Co-Pilot Install ver.3.5 A7.indd

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ATS
o-Pilot
Allison LCT-1000
Transmission Management Computer
Installation Manual: Co-Pilot™ for the Allison LCT-1000/2000/2400
transmission in GMC/Chevy 2500/3500/other
This kit makes it possible to transfer increased
power levels over stock developed by a modified
engine to the rear wheels with out causing the dreaded
transmission slip and fail safe condition that plagues
the Allison transmission. The Co-Pilot™ Kit alone,
without any internal transmission modifications,
allows the transmission to handle approximately 85
more horse power and 120 foot pounds of torque over
the power level that the stock Allison will typically
enter into the fail safe mode, roughly 425HP/650Tq.
The Co-Pilot™ kit allows the transmissions clutch
packs to receive full line pressure (clamping force
needed to apply clutches) during high power
situations. The stock Allison LCT-1000/2000 and
2400 transmissions torque capacity has been reduced
by limiting the pressure that is available in the clutch
packs. The stock Allison transmission only receives
approximately 86-PSI oil pressure to the clutch
packs when in 5th gear. After the addition of the CoPilot™ transmission system the transmission clutch
packs receive approximately 230-PSI. This is an
approximate hydraulic increase of 78% over stock.
By allowing the available line pressure to the
clutch packs, we have designed a system that increases
the torque capacity of the stock Allison transmission
by over 280 foot pounds of torque with the simple
addition of our Co-pilot™ transmission kit. This
increased pressure is only in effect during high engine
torque output, unlike other mechanical kits that do
not use electronic controls. This removes the concern
of excessive pressure on vital transmission parts such
as delivery rings, drums, shafts etc. during normal
operation. Other valve body kits being sold today
perform this hydraulically, only after the trim valve
has completed the shift. The problems with these
hydraulic kits lie in two areas. The first is the lack
of ability to sense engine torque and to anticipate a
shift. This causes the clutches to endure an excessive
amount of slip, causing heat during the shift and
eventually glazes the shifting clutch packs. The other
problem with these mechanical kits is the valves
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supply full line pressure to the delivery rings in the
transmission at all times. This constant high pressure
causes excessive wear in the transmission. There is a
great deal of engineering during development of this
kit to ensure long transmission life, along with great
performance. If the Co-Pilot™ kit is installed into a
transmission that has been pushed into the fail-safe
protection mode (neutral) the effect the Co-Pilot™
will have on the transmission is not as apparent as
when installed on a stock transmission that has not
been previously damaged. After the C-3 (3rd-5th)
clutch pack has been glazed a few times the clutch
pack looses about 20% of its holding force, in this
case the complete Triple-Pack™ Kit may be necessary
to correct the previously damaged components inside
the transmission.
There is an inexpensive upgrade that can be
performed with the Co-Pilot™ Kit if removing the
transmission is an option for you. When the ATS
pump kit (part of the Triple-Pack™ upgrade kit) is
installed in addition to the Co-Pilot™ the clutch-pack
pressures are boosted to around 310 PSI during high
power conditions. A spring and valve supplied by us
can be installed into the pump allowing more over all
line pressure and less line pressure reduction. The ATS
LCT pump kit can be purchased separately if desired
and will require removing the transmission to install.
The converter does not need to be removed during
this process, making for an easy install and much
less time. This is a 164% hydraulic increase in torque
capacity. This would be best considered a middle
of the road fix between the Co-Pilot™ kit and the
complete Triple-Pack™ upgrade kit. This combination
will require approximately 5 additional hours to install
over the Co-Pilot™ kit with out the expense of the
Triple-Pack™ kit. Note: The Triple-Pack™ kit can be
purchased later less the cost of the pump kit.
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Please read all instructions before the installation
of the ATS Allison Co-Pilot
Thank you for purchasing the ATS Co-Pilot™ Allison
transmission Kit. This manual is to assist you with
the installation and operation of the unit. If you are
installing the unit for a customer, please pass this
manual on to your customer for future reference.
