General:

My 2‑step or launch control drops out and the log shows random high vehicle speeds even when the car is not moving. Could the Bowler All‑In‑One be causing this?

This is usually caused by ground‑related noise, not a bad speed sensor. The reverse lock solenoid is driven by a pulsed output and shares a ground with the speed signal from the All‑In‑One, so a weak ground can cause the speed signal bounce near ground and create false high‑speed readings that disable launch control. Fix it by improving the ground path to the All‑In‑One module and by configuring the ECU to use a more appropriate, less sensitive speed input type rather than a VR input that expects an AC signal centered on ground.

The reverse lockout solenoid controlled by my Bowler All‑In‑One never locks, or it locks and unlocks at the wrong speeds. What should I look at?

Confirm that the speed sensor is wired correctly and reading accurately, then double‑check that the reverse lockout speeds and settings in the All‑In‑One app match how you want the solenoid to behave. If the lockout is inactive or inconsistent, focus on verifying power, ground, and sensor wiring, and make sure the displayed speed in the app matches the actual vehicle speed.

My speedometer connected to the Bowler All‑In‑One is erratic or does not work at all. How do I troubleshoot it?

Start by checking the speedometer calibration using the test mode in the Bowler All‑In‑One app to confirm the readings are reasonable. Verify clean, solid grounds for both the speed sensor and the All‑In‑One module, since poor grounding can cause electrical noise and unstable signals. Compare the voltage reported in the app’s diagnostics to actual battery voltage while locking and unlocking the solenoid; a large difference, especially under load, usually indicates a power or ground problem that must be fixed.

My Bowler All‑In‑One app will not connect or keeps dropping the Bluetooth connection. What should I check?

Confirm that the All‑In‑One module has solid power and ground, then verify that your phone is reasonably up to date, supports Bluetooth 4.0 or later, and is running the correct, current version of the Bowler app. Make sure Bluetooth and pairing are enabled, confirm that the All‑In‑One shows up in the app’s device list, and reduce interference by keeping a clear line of sight between the phone and the module.

Changes I make in the Bowler All‑In‑One app disappear every time I cycle power. How do I make the changes stay?

Open the All‑In‑One app, go to the Advanced tab, and enable the Auto‑Save to Device option. With Auto‑Save to Device turned on, your changes will be written into the module so they persist after a power cycle.

What does the Bowler All‑In‑One wiring harness actually do on a Tremec Magnum or TKX transmission?

The Bowler All‑In‑One harness powers and controls the reverse lockout solenoid, provides two independently programmable vehicle speed signal outputs for your speedometer, ECM, or cruise control, and supplies wiring for your reverse lights, all from a simple switched 12V power and a solid ground.

• 7100000

Why will the reverse lockout not disengage on cold start?
If the reverse lockout will not disengage during a cold start and voltage is approximately 10.4 volts, low voltage may be the cause. To verify this, temporarily supply power directly from the battery instead of the existing power wire and check whether the issue is resolved.

Why is cruise control not working with the All-In-One harness?
Cruise control will not function unless the correct gear ratios are loaded into the ECM. This must be configured by the tuner.

Do both speed output wires need to be used?
Only one speed output wire needs to be connected to the gauge. The second output can be capped off or used to supply a speed signal to another device. If only one output is used, it does not matter which one. Pulse counts can be adjusted independently if needed.

Which direction should the pulse count be adjusted to decrease the speedometer reading?
The pulse count should be adjusted up or down while driving until the speedometer reading matches GPS speed.

How is the All-In-One harness wired in a Mustang?
The red wire should be connected to a fused keyed hot power source, and the black wire should be connected to a clean, solid ground. One speed output wire should be run to the vehicle’s digital speed signal input from the factory VSS wiring. Refer to Page 10 of the instruction sheet and the Mustang owner page for details.

Why is the transmission hard to get into reverse?
This condition is typically caused by improper power or ground connections. Verify that both power and ground are correct and secure.

How is the All-In-One harness wired to the speed sensor wiring from a GM ECU?
Use either the purple/yellow or purple/white speed output wire from the All-In-One harness and connect it to the purple speed input wire at the ECM. The green or yellow sensor ground wire from the ECM should be run directly to ground.

Why does the lockout solenoid repeatedly click and the app will not connect?
This issue is commonly caused by incorrect wiring, a poor ground, or low voltage. Verify the wiring against Page 10 of the instruction sheet and confirm proper power and ground connections.

How do I hook up the All-In-One harness to a GM Connect & Cruise package?
Refer to Page 10 of the instruction sheet for the correct wiring procedure.

Why is there no cruise control on a 2012 Mustang, pulse count changes on its own, or output 1 does not work?
These issues are usually related to ground integrity or tuner configuration. Verify that all grounds are solid and confirm the tuner has configured the system correctly.

