I can.
http://www.youtube.com/watch?v=Ac7G7xOG2Ag&feature=related
You are welcome.:)

Oh come on Tom,:D
Every one knows thats not you.:rolleyes:








Thats Trevor.
Harvey.

[svxfiles]

Oh come on Tom,:D
Every one knows thats not you.:rolleyes:







Harvey.

TEE,HEE,HEE,HEE,HEE, snort!:D:D

[newsvx]

Tom,
Where do I sign up for your NEXT class??:lol:

Harry

[svxfiles]

Tom,
Where do I sign up for your NEXT class??:lol:

Harry

The next class will be held in PA.
Third weekend of May.;)
It will be an exploritory of gas expansion in an uncontrolled manner.
Or, just outside the Manor in the ,,,,,
parking lot!:eek:
Some kids never change!
:p

[longassname]

LOL, good video. Not to take the video seriously....but I was just explaining it in an email so I figured I'd copy and paste the explanation over here. It's important. At this point the newest possible automatic transmisison that can be swapped into an SVX is 13 years old so it's bordering on rediculous to do these swaps already and only getting more so with each day. People should understand that SVX transmission failures can easily be prevented with a simple plug in that anyone can do, even without any mechanical ability.

On the SVX, the performance TCU firmware now includes modified line pressure control maps for 3rd and 4th gear. There are individual line pressure control maps for each gear but in the stock programming Subaru used the same map for all 4 gears. It works fine for 1st and 2nd which use much, much larger clutch packs than 3rd and 4th but the line pressure is marginal to not good enough to hold the little high clutch under light cruise. This results in the transmission equivalent of driving with your brakes on, continuously wearing the high clutch and brake band and making huge amounts of heat. The stock programming results in about 65 lbs of line pressure at light cruise; I change it to close to the max pressure resulting in about 150 lbs of line pressure. This change is the fix for the transmission failures that plague all SVXs; for this reason, a performance TCU is a necessity for any SVX.

[Huskymaniac]

I posted a hypothesis in the tranny failure poll thread but figured I would re-post it here since it is relevant:

Mike's new TCU code keeps the line pressure high at low throttle with the belief that this will help avoid tranny failures. Clearly, the modifications/upgrades made by Subaru between 1992 and 1995 reduced the failure rate. These Subaru modifications were to address the known flaws with ATF flow and clutch material.

I think, together, the original TCU programming and original tranny flaws were a really bad combination. When someone is stopped or cruising at light throttle, the line pressure is low due to the original TCU programming, as Mike has pointed out. If one then stomps on the gas, the engine soon delivers a ton of torque to the tranny. If that torque arrives before the line pressure rises in response to the TCU asking for more line pressure, the weak clutch material, high torque and low line pressure would result in a slip which would damage the tranny. If done many times, the tranny starts slipping worse and worse and the ATF heats up more and more and you have a downward spiral.

The poor ATF flow may be one reason why the line pressure would rise slowly when the TCU signals for higher pressure. This could be the main cause of or, at least, add to the delay. Just a theory. But, if true, Mike's TCU changes plus his valve body modifications would both be a big help in addition to what Subaru already did in the later models. Unfortunately, there still isn't a TCU upgrade for those of us with 1996 or 1997 models. I still plan to order one from Mike but if anyone with an OBD2 model year is also interested, perhaps we could order the upgrade at the same time to split Mike's development cost.

[longassname]

Subaru really just played around with the high clutch hub trying to improve the cooling of the high clutch. There were several different versions and I see them all with no discernable difference in failure rate. If your poll is showing less transmission failures in later model SVXs I would strongly suspect that is soley do to there being less later model SVXs.

The really early SVX transmissions had a different high clutch drum and smaller reverse frictions. In those transmissions I do see a higher incidence of reverse clutch failure on top of a failed high clutch. This is clearly caused by the failed high clutch though so I wouldn't even worry about having one of those transmissions.

