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mechanical or electronic IP

rtdhsp

rtdhsp

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Location
cranbrook B.C
Im thinking if I went old school I could solve all my problems in one shot.My local dealer quoted me 750.00 for a new mechanical IP.Imagine doing a burnout on all the crap I could take off(PMD).
The only downfall Ive heard was less fuel economy
Does anyone know of any horror stories of doing the switch?

Apparently the fuel lines would have to be changed from the filter,throttle cable added,and a relay to power the pump. then no more:mad2:

what do you think?
 
Economy is not the issue.

The DB2 is a very good pump. Them 4911 IP will do the trick dandy.

Getting the tranny to work right is a bit tricky but doable.

MGW
 
Expect to spend way more money than it will cost to fix your DS4. Average standalone controller is about 1200$ and up for the 4L80e. I see in your sig you have a manifold heatsink. That my friend is your problem. New PMD out of the engine bay usually solves 80% of DS4 issues. If the truck was a stick shift with no criuse I'd say go for it . I want to put a 4l80e in my CUCV but the cost of making it work is staggering..
 
If you're installing a 4L80E in a non-computer vehicle, consider using the stand alone powertrain control module used in the P-series 6.5 vans thru the 90's. Mechanical injection pump, computer-controlled tranny.
 
There was a guy on here that ignored what everyone said about the engine/tranny combo computer not working right if you disconnected the engine from the unit and he proved that theory wrong. His truck ran find, he just unplugged the SES light I think, or something like that. For you aces, I think you could just plug in the computer where the tranny connection is needed and since there is no SES light or anything on the CUCV there shouldn't be an issue. In fact when I get home I'll mail you a stock "s" vin PCM for you to try out, and help everyone learn. if you are interested.

as for the van deal, its the same thing as the 1993 6.5's with the 4L80e tranny... they are mech. injection with a computer controlled tranny. Those vehicles have a computer where the 6.5's PCM is that I think is called the TCM (trans control mod.) and that takes care of shifting... may be able to get one out of a junk yard for pretty cheap.
 
North Maine said:
There was a guy on here that ignored what everyone said about the engine/tranny combo computer not working right if you disconnected the engine from the unit and he proved that theory wrong. His truck ran find, he just unplugged the SES light I think, or something like that.
Click to expand...

If you unplug the engine wiring harness where is the TCM going to get it's throttle position data from? Even the mechanical motors need a TPS for the tranny. Seems like the shift points would be off, or at least OD.
 
That's what I'm wondering..The 6.2s had a TPS on the DB2 IIRC. There was also an rpm sensor on the dist looking vac pump. For the cost of a 4l80e+ stand alone aftermarket controller it would be cheape rto keep the TH400 and get a gear vendors unit.
 
mattthebrat said:
If you unplug the engine wiring harness where is the TCM going to get it's throttle position data from? Even the mechanical motors need a TPS for the tranny. Seems like the shift points would be off, or at least OD.
Click to expand...

Yes, I'm sure you need a TPS, and some other things - I was just pointing
out that GM made their own standalone controller, in the vans
 
Yup

DS4 (5521) a fresh DTech OMD on a cooler mounted where its cool and make sure your chip is compatible with the 5521 Pump.

I hate the DS pumps with a passion, BUTTTTTTT when they are working right the driveability is second to none.

Power is great as is starting and everything else.

Now when they give trouble they are difinately on "THE LIST"

The DB2 4911 will make the same Horse power as the DS though and do it with basically one wire instead of a BUNDLE.

MGW
 
Actually the CUCV needs an IP but covnerting it TO a DS is just wrong...
I would rather bite the bullet for the standalone or deal with the TH400. May not be so bad if I put bigger tires on.
 
rtdhsp said:
Does anyone know of any horror stories of doing the switch?
Click to expand...


I've been down this road as well. The problem that I encountered was the lack of a TOSS(trans output speed sensor) on the 4X4, which is mounted on the transfer case '94 and up. I noticed rtdhsp has a '95 4X4 in his signature.

If anyone has found a work around for this problem, please do share.

The only solution I have found is to remove the tranny, and place the missing reluctor ring on the internal section of the tailshaft. That would allow install of a stock TOSS, which would allow the proper input for the van tranny controller to work, but would likely cause new problems when bypassing the TOSS mounted on the transfer case. The '93 and down 4X4 4L80E has TISS and TOSS in the stock locations,(or at least the reluctor ring on the tailshaft for a TOSS) but uses different electronics than the '94+ setup, so a strait swap there is out of the question as well.

Bobbie Martin's book on the subject is well worth the read, if you're interested in doing this....that was my source for the info on the 4X4 problems.
 
Acesneights1 said:
Can you elaborate on that cause I wanna do just that.
Click to expand...


TCM from a "Y" code 6.5 is what you need. GM part # is 16196390. I saw some on car-part.com in the $40-60.00 range, when I was looking months ago. Wayyyy cheaper than the custom standalones.

DB2 TPS wont work, IIRC, you need the sensor from the P van that fits in the dizzy/vac pump slot for the proper output.
 
Yachtcare said:
TCM from a "Y" code 6.5 is what you need. GM part # is 16196390. I saw some on car-part.com in the $40-60.00 range, when I was looking months ago. Wayyyy cheaper than the custom standalones.

DB2 TPS wont work, IIRC, you need the sensor from the P van that fits in the dizzy/vac pump slot for the proper output.
Click to expand...

You mean one of those dist type vac pumps with the sensor on it ?
 
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