Why is there no speed reading even though the module connects?
Verify that one of the speed output wires is connected to the vehicle’s speed signal input wire. On MT-82 harnesses, this wire is typically tan/green.

Why does the speedometer needle jump on a 1989 Nissan 300ZX?
Try switching speed outputs and verify there is no electrical interference from nearby wiring.

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Will the Borg Warner All-In-One harness communicate with Dakota Digital gauges?
Yes. This harness is designed to work with a Borg Warner T-56 from a 4th generation Camaro or Firebird and is compatible with Dakota Digital gauges.

Will the Borg Warner All-In-One harness work on a Viper Borg Warner T-56?
No. Viper applications use a three-wire speed sensor. This All-In-One harness only supports Borg Warner T-56 transmissions that use a two-wire speed sensor, such as 1998–2002 Camaro applications.

• 7100002

How do I verify wiring to a GM factory ECM with an LS conversion?
To verify wiring, connect either the purple/yellow or purple/white speed output wire to the ECM speed signal input wire. The sensor ground wire should be run directly to ground.

Will the All-In-One harness work with a newer TR-6060?
No. This harness will not work with newer TR-6060 transmissions that use a three-wire Hall-effect speed sensor.

Is the All-In-One harness compatible with TUET 18131 or TUET 18132?
Yes. TUET 18131 and TUET 18132 transmissions use GM speed sensors, and the correct harness for these applications is the 7100002 All-In-One Harness.

Can the Tru-Shift cable be manually adjusted to soften shifts?
Yes. After the cable has ratcheted out during the initial full-throttle setup, shifts can be fine-tuned. If the vehicle shifts too late or the shifts are harsh, press the adjustment button on the cable and pull it out one or two ratchet teeth to soften the shift feel.

How do I adjust the TV cable?
Fully reset the cable in the housing, then set it by going to full throttle with the accelerator pedal. This allows the cable to ratchet out to the correct position.

Is it necessary to use the supplied Tru-Shift cable if my 3rd-gen Camaro already has an OEM GM cable?
No. The OEM GM cable can be reused. Make sure it is fully reset in the housing before adjustment and verify that it ratchets out at full throttle. If it ratchets out, the throttle valve in the transmission is being closed correctly.

What needs to be changed if using a factory GM throttle cable from the 1980s?
The carburetor throttle lever ball stud must be replaced with the correct stud installed in the top hole of the Tru-Shift arm so the cable geometry matches the original factory configuration.

Why is the TV cable not ratcheting out when fully retracted?

If the cable does not ratchet out, use a zip tie to slightly shorten the cable and retest. If this corrects the issue, the cable can be permanently shortened.

Where can excess TV cable length be routed or hidden?
Excess cable length can be rerouted anywhere as long as the cable is not kinked or sharply bent. It can be tucked behind the intake manifold or routed along the firewall.

Will the Holley kit (Part #5011002) work with my carburetor?
Yes. The kit will work, but the A/C throttle kick solenoid must be removed or modified so it does not interfere with the Tru-Shift throttle arm.

Will your hydraulic master cylinder kits work with a Clayton pedal setup?
The master cylinder kits are supplied with a clevis and are designed to work with factory Camaro pedals. Clayton pedals are wider, and the linkage rod will mount differently than a factory pedal. The linkage rod can be modified to work with a Clayton pedal, but extreme care must be taken to ensure the pedal pushes the master cylinder pushrod in a straight line. Side loading of the pushrod must be avoided.

Why can’t I get the master cylinder to bleed?
In some installations, the master cylinder sits at an angle that traps air above the ports. Remove the master cylinder and hold it horizontally while bleeding. Lightly tapping the master cylinder with a rubber mallet can help release trapped air bubbles.

Why is the mounting hole in a 73–87 C-10 pedal assembly larger than expected?
The pedal is manufactured to OE specifications. A direct-fit hydraulic master kit is available that is designed to work with this pedal. Alternatively, the OE pedal rod linkage from the factory master cylinder can be reused and adapted as needed.

Why does the pedal feel gritty or the bearing will not bleed?
Disassemble the master cylinder and inspect the bore to verify that the pushrod is not side loading the bore.

Tilton throw-out bearing is making a squealing nose until clutch disengaging starts. If the noise goes away when he applies light pressure to the clutch pedal, the noise is most likely caused by the face of the bearing skipping across a high diaphragm spring finger

Do I really need to measure preload or air gap when installing an internal hydraulic release bearing?

Yes. Internal slave and hydraulic release bearings rely on correct preload or air gap to work properly and avoid clutch or bearing damage. Factory-style self-adjusting slaves usually need about 0.600–0.700" of preload, while many aftermarket bearings (such as RAM) target about 0.150–0.200" of air gap. If you skip the measurements, the bearing can bottom out on the clutch fingers or run out of travel as the clutch wears, leading to slipping, poor release, or early failure.