Graphics to go with this text (supplied) can also be
viewed on the web @ http://www.atsdiesel.com/
sitemap/demomap.asp
Features of the ATS Co-Pilot™ Allison Kit
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Increases transmission torque capacity over stock
Allison LCT-1000
Allows full transmission shift quality control at the
touch of a button
Keeps the engine off of the rev-limiter at wide
open throttle, during high torque demand
Reduces transmission fail-safe condition that exist
from increased power out-put of engine
Automatic command of the torque converter clutch
apply under high power conditions
Reduces delayed reverse engagement
Increases transmission life and durability,
especially when used with modified engine
Raises factory speed limiter equal to rev-limiter of
engine in high gear (Optional off road only)
Works with all add on power modules including
propane assist
Allows towing in all gears including over drive
with modified engine
Works in conjunction with the factory computer
The only system available that will let the driver
select his or her shift comfort
Will work with all other transmission shift
calibration kits
Allows shift softness/firmness from wild to mild
Faceplate on the Co-Pilot™ module indicates the
enhancement level the transmission receives
Understanding the ATS Allison Co-Pilot™
Transmission Kit
The ATS Co-Pilot™ module controls and increases
the load capacity of the Allison LCT-1000 automatic
transmission based on the amount of increased engine
torque. This allows for up to 100% of the power
developed by the engine to be transferred through the
transmission. The ATS Co-Pilot™ module provides
normal factory operation of the transmission when the
engine is operated in the lower power ranges. As the
torque of the engine is operated at increased loads the
ATS Co-Pilot™ module will prevent the transmission
from slipping; delivering all of the normally
unusable power to the ground. In certain high power
situations, when the tow haul mode is engaged, the
converter clutch is turned on eliminating the slippage
through the fluid coupling in the torque converter.
This feature is best used with the ATS TripleLok®
torque converter. The transmission performance is
exceptional and oil temperature will remain low
because of little to no slippage occurring when the
ATS Co-Pilot™ module is turned on. When the ATS
Co-Pilot™ module is turned on and the tow haul
mode has been selected, you can expect exceptional
performance and very responsive shifts. Engine
braking is also very good in the low-speed position of
around 22 mph. Currently, exhaust brake usage can
cause high temperatures in the automatic transmission
due to torque converter slippage and only a small
portion of the retarding force is transferred through
the fluid coupling. The ATS Co-Pilot™ Kit has been
developed to provide lock-up capability in all gears
only when the Tow Haul mode is selected. The factory
computer is programmed to disengage lock-up under
many conditions that inhibit the performance of the
transmission. A few of these conditions are:
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Lock-up disengagement at wide open throttle
Lock-up disengagement at closed throttle
Delayed lock-up engagement when
accelerating from a stop
Lock-up disengagement under high power
output
The factory has programmed the stock computer with
these features to minimize the stress on the factory
torque converter. The ATS Co-Pilot™ module allows
the driver to have control over the engagement of
the torque converter clutch while eliminating the
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slip in the transmission clutch packs. The Co-Pilot™
module also allows the driver to select the shift quality
(firmness) desired during heavy acceleration. With the
simple push of a button you can select stock type soft
shifts to tire burning performance shifts. This feature
is the most popular feature of the ATS Allison CoPilot™ Kit. Select a soft shift for every day driving or
a night on the town then a few clicks on the up arrow
pad and lay rubber at the racetrack. The glory about
this feature is its simplicity.
Operating Instructions
The variable control panel on the face of the ATS CoPilot™ Module allows the driver to select the quality
of the transmission shift. The “quality” of the shift is
the firmness or softness, this is the duration of time the
transmission takes to complete a shift from the time
the computer commands a shift tell the transmission
completes a shift. Shift quality is very important, when
a shift takes longer than desired the clutches glaze and
eventually burn up causing premature transmission
failure. A glazed clutch also has far less holding ability
than a good clutch. This is the condition that is caused
by installing power modules on a vehicle with out
taking care of the transmissions first. The control panel
face also serves as a boost pressure readout, as engine
output torque (boost) rises the lights in the panel will
light starting at the left going to the right. The blue
boost indicator lights indicate when the transmission is
being torque enhanced by the ATS Co-Pilot™ Module.
When the round button on the left side of the CoPilot™ face is depressed and the blue light is turned
off, the ATS Co-Pilot™ Module is disabled. This will
allow the factory PCM (Power Train Control Module)
to operate the vehicle as it is in near stock form.
