how I gained full control of an automatic transmission
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- Опубликовано: 29 мар 2024
- in this short rendition of a video I intended to post 2 years ago. you will learn the basics of how some transmissions use multiple shift solenoids to control what gear the transmission is in and how you can gain control of those solenoids. I use the 4R70W in a '95 F150, but this is applicable to many transmissions. you will need to look up a rebuild/repair manual for your specific transmission. that will have all the info to know if yours is compatible and how to wire up the shifter for each gear.
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accelerating from 1st to 4th: ruclips.net/user/shorts0Is1Pl9tHL0?si=n4Nowy6qXVRSeYHP
also, apologies for the audio. it turns out the DAC in my 3.5mm to usb cord is blowing out the signal from my microphone.
NOW We need that Brainwave reader controler Dolma scfihicky dodadd
Maybe you should try a real manual.
You would have so much more free time.
Because sure you got electric control- for now-
But you’re susceptible to any level of electrical failure.
Not to mention internal auto trans failures.
Solenoids.
More wires.
Bands and clutches.
Torque converter.
Sensors
ECT
My car has a mechanical connected manual
Aka everything works all the time. Period.
Keep on tinkering.
Just think about it.
This is huge old youtube energy. Beautiful
I second that. Absolutely beauuuutiful. 💚
hm is it because of the camera or the content or everything together..i can't figure it out
@@bitwise.a1 content, no music or stupid intros
I miss old youtube
Not gonna lie, this impresses me a fair bit more than an actual manual swap.
Especially given your profile picture.
@@abdul-kabiralegbe5660lol. That’s exactly what I thought when I read that 😂
Somebody mapped the circuits for a volvo transmission and did a 'tipitronic' type of build a long time ago. I wish I could find the OG post. This is in a whole other manufacturer and whole other system I understand, but that volvo build I saw and that being my first car, this might not be ideal but you can run your auto trans with much fun until you kill it and then time to swap finally because there is no other choice lol.
Will update if I find the mid-2000s volvo forum post on remapping solenoids.
As it should
@@tylerdoyon7525 Sounds great. Will be waiting hopefully.
I used to have a tool that you could hook up to an automatic transmission that did this. It had switches to turn on and off solenoids and knobs to control pulse width modulation on them. I forgot who made it but it had adaptors to work on almost any electronic controlled transmission. I use it a lot when I worked at a transmission shop for diagnosing strange issues. You hooked it up and then went for a drive flipping switches to shift gears and turning knobs to adjust line pressure and torque converter lockup modulation. I sold it to a friend years ago when I got out of the transmission business.
that's sick wonder what it was called
I was planning on building a DIY automatic transmission tester like the tool you described because I was dealing with a transmission that wouldn't work after being rebuilt _twice_. I ended up putting in a high mileage but working used transmission so it took away the need to build a tester. (Google Honda Prelude Automatic Transmission Problems.)
Yea try that on a DSG or CVT 😅
Sounds like a great tool!
The applications for this could be crazy ad paddle shift to any hotrod or use it in offroading for more control I love it
thanks! it certainly makes driving a little more fun
The fact that he specifically mentioned controlling the clutch force.. 🤔 I think the kid is onto something. Sequel!
Throwing up the right hand rule like an absolute G is such an OP engineer move
Long story short, I accidentally installed a 4 speed instead of a 3 speed in my old van. I had a series of ac light switches taped to the shifter to actuate each solenoid and torque converter lock up solenoid. It was a crazy manual-matic. Then I threw about 6 rods through the oil pan doing 70 in 2nd gear.😢
Who knew you could money shift a slush box?! 😂
🤣🤣🤣
😅
@@delet6629it's possible with a 3l30
omg thats fkn amazing!!! XD
DUDE I SWEAR I THOUGHT I COULD DO THIS YOU ARE A TRUE GEAR HEAD
haha thanks!
@@jankcitycustoms you're welcome
"Why would you even do this?"