Why won’t all settings write when loading a Compushift calibration file?
If all settings are not writing when a calibration file is loaded, the Compushift security code has not been unlocked. The controller must be unlocked using security code 4856 before loading files. If the code is not unlocked, some settings will not write to the controller.

Why does my 4L60E show an incorrect transmission temperature in the Compushift app?
An incorrect transmission temperature reading is typically caused by outdated firmware. This can be corrected by performing a firmware update on the Compushift controller through the app.

How do I update Compushift firmware?
Once connected to the Compushift controller, tap the three lines in the top-left corner of the app, select Update Firmware, and follow the on-screen prompts until the update is complete.

How do I send a speed signal to the ECM when the TOSS is already used for Dakota Digital gauges?
The speed signal can be shared by using the TOSS wire from the Compushift harness. This allows the ECM to receive a vehicle speed signal while the Dakota Digital gauges continue to function normally.

How do I save and email a calibration file from the Compushift app?
From the main screen in the Compushift app, tap the three lines in the top-left corner and select Browse Files. Choose the calibration file and save it, then open your email application and attach the saved file.

How do I load a calibration file from an email into Compushift?
Open the email and save the attached calibration file to your device. Open the Compushift app, tap the three lines, select Browse Files, choose Import Files, select the calibration file, and load it into the controller.

How do I test the Acculink throttle signal?
To test the Acculink wiring, measure voltage between the green/red wire and the center wire; it should read approximately 4.9 volts. Then measure between the green/white wire and the center wire; the voltage should be 0 volts.

What is the OBR Control Systems E8G commonly used for?
The OBR Control Systems E8G is commonly used as part of the Ford 7.3L “Godzilla” Control Pack.

What happens when Compushift is connected to the OBR E8G via CAN bus?
When connected via CAN bus, engine speed and throttle position are automatically shared between the Compushift and OBR E8G controllers, and no additional signal wiring is required.

How do I connect Compushift to the OBR E8G controller?
Connect the CAN bus between the Compushift controller and the OBR E8G controller using the CAN-19 cable. Both controllers must be powered from the same switched ignition power source.

What settings need to be configured in the Compushift app when using OBR E8G?
With the key on and engine off, open the Compushift Setup app and navigate to the Vehicle Setup Menu. Confirm the correct transmission type is selected, then set the engine type to “OBR Control Systems E8G.”

How do I verify CAN communication is working correctly?
Start the engine and view the Compushift dashboard. Engine speed and throttle position should display correctly. The vehicle should not be driven until these values are confirmed and no trouble codes are present.

How can CAN bus communication issues be diagnosed?
In the Compushift Setup app, navigate to Diagnostics and then Network Diagnostics. The CAN 1 Receive Count should steadily increase during normal operation, and error counts should remain at zero. If errors are present, verify the CAN bus baud rate is set to 1000 in the Network Setup menu.

Why do I have no TPS signal or communication fault codes after changing the operating system?
If the operating system is changed and an older calibration is loaded afterward, the CAN bus baud rate may be incorrect. When switching to a Holley configuration, the baud rate must be set to 1000. If it is set to 500, TPS signal loss and communication fault codes such as U0100 or U013C can occur. This can be corrected by navigating to the Network Settings menu, setting the baud rate to 1000, and applying the changes.

My 4L60E will not shift into 4th gear during normal driving, but it will go into 4th gear when using the Compushift diagnostic mode. What should I check?

If your 4L60E only goes into 4th gear when it is manually commanded in the COMPUSHIFT diagnostic mode, but not during normal driving, work through the following checks:

1. Check for trouble codes in the COMPUSHIFT app Open the COMPUSHIFT app and see if there are any diagnostic trouble codes (DTCs) present. Note any codes and share them with our tech support team if you contact us.
2. Verify the TPS (Throttle Position Sensor) reading With your foot completely off the accelerator, the TPS should read 0%.With the accelerator pedal fully floored, the TPS should read close to 100%.Incorrect TPS readings can cause improper shift timing or prevent the shift into 4th.
3. Identify when you expect the 4th gear shift Take note of vehicle speed, engine RPM, and throttle position when you feel it should shift into 4th.This information helps us compare your experience with the programmed shift schedule.
4. Capture screenshots from the COMPUSHIFT app while driving Have the driver take screenshots of the COMPUSHIFT dashboard at the moment each gear change occurs, especially when 3rd gear holds and 4th does not engage. Send those screenshots to us so we can compare the actual shift behavior with the calibration and adjust if needed.
5. Verify transmission pressure using the pressure manifold test If the transmission is still not shifting correctly after the above checks, follow the 4L80/4L60E pressure manifold testing instructions (refer to our “Testing 4L80/4L60E Pressure Manifold” instruction sheet).Perform the pressure test as outlined to confirm the transmission’s hydraulic system is functioning properly.
6. Check SP0, SP1, and SP2 switch inputs if indicated If any of the SP0, SP1, or SP2 switch monitor inputs do not change as described in the instructions: We will provide you with the COMPUSHIFT harness pinout. Use it to perform a continuity check on the harness wiring. This helps determine whether: A wire is pinned incorrectly in the harness, or There is a problem with the COMPUSHIFT controller itself.