The OFF position is indicated by none of the lights
being lit on the face of the box when boost pressure
is reached. To activate the unit, depress the round
button on the left side of the Co-Pilot™ face, one of
the blue lights on the face will light up, the light also
indicates the level the Co-Pilot™ was set on before it
was last shut OFF. This will tell the ATS Co-Pilot™
Module to watch for engine load. The minimum speed
the ATS Co-Pilot™ Module will engage the torque
converter is around 22 mph. The torque converter
clutch engagement is controlled by two different
inputs; vehicle speed and engine load. This feature is
not adjustable on the control pad; the ATS Co-Pilot™
Module controls lock-up engagement automatically
only when the feature is needed.
The up and down arrow keys select the amount
of additional load capacity the transmission receives
from the Co-Pilot™ module based on engine load.
This will cause the Co-Pilot™ to send a variety of
signals to the transmission to enhance the torque
capacity of the transmission. This option is only
available when the unit is powered on. When the
Co-Pilot™ is powered off the transmission is in
stock form, therefore the transmission will receive no
inputs from the Co-Pilot™ module. There are three
(3) levels of adjustment available with the Co-Pilot™
interface. (1) Base level, (2) Sub level, (3) Tow Haul.
The three levels allow fine-tuning of the shift quality
based on the preferences of the driver and the engine
modifications performed to the vehicle. Below is a
description of what each level does and how to set
them.
Base Level
The base level is accessible after the Co-Pilot™ is
powered up or sits untouched for 10 seconds. This
is the level that controls the shift quality (Firmness/
softness). The base level is adjustable at any time by
simply arrowing up or down. The up arrow will firm
up the overall shift quality (race mode), while the
down arrow will soften the shift quality (tow mode).
Use a higher setting (up) for situations where the truck
is not loaded and chips/power enhancers are turned
up. Use a lower setting (down) for situations where
the truck is pulling and power modules are set to tow
mode. The Co-Pilot™ has been designed this way
so you can customize the quality of your shift during
your drive. Note: The buttons must be held down to
change the settings. If the up arrow button is held
down for 5 seconds all LEDs will illuminate indicating
‘drag-race mode’ (most aggressive torque converter
lockup strategy). This setting resets back to the
standard default program when the ignition is cycled
or the truck is restarted.
Sub Level
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The sub level is accessible by holding the up and
down arrow buttons down at the same time for 5
seconds. The blue LED lights will blink after you have
entered the sub level. The sub level adjusts the torque
or boost level the Co-Pilot™ begins to enhance the
transmission. The sub-level is usually best used to
tailor the over all drivability of the transmission. As
power levels are changed this is typically the area the
fine-tuning is modified. This setting controls at what
engine torque level the Co-Pilot™ begins to increase
transmission torque capacity. Note: If this setting is
adjusted on the lower settings with a stock to mild
engine the shifts are usually on the firm side. If you
have a fairly strong engine with lots on modifications
you will probably prefer the settings to be on the
low side (down arrow). This feature may take some
tinkering with to get used to. Use this mode to control
your shift quality at lighter power levels. A higher
setting (up arrow) will give a softer shift, and at low
throttle will allow the factory computer to shift the
transmission more smoothly.
Tow/Haul
By engaging or turning on tow/haul mode with the
factory button you are able to control how soon the
torque converter clutch is locked up. Under factory
conditions the trucks onboard computer may not
command converter clutch lockup until a higher speed,
or may unlock the converter clutch under hard throttle.
Once tow/haul is engaged this function can now be
affected through use of the Co-Pilot™ Controller.
A lower setting (any LED other than far right)
will allow for factory control over lockup, while the
high setting (up/far right LED) will afford more
aggressive lockup of the converter under hard throttle.
Note: The blue LEDs on the Co-Pilot™ will remain
steady, as they do when you set the base level. The
indicator that you are changing lockup apply is the
tow/haul light illuminated on the dash of the truck and
the far right blue LED illuminated.
To better understand how the ATS Co-Pilot™ is
operated, please look at the illustrations provided.
