Automatic Dsm'sAlso you don't need to pull the transmission or touch any other internals to change the end clutches. They can be accessed through the passenger wheel well very easily.While I certainly would never discourage you from replacing the filter and reconditioning the shift solenoids...
I've had this happen to two cars both times it was a valve body problem. In one it was just that the valve body needed cleaning, but in the other the pressure relief valve had damaged its seat and was allowing all pressure to bleed off. To fix it I needed to replace the center plate that the...
Not a bad idea generally, but probably a waste of money in this case. Fluid and filter together get expensive. It is time to change the transmission because even if things get better it wont last.
Probably end clutches. They are fairly cheap at around $100 and can be changed in about 20 minutes without even draining the fluid from the transmission. That said, just because you don't have to drain the fluid it would still be a good idea to do a flush and filter at the same time since there...
While I will agree with John that the car has a bigger problem than just the filter needing to be replaced I can tell you that replacing the filter will get you by in a pinch for a while. If you need it for transportation then changing the filter is a cheap way to handle the issue for now. When...
If you really need the flush then do it the right way. You wont be saving yourself money by the time you waste a few quarts of fluid.Also while absolutely using the wrong ATF is bad just go ahead and drain it, clear the tranny cooler with compressed air, then fill it again with the right...
The car is mostly the same in terms of things that would affect VE. Don't expect to be able to get into boost (safely) based on those values but the car should run unless your setup is hugely different. That said setting it up from scratch would probably be just as easy.
I can't tell you what the normal specs for fluid pressure are but I can point you in the right direction by sending you to this manual.
http://www.atdsm.com/pdf/atoh3.pdfAlso one way to check if the problem is fluid pressure is to do the blue wire mod. Search the forums for how to do it, but...
Unless you are running a giant amount of airflow then I would suggest avoiding that method honestly. A linear load to MAP pressure setup requires a lot of tuning and requires that you're pretty good at it whereas matching the MAP/load settings to a stock fuel map will put your car close to a...
I'll go look under my cars when it stops raining but my automatic turbo spyder has a separate transmission cooler which I'm almost certain has no provision to tie into the radiator. I haven't spent a lot of time under my 1g automatic but I think that it may have a different radiator than 1g...
That is the basic idea of how it works, but you can/need to fix this when changing MAF size by adjusting the MAP sensor VE vs Load calibration so that you match load to approximately what you need. Or, you can make load linear and then build timing and fuel tables from scratch so long as you are...
They're shift solenoids. Two of them control which gear you are in, and one of them controls the line pressure in the transmission (the one with the blue wire). Without them plugged in you'll only have 3rd gear.
Do whatever you like in that regard. I'm using evo8 MAF settings but the car doesn't actually care since you are in effect simulating an MAF it just means your settings elsewhere will be different.
This question has been answered a lot and you can find threads that cover all of it in this section but the short rundown is that the transmission itself should be happy with stock internals to run those times with a few additions.Stiff motor/suspension mounts to stop wheel hop and save your...
The solenoid side of the wiring is exactly the same, and I highly suspect that the wire colors coming off the shifter are the same. If so then the wiring for a 2g is exactly the same.The only thing that you would have to do differently with a 2g is make a provision for torque converter lockup...
Let me just run this down for you so that I can simplify a few things in terms of your options.Switchable blue wire mod:
The first is a switchable blue wire mod which is what you described before but is much more simple than you are making it out to be. You don't need a wiring diagram for this...
Generally you would check the pressure at the outgoing transmission cooler line.Try pulling the solenoid harness connector off and see if engagement happens right away. You'll only have 3rd gear this way but if the slow engagement problem still exists then we know it isn't electricalslipping...
Use a big pry bar and keep turning the shaft it will eventually pop loose from the transmission. Getting it to come loose from the hub assembly can be more difficult. Usually it just comes out but sometimes it will rust in in which case you need to pull the entire knuckle to get the shaft out...
It is a bit hard to tell but this looks like the solenoid pack wiring in which case it is not a sensor at all.Solenoids are easy to come by but not a whole lot of fun to replace as you'd have to drop the pan and valve body which is a messy hour long job but you'd have a whole undamaged...
Skatershawn has the right of it, but there is a bit more as well. This site has a wealth of information available through the search feature but misspellings and shorthand typing make it harder for the search function to be useful. Proper grammar also makes it so that posts are clearer and...
End clutch life will depend on a lot of things including power level, line pressure settings, and how hard they are abused. Certainly you could be experiencing end clutch failure again at this point because end clutches are such a weak link in our transmissions. The right thing to do here though...
Absit has given you great direction so far and I feel like an echo in this thread when I say that it is time to search but here is the first place to go to read more about what you're going to do http://ceddy.us/From there go ahead and read lots of threads in the tuning section.
Don't bother swapping to a JDM motor, they are the same and the only difference of note is the dual runner manifold which you could just swap onto a motor that you can buy locally. Being that there isn't a difference in the motors, no you wouldn't have to do anything special to get a JDM motor...
Absit has said much of what I would say on the topic of tuning. In my opinion the SAFC has no place on a DSM that is modified today. The technology is more limited, less safe, and less useful than almost any other solution out there. Furthermore, I often see members suggesting that because the...
Your car starts in 2nd then drops into first once it starts moving so bad end clutches could be the issue, but your right they probably aren't really.It seems like you're losing fluid pressure and I'm not sure why. Normally it would be a filter/fluid thing but you've already mentioned that...
This could potentially happen with bad end clutches though usually you will lose only OD, and rarely all forward gears, but I've never actually heard of it losing reverse as well. Search the forums for end clutch and you'll see the procedure to change them or head over to vfaq.com, but don't...
The torque converter goes in the transmission, and it needs to be moved around until it settles in a couple of times if it only settles in once then you're still going to break the pump. the torque converter should be about 3/4" or more inside the lip of the bell housing to mount it up. You'll...
Do what makes you happy as far as color but one of the reasons why I really love this manifold is that it is completely stealth and so just a good media blasting job will make it look nice but not draw any attention.
There are a number of reasons why people have problems with big injectors. First of all is hardware. ECMlink rocks but it relies on an older style of ecu that has a slower injector driver. For almost all cases this slower injector driver is entirely unimportant but when it comes to really large...
Whether you'll be able to get big injectors to idle or not is going to come down to the injectors individually. Are you trying to run gas or e85? There wont be big penalties or gains just because injectors are high impedance so don't let that part be your decision maker and instead buy injectors...
Do the fuel filter and lines IMO. The lifter tick is mildly annoying but doesn't hurt anything unless it is causing phantom knock and it is part of that classic DSM sound.
A couple of things here, as mentioned you are going to be running leaner on e85 than gasoline so while you should be multiplying by 2/3 to get the same fueling profile you actually can assume that you'll gain back about 10% once you are running on the leaner fuel map. As for the HP vs the non-HP...
For future reference check with your insurance to see how much roadside assistance is on your vehicles. For me it is only $5 every 6 months and absolutely worth it.
You probably have an issue with your injector sizing that you've managed to cover at idle and cruise with deadtimes and open loop.Basically is sounds like what you're experiencing (without looking at your logs) is that the car runs fine in closed loop as long as your ecu is keeping fuel in...
Certainly your e85 could be more like e70. E85 mixtures change based on a volatility index for your region and the time of the year. Northern stations in winter will sell e70 as e85. You also can certainly have some 93 oct in your tank in fact I would suspect that there really is a fair amount...
The problem with the evoscan dyno tool, or at least what used to be the problem since I have not used it in quite a while is that it was based on airflow and therefore inaccurate as soon as you began using alternative fuels that allowed you to crank up timing. Overall virtual dyno room is easy...
I'm not familiar enough with H8 ecus to answer those questions directly and if I were then this post would also likely be quite long.The ecu is PROBABLY reading your main fuel map, but then also using several other maps to adjust for being at a low temperature, being within a short time of...
Are you closer than you were before? If so keep working in that direction. Once you add the higher deadtimes you'll be raising the size of the injectors a bit so if the car is good enough that you aren't afraid to run it then go ahead and add back in the suggested deadtimes but remember that...
It will sound like that until you have your scaling closer. When the car first starts up it should be pretty rich because extra fuel is injected for cranking and warmup. Consistent AFRs should show up within a minute. What you want is to get to the point where the car will go into closed loop...
Don't let it idle that long, the car is obviously way off. Allowing the car to idle for 16 minutes allows the ecu to populate the long term fuel trims so that you have an idea of how far off you are and can make educated guesses at how great the changes in your values need to be.In your case...
I own both though I don't think owning one or the other automatically makes one more biased.Generally there isn't much difference in these cars that can't just be swapped from one to the other in terms of superiority of parts so you need to look at the things that you can't change, or that...
Do you suggest running the blue wire mod all the time for higher performance cars and drivers unconcerned with shift clunkiness? I've seen a number of people concerned with binding in the transmission from downshifts using the blue wire mod but haven't ever seen anything conclusive or even...
Same here. My fans work fine for both cooling and air conditioning.I did later change my fan settings for 100% or 0 because our fans don't have variable settings based on PWM like the evos do but this isn't necessary for the fans to function normally and wasn't even something that was brought...
I agree, absolutely normal. This will not ever happen in a 1g because they have a non-lockup converter due to space restrictions but 2gs have this for better gas mileage. It is also the reason that the 2g has an extra solenoid.
How bad is the leak? If it is pouring out then possibly, and if it is only a small bit then it wont cause much of a change in spooling behavior.Poor tuning can affect spool, but not nearly this significantly without causing more noticeable problems otherwise.Generally air coming out of...
I had this happen to me when I was racing at USAIR, uphill rightward corners would just cause complete fuel starvation at under 1/4 tank. Since then I've always just made sure the car was full going to the track. It results in extra weight but makes at least I can put power down at all times.
Other members have answered your question here but the simple fact is that 98s and 99s are largely identical and in your case there should be no differences worth mentioning. Replace any damaged parts and move on.I would however like to stress that you should have chosen a different title...