ATS. Page. ver.3.5. Allison LCT Transmission Management Computer

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3 ATS Allison LCT-1000 o-pilot 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 Co- Pilot 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 ver.3.5 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. 3

4 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 sitemap/demomap.asp Features of the ATS Co-Pilot Allison Kit 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: 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 4

5 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 Co- Pilot 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 Co- Pilot 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 Co- Pilot 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 5

6 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 6

7 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. 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) Fig.02 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. 7

8 Fig.04 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.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 8

9 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. 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) 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) Fig.11 9

10 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 10

11 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. 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. (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. 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. 11

12 (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. 5) While your foot is on the brake, pull the gearshift selector to low gear. This is the full down position. 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) 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) 12

13 Fig.21 10) A wire should be found in the kit depending on the year of the kit you receive. The 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. 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 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.22 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. 13

14 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 Co- Pilot module, route it to the front left (Drivers side) side of the vehicle (Fig.26). 14

15 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.27 After removing the bolts lift the computer and cover up exposing the bottom connector (Fig.28). Fig.30 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 15

16 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 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 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. 16

17 17

18 Fig.C01 18

19 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 defi ned 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 fi nal 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 fi tness 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 19