I do have the DTT filter that they installed back in 2004. I see the DTT flash the unlock LED and the TC unlocks if I let up a hair it locks again. Will not know if I fixed my problem until I tow again, as that is the only time I had it unlock. This ground wire goes under the air filter box and across the firewall and is in a plastic loom. For the ground lead I cut it near the plug near the passengers battery and bought 5' of number 8 marine wire and spliced in all but about 7-8" of the 5' piece and again installed shrink tubing over the butt connectors. I bolted the extension to the existing lead, tape and then installed shrink tubing over it. I made up an extension about 12-14" long for the charge lead to reach the distribution panel. Well it took me most of the morning to complete the rewiring. ![]() The ONLY way to cure the noise problem is remove the source and it works quite well. We tried a filter, tin foil, move the wires, reset the APPS and it had limited effect. ![]() The PO had the trans rebuilt because of this issue and it just got worse with time. The crappy OE converters are their own worst enemies at times. A triple disk and mild shift kit should address that. A little more throttle or lockout OD and no issues. ![]() The only intermittent glitch is in very rare circumstances at low throttle, on a grade, certain engine load, acceleration, and in OD we get a pulsed unlock\lock that seems to be the PCM just not able to decide what it wants. Moving those 2 wires completely cured the lock\unlock problems. My son got ambitious tracing wires and actually removed the charge wire from the harness but you could just disconnect both ends and make sure they are out of any possible contact with the alternator and run the new one over the rad support and to its mounting point. We ran the ground cable back along the firewall and into the harness where it splits for ease. When you pull the passenger side battery ground cable out of the harness you should find the ground wire splits into 4 different pins on the ECM harness. The PCM may still have a fluctuation in the ground circuit for lockup but its so short the TC never unlocks. The triples take a lot longer to lock\unlock so the slight variations in signals to the lockup solenoid aren't as noticeable. If that doesn't completely cure it a triple disk TC usually does. Ground circuit is maybe not as critical but stray induced noise in the ground circuit will raise havoc at times also. Shielded wire on both circuits would be the optimal solution. ![]() Its worked better than anything else on at least 3 problematic trucks I know of. If you remove those 2 wires and reroute them seperately, one over the rad support and one on the firewall, it takes 90% of the noise potential away from the harness that runs the trans controls. With the possible fluctuations from the alternator charging in the charge wire, the battery ground wire running right thru or close to the alternator fields there is the potential for a lot of dirty signals thru the main harness. Both the battery ground wire and the alternator charge wire run in the same harness as all the wires that to and from the ECM\PCM. Look at the harness where the wires are bundled. Does it shift correctly without the APPS filter, but, the TC plays its game at a steady speed?ĭoes the TC only lock\unlock at steady throttle in the 35-50 mph range, or, does it do it at any steady speed like 65-70?
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