--BASE LEVEL (displays while idle & driving)
--SUB LEVEL (set when arrows buttons held down)
--TOW/HAUL (allows for aggressive lockup control)
Installation Instructions
There are five (5) basic installation steps to this kit
1) Valve Body Section
2) Wiring harness installation from transmission
to Co-Pilot™
3) Connect wiring harness to sensors
4) Access tow haul mode in instrument cluster
(optional)
5) Mount the Co-Pilot™ module and road test
§(1) Valve Body Section
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Performing the Valve Body Work
1) Drain the transmission pan; use a 15mm socket
to remove the drain plug from the bottom of the
transmission pan. You will need a pan with a fluid
capacity of approximately 6 quarts of fluid. After
draining the transmission pan, place the drain plug
back into the pan and torque it to 16-foot pounds of
torque.
Fig.02
2) Next remove the bolts from the outside of the
pan that attach it to the transmission case and remove
it from the case, use a 13mm socket. Remove the
black plastic filter from the transmission; pull the
filter straight down while rotating from side to side to
remove it from the case.
3) After the pan and filter has been removed from the
transmission allow the valve body to drip for a while
to minimize the mess. Remove the stainless steel tube
that is held on by 2 bolts. (Fig.01)
5) Remove the (2) two-solenoid retainer clips that
attach the internal wiring harness to the valve body,
use a flat blade screwdriver to pry the retaining clips
out of the valve body, hold your hand over the clips
when removing them so that they do not pop out or
grab them with a pair of pliers and pull them out.
Place the two retaining clips aside for later. (Fig.03)
Fig.03
Fig.01
4) Unplug the 20-pin connector from the back of
the transmission. (Fig.02) The connector can be
difficult to disconnect from the transmission, squeeze
the connector and wiggle it from left to right while
exerting pressure to the rear of the vehicle. The
connector will disconnect from the transmission with a
little effort.
6) Remove the three bolts (Fig.04-1) from the trim
solenoid bracket, when removing the retaining plate;
hold the outer A-trim solenoid in place, also watch
for the two accumulator springs and valves. The
accumulators will drop when you remove the retaining
plate, just be sure you catch them so you don’t have
to find them on the floor later. The outer trim solenoid
will pop out of the valve body if you are not careful,
this solenoid is very sneaky (it will jump out when you
are not looking) (Fig.04-2)
NOTE: The solenoids are different sizes and will only
go in one-way if you remove both of them. Don’t be
concerned with the inner B-trim solenoid, it is not
spring loaded and will not pop out if unattended.
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with the Co-Pilot™ kit. The second method available
to remove the internal wiring harness from the
transmission case is to knock the connector through
the case using a dead blow hammer. This method will
usually damage the internal connector, it will need to
be thrown away, if it is reused later the connector will
likely leak transmission fluid through the connector.
Now that the connector is released from the case the
wiring harness is ready to be removed from the valve
body.
Fig.04
Fig.06
Fig.05
7) Remove the outer A-trim solenoid from the valve
body. The solenoid can be removed from the valve
body by pulling it outwards after the retaining plate
has been removed. Place the A-trim solenoid next to
the bracket and accumulator springs you just removed;
you will be reinstalling it shortly.
8) Next you will need to remove the internal
wiring harness connector from the transmission
case. The internal connector protrudes through the
back of the transmission case. The connector will
need to be pushed from the out side of the case to
the inside. There are two methods to remove the
connector from the case. The preferred method is
to use the appropriate tool to compress the locking
pins while pushing the connector to the inside of the
transmission. (Fig.06) The other method of removing
the case connector involves possibly damaging the
original internal wiring harness. The original wiring
harness will be discarded with the installation of this
kit, there is a new internal wiring harness supplied
9) Remove the wiring harness from the valve
body; there are 6 solenoid connectors that need to
be disconnected (Fig.07). The wiring harness can be
discarded; it will be replaced with the new harness
provided.
Fig.07
10) Install the new A trim valve in place of the original
valve which was removed. Be sure to install the spring
first if it was removed with the valve (Fig.05-1). Leave
the new ATS A trim valve in the valve body for now.
The A trim solenoid will be installed later.