If you gather this information and still have issues, share your test results, screenshots, and any codes with our support team so we can help you further.

I just finished installing my 4L60/4L80, and I’m seeing a bunch of trouble codes for my COMPUSHIFT. What’s going on?

If you see multiple codes right after install, check the COMPUSHIFT main dashboard. If transmission temp shows a negative value, the case connector is likely plugged in 180° off—unplug, rotate 180°, and reconnect.

After switching my Compushift setup to a Holley Sniper or Terminator X, I lost TPS data and see CAN error codes like U0100 or U013C. How do I restore communication?

When you change the operating system in Compushift to a Holley Sniper or Terminator X profile, the CAN baud rate must be set correctly. If you reload an old calibration after changing the operating system, it can reset the baud rate back to 500. Go to the Network Settings menu, set the baud rate to 1000, apply the changes, then recheck TPS and CAN communication; this typically clears U0100 and U013C codes caused by the baud mismatch.

With a Holley Terminator X Max and a 4L80E, I lose 4th gear after lockup is commanded. What should I check on the transmission relay wiring?

Use a meter to verify power and ground at the Holley transmission relay. With the key off, Pin 87 should have a solid 12‑volt feed directly from the battery, not from a distribution box. With the key on, Pin 86 should show 12 volts from the ignition feed, and the relay output on Pin 30 should also show a full 12 volts. Confirm that Pin 85 has a clean ground to the chassis or battery. If Pin 30 is low or unstable, pull the relay, inspect for corrosion or loose pins, replace it if needed, apply dielectric grease, and mount the relay inside the vehicle in an upright position. After restoring a clean 12‑volt feed to Pin E at the transmission case connector, 4th gear and lockup should operate correctly.

My 4L80E with a PSI harness and PCS TCM-2800 has a code 73 and shifts extremely hard. How do I troubleshoot the pressure control solenoid circuit?

Code 73 indicates a pressure control solenoid fault, which makes the controller command full line pressure and causes harsh shifts. First, inspect the case connector for fluid; if it is dry, clean it, apply dielectric grease, and reinstall. If there is fluid inside, replace the connector. Next, ohm the pressure control solenoid at the case connector; it should measure about 3–6 ohms. If it is in range, check the same circuit at the TCM connector to verify the harness; a mismatch indicates a wiring break or loose connection. If the harness is good, confirm you have solid power, switched power, and especially a clean ground to the controller, as poor grounds are a common root cause.

Is the brake switch included with the kit required?
If the vehicle already has a similar style brake switch or a cruise control brake switch, the included switch is not required. The red wire for the lock-up module must have power when the brake pedal is released and lose power when the brake pedal is pressed. If a pressure-style brake switch is used, a relay must be added.

I have a 2-prong brake switch (SLS27). Will the kit still work?
A 4-prong brake switch is normally required because one terminal must have 12 volts with the brakes released and no voltage when the brakes are applied. A 2-prong switch does not normally function this way, but it can be used by adding two relays. Wiring instructions for this setup are included with the kit.

My transmission has a 5-pin round case connector. What do I do?
With the transmission pan removed, unplug the internal harness and use a screwdriver to push the round case connector out of the transmission case. Replace it with a standard A74444A 700-R4 rectangular case connector. It uses the same opening and fits correctly. This connector was commonly used on one-year-only Corvette models and some 1992–1993 GM Performance units.

Which terminal on the brake switch should be used for the lock-up module?
Use a test light or meter to identify the terminal that has power when the brakes are not engaged and loses power when the brakes are applied. This terminal is used for the lock-up circuit.

I bought a new 700-R4. Do any internal components need to be changed to install the kit?
No internal mechanical changes are required. The kit replaces the factory 4-prong switch and uses a new pressure switch. Wiring must be completed according to the instructions and connected to the brake switch.

Where should the red wire from the lock-up module be connected?
Connect the red wire to the brake switch terminal that has power when the brake pedal is not depressed and no power when the brakes are applied.

How is relay wiring done when using a pressure switch?
Terminal 30 connects to key-on power.  
Terminal 87A connects to the output going to the lock-up module.  
Terminal 86 receives 12 volts when the brake is pressed.  
Terminal 85 is ground.  
Terminal 87 is not used.

Will the lock-up kit work with a TH350C transmission?
Yes, if the transmission has an internal pressure switch in the 3rd-gear port. Some applications may require changing the case connector, as certain TH350C units used a 2-wire case connector.

