Setting up COMPUSHIFT using the App is a relatively simple process. Please refer to the following link to see a video explaining the Setup of the COMPUSHIFT App and how to download, install and connect.
This is normal. The pressure control solenoid in some transmissions buzz, especially when there is no oil in the transmission.
Most engine control systems have their own throttle position sensor, and in most cases, you should use this sensor instead of installing a second one for COMPUSHIFT. Most engine control system / electronic fuel injection system makers don't recommend piggybacking sensors due to problems with ground loops and interference, but all COMPUSHIFT products are designed with a circuit called a differential amplifier that helps prevent these problems.
Yes. This usually works just fine.
Newer diesel engine control system's often have a tachometer wire, just like a gas engine. Older diesel engines sometimes have a tachometer wire that comes off the alternator. Often these are not quite the right speed, so you need a corrector to fix this. Alternatively, you can use a crank speed sensor. For many applications, you don't really need a tachometer input to the COMPUSHIFT system. It will usually run correctly without one, especially if the engine isn't a high performance gasoline engine.
No. All adjustments and programming to COMPUSHIFT can be done via the free downloadable app on your smart cell phone or tablet.
On most transmissions and control programs, the torque converter clutch always unlocks during downshifts, and sometimes during upshifts, depending on the vehicle speed and throttle position. It is safe to upshift under light load while the TCC is locked, and most OEM systems do so.
COMPUSHIFT provides an output signal for driving speedometers. This signal is called reproduced TOSS. This signal replicates the signal coming from the TOSS (Transmission Output Shaft Speed) sensor. This signal should be used when you have an existing OEM speedometer or engine control computer that uses the TOSS sensor. Reproduced TOSS comes off of the 25-pin connector and comes with enough cable to connect back to an original TOSS plug. A device called the Cable-X can drive mechanical speedometers if necessary. Built by Abbott Enterprises, the small Cable-X box motor rotates a speedometer cable at a rate proportional to an electronic speed input, and is calibrated to match your speedometer using internal switches. HGM is an authorized Cable-X reseller.
Many COMPUSHIFT customers are using a carbureted gasoline or diesel engine. For these applications, the throttle position sensor provided in the COMPUSHIFT kit is used. But, if you use COMPUSHIFT with an electronically fuel injected engine, you can often use the existing throttle position sensor instead of the provided one. Here's a little explanation on how the TPS works, and how to use the existing one:
A throttle position sensor usually has three wires: +5 volt power, ground, and signal. The power and ground wires supply a reference voltage to either side of a variable resistor. As the shaft rotates, the signal wire has a voltage that varies between +5 volts and ground.
In order to connect COMPUSHIFT to an existing TPS, you only need to connect two wires, the ground wire and the signal wire. These can be piggybacked on top of the existing wiring using an in line wiretap, but they should be done as close as possible to the sensor. The +5 volt wire coming from the COMPUSHIFT should be left disconnected, but insulated to prevent a short circuit.
Click the following link to use the COMPUSHIFT Configurator to price a kit to suit your particular build - click here.
The "always upshift at" places an absolute engine RPM limit on each gear. The controller will always upshift when this engine RPM is reached. The controller measures engine speed from the tachometer input, if connected, or calculates engine speed based on driveshaft speed and gear ratio. The tachometer is the more accurate measurement because all torque converters slip. As the "shift speed", adjustment is increased, the transmission shifts at greater speeds for a given throttle position. The "always upshift at" provides a cap for this adjustment. This allows you to have the transmission shift at high RPM with light throttle, but still not exceed the engine's RPM limit at full throttle
GM transmissions originally built for four-wheel drive usage have the transmission output speed (TOSS) sensor in the transfer case. Often these transmissions are refitted with a standard output shaft snout for two-wheel drive service. Although the transmission has the hole in the side of the case for the TOSS sensor, the toothed ring gear inside of the transmission is not always there. Here's a hint. Before installing a TOSS sensor, look inside the TOSS sensor hole and be sure that you can see square lugs about 3/8" by 3/8". These are the teeth of the toothed wheel that generates the TOSS sensor signal. It should look like this:If the surface you see inside the hole is smooth, you'll have to break down the gearbox and install the toothed wheel. Despite the work involved, is a lot better to find this out before the transmission is in the car.
Though difficult, it is possible to plug the connector to the transmission in upside down. Be sure that the white line on the plug is facing up, not down.
The 4L80E has two speed sensors, one at the front (the input shaft speed sensor), and one at the back (the output shaft speed sensor). Make sure that the COMPUSHIFT speed sensor connection is connected to the rear speed sensor, not the front one.
Poor wiring causes many of the problems we hear about. We have seen painted bolts used as frame grounds, 18-gauge wire used for power, and rat's nests of connectors in between. The solenoids and sensors in the transmission require a few amps of clean power to run properly. Make sure that you use soldered connections wherever possible. A dedicated connection to a switched ignition circuit is recommended.
The COMPUSHIFT controller is a precision piece of instrumentation designed to handle the difficult environment of a car. However, it isn't designed to run under-hood or exposed to water, and it relies on some free airflow to provide cooling to the internal components. COMPSUSHIFT has a temperature sensor inside of the controller case and will shut down temporarily if safe operating temperatures are exceeded. Be sure to mount the controller inside the car, but away from the heater and heat from the exhaust system.
PWM stands for "pulse width modulation". In transmission control applications, PWM is a way of controlling a solenoid so that it applies varying amounts of hydraulic pressure according to computer control. PWM torque converter clutch systems use apply and release the clutch gradually to improve shift feel. Unfortunately, many of the PWM controlled systems cause the clutch to slip, and over time, eventually fail. Over time, manufacturers have introduced and then later removed this gradual apply / gradual release feature. Some types of transmissions have been built with both PWM and non-PWM versions of the converter clutch. For those transmissions, COMPUSHIFT has a setup menu selection that lets you choose PWM or non-PWM. Whether PWM or not, COMPUSHIFT always does a quick apply and release of the torque converter clutch. We feel that it is more important, especially in high-horsepower applications, to preserve the life of the clutch rather than improve shift feel.
The COMPUSHIFT display has a 1/4-20 bolt in the back that can be used to mount the display in the same way that a camera mounts to a tripod. A good source of mounts in RAM Mounting Systems.
The proper hole size is 1 5/8" or 4.125cm