*"Because I can."*
I made something similar 20 years ago for a Nissan transmission. It used the same two solenoid quadrature-like encoding, plus torque converter clutch. I made a paddle shifter through. It's super easy with a microcontroller.
“Super easy to make your Nissan paddle shift”
No.
This is a lie.
I was quite surprised that you didn't use a shifter intended for an arcade cabinet, those things feel super solid while being absolutely tortured.
I did something similar to this when I owned a Mercury Grand Marquis. I hated the shift logic on that transmission so much I wired in a switch panel to control it myself. Which is to say that I hated that it had shift logic at all, because I despise automatic transmissions, and I wanted it to shift on my terms. Your implementation is considerably cleaner than mine was.
Can shift sells paddle shift kits for the MGM and Crown vics / lincoln town cars now.
Something like this would be neat for a temporary downshift preventer, even though that may sound counter-intuitive at first. GM didn't seem to program their 4-speed transmissions exactly right when mated to a V6. So you'd be at highway speed and already getting into a good RPM range to make power. However if you're passing it would downshift out of the overdrive gear and put the engine at the rev limiter and have nothing useful left to work with. Those situations are annoying AF. Having some button to make it hold the overdrive and not downshift while passing would be useful. (It seems however they programmed the thing didn't account for the ratio jump on the last gear, as the shifts were fine in city driving with the first three gears. But the cars would feel gutless at times on the highway even though it wasn't the engine's fault. The engine torque curve rises very fast from 3200 to 3800 RPM, but was unusable in the final gear due to that programming.)
To be honest, I've encounter this problem on a lot of automatic transmissions. And your idea of a switch that disable automatic gear-shift is really neat.
Some cars will only downshift to the limiter if you push the pedal past the 100% throttle and feel a "click". It's a nice solution and I don't understand why more manufacturer don't make use of this.
Yup I had this happen often on my old Pontiac grand prix v6, it would downshift then struggle to accelerate. Always made me go wtf..thanks for the explanation. Makes sense now
That's really cool. I've got a manual for the time being, but if I ever get another auto it would be really cool to be able to downshift on command, or hold a lower gear longer.
thanks, it definitely makes driving the truck more fun. but nothing beats driving an actual manual.
Still incredible i have always wanted more control over my automatic i wanna try this@@jankcitycustoms
for most autos, downshifting is the easy part, just move your gear selector down one. You need to in order to engine brake. The hard one is convincing the transmission to upshift when it doesn't want to, generally it wants you to get a higher rpm in the next gear first.
My wife's Mazda 3 has the manual shift thing but it's an automatic. Sometimes I use it so the drive is not as boring, but then I forget I put it in manual mode and forget to shift. Haha, without the clutch it doesn't register in my mind that I have to shift unless I'm really thinking about it
Now this is the mad scientist content I'm on RUclips for!
As a guy who wanted to convert his automatic years ago but didn't know enough, this is an amazing video! Thank you!
This is supper cool! Essentially what modern paddle shifters / +- bumps on an auto shifter do. But they go thru the ECU to request shift and reject "bad" shifts. Man took direct control of the solenoids... Youre the only guy with the capability to money shift an auto 😂😂
A servo tester might work for your line pressure. Sends a pwm signal that's adjustable with a built in potentiometer. This build was so freaking awesome! Makes me want to turn my 3rd Gen 4Runner into a test vehicle for all these type of ideas. So cool. Very inspiring. Just thought of another idea. Could you use an arduino of sorts to write code that would change the shift pattern. Kinda like a multi mode switch example : Eco /sport and towing. Each mode could have different shift rpm's and or line pressure based on what you need.
that's a good idea, it would be a really fun project. but also wildly time consuming to program and test different speed/rpm/throttle dependent shift tables. I'll have to circle back around to it once I get through my current list of projects.
@@jankcitycustoms yeah it would have to be a labor of love for sure lol . I can't wait to retire my 4Runner as my daily driver so I can start tinkering with it. I think I want to hyper mile it. It's only the 4 cylinder model but I think I can squeeze some good mileage out of it with some drastic changes to aero and engine tuning.
