Haltech Control of the A442f (2 Viewers)

[obe12]

Ok learning is occurring slowly, but occurring. I tried just enabling the transmission via A340E and do the selector calibration. I got to drive the truck and wouldn't shift to 3rd gear. Not knowing I said let's try a fellow members file and it was Generic and loaded it. Assigned wiring pin to outputs and tried driving it. It go in and out of gear backing up and try to go forward, Well I ditched that. Set email to Haltech just to ask hey my 442 is simular to early A340's without PWM Line Pressure control and PWM Torque converter lock up solenoids. Asked do I modify the A340E or choose Generic. Well no replay heading into the holidays and I work really early mornings, and had some time to search and read. Wola, there are transmission Base Map files! YES! that is maybe what happens enabling A340E switch and loads that file, But I went to BASE maps via installed on your Haltech Computer directories and Base Maps, found A340 file with another engine combination, who cares... I need just the transmission stuff. I imported it and Selected ONLY the transmission part. I let the default settings come through. Assigned S1, S2, Lockup Relay controlling my Torque Converter and Selector input via PRNDL2 converter. Went through the gear selections and turned on the ones I saw that changed. Calibrated each one and went to Trans Dianostics and watched what gear is commanding and what gear the selector is showing in Haltech. Drove truck Wola works! Easy...



1. Now the bugs to work through, It doesn't reconize reverse for whatever reason, and I I hi speed back up out conducts a shift S1 and drops reverse until I slow down, As soon as Haltech knows reverse this will stop.

2. Low range Want shift gears Why Vehicle speed from Driveline wheel Speed "aka Speedo " Not output shaft from transmission into the transfer case, will have to in my opinion wire cutout shaft speed sensor to Haltech to know shaft speed. I shrink rapped the leads with Pins on them as Maybe I want need them. Well it appears I will.

3. Changed the MS for shifts 2000 t0 1500 on 1-2 , 2-3 and help firm up the shifts 1/2 throttle.

4. Changed the trigger for Brake Switch to show ON pressing the pedal to trigger Unlock on TCC.

5. Raised LCC max throttle to 40% to stayed locked up longer

6. Adjusted MAX rpm to my Engine Limit for shifts

7. OD button when selector is in D show OD and its calibrated, however having the button on while selector is in reverse is confusing Haltech, Slight Adjustment in Voltage Calibration or Getting PRNDL2 converter to trigger Park and Reverse logic to Haltech would fix that.

from 3:30 pm to 5:20 as I write this I loaded the Base Map and test drove the truck.

Lessons learned, Haltech has to know what gear the selector is in or the transmission gets goofed up does odd things. Shows U on the gear diagnostic page odd stuff happens. If it knows what gear selector is selected it behaves fine. So this is a critical step. Get it right. Chances where, If I would have know this the A340E selectable Auto in the software would have worked. You do have to turn off Line Pressure Control, leaves a yellow message thinking it needs to be on, and Have to change TCC from PWM to OFF/ ON.

I will work with Haltech now on their PRNDL2 box and see if I can enable Method 2 wiring and have Park and Reverse logic triggered to Haltech. In the mean time I haver to hook up the Speed Sensor on the output shaft of the trans NOT the Speed Sensor on the transfer case. I feel Haltech has to know the Output Shaft Speed when in Low Range to make Auto Shift Happen.


Hope this helps...


Once work the bugs I will enable flat shift and configure that.

 

[obe12]

Ok learning is occurring slowly, but occurring. I tried just enabling the transmission via A340E and do the selector calibration. I got to drive the truck and wouldn't shift to 3rd gear. Not knowing I said let's try a fellow members file and it was Generic and loaded it. Assigned wiring pin to outputs and tried driving it. It go in and out of gear backing up and try to go forward, Well I ditched that. Set email to Haltech just to ask hey my 442 is simular to early A340's without PWM Line Pressure control and PWM Torque converter lock up solenoids. Asked do I modify the A340E or choose Generic. Well no replay heading into the holidays and I work really early mornings, and had some time to search and read. Wola, there are transmission Base Map files! YES! that is maybe what happens enabling A340E switch and loads that file, But I went to BASE maps via installed on your Haltech Computer directories and Base Maps, found A340 file with another engine combination, who cares... I need just the transmission stuff. I imported it and Selected ONLY the transmission part. I let the default settings come through. Assigned S1, S2, Lockup Relay controlling my Torque Converter and Selector input via PRNDL2 converter. Went through the gear selections and turned on the ones I saw that changed. Calibrated each one and went to Trans Dianostics and watched what gear is commanding and what gear the selector is showing in Haltech. Drove truck Wola works! Easy...



