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delete computer on a 1986
https://slantsix.org/forum/viewtopic.php?t=54121		 Page 2 of 2
Author:  xjarhead [ Thu Dec 26, 2013 7:43 pm ]
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Quote:
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I may still have the the schematics from the service manual showing which wires to use for this.

Dave
I have the 87 FSM and looked through it this evening at the wiring diagrams. Looks like a lot of wiring (and some components) would be eliminated and even removed from the harness(es) and the remainder of the harness re-wrapped.
If memory serves me well, I don't have manual here, there were 15 wires eliminated and some relay's.

Dave
Author:  Ed Mullen [ Thu Jan 02, 2014 12:44 pm ]
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There have been reports that some 1987 trucks and vans had a lockup torque converter controlled by the lean burn computer. I have never seen this verified



Mine has it.

Damaged wiring harnass made for some interesting stalls. I could not figure out the problem for the life of me, and didn't beleive the poster here who told me what my problem was.

It's disconnected now. Once I do my HEI conversion (still waiting on ECU or distributor to fail) I will reconstruct harnass and hook it up to a toggle switch for freeway driving.)
Author:  Ssg Pohlman [ Thu Jan 02, 2014 3:21 pm ]
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If you beat me to it I'd suggest an "and" gate style setup using two relays. As I understand it the lockup takes 12v feed. So setting up a relay w a manifold vacuum witch to ground one relay. And line pressure switch to ground the second. Then just figure the numbers. Say anything below 5" vacuum the switch opens, now allowing power through relay 1. Then determine the line pressure for the trans at say 45 mph, using a pressure switch that closes at (fake) 90psi that activates relay 2. So it would be: battery-relay 1- relay 2- trans. That way it won't lockup unless it has enough manifold vacuum (lighter pedal) AND line pressure from the trans.

Hope this makes sense.
Author:  xjarhead [ Thu Jan 02, 2014 3:35 pm ]
Post subject: 
Quote:
If you beat me to it I'd suggest an "and" gate style setup using two relays. As I understand it the lockup takes 12v feed. So setting up a relay w a manifold vacuum witch to ground one relay. And line pressure switch to ground the second. Then just figure the numbers. Say anything below 5" vacuum the switch opens, now allowing power through relay 1. Then determine the line pressure for the trans at say 45 mph, using a pressure switch that closes at (fake) 90psi that activates relay 2. So it would be: battery-relay 1- relay 2- trans. That way it won't lockup unless it has enough manifold vacuum (lighter pedal) AND line pressure from the trans.

Hope this makes sense.
Is this what your talking about? http://www.transmissioncenter.net/SwapInformation.htm
Only their controlling both TQ & OD lockup.

Dave
Author:  matv91 [ Thu Jan 02, 2014 6:03 pm ]
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Found while searching http://oskin.ru/pub/chrysler-dodge/manu ... _A904T.pdf
Author:  cseby [ Fri Jan 03, 2014 3:23 pm ]
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you guys keep helping me out on my new truck.i still have not received the truck yet.it's in western pa. waiting for a ride to south east pa.sounds like I can delete about everything I want to and change to a carb with a manual choke,hei ignition and a switch on the lock up converter,thanks to your help.you answered my lock up question also.i know some older lock ups are mechanical,but figured they had to make this work electrically.if you wonder why all the slant six questions,i have not owned a slant six for about 34 years.it was in a d200 4 door pickup I think it was a 1962 or so.i run a 89 dodge diesel.and yes I removed all the automated stuff from that truck.i hope these two trucks will last me until I die. i'm 61! one more question,is stock exhaust ok,or should it be larger? in pa.(Lancaster county) the converter has to be on but it can be gutted.emissions are visual only on that year.
Author:  Ed Mullen [ Fri Jan 10, 2014 12:51 pm ]
Post subject: 
Quote:
If you beat me to it I'd suggest an "and" gate style setup using two relays. As I understand it the lockup takes 12v feed. So setting up a relay w a manifold vacuum witch to ground one relay. And line pressure switch to ground the second. Then just figure the numbers. Say anything below 5" vacuum the switch opens, now allowing power through relay 1. Then determine the line pressure for the trans at say 45 mph, using a pressure switch that closes at (fake) 90psi that activates relay 2. So it would be: battery-relay 1- relay 2- trans. That way it won't lockup unless it has enough manifold vacuum (lighter pedal) AND line pressure from the trans.

I recently discovered what seems to be a speed sensor in my speedo w/a two wire pigtail that goes to the ESA harnass. I'm hoping to reverse engineer it and see if I can have it trigger a relay @ circa 50 mph.
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