11) Install the wiring harness supplied with the kit. It
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will fit 01’ & later transmissions. The pigtail wrapped
with wire conduit is used only on 04’ & later units. For
earlier units the wire (marked in picture) can be placed
under the filter. (Fig.08)
Fig.10
Fig.08
12) Insert the solenoid retainer clips to secure the
wiring harness to the valve body. When installing the
clips, it helps to move the solenoids slightly to seat the
clips. (Fig.09)
Fig.09
13) Install the two accumulator valves and springs
(Use a light assembly grease to hold the accumulator
pistons and springs in the valve body) and install
the A-trim solenoid into the valve body. Note:
Accumulator valves install first followed by the
springs. (Fig.B01 <A2 & B> on separate sheet - page
17) While holding the A-trim solenoid flush with the
valve body install the retaining plate.
15) For 2001 to early 2003 units you will need to
drill a hole in the valve body with a 1/16 inch drill bit
(approx. 5/8 of an inch deep) using the guide plate
as indicated by illustration (Fig.B02 & Fig.B03 on
separate Sheet - page 17). After drilling the hole
in the valve body clean out any debris that may be
left over after drilling. This is a vent hole and is not
critical, just be sure you go through the aluminum
casting ONLY. (Use grease on the end of the drill bit
to keep the shavings out of the interior port of the
valve body). The guide plate should fit only one way
when laid in the casting. (Fig.B02) For late 2003 or
newer units DO NOT drill into the main valve body.
The auxiliary valve body (Fig.C01 on separate sheet
- page 18) will need to be drilled through the housing
where indicated. Once this is complete the auxiliary
valve body will be bolted back onto the main valve
body.
16) You will need to modify the original stainless steel
tube that was earlier removed from the valve body.
Measure the stainless steel tube 1/2-inch from the
bracket and cut using a tubing cutter. (Fig.11)
14) After installing the retaining plate install the three
bolts. Place pressure on the solenoids and push the
retaining plate flush with the valve body, then tighten
the bolts to 100 inch pounds. (Fig.10)
Fig.11
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17) After cutting the tube remove 1-3/8 inch from the
other section of the tube. (Fig.12)
Fig.14
Fig.12
18) There should be a 1-3/8 gap between the two
tubes after the cuts have been made. Place the two
modified tubes into the valve body and measure the
gap between the sections. You must have exactly
1-3/8 inch between the two tube halves, and some
modification to the length may be necessary to fit the
valve body. (Fig.13)
20) Install the auxiliary valve body assembly and
the two tubes into the lower valve body section. Be
careful when installing the metal tubes into the lower
valve body, gently tap the two tubes in equally where
marked (Fig.15-1); the tubes will drop right in.
Fig.15
21) Install the gold bolt (Note: Long bolt) (Fig.16-A)
Fig.13
19) Place the two modified tubes into the new solenoid
block provided; use the valve
body for assistance when aligning the tubes to the
block. (Fig.14)
Fig.16
22) Install the other bolt that holds the tube and
pressure manifold block to the lower valve body.
(Fig.16-B)
23) Plug the 5 pin wiring harness into the pressure
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manifold block (Fig.17-2)
Fig.17
24) Take the time to do one last check over the valve
body assembly, be sure all of the electrical connectors
are plugged in and all of the bolts are tight.
25) Install the internal filter and make one final check
to ensure you have not over looked something or
forgotten anything.
26) Install the pan and gasket; this is also the time to
install an aluminum deep pan if you have one.
§(2) Routing the external
wiring harness
1) Plug the supplied wiring harness into the
transmissions 20-pin connector located on the
backside of the transmission. The supplied connector
will plug in between the factory wiring harness and
the transmission. Connect the factory 20-pin connector
into the other end of the harness supplied. Be sure the
two 20 pin connectors are securely locked into place,
the two tabs on ether side of the connector make a
snap sound when fully engaged.
2) After connecting the male and female ends of the
wiring harness route the 10-foot section of the harness
over the top of the transmission. The white connector
will need to be routed to the inside of the cab.
3) Route the small white connector side of the wiring
harness into the driver’s side compartment through
the firewall of the vehicle. There is an access hole in
the firewall that can be enlarged to accommodate the
harness.
27) Torque the pan bolts to 18-foot pounds of torque.
28) Add 6 quarts of transmission fluid to the
transmission after securing the transmission pan to the
case.