[James Scott]

So... Since I apparently have a swapped (used, but apparently rebuilt) '92 AT in my '95 SVX AWD L Blue.. . I am looking forward to a sooner failure, than average.. for SVXers.. RiGhT.. ?? :confused:

Thanks :cool:

P.S. Hopefully, the Ecutune TCU (waiting for installation).. will help prevent its early demise! :barf:

[James Scott]

I like the way my SVX drives now with the TCU MOD and 1av1 upgrade.

However.. . .

Am I getting even more senile than I was aware? .. It seems there are 4 shifts now.. :confused: (5 spd AT) .. compared to the previously noted 3 shifts (between 4 gears).. .

Please HeLp! .. . :eek:

Thanks.. :cool:

P.S. WhAtAmOd! :WTF:

P.P.S. Overdrive.. ??

[NeedForSpeed]

I like the way my SVX drives now with the TCU MOD and 1av1 upgrade.

However.. . .

Am I getting even more senile than I was aware? .. It seems there are 4 shifts now.. :confused: (5 spd AT) .. compared to the previously noted 3 shifts (between 4 gears).. .

Please HeLp! .. . :eek:

Thanks.. :cool:

P.S. WhAtAmOd! :WTF:

P.P.S. Overdrive.. ??

Well, the car shifts to 2nd, 3rd, 4th, then TC lock :)
You could count that as four shifts :cool:

[James Scott]

Wat is TC Lock? :confused: Like OD? :confused:

Wish I understood.. Hmmm? :WTF:

[NeedForSpeed]

Wat is TC Lock? :confused: Like OD? :confused:

Wish I understood.. Hmmm? :WTF:

Jim,

The transmission is a 4EAT, four speed electronic automatic transmission. The gear ratios are 2.785, 1.545, 1.0, 0.694. Fourth gear, less than 1.0, is an "overdrive" gear. It could be said that the SVX has a three speed with an overdrive 4th gear.

You also have a locking 'TC' torque converter. The Subaru 4EAT is programmed to lock the torque converter in fourth gear. When the torque converter locks, the rpm will drop about 200 rpm. You can feel the lock, and you can see the rpm drop on the tach. It feels like a shift :)

[James Scott]

The transmission is a 4EAT, four speed electronic automatic transmission. The gear ratios are 2.785, 1.545, 1.0, 0.694. Fourth gear, less than 1.0, is an "overdrive" gear. It could be said that the SVX has a three speed with an overdrive 4th gear.

You also have a locking 'TC' torque converter. The Subaru 4EAT is programmed to lock the torque converter in fourth gear. When the torque converter locks, the rpm will drop about 200 rpm. You can feel the lock, and you can see the rpm drop on the tach. It feels like a shift


Sure enuf! That's IT! .. Thanks. :rolleyes:

By the way.. You mentioned "electronic" 4EAT.. I've been trying to adjust the Inhibitor Switch and shift linkage.. Never cud make it work right since used/rebuilt AT installed.. Just ordered Inhibitor Switch cuz it dint have continuity in N, D and sorta not in 1st! :eek:

Is this AT controlled (shift, or lock into gear) by the electrical inhibitor switch info... or does the inhibitor switch just (1) allow start in N [mine doesn't now] and P .. and (2) switches gear position indicator lights on dash mainly? :confused:

Isn't the shift a mechanically controlled event, without intervention from the inhibitor switch?

Thanks for your thorough explanation.. :D

[longassname]

I have several front wheel drive TCUs in stock and socketed. If I sit down and make the performance fwd tcu firmware are there a couple people who immediately want fwd TCUs?

[Huskymaniac]

The 96 TCU I did was labled MQ and is under the steering column. It uses the same processor as the obd1 cars and I have done the ECUtune performance mods to it, given the firmware to Phil, and posted the code for the ECUtune mods to Phil's gearshift map thread.

The TCU I have as a 97 is the same as your MY. So I guess there is a break somewhere in 96. The MY uses a different processor and does not have an external memory socket.

