• 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.

Why are RPMs not falling between shifts?
If RPMs are not dropping between shifts, a GT500-specific tune must be loaded into the ECM.

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.

• 7100001
  

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.

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.

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.

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.

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.

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.