TDI Diesel And 1 Ton Swapped Dakota First Drive! Wiring Chrysler Tach And AW4 Auto Manual Shifting
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- Опубликовано: 12 сен 2024
- Still waiting on a few parts and gauges to really get this thing on the highway, but its getting so close! Wanted to talk in depth about Chrysler/Jeep tachometer wiring to keep the factory gauges alive on XJ,TJ,YJ and apparently most Chrysler setups, as well as how to setup an AW4 or even A340 Toyota and Chevy 4l60e for manually shifting the electronic solenoids. A little driving but basically in limp mode with the actuator locked in one position. Thanks for watching!
Swap adapters found here:
tdconversions....
Rail Shifter Here:
www.radesignspr...
I love your channel, you are always doing cool stuff. I really want to try this with an auto. I need that manual control, but it limits tranny choice, I knew more expensive controls existed but this is right up my alley.
Great work, keep it coming.
For sure man! AW4, A340 Toyota, and 4l60 are all super easy options to setup like this! Ya my life savings is in my vehicles 😬🤣
I can get you a tone ring solution if you want one. That 4.0l tone ring is very different from the V8 tone ring.
Ya I was wondering if I would need a whole different ring
@@TDISwaps What year is yours? Did it start as a 4.7l?
@JonathanErber it's an 01 ordered with the 5.9l
@@TDISwaps RUclips doesn't want me to talk about other social media platforms, it seems. You might guess that there might be pictures of what I did out there somewhere. 😂 If you want to see what I did, hunt me down. Lol
@JonathanErber you can PM me here. facebook.com/profile.php?id=100014261163897&mibextid=ZbWKwL
Awesome man keep it coming
Will do! Thanks for watching!
Will you do any projects with a PD or even a Common rail CJAA?
Btw I've always liked the AW4, I had one in 4.0 Cherokee that took tons of abuse and always shifted great. I liked the gear ratio spread of the AW4 much better than a 4L60E...
I like the aw4 as well! Check out my Chevy 1500 for the PD BEW 4l60 build I just finished before this. I probably will only do CR builds if they are for customers down the road. Little too much cost versus benefit for me.
Another great video. I am curious about your tach signal issue. I once swapped a 4.0 from a ZJ into my XJ. The toner wheel was a different and it would not run. Had to pull transmission out and swap flex plates. Very time consuming mistake. Took me weeks to figure out the issue.
That could very well be the issue, I don't know where this flex plate came from, so there could be a mismatch between it and the crank sensor, as well as the crank sensor signal going to the ECU meant for a 5.9 V8
@@TDISwaps I was gonna ask if it went through the factory ECU. Chances are you have a different number of windows than the 5.9.
On mine the diameter was different and so I had no signal to the ECU at all.
@dakota121078 ya I'm honestly just hoping a new sensor will smooth it out a bit, and then I wouldn't even care if the scaling was a little off
Where does the 1 ton part of the title come from?
It is swapped for 1 ton solid axles Dana 60/80 front and rear instead of the independent suspension and dodge 8.25" rear it came with stock
Do any of the Chrysler transmissions that come in these Dakotas (42/44/46RE etc.) behave the same way as the AW4 as far as the torque converter clutch disengaging in first gear automatically? Does the AW4 work with the Dakotas transfer case/4WD setup?
I am not sure on how the other Chrysler transmission work with manual shifting but the controllers I have seen are not compatible. That and TD conversions isn't making any dodge adapters. This was also converted to an NP231 at the same time as the 1 tons, but almost all the Chrysler/jeep tcase are the same bolt patterns, you just may have to change input shafts on the tcase, the 46 re had a longer input shaft than the aw4. Sorry if that's not the answers you were looking for exactly, that's just what I've figured out through this swap.
@@TDISwaps no that's good info. I've been planning out a MTDI midsized truck swap in my head. I've got no brand loyalty but I do want a 4 door and 4wd so that pretty much narrows things down to a dakota or a S10. So between what transmission is easiest to control with switches, what swap kit is available, it's a lot to consider.
@herpherpbrocolli11 well the S10 is way easier to use the original trans, the Dakota would probably be easier with a 5 speed nv3500/ax15. If you are only going with MTDI because of electronics, I sell the wiring and ECU already tuned for $450, you can't get a decent mtdi pump for that, and on these big rigs it's hard to keep egts down without custom tuning through an ECU, unless you were also planning compounds, then you will be fine mtdi lol.