Mike,

I got a little mixed up in ECU/TCU land. I know you don't have an OBD2 ECU available but it sounds like a 1996 TCU may still be upgraded IF it is labeled MQ versus MY. Is that correct? If so, do you have any idea if an MY TCU can be replaced by an MQ in a 1996? After reading lots of threads on ECUs and TCUs I got the impression that all bets are off for any ECU/TCU mods in an OBD2 car but, after re-reading this thread, I am starting to think that may not be the case. And I found another thread from last November where you said that you found the solenoid A memory locations for the 1996 TCU. I need to look at my car to see what the code is on the TCU and, hopefully it will be MQ.

[longassname]

Correct, I can and have done MQ TCUs. I do not know if you can replace an MY with an MQ. I've been told the cars with MY TCUs have more wires in the plugs but only by one source with no independent verification. I do know the MY TCU is much smaller and mounts differently so even if were electrically interchangeable it probably wouldn't be easy to do.

So to make it very clear: If you have a 96 with an MQ TCU I can do it.

[Huskymaniac]

Correct, I can and have done MQ TCUs. I do not know if you can replace an MY with an MQ. I've been told the cars with MY TCUs have more wires in the plugs but only by one source with no independent verification. I do know the MY TCU is much smaller and mounts differently so even if were electrically interchangeable it probably wouldn't be easy to do.

So to make it very clear: If you have a 96 with an MQ TCU I can do it.

After my kids are done breaking boards at a demo, I will look for my TCU.

I recall at one point you had captured oscilloscope waveforms of the solenoid A signals. Can you post them again or point me to the original posting. I couldn't find it and I am interested in clarifying my understanding of how it all works.

If I recall correctly, opening up the valve body and the TCU upgrade speed up the shifts, in addition to increasing the hold pressure at low throttle. How/Why does that work? Neither upgrade changes the timing of the signals to the transmission, or do they? In my mind I envision a signal that throttles back the engine followed closely by a signal that decreases the clutch pressure followed closely by the signal to change the gear. Then, after some set period of time the clutch is reapplied followed closely by the engine being throttled back up again in accordance with whatever the TPS reading is. If the timing/duration of these events are set, how does the shift speed up? Is the start of the gear change and the throttling back up of the engine done after specific durations of time or is there feedback of the line pressure that is used to trigger those events? If that were the case, I could see how, for example, better flow through the valve body would help since the line pressure should ramp up and down more quickly.

[longassname]

Nope,

I do have o-scope readings of the solenoid a signals and they probably are on my webserver somewhere because that's how I made them available to someone who needed them for diagnostic purposes but I am not posting them for discussion.

There are a couple forum members who have bitterly disputed the control of solenoid A for years and have become so committed to their fight that they hold grudges against anyone who posts anything contrary to what they have said and launch prolonged campaigns of revenge. I don't want to be part of that or see it brought up again.

[Huskymaniac]

Nope,

I do have o-scope readings of the solenoid a signals and they probably are on my webserver somewhere because that's how I made them available to someone who needed them for diagnostic purposes but I am not posting them for discussion.

There are a couple forum members who have bitterly disputed the control of solenoid A for years and have become so committed to their fight that they hold grudges against anyone who posts anything contrary to what they have said and launch prolonged campaigns of revenge. I don't want to be part of that or see it brought up again.

Well, crap, I have an MY, not an MQ.

On the waveforms, can you PM me a link to them? I understand why you don't want to post them. And you comment on my question about why/how the shift time is improved with the valvebody and the TC upgrade? You can put that in a PM too if you don't want it to trigger a conversation here. Thanks. I never thought having a newer car would be such a frustration........

[Tapani]

Good morning,

Swithcing from the Q&A shift map thread - my suggestion for the 4.444 down shift thresholds are the scaled down stock vehicle speed values. That way the engine lands at app 4800 rpm max when down shifting, a bit less when shifting all the way down to first. Some might have a higher number in mind :-).

Please note, that the threasholds are much higher in POWER mode - maybe this feature could be utilized here too?

Kind regards,

Tapani

[Sean486]

Michael, give me a few more details of what you would like tested. What I did before was floor it to see the shift points, then floored it a few more times when it was in 4rth gear.

Do you want me to floor it while driving at different speeds to see the down shift, is that the idea?

[longassname]

Hey Sean,

Don't worry about it for now. I started to work on it this morning and looking at the shift maps I see the US downshift maps do have a speed threshold above which they won't downshift. The absence of the threshold in Phil's plots was just an error in the plots or in the function he wrote to generate the plot data. Looking at the 3 to 2 downshift map changing the threshold by the change in gear ratio will adjust the threshold to only downshift at speeds that will result in an rpm of 4800 or less after the shift (not counting any flare during the shift or differential in the torque converter). That sounds reasonable to me.

If you want to test the value I'd be using for the 3 to 2 downshift threshold take your car up to 50 to 51 mph in 3rd and floor it to make it downshift into 2nd. This would be the highest speed flooring it would result in a downshift after the threshold is adjusted.

[longassname]

Ok, to illustrate the difference in the downshift maps when editing the speed threshold above which downshifts won't occur I did before and after graphs. The 2 to 1 shift is the ECUtune map and didn't require any alteration. Speed is in kmh. 127 is 100% throttle. The changes are onlly to the values at and above 88% throttle.

http://www.ecutune.com/posts/downshift354.gif
http://www.ecutune.com/posts/downshift444.gif

[Tapani]

The thresholds look good to me ! Will you do these changes in all maps or just DRIVE?

Tapani

PS With the ECUtune valve body there's NO flaring - the improvement in both high load upshifts and downshifts is awesome. I have to check my brake band adjustment, I still get a "braking effect" whith closed throttle up shift 2-3 when the tranny is cold. Going down hill, I mean. The high clutch applies before the brake band fully releases? The valve body swap had no effect in this.

[longassname]

I manually made the changes to the Drive maps for comparison's sake. Now I'm adding functionality to the ECUtuner software to make the changes to the TCU firmware. I've already received feedback from 4.44 driver's that they do not believe they will want their entire shift maps scaled by the gear ratio like Phil did for Ron; they want to stay in gear longer so it looks like my idea to modify only the thresholds will be the winner. I'm going to write routines to do both. Yesterday I got as far as writing and debugging the code for defining and looking up the shift maps based on the # of modes and the address of the pointer to the first shift map. Today looks busy but hopefully tomorrow I will be able to get back at it and write the functions to make the changes to the shift maps.

http://www.ecutune.com/posts/shiftMapTab.gif

[Sean486]

So we will need get the ecutuner plus cable for this change?

[longassname]

Nope, I'm going to use the ECUtuner software to make the changes to the TCU firmware I will then send you a ROM with the new firmware to install into your already socketed TCU. You will remove the old ROM from the socket and install the new ROM.

So we will need get the ecutuner plus cable for this change?

[Sean486]

Nope, I'm going to use the ECUtuner software to make the changes to the TCU firmware I will then send you a ROM with the new firmware to install into your already socketed TCU. You will remove the old ROM from the socket and install the new ROM.

Awesome, thanks.

[longassname]

I've made a revision to the solenoid a maps. Completely flatlining the 3rd and 4th gear solenoid a maps at max pressure had prevented engine braking if the shift lever was put into 3. While everyone was willing to give up engine braking for the benefit of beefening up the torque carrying capacity of the high clutch it wasn't necessary. I've now modified the maps to have low line pressure below 5% throttle so that engine braking is uneffected and jump to max line pressure as soon as the throttle is pressed. This change has now been tested and proven a winner all around. Here's the new map used for 3rd and 4th.

http://www.ecutune.com/posts/ECUtuneRevised3rd&4thDutyCo.gif

[Tapani]

Great !

Tapani

[Huskymaniac]

I've made a revision to the solenoid a maps. Completely flatlining the 3rd and 4th gear solenoid a maps at max pressure had prevented engine braking if the shift lever was put into 3. While everyone was willing to give up engine braking for the benefit of beefening up the torque carrying capacity of the high clutch it wasn't necessary. I've now modified the maps to have low line pressure below 5% throttle so that engine braking is uneffected and jump to max line pressure as soon as the throttle is pressed. This change has now been tested and proven a winner all around. Here's the new map used for 3rd and 4th.

http://www.ecutune.com/posts/ECUtuneRevised3rd&4thDutyCo.gif

Can you give a simple answer as to why high line pressure prohibits engine braking. I am still trying to learn how these trannys tick. I would think high line pressure would be important during engine braking and especially if someone manually shifts down from D to 3 to avoid slipping.