29) The transmission internal section is done; after
the remaining portion of the ATS Co-Pilot™ kit is
completed the transmission fluid needs to be checked
immediately after start up. Note: It is common to have
a check engine light immediately after start up due to
low fluid level, after the transmission is full of fluid
and a few ignition cycles the check engine light will
reset.
4) Pull the wiring harness through the firewall just
enough to connect it to the Co-Pilot™ module, ideally
to the right side of the driver just below instrument
cluster.
5) Plug the wiring harness into the Co-Pilot™ module;
place it in a good location that can be easily accessed
by the driver. Use the Velcro supplied to secure it to
the dash. Use brake cleaner or solvent to clean the
dash at area where the sticky Velcro will be used to
attach the Co-Pilot™ controller.
30) IMPORTANT! Make sure to recheck the fluid
level in the transmission after the vehicle is driven for
a short distance, as it is common for the level to drop.
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§(3) Installing Wire for Tow/
Haul Mode
NOTE: This section is optional; this feature is
designed for performance acceleration only. If you
are not concerned with performance acceleration this
step can be skipped. (This option provides forced
TCC operation during extreme acceleration, drag race
mode)
1) Set the parking brake.
2) Tilt the wheel to full down position.
3) Place the key in the ignition and rotate clockwise
one click to the accessories position.
4) Place your foot on the brake pedal and press
down to allow the interlock to disengage the shifter
mechanism.
Fig.19
8) After removing the four screws, rotate the
instrument cluster (pull the bottom of the cluster
towards you). As you rotate the cluster, pull it towards
you. You will be able to expose the connector. Use
the illustration provided as a guide. The connector has
one latch that needs to be depressed to release it from
the dash. The connector is usually secured tightly.
It’s ok to exert some force removing it. Wiggling the
connector from side to side helps. (Fig.20)
5) While your foot is on the brake, pull the gearshift
selector to low gear. This is the full down position.
6) You are now ready to remove the dash panel. Use
your fingers to pull the dash cover from the dash
support. You may need to use some force to unlatch
the keepers that hold the dash to the panel. Use the
illustration provided as a guide. (Fig.18)
Fig.20
Fig.18
7) You will need a 7mm socket or nut driver to loosen
the four screws that secure the instrument cluster to
the main support. Use the illustration provided to
determine what screws to remove. (Fig.19)
9) Once the instrument cluster has been removed
from the vehicle, place it on a bench for the final wire
installation. Place the dash upside down on a bench
or table. First, lay out a towel or something soft to
prevent scratching the face of the cluster. After you
have the instrument cluster lying on its face, remove
the back plate. You can remove the backing plate by
prying up on the locking tabs. Use a flat screwdriver
or pointed object to get under the eight tabs, but make
sure not to pry the tabs out too far, as they will break
off with too much force. (Fig.21)
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Fig.21
10) A wire should be found in the kit depending on
the year of the kit you receive. The 01’-02’ kits will
contain just a single wire. The 03’ and later kit will
contain a two-piece wire (heavier gauge
with a small gauge connected to it.).
You will need to solder the wire to the indicated pin
located in figures 22 & 23.
Fig.22
iron to heat up and easily melt the solder. The wire
that you will receive should have a small amount of
solder already melted (tinned) to it. This will ease in
the attachment. Tin the iron with a small amount of
solder, contact the point on the instrument cluster with
the soldering iron, if there is any contaminates on the
joint this will help dissolve them away. Now place
the wire up on the point where you are going to solder
to. Place a small amount of solder on the end of the
iron again. While holding the wire in place, place
the iron down on the wire and use a small amount of
pressure to make the pieces contact. If needed a small
amount of solder can be used to aid, but shouldn’t be
needed. Don’t leave the iron on the wire too long, just
about 2 to 3 seconds is all that is needed. On the 01’02’ cluster, make sure you don’t allow the solder to
contact across the other points, because the solder can
make contact across the points and make an unwanted
bridge. (Fig.24)
Fig.24
If you have any problems with the installation of the
wire, we also offer a replacement dash with the wire
soldered in place in stock version or Escalade style,
see our web site for details or give us a call.