Will a manual valve body interfere with the lock-up module?
A manual valve body will not interfere with lock-up operation as long as all lock-up-related components are still present. Verify that a lock-up converter is installed, the 4th-gear pressure port is still present in the valve body, the input shaft check ball has not been removed, the pump solenoid valve is not blocked and moves freely, and the external case connector is still installed and not plugged.

How do I test a faulty TCC solenoid on my 700‑R4 or 200‑4R?

Unplug the TCC solenoid at the case connector or inside the pan and check its resistance with a multimeter; a healthy 12V on/off type solenoid will normally read a few ohms (continuity but not zero). If it is open (infinite ohms), shorted (near 0 ohms), or intermittent when you wiggle the wires, the solenoid is bad. Bowler also provides a step‑by‑step video that shows how to test a 700‑R4 TCC solenoid in the car so you can confirm power, ground, and solenoid operation before replacing parts.

There is too much space between the torque converter and the flexplate. How is correct pull-up achieved?
Verify that a midplate is not being used. If a midplate is installed, spacers will need to be machined to compensate for the additional spacing and achieve the correct 3/16-inch torque converter pull-up.

When is a billet front cover required?
A billet front cover is required when the engine produces 600 horsepower or more, or when the engine is boosted.

Why does my Gen 6 Camaro have torque converter shudder?
If the vehicle is equipped with an 8L transmission, GM’s recommended first step is to switch to ULV transmission fluid and reflash the transmission with the latest GM calibration.

Why is my 4L80E converter  cycling in and out of lock-up?
Monitor TCC slip RPM using a scan tool or HP Tuners while the converter is commanded to lock. If slip RPM exceeds 250 RPM, the controller will unlock the converter. This condition is commonly caused by a cracked piston inside the torque converter.

What if the converter is being commanded to unlock by the ECU?
If the ECU is actively commanding the converter to unlock while driving, check the pedal position sensor or throttle position signal. A faulty or inconsistent signal can cause the ECU to disengage lock-up.

The vehicle has a vibration only when the torque converter is locked.
This is typically not a torque converter issue. If a converter were causing the vibration, it would usually be present both when locked and unlocked.

What usually causes a vibration that only appears during lock-up?
This is most often related to an engine issue, such as a slight engine miss. The vibration becomes more noticeable when the converter locks due to the increased engine load.

I feel a vibration only when the torque converter is locked. Does this mean my converter is bad?

A vibration that appears only when the converter is locked is usually not a converter problem. If the converter itself is causing a vibration, it will be felt both locked and unlocked. A vibration that shows up only in lockup is more often related to an engine issue, such as a small engine miss that becomes more noticeable when the converter locks and loads the engine more directly.

There is a large gap between my torque converter and the flexplate before I pull it up. How much space is too much, and what should I check?

Ideally, you want about 3/16" of converter pull-up distance between the converter pads and the flexplate. If there is significantly more space, check whether you are running a mid-plate or any thick adapter plate. In many cases, you will need to machine spacers or use proper shims to bring the pull-up distance back to around 3/16" so the converter hub and pump are correctly engaged.

Does the driveshaft need to be shortened for C1, C2, or C3 applications?
Yes. The driveshaft must be shortened by at least two inches.

Why does the transmission pop out of 3rd gear when going downhill?
Start by verifying that there is no interference with the shifter. Check all tunnel sheet metal, shifter boots, and insulation boots to make sure nothing is contacting the shifter. If a long shifter is installed, remove the shift knob to verify that excessive knob weight is not contributing to the issue.

Shifter interference and knob weight have been ruled out. What’s next?
With the transmission in 3rd gear, remove the shifter and test drive the vehicle. If the transmission still pops out of gear, the issue is internal. If it does not pop out of gear, the issue is related to shifter weight or shifter setup.

How do you determine the internal cause if it still pops out of gear?
Test whether the transmission pops out of gear in 1st or 5th gear when the shifter is in the forward position. If it pops out in 1st or 5th gear, the issue is likely end-play related. If it only pops out of 3rd gear, the issue is most likely a broken spring retainer on the 3rd-gear side of the 3–4 slider hub.

Why is there loud bearing growl or grinding noise in 4th gear during deceleration around 60 mph?
This condition can be caused by improper driveline angles. In one case, the transmission otherwise operated normally and the noise disappeared immediately when the clutch was disengaged. The original driveline angles were a pinion angle of 1.8 degrees up and a transmission angle of 4.8 degrees down, creating a working angle of 3.2 degrees. After correcting the angles to 2.9 degrees up at the pinion and 2.9 degrees down at the transmission, the noise was completely eliminated.

Why does my T-56 Magnum or TKX sounds like rocks rolling around inside, even at idle?
This is a very common and normal condition. Heavier dual-disc clutches amplify normal gear backlash inside the transmission, and solid-hub discs make the noise even more noticeable. This sound is commonly referred to as gear slap or gear backlash.

I hear a loud bearing growl or grinding noise in 4th gear around 60 mph on deceleration in my TKX transmission, but it goes away when I push in the clutch. The transmission shifts and operates fine otherwise. Could this be a driveline angle issue?

