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| 66 coupe |
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true,
I helped robbie @ wolf get the v5 working with the BTR's |
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| xfpaul |
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works great , took me a fair bit of time but now with my own rewrite its better than the original ecu, fully programable and totally stand alone
_________________ NC2 Fairlane AU2 Intech 4.0 Wolf V500 ECU Accel 500cc Injectors Eaton M90 Blower MPx Porting 75mm Mustang TB Intercooler Holley 255lph EL XR6 Rear End 3.45 LSD Duel Fuel lots more. |
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| FPV_GTp |
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{USERNAME} wrote: FPV_GTp your running a wolf v500 ???????
because you dont have to spend anything for the auto if you are , i fixed that problem 12,000 ks ago Hi xfpaul , no still with the previous model Wolf V4 plus What are your services worth them ? cheers
_________________ WANTED - Complete BTr4 and zf 6hp26 automatic transmission 6 cylinder and V8 transmission(s) suit rebuild? Drop me a PM if you can help would be greatly appreciated - thanks |
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| FPV_GTp |
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{USERNAME} wrote: {USERNAME} wrote: FPV_GTp your running a wolf v500 ??????? because you dont have to spend anything for the auto if you are , i fixed that problem 12,000 ks ago Hi xfpaul , no still with the previous model Wolf V4 plus What are your services worth them ? cheers Ok , spoke to Steve and Rob at Wolf on Monday and defiantly their not interested in releasing to the marketplace the Wolf V5 to operate the BTr4 automatic transmission side by side with the engine due to some issues. The few that are scatted out in the market place are having issues and Steve and Rob are not interested in wasting time away from their main work and not being paid for it. So all testing is being done in-house at Wolf engine management systems. Wolf engine management systems is not wanting any customers suing them for any legal liability that may occur to their BTr4 automatic transmission. Whinging and unhappy customers constantly telephoning Wolf for support. Seems the wolf is having troubles for what ever reason unexplained to me , the wolf can't maintain switching the solenoids and specially controlling the S5 solenoid and maintain constant control of line pressure. Erratic behaviour is occurring. Very hard shifts from first to second gear and then very lazy shifts from first to second , seems some control issues needs serious addressing. The transmission control via a Wolf V5 is still being done but what time frame it is anyone's guess. From what Rob has implied there is some form of additional electronics needed to maintain full control and not have things change due to what ever reason it does on its own. So the PCS computer controlling the automatic seems the one to use if it is capable of control the BTr4 automatic transmission amongst the field of many other automatic transmission controllers. Do you homework wisely. cheers
_________________ WANTED - Complete BTr4 and zf 6hp26 automatic transmission 6 cylinder and V8 transmission(s) suit rebuild? Drop me a PM if you can help would be greatly appreciated - thanks |
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| FPV_GTp |
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{USERNAME} wrote: Thats because were working on a custom calibration, to support the BTR's... its in progress, but we're also fitting a turbo kit to the test car so stay tuned
Hi .............. any updates on the trnas_controller ???? cheers
_________________ WANTED - Complete BTr4 and zf 6hp26 automatic transmission 6 cylinder and V8 transmission(s) suit rebuild? Drop me a PM if you can help would be greatly appreciated - thanks |
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| klawsterfobik |
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So, would it be possible, if not actually easy to hook one of the EA / EB TCM's to run the BTR pretty much as a stand alone unit?
There's not THAT many inputs that needto be brought in, I have a list at home at those required. The only stumbling block I can remember is the Input and Output for the diagnostics.... So will it work? |
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| misk_one |
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sorry to bring up such an old thread, but if one was to opt for the full manual option, and also opt for disabling S3-S5 as a form of shift kit (and possibly S6 as i hear it can be done also), can we not just disable S1 and S2 also and control them externally?
this could be done quite simply using either a mictro controller or even latching relays (this would require a button for each 4 forward gears) or any other numerous ways of controlling the solenoid combination. bare in mind i am talking about use in say a situation of spirited driving, of course a switch or two would be added to enable or disable the S1/S2 and S3-S6 solenoids for normal use separately, but from what i've read, this seems to be a viable option.
