TCi EZ-TCU Manuale utente

EZ-TCU™ Transmission Control Unit

Thank you for choosing TCI® products; we are proud to be your manufacturer of choice. Please read

this instruction sheet carefully before beginning installation, and also take a moment to review the

included limited warranty information.

INSTALLATION

System Components Overview

The EZ-TCU™ system is made up of several main components. A TCU (Transmission Control Unit),

a wiring harness, a handheld user interface, and an RPM module. Please read through all of the

installation notes before beginning the installation.

TCU

TCU Installation Notes:

•The TCU is water tight when connected to the wiring harness. It can be mounted in the engine

compartment or in the vehicle’s interior. It is good practice to mount the TCU with the

connector facing down. This way, there is less chance of moisture getting into the TCU if it

needs to be disconnected in wet conditions.

•The TCU should not be mounted close to other electrically “noisy” components. In particular,

keep good spacing (try for 2 feet minimum) from ignition components (ignition boxes, coils,

distributors, etc.)

•If mounting in the engine compartment, selecting a location towards the rear will make it easier

to route the communications cable to the interior to allow the handheld to be monitored while

driving. Optional, longer communications cables are available if needed.

•There is an LED on the front face of the TCU – the side with the logo. It will flash if the on-

board diagnostics detects a problem (the LED is lit solid when the TCU is powered up and

working normally). To take advantage of this feature, the TCU will need to be mounted so that

the front face of the TCU is visible. The handheld will also indicate if any faults have been

detected.

Wiring Harness

Wiring Harness Installation Notes:

•The wiring harness should be kept away from ignition components (ignition boxes, coils,

distributors, etc.) as much as possible. Do not bundle the wiring harness together with other

“noisy” wiring in the vehicle.

•As with any wiring, it is good practice to avoid routing the wiring harness around sharp edges

or near high temperature components such as headers.

The wiring harness consists of the following connections:

BATTERY POS (loose wire)

BATTERY NEG (loose wire)

These must be connected DIRECTLY to the positive (red wire) and negative (black wire)

posts of the battery. These must be run independently to the battery. Do NOT splice other

power or ground wires into these wires. Failure to follow these requirements invites problems

with electrical noise. These kinds of problems are difficult to diagnose. The wires may be

extended if needed using automotive grade 16 gauge (or larger) wire.

12V SWITCHED (loose wire)

Connect this wire to a switched ignition source that is hot with the key in the On/Run and

Crank positions. Do NOT connect to the positive side of an ignition coil. Strange problems can

sometimes arise when tapping into existing switched ignition sources. When in doubt, run this

wire through its own switch and then directly to the positive post of the battery.

TRANS

This connects to the round connector on the passenger side of a 4L60E transmission. Or on the

driver side of a 4L80E or TCI® 6x Six-Speed transmission.

NOTE: Pre-1993 4L80E’s will need an updated internal wiring harness. TCI® PN 276610, GM

PN 24200161 or equivalent.

4L60E 4L80E / TCI® 6x Six-Speed

OUTPUT SHAFT SPEED

This connects to a speed sensor at the rear of the transmission. In the case of the 4L80E and

TCI® 6x Six-Speed transmissions, use the rear most sensor.

THROTTLE / TPS SIGNAL

The THROTTLE connector can be plugged into an early style GM TPS sensor. Wiring

adapters are available from FAST™ to accommodate a later style GM TPS (round, 3 pin

connector). The harness can also be modified for use with any 0-5V TPS.

Original

Pin Location Color Function

A Black/Pink Ground

B White/Red TPS signal

C Red/White 5V

The loose TPS SIGNAL wire is provided to facilitate sharing the TPS signal between two

systems (TCU and a fuel injection system, for example) if needed. It splits off from the

THROTTLE connector’s signal wire inside the harness.

Remote mount TPS kits are available from TCI® to provide a TPS signal for carbureted

applications.

TACH IN / RPM MODULE

The wire with the female terminal goes to the tach output from an ignition box or other RPM

signal source. Or to the EZ-TCU™ RPM Module depending on the application. See RPM

Module notes. Do NOT connect this directly to the ignition coil.