As long as you dont live in the rust belt it will go forever 😂@@dustinwilson492
Now I can't wait for a manually controlled CVT. The control mechanism could just be a potentiometer but I'm not sure how you'd control the actual pulleys. There's always Arduino, which incidentally could be your solution to a PWM controller. Using the pwm output coupled with solid state relays should do it.
That would massively depend on the CVT you're playing with. Many don't do anything this simple.
@@Hawk7886 I'm aware a lot of them have a clutch for moving from a dead stop but what other things are commanded of a CVT other than the clutch and the pulley ratio? You'd need a micro controller capable of sending CAN messages to the transmission like a Teensy in order to translate the potentiometer input into commands over the CAN network that the TCU can read but I think it could theoretically be done, assuming the clutch and other things are also controlled with the micro controller.
@@GoldenGrenadier Okay....but....like....fuckin why?!?!?! Like, you do realize the point of a CVT right? Is it just that you have one and you dont like it? Because...i mean...that is 100% fair. My parents had a subaru legacy and getting used to that thing was hell. It took all the fun out of driving. Its like the peddle made a request for a certain amount of acceleration within the current capabilities for the state of the power train and road surface conditions (as far as the vehicle could detect, so basically based on the traction envelope), and then the vehicle decided what was the most efficient engine RPM and gear ratio ramp to meet that request. It fucking sucked. Luckily I had a 2000 malibu at the time, and while an older beater, it was analog enough to still actually feel like you were driving something, instead of being driven......
But back to the point, why abuse a CVT like that?!? Just interface with the ECU and change the power curves. Dont hack the control signals.....Youll never get it right such that it doesnt end up eating itself. And at that point, might as well just swap it for a less .... computery .... transmission and sell the CVT to some twat that burned theirs out already....probably by trying to control it with an arduino...
TLDR - if you want gears, get gears. Dont hobble CVTs to act like gears just to kill them faster.
@@TankR I definitely wouldn't use it to make a CVT fake shift. Manufacturers already program them to do that, LMAO, and it does indeed kill them faster. I don't and wouldn't ever own a CVT if I could help it. I just think it's a fun idea. I'm sure no CVT in production could handle the sudden torque loads brought on it by having the throttle be controlled independent of pulley ratio. I wonder if you could even engine brake effectively with one without it slipping.
Another advantage of that solenoid pattern is there's only one solenoid that needs to change to shift by one gear. Known as a gray code, this avoids a race condition.
What's a race condition?
@@Skunkhunt_42according to google, it happens when a two programs attempts to access the same resource.
@Skunkhunt_42 vtec just kicked in yo
@@Skunkhunt_42 I'm not sure, but I think it avoids moments where if it had to turn off one solenoid and turn on another solenoid at the same time, there would be a short time where either both were on or neither were on, both of those conditions being unwanted.
Very interesting and suprisingly simple! I have never seen this before, love the creativity!
Very, very, very, interesting. I can't say much more other than, very, interesting. I remember hacking the old 1980's GM ECM's to get the TCC to lockup in gears other than 4. I took a different direction than you did, where I cared more about the computer's PWM. I like how you thought of the mechanical switches to get the transmission to work the way you wanted.
that's pretty cool. when I first made it I would lock the TCC when cruzing in 2nd and 3rd. but the increase in MPG was barely noticeable, so I only lock it on the highway now.
I did that with a '99 RAM...sheared the overdrive unit XD
@@jankcitycustoms with your manual controller you could lock the converter even in first, letting you haul heavier loads than usual
This is the best visualisation and use of logic in an actual circuit that I've seen. I never could quite get how logic gate turns into a processor but this explains it perfectly. Thank you!
Good stuff. Years ago, I had the thought of doing this to a Mustang trans installed in a first gen Explorer, cuz the old Explorer transmissions were pretty much junk. I brought it up in the Explorer forum. Not many people were interested, so it died there. Glad to see someone decided to take direct control over their auto trans.
My father told me stories about wiring jeep solenoids to slow crawl with automatic transmissions, allowing them to switch gears and keep the gears locked.
I always wanted to do exactly this but with a rotary dial, didn't think to use diodes to insulate the different selections, great idea!
I've been driving my 63 Rambler with AMC/Jeep 4.0L and AW4 transmission like this for 20 years now. I had an issue with the original trans controller a few months after installing back in 2003. Couldn't figure out the issue (still haven't completely, but I think it's the speed sensor... though changing it doesn't help and the magnets are on the rotor...). So I wired three toggle switches. It shifts similar to your Ford, but the solenoid sequence is different -- both off is actually 4th, both on first, one on/one off second and third. I used this initially for testing, but drove the car like that for about a year. Easy to get 2/3 shifts (and up/down to 2 or 3) wrong! So I used a rotary switch with diodes. It's a simple twist of the dial to change gears. I burned one up, but it lasted about 12 years, and three years was daily driving back and forth to work -- until I retired from the USAF. If I do it again I'll wire it like a five speed -- 1, 2, 3, 3+lock-up, 4+lock-up. I usually leave the lock-up switch on, but with the AW4 there is a "jerk" when shifting between 3nd and 3rd with the lock-up engaged. I can mitigate this by letting off the gas when shifting. That's fine when I'm driving, not so much if someone else does. If I take it to an alignment shop or for some reason someone else is driving I just turn the lock-up off and tell them to leave it off unless going for a long distance on the highway. Wired like a five speed (I'm using a 6 position rotary switch -- couldn't find a four) eliminates letting off the gas or using the lock-up switch. It could just as easily be wired with just the 5th position locking the converter, but if driving say 45-50 for a long distance 4th isn't needed, but lock-up is nice to have. No manipulating the lock-up switch though!
That's neat that you put it in a Harney & Sons Paris tea tin. That's one of my favorite teas.
>Moonman
Vased
This is a really cool project that seems small but probably took a decent amount of planning and research
Servo controller board from hobbyking or wherever for pwm modulation, unless you're trying to do it manually. Look for one with a pot already on it.
If you continue the jank journey, if the ECU just uses the normal servo PWM, a servo tester would probably be a good PWM source, they are cheap and they works. Maybe extend the potentiometer wire from it.
Video of the year nominee in my book.
I made one a few years back, used an Arduino UNO microcontroller with opto isolators to mosfets. All fit on a breadboard stacked onto the Arduino. It had programmable shift points and lock up. It could also work in manual paddle shifter mode. The shift points naturally requires engine rpm fed into it. An Arduino can be prgrammed to output the PWM as well. You need to isolate the inputs/outputs because the Ardiono run at 5v and have very limited current capacity. They are cheap (about $20) and you have to write the code but makes a really nice adjustable system. Also handy for diagnosing transmission issues.
The transmissions with the onboard tcms can be tricky to avoid turning on the check engine light. If they have feed back into the tcm you have to handle that as well.
This is actually fascinating, What an interesting setup
Great example to teach mechanics logic digital control and the fundamentals of a logic truth table.
This is rad! I've always wanted a clutchless manual transmission like i'm playing an arcade game and this is the closest thing i've seen. I settled for a floor shifter kit for my turbo 400 in the ol c20
I will say about the on/off: an attack/decay thing, from the audio world, could modulate a generated pwm signal, with a led coming on when it's done doing its thing to indicate it's fine to switch. might be an improvement worth considering. adsr might be something to look up electronics for, or slew limiters.
Very impressive concept and project.👍
Awesome, jankiness!! Love this, excellent research!!!
I hate the Ford AOD with its sensitive computer, which will trigger limp mode for having the wrong brake lamp signal (LED's) from what I gather. I thought about bypassing that pile of mess with this kind of idea but if it turns out to be a bad shift solenoid then its just best to get a manual transmission. Loved this video of course.
Nice job! I did something similar in my old truck it was a 95 ram 3500. I had manual lockup control so it was pretty awesome.