@@TDISwaps well I was thinking MTDI just for simplicity and robust-ness. I really want a vehicle without computers. I wish we had larger VW engines available in the states.
@herpherpbrocolli11 ya it would be nice to have more options, I'm just dealing with what I have available, but I will say real world conditions guys struggle to get the mtdis tuned properly, I have an mtdi pump on the shelf for doomsday, but until then ive designed a super simple 3-wire wiring harness that is best for mpg, power delivery with large turbos, and cold start without needing ether at high elevation lol. You can check out my videos on it. For like trail riding mtdi is awesome, but once you start daily driving it and dealing with highway temps, they get to be a pain without compounds.
What gear ratio and tire size are you running? Are you happy with the cruising rpms on the aw4 from around 35 to 50 mph?
Well in this video it still had the stock 3.55 1 ton gearing, it was very sluggish to take off and 4th was basically not useable until over 80 mph. But I just regeared to 5.13s and with 34" tires that's about 3000 rpm at 70 mph, much closer to the cars gearing, just a little high but needed when moving this big of a rig. Overall the aw4 is a very sloppy auto, shifts are not firm at all, but it does the job fine.
I am considering the aw4 swap in a disco 2 matched with a BHW engine. With 3.54 gears, 32in tires and the 1.22 high transfer case gear ratio I'm a little under 200 rpm less than your set up in every gear. 75mph is approximately 2550rpms which is about perfect for a high speed cruising rpm for both power and economy. Realistically a disco 2 doesn't need to be driven over 80mph anyway, especially lifted.
Have you only ran this with the manual selector or have you played with a stand alone automatic controller like compushift? 40/45/50 are very common posted speed limits on long back roads around here. 2nd gear would be screaming at 45 and 3rd is just slightly low for anything but completely flat roads that don't exist around here. I was hoping to find someone who has experience with adjusting the controller to allow the torque converter to slip slightly in 2nd or 3rd gear to allow the rpms to stay north of about 2100/2200 as not to lug the motor. I'm the kick down from 3rd to 2nd is a big jump, not sure the lady driver I'm building this rig for would appreciate the kick up/ down constantly, especially in work commute traffic. If you had any insight into that you'd mind sharing I'd be grateful
@dohcdelsol93 I haven't wanted to fork out the money for the controller, we have almost all manual vehicles anyways so my wife doesn't mind shifting like her car, it actually works well for her to just leave the TC unlocked completely under 55 mph, shes not looking for power and then the rpms always stay up. Obviously takes a good trans cooler to stay cool though. I'm sure the controller could be set to stay unlocked down low as well.
Como haces para qnña transmisión funcione con el motor?
I'm sorry I can't read Spanish, I can't seem to get the translator to work on my phone either.
So why do you build these? Do you sell them or build them for people? Or just cool stuff cuz its fun?
Well its a compounded answer, I like vehicles, I have quite a few hobbies that require different types of vehicles better suited for each one, so I can justify working on 5 or so for personal use ha ha. But I also live 30 minutes from a town and work, and over 1.5 hrs to a Walmart, so driving is an everyday thing for sure. Then on top of that I need 4x4 because I am high elevation with lots of snow and muddy roads for a good portion of my travel. SO 4x4 and fuel mileage are a must, but those usually come in a vehicle that cannot hold speed in the mountains and often struggle on the highway. Those 3 things did not come together until the last maybe 10 years. New vehicles just seem like a waste of money, so I decided to see what I could create to get good MPG, have Torque to pull mountain passes, and ground clearance for feet of snow. Thus the TDI addiction started ha ha
@@TDISwapsthat is true don't know why the US doesn't have turbo 4 cylinder diesel. Back home 🇦🇷 we have the crew cab ranger 2.8 4c, Toyota Hilux 2.5 4c and the VW Amarok that comes in 4c and v6 diesel (engines not that good). I really never saw anything that wasn't for racing biger than 3.0 6c inline. I was looking for a Dodge 2500 Cummins swap but i like these idea more. But i think i would use a compound turbo setup. So i can tow and have head room for highway speed. Great video man. Thanks for the update on the build.
@N4GUZZ ya it's no fun, but I'm just working with what I have haha. Yes compounds are in the future for sure, but with this many swaps I'm just trying to keep them simple for maintenance sake. My Toy projects will start to get more complex 😁