Yes, it can be related to driveline angles. In this documented TKX case, the customer experienced:

• Loud bearing growl/grinding in 4th gear only
• Noise occurred on deceleration around 60 mph
• Noise stopped immediately when the clutch was disengaged
• Transmission shifted and functioned normally in all other respects

The original driveline angles were:

• Pinion: 1.8° up
• Transmission: 4.8° down
• Driveshaft working angle: 3.2°

After adjusting the driveline angles to:

• Pinion: 2.9° up
• Transmission: 2.9° down

The noise was completely eliminated.

How does changing the number of teeth on my speedometer gear affect my speedometer reading?

The number of teeth on your speedometer gear directly affects what your speedometer shows:

• If you install a gear with more teeth, it will generally reduce your speedometer reading.Your speedometer will show a lower speed than your actual speed.
• If you install a gear with fewer teeth, it will generally increase your speedometer reading.Your speedometer will show a higher speed than your actual speed.

Example:
If your speedometer is reading 80 mph, but you are actually going 77 mph, you will need a smaller tooth gear (fewer teeth) to increase the indicated speed.
Each gear change is typically worth about 3–5 mph of correction.

Why is the crossmember mount sitting behind the transmission mount?
If the vehicle is using offset engine mounts, the frame mounts must also be offset. Using offset engine mounts with standard (non-offset) frame mounts will cause misalignment.

Why is the crossmember not wide enough for a TKO 600 in a 1975–1981 Camaro?
The crossmember in question was not one of our designs and was purchased prior to the release of the updated 4601011 crossmember. Verify which crossmember is being used.

Will the crossmember clear the exhaust on a 1962 truck with a 1966 frame?
Refer to the crossmember product page for dimensional information. Installation photos may be required to verify exhaust clearance depending on exhaust routing.

Do you have a crossmember that fits a DSE subframe for a 1979 Camaro?
Crossmember 4601008 will work with a late 4L60E when used with DSE offset mounts (Part #060404DS). It has sufficient adjustment for a late 4L60E behind an LS engine.

Why does a 1969 Camaro with an LS engine and TKX transmission sit too far forward?
This typically occurs when standard-location (non set-back) frame towers are used. LS engines in this configuration sit approximately 7/8 inch farther forward than a traditional small-block. To correct this, DSE set-back frame towers must be used. Be aware that this may reduce firewall clearance on the passenger-side cylinder head to less than 1/2 inch depending on the setup.

Will your crossmember fit 1975–1981 cars with a DSE subframe?
The crossmember does not directly fit 1975–1981 vehicles equipped with a DSE subframe. Depending on engine placement and body mounts, crossmember 4601006 may work with modification.

What are the thread sizes for the transmission mount bolt holes on a T-56 Magnum?
The inner holes for a GM mount use M10 x 1.5 metric threads. The outer holes for a Ford mount use 1/2-13 standard threads.

My stock-frame first-generation Camaro needs the engine set back 1.5 inches. What mounts should I use?
Use DSE set-back engine mounts (Part #060404DS). These mounts are designed for DSE subframes but can also be used on a stock subframe to move the engine rearward.

What transmission fluid should I use?
Dexron III and Dexron VI are both acceptable and may be mixed. Use only high-quality fluid. Do not use recycled fluid or Monolec fluid.

When should transmission fluid be changed?
Change the fluid after the first 500 miles of use. After the initial service, fluid changes are recommended every 30,000 miles.

What fluid type and capacity should be used for my transmission?
The recommended fluid type and capacity depend on the transmission model:

4L80-E: Dexron III, Dexron VI, or Royal Purple Max ATF – 14 quarts

4L80-E with deep pan: Dexron III, Dexron VI, or Royal Purple Max ATF – 16 quarts

4L60-E: Dexron III, Dexron VI, or Royal Purple Max ATF – 10.5–11 quarts

4L60-E with deep pan: Dexron III, Dexron VI, or Royal Purple Max ATF – 12.5–13 quarts

4L65-E: Dexron III, Dexron VI, or Royal Purple Max ATF – 10.5–11 quarts

700-R4: Dexron III, Dexron VI, or Royal Purple Max ATF – 10.5–11 quarts

700-R4 with deep pan: Dexron III, Dexron VI, or Royal Purple Max ATF – 12.5–13 quarts

GM 10L80 / 10L90 and Ford 10R80: Mercon ULV ATF – 13 quarts

GM 8L90: Dexron HP ATF – 11.1 quarts

GM 6L80 / 6L90: Dexron VI or Royal Purple Max ATF – 12.5 quarts

Ford 6R80: Mercon LV – 13.1 quarts

4R70-W: Dexron V or Royal Purple Max ATF – 12 quarts

TKX, TKO 500 / 600, and T5: Royal Purple Synchromax or any name-brand Synchromesh – 3 quarts

T-56, T-56 Magnum, and TR-6060: Royal Purple Synchromax or any name-brand Synchromesh – 4 quarts

LGT: Monolec LE 1150 – 3.7 quarts

Which direction should pilot bearing part number 4810004 be installed?
This pilot bearing does not have a lip on either side and can be installed in either direction.