1. Now the bugs to work through, It doesn't reconize reverse for whatever reason, and I I hi speed back up out conducts a shift S1 and drops reverse until I slow down, As soon as Haltech knows reverse this will stop.

2. Low range Want shift gears Why Vehicle speed from Driveline wheel Speed "aka Speedo " Not output shaft from transmission into the transfer case, will have to in my opinion wire cutout shaft speed sensor to Haltech to know shaft speed. I shrink rapped the leads with Pins on them as Maybe I want need them. Well it appears I will.

3. Changed the MS for shifts 2000 t0 1500 on 1-2 , 2-3 and help firm up the shifts 1/2 throttle.

4. Changed the trigger for Brake Switch to show ON pressing the pedal to trigger Unlock on TCC.

5. Raised LCC max throttle to 40% to stayed locked up longer

6. Adjusted MAX rpm to my Engine Limit for shifts

7. OD button when selector is in D show OD and its calibrated, however having the button on while selector is in reverse is confusing Haltech, Slight Adjustment in Voltage Calibration or Getting PRNDL2 converter to trigger Park and Reverse logic to Haltech would fix that.

from 3:30 pm to 5:20 as I write this I loaded the Base Map and test drove the truck.

Lessons learned, Haltech has to know what gear the selector is in or the transmission gets goofed up does odd things. Shows U on the gear diagnostic page odd stuff happens. If it knows what gear selector is selected it behaves fine. So this is a critical step. Get it right. Chances where, If I would have know this the A340E selectable Auto in the software would have worked. You do have to turn off Line Pressure Control, leaves a yellow message thinking it needs to be on, and Have to change TCC from PWM to OFF/ ON.

I will work with Haltech now on their PRNDL2 box and see if I can enable Method 2 wiring and have Park and Reverse logic triggered to Haltech. In the mean time I haver to hook up the Speed Sensor on the output shaft of the trans NOT the Speed Sensor on the transfer case. I feel Haltech has to know the Output Shaft Speed when in Low Range to make Auto Shift Happen.


Hope this helps...


Once work the bugs I will enable flat shift and configure that.

A continuation of the A442F…

Today connected rear output shaft speed sensor 18 pulse per rev to SPI of Haltech. Had to disable speedo info from the transfer case hall effect and use this Drive line sensor. Now I am so very close to, arming voltage I think is off, it doesn’t recognize speed until I get moving a few mph and then works fine. I am so close tho. In the mean time went back to Hall effect speedo driver MPH, calibrated it and it work. Just not low range.

Took the PRNDL2 converter apart Taper proof torqs screws and solder 3 pin term close. This enabled trigger hi voltage from Selectror to trigger logic. Method 2 per quick guide on Haltech converter. Ok, got all my gears to show… OD button sometimes confuses what hear I am in R and 2nd and sometimes D
Redid calibration button on until drive button off , calibrated D and then button on for OD . If I leave the button in OD on it knows every gear ! Button off in D it knows 3rd re push button it knows 4th. Button off and in 2nd gets confused …

I think a tweak in tolerance setting will fix this. Awaiting a call to Haltech for that.

Made lock up tweaks in MPH, raised 40% load to kick out converter, calibrated gears , tweaked 3-4 shift MPH and so far I am really happy how it performs.

1. Just get Internal output sensor working to fix shifting in low range ! Either noise or setting

2. Get OD button to not confuse the gear position in other gears

3. Enable flat shift and set that up

I will be about done

The word is the timing Solenoid is NOT configured in the software or configured and working fine. It is hard wired … just not operating yet.

I am close and feeling good

Talk about micro soldering to switch 3 inputs to HIGH to trigger logic … wow

 

[obe12]

Forgot, have to short Pin 2, 8 and 10 to enable logic trigger by 12 volt in from gear position switch on trans.

Good day

Tex

 

[obe12]

Merry Christmas to all Dec 25 and woke up and tried more tweaking on the Haltech.

1. Enabled Speed SP2 through SPI Custom Falling edge SPInactivation .20 volts, and edited under wiring Synced Pulse Activation Voltage 500/.2. 1000/.50. 2000/ .75. 3000/ 1.5 volts

Wham works!

Amplitude wasn’t high enough to trigger software threshold to see it. Now low range barely moving the truck it reads and shifts all 3 gears.

2. Studies Haltech Method 2 on the PRNDL2 converter and gear voltages. Best not to calibrate just take the numbers out of the book and type them in. Then tweak them to get the Detected Gear to show with and without OD button pressed. Takes some doing and patience but can be achieved. Drive the truck and monitor gear selector value if you see a U Come up the system doesn’t recognize what gear your in and off stuff can happen.
Floor the gas, downshifts and can’t complete the shift because variables in voltage causes the system to no know OD is selected. That kind of stuff, or in 1st and no engine braking … the system doesn’t know it’s in 1st.

So lessons learned Get the gear selector information correct ! It’s a must to have good transmission behavior. Understand higher rpm’s can cause voltage changes and have to account for that. This is a critical step! Don’t underestimate the importance of it.

Now flat shift to go… and worked through the issues by reading! Not a lot of information out there either. Read methodically.. and apply what you’re reading.

Take care


Tex

 

[obe12]

How to begin, this 1994 OBD1 to add supercharging to Turbo required either stand a lone ECU or Parallel/ Piggy back and keep Engine ECU and Trans ECU.

Each has their own challenges and add bring transmission into Haltech or leave it out Parallel. If you plan to ditch the MAF Flapper style Mass Air Flow meter you need a separate MAP sensor and IAT. You can use the internal of the Haltech ECU. Then you have to share the Coolant temp and Disable Pull up sensor in Haltech or your Parallel transmission will not go into overdrive. The shared load causes missing reading by factory ECU. Once you disable pull up resistor you have to now make your own calibration file for volt equals temp and you don’t have OBD2 scan info to tell what temp you are. So I would suggest to just add a separate coolant temp sensor to make it easy.

Then distributor pick ups can be tricky to share them to Haltech and have triggers. Fanesses in the software is required.

Ok you up and running, now if you add wide band set that up and begin you timing calibration, and fuel calibration plus knock and idle control if your are 2500 or better ECUs.

Parallel transmission shifting with Haltech engine control works. However I found the trans needed to be Pwr selected to be in the correct gear and not shift to early.

Now looking back, reevaluate things… I would have been better to go full stand alone and move the trans into the Haltech. Cruise doesn’t need anything I have found from the OEM engine ECUs or ABS.

It you supercharge or turbo IMO go standalone. Take the plunge!
Now I have my trans controlled by the Haltech and love it! Now if your are a plug and play person and not dive into the weeds I wouldn’t suggest this unless you have a qualified tuner. Even then you have to drive the truck and recognize its shifts and how to make corrections.

Now that my shifting is based on engine load and rpm and output shaft speed it doesn’t get confused what hear it needs to be in when boosting. Just like it was designed for the truck. I can’t catch the trans in the wrong gear or down shifted to far …
Just to let off and allow it to shift. IMO just what my truck on 33 tires and near sea level Supercharged 4-5 psi needed.

Everyone with different conditions will have different results. Why you have to tune your trans to your truck!

I want kid you, I have a lot of time doing mine. A lot of learning has occured and mistakes made.

Now I am at the end of it and glad I ventured down this path. Now I want to complete the stand alone ! Ditch the oem
ECUs completely. Simplify the installation if possible.

There are hurdles to overcome allowing Haltech to control the transmission, you ask me now it was worth it!

Paying shop rates to do it could be an entirely different discussion tho. Of corse they should have experience and knowledge to make things easier. Haltech tech articles get you started and help a lot. They lack some details how to wire the Speed sensor and how to adjust the software to be triggered. That’s the experience part…

To confirm I have a 94, obd1 Landcruisers A442F 4 solenoids version transmission with one speed sensor on output housing of the transmission with 18 tooth trigger.

Each solenoid is Off On and grounds at the valve body.

To confirm Haltech elite series ECU with DBW unused can be provisioned to control S1 and S2
You will need a DPO control to ground a relay to power the TCC solenoid. To confirm the Timing solenoid doesn’t have to provisioned. In Haltech, only one speed sensor can be used. To have shifting low range, used SP2 two wire on output shaft of trans before transfer case. The transfer case speed sensor drives the Speedometer and shares Speedo to ECUs.

Haltech only uses one ! Not both.

The calibration of this sensor depends on tire size how many revs per miles. To get something 33 inch tires was like 630 x 4.3 axle to drive shaft rev per miles x 18 triggers like 49000 triggers per mile

Then drive it at calibration speed I used GPS and calibrate it. I got pretty close with the math.

Now shifting can start once you get the gear selector info to Haltech … can’t stress how important this is.

This is the basics…. Once you load the file for the 442 witch is the A340E and disable Line pressure and accumulator
Switch TCC to off on not PWM. And it works

Hope this info helps somebody it’s a lot.

Ask questions….

 

[moremazda]

This is my current tune file. The truck is still stock, no fuel mods no turbo, still running the stock catalytic converter. I have about 5k or 6k miles on this tune. Some of the long term fuel trims are maxed out but for the most part functions completely stock. I have been working cold start and the flared rpm issue. The flared rpm turns out to be just related to the base IAC position table being untuned. Once I got the base values for the IAC tuned than the engine rpm stopped flaring on start up. I hope this helps others.

The file extension is wrong. You will have to change it from .stl to .nexmap to use it........that was the only way I could get it on the website to share