Your good, I have had such thoughts before, thank god for youtube and people like you who do what we won't.
I have some scissor lift joy sticks and was trying to think of a cool project to use them on, I think I know now.
Great information! Subscribed now!
Makes total sense, 2nd gear is usually default limp mode so it's failure "engaged". sounds obvious but that just clicked for me.
LETS GO!! I HAD THOUGHT OF A CONCEPT LIKE THIS, AND U MADE IT REAL!
ive wanted to do this exact thing with a falcon btr and an arcade racing machine shifter, even got a drafted idea of a custom shifter with switches!!! on the list of one these days!!!
Beautiful. Great job. Thank you
999 subscribers? Here's another. Keep up the good work ✌🏼
I was wondering about pressure modulation when you mentioned it early on. The Jeep AW4 uses a TV cable, but other versions of the trans, like the Toyota A340, use a modulating solenoid in place of the cable. All you really need is a potentiometer tied to the throttle. So it would be low pressure at idle, but increase pressure as you accelerate. Something like a TPS (throttle position sensor) would work nicely. Just need to know the voltage or resistance range required. With a standard potentiometer the rate can be controlled by arm length, with a rod extending form somewhere on the throttle to the potentiometer. A micro controller will work, but the simpler the better!
Just explanation I have ever heard
Thank you
wow this is very impressive! keep putting out content like this!
This is crazy bro wtf. Good work! Def subbed.
That is so cool and I'm glad someone finally made it happen
Excellent video
This is actually good work.
Now imagine you get this setup with a microcontroller and proper paddle shifter. I could see this being handy for towing too, having control over the transmission while able to also check things like temperature.
That's super cool! Subscribed.
Yes ive been wanting to know how to do this forever. thank you. now i know it can be done and i will.
An electronics firm i worked for early 90s in Sth OZ made a similar unit using a rotary switch , for testing ford falcon electronic trans it was like having a shift kit good fun.
Subbed. Your a genius. Cant wait for an update.
Good hack. I can see you figured the solenoid truth table.
I’d like to see this done for a Chevy either a 700r4 or a 4l60 both are pretty notorious for frying harnesses
This is freaking awesome!!!
Cool. More driving video please!
ruclips.net/user/shorts0Is1Pl9tHL0?si=n4Nowy6qXVRSeYHP
A way for you to control the Shift solenoid pressure,
As you stated a potentiometer obviously, you can just use that with a stepper motor driver, and thats a way to control it.
I did this with a stepper motor through the analog inputs on an Arduino, then enble from the Arduino
If your not confident on your coding, there are plenty of scources out there!
I do believe this would be the best way tho that I can think of
This is amazing, I love it.
Great work
You could hook up the potentiometer for the pressure to the gaspedal or better throttle body.
Alright that's a very good way of going about things. But i gotta wonder. Will the transmission suffer from going in 4th gear down to 2nd?, because the shifts are basically a T with 2 in the middle. 3rd to 2nd to 1st is good, same as 1st to 2cond, but 4th will always hit 2nd first and i hope that doesn't injury the transmission, it shouldn't as long as the direct drive isn't engaged 😅
it definitely makes it easier to brun up the clutches. but when shifting normally from 3 to 4. both solenoids are off for less than 1 second. not enough time for the transmission to react.
@@jankcitycustomsyeah, transmissions usually have some serious input debouncing, it's the same reason you can go from park, past reverse and neutral, straight to drive.
You explained it great, made complete sense to me… almost seemed easy…
Just wondering what search terms you’d use to figure out how your trans is controlled. I have a 2002 Nissan pathfinder 3.5L, so would I just use a parts list to find the part # of my trans and search something like “*trans* solenoid wiring diagram”? I have no clue how to word it to get the results I want.
Thanks awesome vid
I can remember when automatic transmissions had no electronics in them. It was completely hydraulic and mechanical logic that determined the transmission shifts.
and vacuum modulators. good stuff
I believe some ecus would require a feedback from the transmission tcu through the body controller bcu to continue to work without going into limp mode. I love that it worked for you, mine will be more complicated unfortunately.