A second wire is provided to facilitate sharing the tach signal between two systems (TCU and a

fuel injection system, for example) if needed. The terminal on the second wire is the opposite

gender. So something that would normally connect to an ignition box tach output or the EZ-

TCU™ RPM Module can instead be plugged into this second wire in the TCU harness for a

splice-free hook up.

MANUAL SHIFT

This connector contains the wires needed to enable and use manual bump up/bump down

shifting. Buttons can be mounted where ever they are convenient in the vehicle – on the

steering wheel, on the shift lever, etc. TCI® offers shifters and accessories that can be used for

this purpose.

Pin Color Function Notes

A Red Bump Down Use momentary switch to ground to request a downshift.

B Yellow Bump Up Use momentary switch to ground to request an upshift.

C Blue Auto/Manual Use a toggle switch to ground to enable Manual Shifting.

D Black Ground Can be used as the ground source for switches.

SPEEDOMETER OUTPUT (loose wire)

This wire puts out a 12V square wave to drive an electronic speedometer. The number of pulses

per mile is selected in the handheld.

ECONOMY / PERFORMANCE (loose wire)

When switched to ground through a toggle switch, this TCU input can be used to select a more

performance oriented shift strategy. Line pressure and shift points will be altered according to

settings entered in the handheld.

TCC APPLY (loose wire)

When switched to ground, (and when some very basic requirements are met) this TCU input

forces the torque converter clutch to lock up. Otherwise, the TCC will lock and unlock

automatically based on user configurable settings.

FLASH ENABLE (loose wire)

This wire is only used in the rare case that new firmware needs to be loaded into the TCU.

This wire would be grounded as the TCU is keyed on. Be sure that this wire is not accidentally

grounded in normal operation. If the TCU accidentally starts up in Flash Mode (LED flashing

steady on/off pattern – a slower pattern than the rapid flashing that indicates an error code has

been set), the transmission will not function properly. If that occurs, make sure the FLASH

ENABLE wire is not grounded, then key off, wait about 10 seconds and key back on.

HANDHELD

This connects to the communications cable the links the main wiring harness to the handheld

user interface.

SPEEDOMETER CONTROL UNIT

This connects to an optional TCI® Speedometer Control Unit (SCU). An SCU uses an electric

motor to spin a special speedometer cable to drive a mechanical speedometer.

RPM Module

There are two basic options for supplying the EZ-TCU™ with an RPM input.

1. Clean, processed Tach signal from engine electronics

Electronics involved in running the engine – fuel injection, ignition, etc. – will need to know

engine RPM. So there may be an existing tach signal wire that can be tapped into. The EZ-

TCU™ requires a square wave type tach signal that pulses once per cylinder firing. Ignition

systems – such as aftermarket capacitive discharge (CD) ignition boxes – often have dedicated

“Tach” outputs that are a perfect RPM signal source for the TCU.

If using a clean, processed Tach signal, the TACH IN / RPM MODULE wire in the EZ-TCU™

wiring harness is connected directly to that source - the “Tach” output from an ignition box,

etc. The RPM Module included with the kit is not used in this case. And no part of the EZ-

TCU™ system is connected to the coil.

2. Inductive coil

Another RPM signal source is the negative side of the ignition coil in a traditional dwell

controlled inductive ignition system. One in which the coil is fed power on one side and is

charged by grounding the other side - either by “points” or some form of electronic module.

An HEI is one example of this type of ignition system.

To use this RPM signal option, the RPM Module is required. The RPM Module connects to

the negative side of the coil and outputs a “Tach” signal to the TCU. The RPM Module is

connected as follows:

Wire color Connection

Black Engine block

White Negative side of coil

Yellow TACH IN / RPM MODULE wire in EZ-TCU™ wiring harness

The RPM Module is provided to allow this convenient installation option. But keep in mind

that it has limitations. The negative side of an ignition coil is one of the noisiest points on the

engine. In most applications, the RPM Module will be able to deal with this and feed a clean

RPM signal to the TCU. But the old saying – garbage in, garbage out - applies here. If the

inductive ignition system is just too noisy or inconsistent, a different RPM signal source will be

needed. A poor RPM signal can cause the RPM display on the Live Data screen to appear

erratic. It can also lead to inconsistent shift points under heavy load.