[longassname]

I still haven't had a chance to write the routines for the ECUtuner software to quickly modify all the shift maps for any gear ratio but I did manually edit the downshift maps for the stick in D for the 4.44 firmware.

[johnboy615]

I'm having my TCU upgrade and stage 1Av1 fitted tomorrow. Can anyone tell me whether I should still drive in 3 round town or can I use D as nature and Subaru intended?

[92 SVX]

I'm having my TCU upgrade and stage 1Av1 fitted tomorrow. Can anyone tell me whether I should still drive in 3 round town or can I use D as nature and Subaru intended?

your still going to be better off using 3. In d no engine braking occurs and it still shifts into 4th at too low of speed. However with the increased line pressure that the ecutune gives you should not have lots of clutch slipping like the stock does so it shouldnt kill the trans.

[johnboy615]

Thanks for the reply. 3 it shall be.

[longassname]

What did luther campbell say? Throw that d? Put it in D and enjoy. If you drive around in 3 you will have engine braking. You don't want engine braking driving around town unless you really enjoy buying gasoline. You want your car to coast when you let off the gas pedal. When you do want engine braking you can just pull the selector lever back into 3.

[longassname]

Also, just so it is clear to anyone else who may read this, driving with the select lever in 3 bypasses the ECUtune shift maps. Our TCUs are meant to be driven in D. You get the benefits of the line pressure maps and overheat prevention modifications in all the stick positions but you have to be in D to get the ECUtune shift maps.

[Sean486]

Also, just so it is clear to anyone else who may read this, driving with the select lever in 3 bypasses the ECUtune shift maps. Our TCUs are meant to be driven in D. You get the benefits of the line pressure maps and overheat prevention modifications in all the stick positions but you have to be in D to get the ECUtune shift maps.

Good to know, I never drive in 3, and had frequently wondered if I was hurting my trans everytime I read the recommendations to "always drive in 3 around town". I tried it but the feeling of the engine braking always made me change it back.

[svxfiles]

UPDATE;
I just got the ECUTune chip for the 4.44 trans installed in my Pearlie, and put more than 400 miles on it yesterday.
I ran it with the Subaru Select Moniter on it AND ran with a GPS to verify actual miles per hour as opposed to the speedometer reading and the reading of the SSM.
The most important differance is that now the #1 speedometer reading
(back of transmission)
now matches the #2 speedometer reading
(front of transmission)
so that there will be less friction in the front to rear clutch pack!:D
Without the ECUTune TCM the #2 ran a higher MPH than the rear,
say 13 mph front wheels and 9 mph rear wheels.
Now that the car knows how fast it is really going the shifting is delayed as I requested, and I now have the benefit of the higher line pressures.:)
So, Mike, now I need the TCU replacement chip for the Claret, with the 4.44 ratio and because of the supercharged engine the higher shift rpms.
I think it was 7200 into second and 6500 into third and fourth.
I am putting a check into the mailbox as we speak.
Should I include a check for Nicks valve body as well?
Tom

[longassname]

Having the correct speed calculated from your vss1 actually corrects a bunch of things, like line pressure. An ECUtune TCU with the modifications to match 4.44 gearing is really a necessity for any SVX with a 4.44 transmission.

UPDATE;
[I just got the ECUTune chip for the 4.44 ......
The most important differance is that now the #1 speedometer reading
(back of transmission)
now matches the #2 speedometer reading
(front of transmission)
so that there will be less friction in the front to rear clutch pack!:D]

[svxfiles]

As hot as its been here (90°f+) I drove Christine around town lately
(because She has working AC)
Christine is the only SVX that I have on the road with the stock transmission.
It also has your TCU and the Stage 1Av1.
I really like the shifts in it, just so you know.
BTW Nick will be home on August First, after being in the desert for the past six months, and wants me to have his valve body installed by the time He gets home.
The check is in the mail.:cool:

[Huskymaniac]

Mike,

The link you provide on your website, and have included on your ebay auctions, doesn't show the line pressure drop below 5% TPS to enable engine braking:

http://www.ecutune.com/images/ECUtune3rd&4thDutyControl.gif

You might want to have those links point to your updated Solenoid A map.

Also, is there a reason why you never answered my question as to why dropping line pressure is needed to enable engine braking? I am curious as to how the engine stays strongly engaged to the axles if the line pressure driving the clutches and bands is so low.

Finally, I did a pin by pin comparison of the TCUs in the OBD2 cars and the TCUs in the OBD1 cars and they look to be nearly identical. There are only a few pins that are questionable or unaccounted for. One says that the OBD2 TCU recieves a MAF signal from the ECU. The OBD1 TCU has the exact same pin connecting to the exact same location on the OBD1 ECU but it is unidentified in the wiring diagrams and pinout I looked at. It is likely that the same exact MAF related signal is on that line. The other two pins/lines that are unaccounted for seem minor. One is tied to a sensor signal ground which is unwired on the OBD1 TCU. Maybe that line was added to the OBD2 TCUs to improve signal quality or eliminate a potential ground loop but it is obviously not needed by the OBD1 TCU and probably has a minor impact on signal quality for the OBD2 TCUs. The last pin/line goes from the TPS supply to the OBD2 TCUs. Again, this is unconnected in the OBD1 TCU. In this case I am assuming that the OBD2 TCU has some logic to verify power is being supplied to the TPS and/or to monitor the exact supply voltage. It probably serves to calibrate the TPS signal and the OBD1 TCUs don't appear to require this signal. In short, it looks like the OBD2 cars can take the OBD1 TCU as a replacement.

There are a few assumptions I made above so if anyone has tried an OBD1 TCU in an OBD2 car and found it to not work, please respond to this posting.

[icingdeath88]

Mike,

The link you provide on your website, and have included on your ebay auctions, doesn't show the line pressure drop below 5% TPS to enable engine braking:

http://www.ecutune.com/images/ECUtune3rd&4thDutyControl.gif

You might want to have those links point to your updated Solenoid A map.

Also, is there a reason why you never answered my question as to why dropping line pressure is needed to enable engine braking? I am curious as to how the engine stays strongly engaged to the axles if the line pressure driving the clutches and bands is so low.

Finally, I did a pin by pin comparison of the TCUs in the OBD2 cars and the TCUs in the OBD1 cars and they look to be nearly identical. There are only a few pins that are questionable or unaccounted for. One says that the OBD2 TCU recieves a MAF signal from the ECU. The OBD1 TCU has the exact same pin connecting to the exact same location on the OBD1 ECU but it is unidentified in the wiring diagrams and pinout I looked at. It is likely that the same exact MAF related signal is on that line. The other two pins/lines that are unaccounted for seem minor. One is tied to a sensor signal ground which is unwired on the OBD1 TCU. Maybe that line was added to the OBD2 TCUs to improve signal quality or eliminate a potential ground loop but it is obviously not needed by the OBD1 TCU and probably has a minor impact on signal quality for the OBD2 TCUs. The last pin/line goes from the TPS supply to the OBD2 TCUs. Again, this is unconnected in the OBD1 TCU. In this case I am assuming that the OBD2 TCU has some logic to verify power is being supplied to the TPS and/or to monitor the exact supply voltage. It probably serves to calibrate the TPS signal and the OBD1 TCUs don't appear to require this signal. In short, it looks like the OBD2 cars can take the OBD1 TCU as a replacement.

There are a few assumptions I made above so if anyone has tried an OBD1 TCU in an OBD2 car and found it to not work, please respond to this posting.

Are the plugs the same?

[Huskymaniac]

Are the plugs the same?

From what I can tell, yes. They are given different numbers on the wiring diagrams but, other than those two lines that aren't connected on the OBD1, it looks like the plugs and number of lines is the same.

[steveherman]

Thanks,

It has been suggested to me that everyone should have one of these TCUs and that I should do something to get the ball rolling and get them out there so that more people can find that out--specifically it was suggested I have a sale. I thought it was a good suggestion so it's on sale now. The TCUs are now on sale for $199 shipped for the first 10 purchasers.:)

How about doing another sale?

[Nomad]

I'm selling 2 of these for 75$ each! :)

[steveherman]

I'm selling 2 of these for 75$ each! :)


For a 4.44?

[Nomad]

one stock and one for a 3.90.

[longassname]

I'll buy them.

[longassname]

Performance FWD TCUs are available now. They are $350 and no core is required.

They have the same changes the performance all wheel drive TCUs have. As I have been doing for quite a while now I am publishing the changes so the information isn't lost should I get hit by a bus.

705503 BASECODE =94 US FWD SVX

MADE 12-26-2012


C025=E7:THRESHOLD TO TURN ON ATF TEMP WARNING LIGHT DECREASED TO 212F FROM F4
C026=DF:THRESHOLD TO TURN OFF ATF TEMP WARNING LIGHT DECREASED TO 203F FROM EE
C027=DF:THRESHOLD TO TURN OFF OVERHEAT MODE DECREASED TO 203F FROM E6
CO28=E7:THESHOLD TO TURN ON OVERHEAT MODE DECREASED TO 212F FROM E9
__________________________________________________ _________________________________________________

CEA2: NORMAL MODE IN D 1-2 (GEAR 1 UPSHIFT) SHIFT MAP FROM TCUMAPS.XLS
0F 00 80
1E 33 C0
3C 19 F0
53 00 F0
FF 00 FF

CEB4: NORMAL MODE IN D 2-3 (GEAR 2 UPSHIFT) SHIFT MAP FROM TCUMAPS.XLS
1E 00 80
3C 19 BC
5A 1B F0
95 00 F0
FF 00 FF

CEC3: NORMAL MODE IN D 2-1 (GEAR 2 DOWNSHIFT) SHIFT MAP FROM TCUMAPS.XLS (COPY OF POWER MODE MAP)
0F 00 80
0F 00 C0
2D 19 F0
FF 00 FF

CFAD: Power MODE IN D 1-2 (GEAR 1 UPSHIFT) SHIFT MAP FROM TCUMAPS.XLS
14 00 80
2B 16 B0
42 2C F0
53 00 F0
FF 00 FF

CFBF: Power MODE IN D 2-3 (GEAR 2 UPSHIFT) SHIFT MAP FROM TCUMAPS.XLS
28 00 80
51 0C AC
7E 18 F0
95 00 F0
FF 00 FF
__________________________________________________ __________________________________________________ ___

CA81-CA98: 3RD GEAR SOLENOID A MAP FROM SOLAMAPS.XLS
0F 00 1F40
2f 00 4a38
3f 00 4a38
7f 00 4a38
FF 00 4a38
ff 00 4a38


CA99-CAB0: 4TH GEAR SOLENOID A MAP FROM SOLAMAPS.XLS
0F 00 1F40
2f 00 4a38
3f 00 4a38
7f 00 4a38
FF 00 4a38
ff 00 4a38

[longassname]

Needforspeed,

Do you have any JDM TCUs to sell? I'd like to know the cash price if you do and how many. Also, I understand you are tinkering with transmissions, I have some hard to come by upgrade parts I would possibly trade if you wanted.


Jim,

The transmission is a 4EAT, four speed electronic automatic transmission. The gear ratios are 2.785, 1.545, 1.0, 0.694. Fourth gear, less than 1.0, is an "overdrive" gear. It could be said that the SVX has a three speed with an overdrive 4th gear.

You also have a locking 'TC' torque converter. The Subaru 4EAT is programmed to lock the torque converter in fourth gear. When the torque converter locks, the rpm will drop about 200 rpm. You can feel the lock, and you can see the rpm drop on the tach. It feels like a shift :)