Fig.23
If you are not experienced with soldering, this is not
a difficult procedure. A little patience is all that’s
needed. You will need a soldering iron of average
size, (roughly 100w is adequate). Allow the soldering
11) You should now find a wire tie supplied in the kit
for the 03’ and later dashes. With the top of the cluster
facing you and the face down you will see two holes in
the cluster to the right. Curl up the wire tie around a
pen, and then insert it through the holes so that it goes
down in and back out of the cluster. Wrap the wire
around the wire tie and zip up the tie to secure the wire
in place. This will give the wire some support. Be
VERY careful not to yank on the wire, as it will come
off very easy and will destroy the trace on the board.
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Run the remaining wire through a hole in the back
cover and reattach the cover back into place. (Fig.25)
Fig.25
Crimp the spade connectors on to the end of the wire,
and the other spade connector on to the Blue wire
coming out of the Co-Pilot™ harness. Run the Blue
wire from the Co-Pilot™ harness up through the
bottom of the dash into the area where the cluster sits.
These need to be connected together now. You are
now ready to install the cluster back into the dash.
12) When installing the instrument cluster into the
dash, drop the blue wire down through the bottom so
you can access it later. There are a variety of spots to
place the wire through. Send it in the general direction
of the mounting location for the box.
13) Reverse the previous steps, starting with step 8 to
reinstall the instrument cluster and dash cover.
14) Connect the blue wire from the instrument cluster
to the Co-Pilot™ wiring harness.
§(4) Co-Pilot™ Module
Mounting Location
Find a convenient location to mount the Co-Pilot™
module with in reach and view of the driver. The
Co-Pilot™ interface must be within visual range of
the driver as well as in easy reach. We have found the
ideal place to locate the module is just to the right of
the driver on the lower dash panel just above the right
knee. Use the Velcro supplied to secure it to the dash.
Run the wires from the Co-Pilot™ module through the
firewall to be wired up to the PCM (Power train
control module) and the transmission.
§(5) Connecting wiring
harness to sensors
-Black Wire- GND Ground
Connect to any bolt/screw under the dash that is a
good ground. The ground is the most commonly over
looked part of a good installation.
-Orange Wire- and -Brown Wire- Vehicle Speed
Sensor Input/Output
NOTE: This section is optional; this feature removes
the 98mph speed limiter. If you are not concerned
with this option or already have a speed limiter device
installed or a programmer that already removes the
speed limiter skip this section. This option is for off
road use only and should never be used on public
roads. ATS is not responsible for any accidents that
may be a result from this modification or any accident
that results from excessive speed. In some rare cases
this feature may set an anti-brake light accompanied
by a check engine light if the vehicle is operated above
98mph for extended periods of time. There are no
negative side affects from this other than the check
engine light.
Locate the green and the orange wire from the CoPilot™ module, route it to the front left (Drivers side)
side of the vehicle (Fig.26).
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Fig.26
Cut off any excess, leaving some slack. Remove the
transmission control module (TCM) from the radiator
support shroud by removing the two 10mm bolts from
the cover indicated in (Fig.27).
Fig.29
You will need to separate the connector at this point;
the housing will part exposing the wires in the
connector (Fig.30).
Fig.30
Fig.27
After removing the bolts lift the computer and cover
up exposing the bottom connector (Fig.28).
Locate the yellow wire in pin location 27 on the
bottom connector. Cut the wire about 2 inches from
the connector where indicated. Splice the brown wire
from the ATS wiring harness into the yellow wire
coming from the connector from the TCM wire that
was cut (Fig.31-1).
Fig.28
Unplug the lower electrical connector from the
computer by squeezing the lower connector and
pulling outward on the connector. The connector will
separate from the TCM (Fig.29).
Fig.31
Splice the orange wire from the ATS wiring harness
into the yellow wire that goes into the factory wiring
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harness of the vehicle (Fig.31-2). It is advised to
solder the joints at these two splices to ensure a good
connection from the under hood environment. This is
a low current high frequency circuit. This modification
modifies the vehicle speed sensor circuit, if you have
problems with the speedometer or brake lights this is
the most likely area to look at first.
-Green Wire- MAP Sensor
Connect the green wire from the ATS wiring harness
to the center wire on the map sensor (Fig.32).