Good work yo!!!
Impressive,,, keep at it. This was entertaining.
With this setup, won't it briefly shift into 2nd gear when going from 3rd to 4th, since 2nd is in the middle, between 3rd and 4th? This probably causes a pretty harsh shift to 4th depending on how fast you flip the stick from right to left, doesn't it?
if you left it in the middle for a couple seconds then yes. when shifting normally, it doesn't even try to go into second. example: ruclips.net/user/shorts0Is1Pl9tHL0?si=n4Nowy6qXVRSeYHP
Try it yourself using your auto-manual positions - every auto I've ever driven takes a second or two to respond to those controls.
You deserve way more subscribers
This is such a simple and clever bypass! I was thinking what microcontroller are you going to use to drive relays, like arduino, ESP32, Raspberry Pi, etc.
You just used switches and diodes!
Freaking sweet! I want one for my gen 2 ford lightning so I can paddle shift the 4r100.
I'm really happy to see this video. Does line pressure affect torque converter inlet (not tcc) pressure? I want to drop torque converter pressure without dropping line pressure.. is that possible through the tcc solenoid as it looks like tcc simply blocks the torque converter drain line? Or is it better to somehow reduce torque converter inlet? The transmission I have is an aisin A340
You can have 2 extra gears in the shift logic for a total of 6 speeds, and also reverse high
excellent
I control my trans with household light switches. I like how smooth they are.
I control my trans with whips and chains.
Excellent
Champion of the People
You are a genius dude
heh this is cool it reminds me of my car, it's only a manual unfortunately but it has an electric overdrive you're allowed to use in 3rd and 4th gears, and you manually switch it on and half a sec later the revs drop as if by magic! You don't push the clutch in or lift off the throttle yet it still shifts somehow. It reminds me a lot of how this shifts lol, instant but with a delay. Although mine is a whole lot jerkier since there's no torque converter to smoothen everything out, it's a bit like shifting yours with the TC lockup clutch engaged
What happens if you shift with the converter locked?
it just slams into gear very harshly. unless you try rev matching like a manual.
That’s the beauty of this solution. The computers are always programmed with logic to preserve itself, I.e. it won’t allow for any conditions that may potentially damage itself.
This way, you can bypass boring shift logic and configure the solenoids to find out whatever you want to lol
@@3ffrigeeven better, you can actually made an actual pcm and proggram it as desired, this way you could make the shifts depending on the throttle still, but with shift changes in every kind of rpm's and speed you are, and depending on the throttle position, not too complex, but hard and too much time consuming, still fun to do
yeeeah my ‘89 Accord is all mechanical, not a single copper wire goes into the auto tranny :(
It does have a kickdown cable that’s normally attached to the throttle, so if you hook it to a clutch pedal you can control the shift points to make it engine brake more and stuff.
Welp this helps me if I ever put an auto on a haltech
What I suggest is using a PLC. That way you can add switch debounce, time the torque converter lockup, and easily add conditional logic. I would also work out better mechanical integration.
Clever young man
Wow... Impressive 👍🏻 My Ford doesn't have select-shift like other Fords.
This is impressive asf
You want the potentiometer for line pressure hooked to the throttle. The more you push the accelerator/higher load, the higher the line pressure.
I forgot to mention in the video I left it hooked up to the computer. so that is how it works now. I want the ability to set a specific pressure regardless of throttle/engine speed.
Can you demonstrate what starting off in 2nd or even 3rd would be like or would it not be possible?
Clever wiring. Is there any way you could put a safety in place to not accidentally bump it into 1st gear on the highway?
I had wanted to do this so I could fully remove the PCM from my 2000 F150 and carburate it, but I was worried above t shifting the automatic trans.
I have seen so mamy people just use the 2 switches this is a 1st freakn cool
Very cool. What about neutral?
I have seen this set up in a semi-automatic buses years ago.