RPM Module Installation Notes:

•HEI distributors (and possibly others) have a terminal labeled “TACH”. However, that is not a

clean, processed tach signal like an aftermarket ignition box would supply. Instead, it is simply

another terminal connected to the negative side of the coil. Do NOT connect the TACH IN / RPM

MODULE wire in the EZ-TCU™ wiring harness directly to that terminal. The TCU will be

damaged. In a case like that, the RPM Module is required since what you are really doing is

connecting to the negative side of a dwell controlled coil.

•Do NOT bypass the RPM Module and connect the TACH IN / RPM MODULE wire in the EZ-

TCU™ wiring harness directly to the negative side of the coil. It may actually work that way for a

time. But the TCU will be damaged and system performance will degrade.

•Do NOT connect anything from the EZ-TCU™ system to the coil – RPM Module or TACH IN /

RPM MODULE wire – when using an aftermarket ignition box.

•Use resistor type spark plugs. Non-resistor plugs are very noisy and interfere with electronics –

including the EZ-TCU™ system.

•Do NOT use solid core spark plug wires. These are also very noisy.

Speedometer Control Unit (SCU) (Not included in EZ-TCU™ kit)

An optional TCI® SCU uses an electric motor to spin a special speedometer cable to drive a

mechanical speedometer. The SCU wiring mates directly to the EZ-TCU™ wiring harness.

To configure the SCU for use with the EZ-TCU™, remove the SCU’s lid to access a row of DIP

switches. Set switches 4, 5 and 8 to the “ON” position. All others should be “OFF”. Once the

switches are set, the lid can be replaced. In the Setup Wizard or in the Advanced Options menu, set

the SPEEDO PPM to “4000PPM OR SCU”.

In other applications, the SCU needs the DIP switches to be set according to a formula based on

various drive train information. That calculation is not required for use with the EZ-TCU™. Once the

switches are set as described above, the EZ-TCU™ handles the rest. It sends a calibrated speed signal

to the SCU.

Installation Sequence

This is a general outline of the installation process. Read all of the component specific installation

notes for more detail before beginning the installation.

1. Connect the TRANS and OUTPUT SHAFT SPEED connectors from the wiring harness to the

transmission. Route the rest of the harness into the engine compartment.

2. Determine the appropriate method for getting an RPM signal into the TCU. Install RPM

Module if needed. Connect the wiring harness to the RPM signal source.

3. Connect the wiring harness to a TPS signal source.

4. If a mechanical speedometer will be used, install the optional TCI® SCU and connect the

wiring harness to it.

5. Find a suitable location and mount the TCU. Make sure the wiring harness will reach the

mounting location.

6. Connect the BATTERY POS and BATTERY NEG wires DIRECTLY to the battery. These

must be run independently to the battery. Do NOT splice other power or ground wires into

these wires. Extend the wires if necessary to reach the battery. Use automotive grade 16

gauge (or larger) wire.

7. Connect the 12V SWITCHED wire to a switched ignition source (hot in On/Run and Crank).

Do NOT connect to the positive side of an ignition coil.

8. If Manual Shifting will be used, route the MANUAL SHIFTING connector into the cockpit and

wire in an enable switch and a pair of buttons for upshift and downshift.

9. To use the Forced TCC Lockup feature, route the TCC APPLY wire into the cockpit and

connect it to a switch or button.

10. To access Performance Mode, route the ECONOMY/PERFORMANCE wire into the cockpit

and connect it to a switch.

11. If an electronic speedometer will be used, route the SPEEDOMETER OUTPUT wire into the

cockpit and connect it to the speedometer.

12. Connect the wiring harness to the TCU.

Setup

1. Switch on the ignition.

2. Connect the handheld to the main wiring harness using the communications cable. And to

power by connecting the power cable to the handheld and to a cigarette lighter plug. For

convenience, the handheld power source should be hot in On/Run and Crank. If it loses power

while cranking, there will be a short wait before the handheld can be used as it powers back up.

3. Select SETUP WIZARD in the handheld. It will walk you through the setup procedure.

HANDHELD

The EZ-TCU™ handheld serves as the user interface with the EZ-TCU™ system. It has a straight

forward menu system that offers advanced features without requiring a laptop or any computer skills.

Its first task is to take you through the Setup Wizard. It also serves as a scan tool by displaying live

data and diagnostics information. Beyond basic setup, you can also adjust other settings to suit your

preferences.

Handheld Notes:

•The handheld has two cables that must be connected. A communications cable that links the

handheld to the HANDHELD connector on the main wiring harness. And a power cable that goes

to a cigarette lighter receptacle. For convenience, the handheld power source should be hot in

On/Run and Crank. If it loses power while cranking, there will be a short wait before the handheld

can be used as it powers back up.

•To turn off the handheld, disconnect the power cable either at the handheld itself or from the

cigarette lighter receptacle. Reconnect the power cable to restart the handheld.

•If the handheld displays a “COMM ERROR” message, make sure the handheld’s communication

cable is connected and that the TCU is powered on. Then press the RESET button on the

handheld.

•If you will be monitoring live data or making adjustments while driving, be safe and bring a friend

along to operate the handheld while you drive.

Live Data

The Live Data feature allows you to monitor various engine and transmission parameters in real time.

There are two screens that can be selected using the UP and DOWN arrows. To return to the main

menu, press the POWER/MENU button.

In addition to live data readings, the Live Data screens also feature several Status Indicators. They

show when certain conditions are met. In this picture, the TC indicator is “off”. The PM and MM

indicators are “on”. These indicators can serve as a troubleshooting tool by offering a way to verify

that the various switched inputs are wired and functioning properly.

•DASH 1

RPM Engine speed.

MPH Vehicle speed.

GEAR Current gear.

Status Indicator Meaning

TC Torque Converter Clutch. This indicates that the torque converter clutch

is locked. It is normally controlled automatically by the TCU but can

also be forced to lock by grounding the TCC APPLY wire.

PM Performance Mode. This indicates that the ECONOMY /

PERFORMANCE wire has been grounded to select the more aggressive

Performance Mode. When this indicator is off, the TCU operates in

normal Economy Mode.

MM Manual Mode. This indicates that manual bump up / bump down

shifting has been enabled by grounding the Auto/Manual wire in the

MANUAL SHIFT connector. The TCU will hold the current gear until

told to shift, unless the vehicle comes to a stop. In that case, it will

downshift into 1st gear.

•DASH 2

TOT(F) Transmission Oil Temperature.

BAT(V) Battery voltage.

TPS% Throttle Position Sensor. It’s range is from 0 (resting idle position) to 100 (full

open position). The Setup Wizard takes care of calibrating this sensor. It can

easily be verified using this display. If you ever notice the TPS reading is not 0

at idle, it should be re-calibrated by selecting TPS CALIBRATE in the

Advanced Options section of the handheld.

SGR Selected Gear. This shows the position of the shift lever.

PN Park/Neutral

R Reverse

OD4

th lever detent / Overdrive

L33

rd lever detent / Drive

L22

nd lever detent / 2nd

L11

st lever detent / 1st

Status Indicator Meaning

BU Bump Up. This indicates that an upshift is being requested by grounding

the Bump Up wire in the MANUAL SHIFT connector. Manual Shifting

must be enabled for the Bump Up input to be recognized by the TCU and

for this indicator to work.

BD Bump Down. This indicates that a downshift is being requested by

grounding the Bump Down wire in the MANUAL SHIFT connector.

Manual Shifting must be enabled for the Bump Down input to be

recognized by the TCU and for this indicator to work.

SE System Error. This indicates that an error code has been set. It acts like

a Check Engine Light. Select ERROR CODES from the main menu to

check and clear error codes.

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