HGNCRVZ
Probationary Member
- 1
- 0
- Jan 6, 2024
-
Gautier,
Mississippi
A friend of mine was in a motorcycle accident and is now a paraplegic. He has a 95 Eclipse GST with a M/T. He had an electronic servo clutch system installed to enable him to drive only with his hands, but it never seems to work more than 30 minutes. I suggested he swap to an A/T to enable him to enjoy his car again and I offered to perform the swap. He purchased the factory manuals for the 95 Eclipse and I determined the necessary parts. A good reference is this post https://www.dsmtuners.com/threads/how-to-2g-awd-m-t-to-a-t-swap.252098/. However, he wanted to the car to be stock, so we went the route of original TCU rather than a stand alone controller.
To accomplish, I had to swap out the Control Harness to accommodate the A/T and TCU. Because the car is vintage he decided to replace some extra things "because we're in there" such as half shafts and ball joints, and all engine/tranny mounts. I am an electrical engineer by trade and cold checked every pin in every connector prior to installation. As well as labeled every connector on the old and new harness to ensure it matched the manual pin for pin. By the way, the factory manuals have some issues of inaccuracy, or this 95 eclipse is a one off. Yes, he bought it new in 95 and has never had a harness replaced before.
I have completed the swap with a freshly built F4A33 and the transmission shifts correctly. There is one issue that remains unsolved. With the BISS set to 850 in gear, the engine will die every time when shifted from P or N to any gear with the brake on. I removed the brake pedal switch connector to verify it was not the brake ON signal causing the engine to die. When I say die, I mean like the ignition is cut off. It doesn't fight to stay running, it dies. However, with the wheels off the ground and removing the brake as the tranny is shifted into reverse, it will continue to run. I can then apply the brakes, stopping the wheels and the engine will idle. Forward gears are not the same. Any stopping of the wheels will kill the engine...period, like the ignition was cut.
My initial conclusion from symptoms only tells me the control signals are not correct, but with the wheels off the ground in drive, it will run through the gears correctly with no obvious problems. I am suspecting control signals. Either from the ECU or TCU. We did not change the ECU nor the Instrument cluster. This could be an issue if the ECU's are running different configurations for different tranny's. Most likely we will need an ECU from an A/T 95 Eclipse to have the correct configuration. However, maybe not, I don't know that yet. Because the engine dies as it does, as if the ignition is cut, I would expect some kind of limp mode to set. Either ECU or TCU and an indication of the limp mode. However, the TCU diagnostics code is quick blinking only, no codes. I have tried the ignition on/off three times fast to get the diagnostics codes out of the ECU, but that doesn't work for some reason.
I realize the ECU configurations are different between M/T's and A/T's in these JDM's? However, I would expect the M/T ECU to at least run the A/T. I know the ECU change would require a fuel regulator and injector changes also. Is it possible to configure the ECU using software like ECMlink?
I have a Break Out Box (BoB) to which I can monitor the indications from the ECU and TCU, but nothing from the ECU. Is there another method?
I am going to research in the manual about setting the IAC and BISS for an A/T. I get the feeling the torque converter is engaging as if at or above its stall speed. Similar to dumping the clutch on a manual. Possibly the lock up torque converter signal is engaging when it shouldn't. This function is done from the TCU based on speed, engine load, and tranny temp. So, the TCU needs TPS, VSS, and temp sensor, which are all hooked up. I will research this to find the TC lock up signal, it may be in the manual.
From my experience over the past 4 months of performing this swap, I don't trust the factory manuals 100%. Too many assumptions made by the factory authors of the manuals. It seems one needs a specialized course or two before having all of the knowledge necessary to work alone on these cars.
If anyone has any experience in this type of swap of this age of vehicle, I would appreciate your insight. Remember please, I have the right to be wrong, I just don't have the ability to prevent exercising it.
To accomplish, I had to swap out the Control Harness to accommodate the A/T and TCU. Because the car is vintage he decided to replace some extra things "because we're in there" such as half shafts and ball joints, and all engine/tranny mounts. I am an electrical engineer by trade and cold checked every pin in every connector prior to installation. As well as labeled every connector on the old and new harness to ensure it matched the manual pin for pin. By the way, the factory manuals have some issues of inaccuracy, or this 95 eclipse is a one off. Yes, he bought it new in 95 and has never had a harness replaced before.
I have completed the swap with a freshly built F4A33 and the transmission shifts correctly. There is one issue that remains unsolved. With the BISS set to 850 in gear, the engine will die every time when shifted from P or N to any gear with the brake on. I removed the brake pedal switch connector to verify it was not the brake ON signal causing the engine to die. When I say die, I mean like the ignition is cut off. It doesn't fight to stay running, it dies. However, with the wheels off the ground and removing the brake as the tranny is shifted into reverse, it will continue to run. I can then apply the brakes, stopping the wheels and the engine will idle. Forward gears are not the same. Any stopping of the wheels will kill the engine...period, like the ignition was cut.
My initial conclusion from symptoms only tells me the control signals are not correct, but with the wheels off the ground in drive, it will run through the gears correctly with no obvious problems. I am suspecting control signals. Either from the ECU or TCU. We did not change the ECU nor the Instrument cluster. This could be an issue if the ECU's are running different configurations for different tranny's. Most likely we will need an ECU from an A/T 95 Eclipse to have the correct configuration. However, maybe not, I don't know that yet. Because the engine dies as it does, as if the ignition is cut, I would expect some kind of limp mode to set. Either ECU or TCU and an indication of the limp mode. However, the TCU diagnostics code is quick blinking only, no codes. I have tried the ignition on/off three times fast to get the diagnostics codes out of the ECU, but that doesn't work for some reason.
I realize the ECU configurations are different between M/T's and A/T's in these JDM's? However, I would expect the M/T ECU to at least run the A/T. I know the ECU change would require a fuel regulator and injector changes also. Is it possible to configure the ECU using software like ECMlink?
I have a Break Out Box (BoB) to which I can monitor the indications from the ECU and TCU, but nothing from the ECU. Is there another method?
I am going to research in the manual about setting the IAC and BISS for an A/T. I get the feeling the torque converter is engaging as if at or above its stall speed. Similar to dumping the clutch on a manual. Possibly the lock up torque converter signal is engaging when it shouldn't. This function is done from the TCU based on speed, engine load, and tranny temp. So, the TCU needs TPS, VSS, and temp sensor, which are all hooked up. I will research this to find the TC lock up signal, it may be in the manual.
From my experience over the past 4 months of performing this swap, I don't trust the factory manuals 100%. Too many assumptions made by the factory authors of the manuals. It seems one needs a specialized course or two before having all of the knowledge necessary to work alone on these cars.
If anyone has any experience in this type of swap of this age of vehicle, I would appreciate your insight. Remember please, I have the right to be wrong, I just don't have the ability to prevent exercising it.
