Disclaimer: Links on this page pointing to Amazon, eBay and other sites may include affiliate code. If you click them and make a purchase, we may earn a small commission.
Actually, you summed it up pretty nicely, Eric. There's not much I could add without boring people with specifics ...BlackandBlue said:
Quick side note: this restriction only applies to LPM's purchased from and/or programmed by Ted. When I have officially rolled out my soon-coming LPM programming service, I will offer programing for all 49-state and Canada V6 SHO calibrations.rlw001 said:
As your paricular experience proves, the D4U1 upgrade (just like many upgrades) is not a "one size fits all" type of deal. Some people notice a change right off the bat while others do not see much improvement at all. In actuality, there is very little difference in the amount of line pressure that is commanded between the H3Zx and D4U1 programs. The D4U1's real advantange over the H3Zx lies instead with it's upgraded chipset and reworked transmission management logic, both of which contribute to the feel of "better shifting".JTSHO said:
There are several options, including an LPM from Ted Breaux, an SCT chip from Doug Lewis or a chip from myself. If a chip doesn't suit your fancy, then you can go the more hands-on route of controlling the EPC directly via a pressure riser, like this one:JTSHO said:
is that just a mod to the existing trans plug, or is that another piece that you buy and then adjust???Axianator said:As your paricular experience proves, the D4U1 upgrade (just like many upgrades) is not a "one size fits all" type of deal. Some people notice a change right off the bat while others do not see much improvement at all. In actuality, there is very little difference in the amount of line pressure that is commanded between the H3Zx and D4U1 programs. The D4U1's real advantange over the H3Zx lies instead with it's upgraded chipset and reworked transmission management logic, both of which contribute to the feel of "better shifting".
There are several options, including an LPM from Ted Breaux, an SCT chip from Doug Lewis or a chip from myself. If a chip doesn't suit your fancy, then you can go the more hands-on route of controlling the EPC directly via a pressure riser, like this one:
also, is that just cut and spliced in? or in parrallel??Axianator said:As your paricular experience proves, the D4U1 upgrade (just like many upgrades) is not a "one size fits all" type of deal. Some people notice a change right off the bat while others do not see much improvement at all. In actuality, there is very little difference in the amount of line pressure that is commanded between the H3Zx and D4U1 programs. The D4U1's real advantange over the H3Zx lies instead with it's upgraded chipset and reworked transmission management logic, both of which contribute to the feel of "better shifting".
There are several options, including an LPM from Ted Breaux, an SCT chip from Doug Lewis or a chip from myself. If a chip doesn't suit your fancy, then you can go the more hands-on route of controlling the EPC directly via a pressure riser, like this one:
A chip is a self-contained module that modifies certain portions of the factory programming by plugging into the J3 service port on the back of your car's computer (positioned behind your glovebox and above the heater core) and bypassing certain signals that are fed to the computer. Depending on the type of chip that you decide to purchase, costs for a new LPM or SCT chip on a Gen 2 ATX SHO can run anywhere from $200-400. FWIW, pricing schedule for my LPM's have yet to be determined.steellll said:
The pressure riser pictured in the diagram above works by splicing into the existing tranny harness. There are also several aftermarket options available via BulkParts, Jeg's and Summit that will acheive the same result if you desire to go that route instead.nc89sho said:
Axianator said:Actually, you summed it up pretty nicely, Eric. There's not much I could add without boring people with specifics ...
Quick side note: this restriction only applies to LPM's purchased from and/or programmed by Ted. When I have officially rolled out my soon-coming LPM programming service, I will offer programing for all 49-state and Canada V6 SHO calibrations.
Since support for the California V6 MTX strategies is not atop my priority list, I had to put that standard disclaimer in there for those who were not aware. The good thing for us ATX'ers is that all Gen 2 ATX SHO's received the same calibration (depending on year), regardless of the vehicle's original point of sale.SHOtimer said:
ok, so.... i'm a bit confused on how it works... the swtiches and relays are attached in series with the EPC signal return right? not parrallel. as in.. cut the wire and attach one end to the switches and the other to the relays like this..Axianator said:
