To swap or not to swap?

The_Josh_Bear said:

Plus then you can get a sticker like mine! (for a 5-speed, but you get the idea)

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Building a jeep right now also. I put a T5 behind the 350 I put in it. Anyhow both my kids 13-15 got in at different times today and started making race car noises while “shifting gears”.

My commuter (VW TDI) is a standard, van and burb both auto’s. I prefer standards, but some day I know I’m just gonna get rear-ended on the 1-2 shift leaving a light.

These stop light racers trying to text at the same time nearly missing me just makes me shake my head. Your service truck wouldn’t even notice this “bump” should you go ZF.

if i was to run an auto, id be using a 4R100 and a US controller

IDIoit said:

if i was to run an auto, id be using a 4R100 and a US controller

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This is the first I’ve heard of the 4T100. Seems to be a brick sh*t house when built. Whats the is controller?

A US controller is an aftermarket stand alone controller for the E4OD and the 4R100. No need for factory electronics. At least the ones in the truck.

IDIBRONCO said:

A US controller is an aftermarket stand alone controller for the E4OD and the 4R100. No need for factory electronics. At least the ones in the truck.

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I’ve been eyeing a truck with an E4OD, and was wondering if there would be any advantage to switching to an aftermarket controller system… I’m guessing no, but I have heard many good things about US Controller, and less good things about the factory system. The truck in question (93 F-Super Duty) needs a new transmission anyways ($4000ish to get one rebuilt, I just so happen to have an E4OD laying around that was just fine when pulled, so I would just as soon go that route I think, also the seller has a freshly remand E4OD that’s included with the truck) but I was wondering what all is involved with the aftermarket transmission controllers, I would just as soon hear someone’s experience with one, I think @david85 has one, others here may have had experience with the US Controllers as well.

Cant Write said:

My commuter (VW TDI) is a standard, van and burb both auto’s. I prefer standards, but some day I know I’m just gonna get rear-ended on the 1-2 shift leaving a light.

These stop light racers trying to text at the same time nearly missing me just makes me shake my head. Your service truck wouldn’t even notice this “bump” should you go ZF.

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Love it when they launch it, and then the sudden nose dive.

Guess they don`t want the Trailer hitch in their Radiator.
As more Commiefornians move here, the worst it gets.


Goat

KansasIDI said:

and was wondering if there would be any advantage to switching to an aftermarket controller system… I’m guessing no,

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There may be some extra tuneabiliy, but I'm not sure there. What you do get is all brand new components that haven't been in the elements for the last 30+ years. That is an advantage.

I think the biggest advantage is tunability. A very close second, is fewer things to go wrong.

The aftermarket setup doesn't need to see engine RPM, barometric pressure, brake light status, or PSOM (part of the cluster). There are probably other sensor inputs that I'm forgetting. I think the PSOM integrated cluster was only for 1992 and newer trucks.

The older system I have isn't perfect. It doesn't properly anticipate when to unlock the converter in anticipation of an upshift. This is not an issue if you only allow the converter to lock up in 4th, but I have mine programmed to engage as low as 2nd gear. It's a minor driveability concern, but still annoying enough that I may upgrade to the newer controller eventually. I was told by someone at US Shift that they have upgraded to a more advanced converter control logic that can keep the converter locked during a shift, or even attempt a limited slip during a shift to control shock loading on the driveline. It sounded very interesting.

For reliability, it's been way better than any aftermarket setup deserves to be. The only feature I was never able to figure out, was the "manutronic" function, which uses the cruise control buttons to upshift and downshift. The only failure I ever had was a broken wire inside the connector. The controller itself has functioned flawlessly for over a decade now. Karl Baumann knew how to build a good product. If he was involved with designing the newer evolution, I would feel confident that it will be just as good.

I recently bought a US Shift controller and installed it in my '94 ambulance. I like the way it shifts, I like the visibility it gives me into the transmission. It hasn't solved the problem that periodically the trans downshifts to 1st and won't upshift.

Now that I have it installed, I can see that the controller is seeing zero mph when this happens. The speedometer continues to read correctly when this happens. The speedo never wavers, never bounces, never gives an unlikely reading, so I have assumed the VSS and tone ring are OK, and the wiring from rear axle to dash must be OK. I replaced the VSS anyway, just because. That hasn't fixed it. Really not sure what to try next. After a few minutes, it starts working again. Shutting off the engine doesn't make it work, stopping and putting it in park doesn't work, but wait a few minutes and it again can see vehicle speed and starts working ... so far.

Other than this, I'm very pleased with the controller.

If I understand the way this system works correctly, I believe that the speedometer gets the vss signal first and from there is sent to the pcm. So I would say that your issue lies somewhere between the speedometer itself and the trans controller.

I have read numerous times that something in the speedometer itself can cause shifting issues. ( this is only what I have read, I have 0 personal experience with this issue)

James

We're getting off topic a bit, so I've started a thread for my e4od issues: https://www.oilburners.net/threads/e4od-vss-and-us-shift-intermittent-issue.93576/