What is pilot bearing part number 4810004 used for?
This is a GM pilot bearing for 2005-and-newer TKX and TKO transmissions used with LS1 through LS7 aluminum bellhousings. It is the large-diameter 1.705-inch outside diameter pilot bearing and is used when the transmission input shaft protrudes less than 3/4 inch past the bellhousing. If the input shaft protrudes more than 1 inch, a small-diameter pilot bearing is required instead.

What pilot bushing is required for a 2015-and-newer Mustang 2.3L EcoBoost with a T5 transmission?
This application requires an Oilite bronze pilot bushing with an outside diameter of 0.827–0.830 inches and an inside diameter of 0.670 inches.

My vehicle will not move in any gear. What should I check first?
Check the transmission fluid level before starting the vehicle and note the level. Start the vehicle and check the fluid level again. If the fluid level drops, the pump is working and the issue is most likely an internal mechanical failure. If the fluid level does not drop, the pump is not working. This is typically caused by a damaged pump due to improper torque converter installation or, in rare cases, the torque converter being pulled out of the pump because of a non-standard adapter or excessively thick block plate.

Could this be an electrical issue on a 4-speed electronic transmission such as a 4L60E, 4L80E, or 4R70W?
No. On any 4-speed electronic transmission, this will never be an electrical issue. Electrical diagnostics should not be pursued for this condition.

What about 6-speed, 8-speed, or 10-speed electronic transmissions?
On any electronic transmission, unplugging the case connector will always result in forward and reverse operation if the transmission is mechanically functional. If the vehicle does not move with the case connector unplugged, the issue is one hundred percent fluid-related or pump-related.

What does it mean if a 6-speed, 8-speed, or 10-speed transmission only moves when the case connector is unplugged?
In rare cases, this may indicate a software or calibration-related issue.

Bellhousing Torque Specifications

GM Small Block or Big Block

Bellhousing to engine block: 35 ft-lb

Transmission to bellhousing: 40 ft-lb

GM LS Series (6-bolt crank)

Bellhousing to engine block: 37 ft-lb

Transmission to bellhousing: 40 ft-lb

GM LSA and LT Series (8-bolt crank)

Bellhousing to engine block: 43 ft-lb

Transmission to bellhousing: 40 ft-lb

Small Block or Big Block Ford

Bellhousing to engine block: 65 ft-lb

Transmission to bellhousing: 40 ft-lb

Ford Coyote and Modular engines

Bellhousing to engine block: 50 ft-lb

Transmission to bellhousing: 40 ft-lb

Mopar Gen 3 Hemi

Bellhousing to engine block: 50 ft-lb

Transmission to bellhousing: 40 ft-lb

Is the 2410002 6R80E Cooler Manifold intended for use on factory OE vehicles?
No. This product is not intended for use on factory OE vehicles such as Mustang, F-150, or any other OEM vehicle equipped with the 6R80E transmission.

Does the 2410002 6R80E Cooler Manifold include a transmission cooler or cooler/radiator fittings?
No. This product does not include a transmission cooler or any cooler/radiator fittings. It only includes the fittings that attach directly to the transmission case.

What transmissions is the 2410003 6L80E Cooler Manifold designed for?
It is a Bowler Transmission cooler manifold designed for GM 6-speed, 8-speed, and 10-speed automatic transmissions.

Is the 2410003 6L80E Cooler Manifold intended for use on factory OE vehicles?
No. This product is not intended for use on factory OE vehicles such as Cadillac, Corvette, Camaro, Silverado, or any other OEM vehicle.

Does the 2410003 6L80E Cooler Manifold include a transmission cooler or cooler/radiator fittings?
No cooler or cooler/radiator fittings are included. The kit only includes the fittings that attach to the transmission case.

How hot is too hot for my Bowler automatic transmission?

On Bowler 4-speed overdrive transmissions, we want to see operating temps under about 200°F and never above 210°F; running at 220–230°F will quickly damage the unit and can cut its life to a fraction of normal. Many late-model 8-speed and 10-speed automatics will run 220–230°F in normal use, but we still do not want to see these units pushed beyond roughly 245°F for sustained periods.

What should the line pressures be on a 700R4 when setting it up with a pressure gauge?

When checking line pressure on a properly set up 700R4 transmission, typical target ranges are:

• Idle: 90–100 PSI
• Cruising / normal driving: 120–140 PSI
• Maximum pressure / full throttle: 150–160 PSI

These readings are taken with a pressure gauge connected to the transmission pressure port.