Fig.32
Use the T-tap connector supplied to splice into the
center connector of the map sensor located on top
of the engine. 2001 Duramax is located on the right
intake manifold; 2002-up Duramax is located in the
intake tube in the center of the engine. This connection
is critical; it is also subject to contamination due to
its environment. We advise a good solder joint at
this connection. Some power modules plug into this
sensor, if there is an additional connector plugged into
this sensor be sure your tap is closest to the sensor.
On 2004.5 and later LLY Duramax Engines the wire
is located in the main wiring harness on top of the
engine.
Locate the green wire which is found on the center pin
in the map sensor connector (top of engine). Splice
the green wire into it.
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Fig.C01
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Notes about first startup procedure
after installation
To avoid a ‘fail safe’ condition and/or check engine
light the recommended procedure is to fill the
transmission with a minimum of 6 quarts (with stock
pan) of fluid before startup. With the high capacity pan
you will want to add 11 to 12 quarts before startup.
Once the engine is started, allow it to run for 4-5
seconds and then shut off the ignition. Allow the
vehicle to sit for 5-10 seconds and then restart the
engine. This will purge the air from the system before
the OEM computer detects the low pressure (therefore
setting the check engine light and trouble code).
Scan Tools
Different scan tools can often be misleading. The
only scan tool that ATS has found to be completely
affective at thoroughly clearing trouble codes in
the computer is the GM Tech II scanner and the
Viewtronics hand-held scanner. Many other scan tools
on the market display to the user that they are clearing
the codes, when in-fact they are not. This condition of
not completely clearing the codes has been exhibited
repeatedly with the SnapOn scanners. Disconnecting
the battery cables from the battery terminals WILL
NOT clear the codes or the adaptive strategy that
governs shift behavior. Feel free to contact our
technical department for questions or details.
Diagnostics
The factory 20 pin connector on the back of the
transmission can be plugged directly into the
transmission after the Co-Pilot™ internals have been
installed. This is one method that can be used to
isolate possible electrical issues with the ATS external
harness or Co-Pilot™ controller. If this procedure
is used to diagnose any issues the speed limiter
elimination feature (where brown and orange wires
were spliced) as well as the vehicle’s speedometer will
not function and a anti-lock brake warning light will
display. Theses conditions will automatically reset
after the Co-Pilot™ external harness is reconnected
and the vehicle is driven for a short period.
Thank you for choosing the
ATS Diesel Performance
System!
ATS Diesel Performance
Limited Warranty Statement
ATS Diesel Performance warrants the original purchaser that
any parts purchased shall be free from defects in material
and workmanship. A defect is defined as a condition that
would render the product inoperable or seriously hindered in
performance. This warranty does not cover deteriorating of
plating, paint or any other coating. ATS liability is limited to
the repair or replacement, at ATS’ option, of any warrantable
product returned prepaid with a complete service history and
proof of purchase to the factory. A valid proof of purchase
is a dated bill of sale. Repaired or replaced, product will be
returned to the customer, freight collect on a like for like part
number basis. Accepted warranty units, which have been
replaced, become the sole property of ATS.
A Return Product Authorization number obtained in advanced
from an ATS customer service representative must accompany
products returned for warranty determination. ATS will be the
final authority on all warranty decisions.
This warranty shall not apply to any unit which has been
improperly stored or installed, subjected to misapplication,
improper operating conditions, accidents, or neglect; or which
has been improperly repaired, altered or otherwise mistreated
by the owner or his agent.
This warranty shall terminate at the end of 12 months in service
with the original user. Labor cost incurred by the removal and
replacement of an ATS product, while performing warranty
work, will be the responsibility of the vehicle owner; in no
case does the obligation of ATS Diesel Performance exceed
the original purchase price of the product as indicated on the
original bill of sale.
Except as set forth in this warranty, ATS disclaims any implied
warranty, including implied warranties of merchantability and
fitness for a particular purpose. ATS also disclaims any liability
for incidental or consequential damages including, but not
limited to, repair labor, rental vehicles, hotel costs or any other
inconvenience costs. This warranty is in lieu of all warranties or
guarantees, either expressed or implied, and shall not extend to
any customer or to any person other than the original purchaser
residing within the boundaries of the continental US or Canada.
All materials in this packet are ©2004 ATS Diesel Performance
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