_________________ {DESCRIPTION} |
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| Shifteh |
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connect hook up wire into each wire, connect to breadboard in car, hook up leds , go for a drive, vola then you know the gears and set up some switches
_________________ Crank Assembly balanced, HV oil pump, ACL Trimetal bearings, "1 extra oil clearance taking to around 0.0650-0.0700 on mains and big ends, Moly rings,, Xr6 Cam, POD ( Possibly oversize injectors), Block, Head, Timing cover, belt idler, Alternator,painted in ford light blue |
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| misk_one |
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i know the combos for each gear, im just wondering why there seems to be so little that have attempted anything like this...
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| misk_one |
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sorry if this has been covered, i dont have a working car atm, hot much current does the S1/S2 solenoids use when in operation?
_________________ {DESCRIPTION} |
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| Shifteh |
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well they are an electromagnet so im guessing like , well this is a sligtley educated guess ad say around 1 amp maby or more
_________________ Crank Assembly balanced, HV oil pump, ACL Trimetal bearings, "1 extra oil clearance taking to around 0.0650-0.0700 on mains and big ends, Moly rings,, Xr6 Cam, POD ( Possibly oversize injectors), Block, Head, Timing cover, belt idler, Alternator,painted in ford light blue |
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| misk_one |
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yeah sweet, i just grabbed some that will handle 30amp cause they were cheap and suited my needs anyway.
going to do a proof of concept using 4 switches, got it all wired up just need to get the car running to test it.
_________________ {DESCRIPTION} |
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| skidder |
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{USERNAME} wrote: i know the combos for each gear, im just wondering why there seems to be so little that have attempted anything like this... Because just to operate the solenoids you need a multistage voltage switch (or multiple <V, <V<,V<) running from your selector, then you need amplifiers/regulators to get the output signal such that is right for approx 1 watt which runs through the solenoids. I as yet haven't found any off the shelf voltage switches which come close to fitting the application. Definately could be done, but unless you are extremely handy with designing ICB's you are going to end up with an overly complex circuit as you will have all the elements separate. This is accepting that you will not be running S3/4/5 so won't really be street friendly (not that full manualised is that street friendly anyway).
_________________ {USERNAME} wrote: Cramping in the hand from having it on your Wang for an excessive period of time is a definate con. Seriously do people google "f**k up modifications for Fords owned by Jews" and get linked straight to this site nowadays? AU,factory fitted tickford kit/IRS, t5,Sports ryder/KYB: gone. |
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| misk_one |
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so you are saying the solenoids cannot be turned on or off simply by supplying 12v in an instance where you are only changing the gears with none of the other solenoids being used?
has anyone actually tested this theory, and what was the outcome?
_________________ {DESCRIPTION} |
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| skidder |
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No, you can operate the solenoids in this fashion.
The process of converting the output from your PRND321 selector (variable voltage) to an on/off solenoid mechanism running at 12V with the ability to feed the 15ohm resistance (which is what the solenoids are from memory) is the complex process. I can't find my exact info, but an example of how the PRND321 output (to pin64 on AU ecu) is 1 = 0.2v-0.4v, 2 = 0.5v-0.7v, 3 = 0.8v-1v etc etc. So for first gear you would need a voltage switch that turns on under 0.4v, then following you would need an amplifier or regulator to ensure you had 12v running across the solenoid (or 2 solenoids for gears requiring on/on). For 2nd you would need a switch that turns on between 0.5-0.7v followed by amplifiers/regulators for 12v across the appropriate solenoids and so forth. This part sounds simple, but when you start drawing an actual diagram for it and working out the maths you will see what I mean. I was really keen on going ahead but as soon as I picked up a manual conversion on the cheap my interest dwindled.
_________________ {USERNAME} wrote: Cramping in the hand from having it on your Wang for an excessive period of time is a definate con. Seriously do people google "f**k up modifications for Fords owned by Jews" and get linked straight to this site nowadays? AU,factory fitted tickford kit/IRS, t5,Sports ryder/KYB: gone. |
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