Can I use an early one-piece case 4L60E with an LS engine, and what do I need to change?

Yes, you can. Keep these points in mind:

1. Bellhousing bolt pattern -You will lose the top bellhousing bolt when using an early one-piece case 4L60E on an LS.
2. Flexplate requirements - You need a conversion flexplate designed for LS engines with older GM automatics to get Correct torque converter pilot engagement, and proper starter engagement
3. Wiring / COMPUSHIFT - Update to the correct COMPUSHIFT wiring for this combo by either: Using a harness built for this early 4L60E/LS setup, or Re-pinning/confirming the existing harness to match the LS and COMPUSHIFT requirements

My early 4L60E is leaking transmission fluid from the yoke that came from a 700R4. Why is this happening and how do I fix it?

When you use a 700R4 slip yoke in an early 4L60E, fluid can leak out of the yoke weep hole. This is due to a design difference:

• 700R4: Uses an inner cup seal in the output shaft/yoke area.
• Early 4L60E: Does not use that inner cup seal.

If you install a 700R4 yoke into an early 4L60E without addressing this difference, fluid may leak from the weep hole in the yoke.

Fix options:

You can correct the leak in one of three ways:

1. Seal the weep hole in the yoke Weld the weep hole shut, or Drive in a suitable plug to close the hole.
2. Transfer the cup seal from a 700R4 Obtain an inner cup seal from a 700R4 application. Install/transfer that seal so the 4L60E is properly sealed when using that style yoke.

Addressing the weep hole or installing the proper cup seal will eliminate this type of fluid leak.

Why is my 4L80E shifting erratically?

Erratic shifting is often caused by the transmission harness being plugged into the wrong sensors. The TISS should be routed to the front sensor and the TOSS should be routed to the rear sensor. Double‑check that the harness connectors are on the correct sensors and fully seated, then test drive again.

What line pressures should I see on a properly set up 4R70W transmission?

For a typical 4R70W, you should see about 80–90 psi at idle, 120–140 psi at light cruise, and roughly 180 psi at wide-open throttle. Converter charge pressure measured in the cooler return line is generally around 60 psi unlocked and about 70 psi when the converter is locked.

What line pressures should I see on a properly set up 4L80E?

Measured at the main pressure port on the driver’s side above the shift lever, Bowler typically expects about 90–100 psi at idle, 120–140 psi at cruise, and up to around 180 psi at maximum load. Converter charge pressure in the cooler return line is usually around 60 psi unlocked and about 80 psi when locked.

My 6L80E / 6L90E data log shows an erratic speed sensor signal. What should I check?

If the speed sensors on your 6L80E or 6L90E show an erratic signal in a data log, check the following:

1. Wiring routing Make sure the transmission harness is not routed near any high-current wires, such as: Ignition coil wires, main power or charging cables. Electrical interference from these wires can cause noisy or erratic sensor signals.
2. Ground connections Verify that all grounds are clean, tight, and on bare metal. Do not ground to: Painted surfaces Frame locations where an engine block or battery negative connection is required instead Poor or incorrect grounds can cause unstable sensor readings and communication issues.
3. Speed sensors If the wiring and grounds check out, try to identify which speed sensor is producing the erratic signal in the data log. If it’s difficult to isolate the problem sensor, you may choose to replace all three speed sensors as a diagnostic step.

What actions or conditions can void my Bowler Tru‑Street transmission warranty?

The warranty can be voided by unauthorized internal disassembly or modification, improper installation, inadequate transmission cooling, incorrect or unapproved controller calibration, neglect or abuse, or not using the critical components and setup Bowler specifies for your package. Any failure traced to these external factors is not covered.

What size and type of transmission cooler does Bowler require to keep my Tru‑Street warranty valid?

Bowler requires an external transmission cooler rated at 40,000 GVW or higher on all Tru‑Street installs. It must be mounted where it gets good airflow—typically in front of the radiator—and not next to exhaust or other heat sources. A small in‑radiator cooler or a frame‑mounted cooler alone is not sufficient for warranty coverage.

Do I need to send my electronic transmission controller tune to Bowler for approval?

Yes, if you are using a factory TCM or any aftermarket controller that Bowler did not supply with the transmission, you must send your calibration file to Bowler for review before driving. This applies to electronically controlled units like 4L60E/65E/70E/75E/80E/85E, 4R70W, 6L80E/90E, 6R80E, 8L90E, 10L80E, 10L90E, 10R80E, and similar units. Running an unapproved calibration can void your warranty.

What warranty applies to a Tremec transmission purchased through Bowler?

A Tremec transmission supplied by Bowler is generally covered by Tremec’s 12‑month/12,000‑mile limited conditional warranty from the delivery date. If Bowler has internally modified the Tremec before sale, Bowler stands behind that same 12‑month/12,000‑mile coverage, but any unauthorized internal tampering, alteration, or misuse will void the warranty.