Anything is possible, actually, it is already set up to run the 4t60e, so that shouldn't be a problem.
Can you tell me how? Is there a special code mask for this?
I have seen in other threads that you must get another controller or PCM to run the "E" transmissions and that the 7730 is not set up to do this. Any information you have on how the 7730 can control a 4T60E would be greatly appreciated.
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11:00 AM
p8ntman442 Member
Posts: 1747 From: portsmouth RI Registered: Sep 2003
Ryan, if you make up a harness lay it flat on a peice of plywood, and trace it. Then Transpose the layout to paper. All you are doing is making a blueprint for customers to put back on plywood and build a harness on. They lay the wire and terminate the ends.
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07:47 PM
ryan.hess Member
Posts: 20784 From: Orlando, FL Registered: Dec 2002
Originally posted by rjblaze: Can you tell me how? Is there a special code mask for this?
I have seen in other threads that you must get another controller or PCM to run the "E" transmissions and that the 7730 is not set up to do this. Any information you have on how the 7730 can control a 4T60E would be greatly appreciated.
You would need to run a 9396 PCM and modify the DF codemask to run the northstar. I could do it, but wouldn't be able to test it
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09:08 PM
ryan.hess Member
Posts: 20784 From: Orlando, FL Registered: Dec 2002
Ryan, if you make up a harness lay it flat on a peice of plywood, and trace it. Then Transpose the layout to paper. All you are doing is making a blueprint for customers to put back on plywood and build a harness on. They lay the wire and terminate the ends.
Well heck, I've already got the harness traced out on some plywood. That's how I build them.
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09:10 PM
Sep 27th, 2007
mcaanda Member
Posts: 3652 From: Grand Junction Colorado Registered: Mar 2003
Anything is possible, actually, it is already set up to run the 4t60e, so that shouldn't be a problem. 4t65e/4t80e would be more difficult, but not impossible. You'd have to change a few values to make it shift correctly, and you would need something (external) to control the pressure on the transmission.
The open loop AFR is on my to do list... no, really. It hasn't been a big enough deal for me to change it yet, or put another way, I'm tired of burning chips. I've been working on other things, like cleaning up my wiring, and the short runner intake.
the 7730 ecm wont control a 4t60e tranny, you are misinformed. it will only control the lock up TQ converter on regular 4t60 trannies..
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05:27 AM
ryan.hess Member
Posts: 20784 From: Orlando, FL Registered: Dec 2002
Ryan are you still making these chips? I'm interested. I sent you a PM not sure if you got it. Now would this be sequential injection or batch fire? Maybe some one could tell me Ryan's email address or his phone number?
Will your PCM be a stand alone processor or will I need an ECM for the transmission? Can the N* PCM be hooked up to run in the Fiero? Thanks. The DR.
I believe that Ryan is designing and programming the 7730 ECM exclusively for stick swaps. To my knowledge the 7730 cannot provide any shifting capability for the 4T65eHD or the 4T80. You can use an aftermarket controller but the setup will set you back about $1000.
------------------ 87GT - 3800SC Series III engine, 3.4" Pulley, N* TB, LS1 MAF, Flotech Exhaust Autolite 104's Custom CAI 4T65eHD w. custom axles, HP Tuners VCM Suite. 87GT - 3.4L Turbocharged engine, modified TH125H " I'M ON THE LOOSE WITHOUT THE JUICE "
Thanks Dennis but if I am going to run a stock N* with the auto trans, why not just use the OEM PCM? Can't I just wire it into the electrical?
That would seem like the easiest approach but it might not be. Using the N* PCM is difficult and the aftermarket programming support for it is still not up to par. The N* PCM must receive many body, brake sensor, VATS, climate control, ABS, traction control and other signals to function. Otherwise it default to a "limp home" mode. The N* PCM is a difficult PCM to work with and most swaps that I have seen use aftermarket PCM's. IMO the LS1 PCM would be a better option as there is lots of support for it.
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10:26 PM
ryan.hess Member
Posts: 20784 From: Orlando, FL Registered: Dec 2002
I'm putting my resources into the public domain... I don't have time to work on this stuff anymore, and after the HD crash real (paying) work has just piled up. So here it is. But don't sell it. I mean it.
This isn't exactly a completed tutorial, I started it earlier this year, but just sort of wrapped it up. If you need help, I'm sure somebody else has done it before.
Make sure you copyright what you put up for download, Ryan, so you have a leg to stand on going after someone who puts it on ebay/etc...
Your page is a good start; but I don't see any wiring info, etc...
Also, why do you recommend using a v6 memcal ?
hmm... yeah, like I said it was put up quickly. 90% of it was written earlier this year. If I can get some free time I'll fill it out a bit and upload the wiring diagrams.
Originally posted by drfiero: People that own Cadillacs are not interested in more performance.
This is true. or rather more accurately, people that own Cadillacs are not interested in paying for more performance. I used to sell a 80mm upgraded throttle body for the N* on the N* forums. It was a documented 6+hp, 15lb-ft more torque, throughout the power band. Certainly more than any tune would give... Didn't sell many and gave it up. I wasn't charging much either.
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05:40 PM
Dec 18th, 2008
CBulen Member
Posts: 39 From: Reno, NV, USA Registered: Aug 2008
I am swapping a Northstar + GM F40 6speed (2006) into a 2nd generation MR2, and I need some info on running the engine.
I would prefer to buy a 2000+ Northstar as I understand there were various mechanical upgrades, like roller cam followers. I saw that the 2000+ N* uses coil on plug and this requires the eDist and a crankshaft position sensor if I used your ECM solution.
Is it possible to use the 1994-1999 coils/ignition system on the 2000 N*? I have found a 2000 N* L37 for a good price, but I need to buy an engine soon, but I don't want to buy the wrong year.
I saw that you are no longer making the wiring harnesses, is that correct?
If so, can you provide wiring diagrams and parts lists so that I can make my own?
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08:32 PM
Dec 19th, 2008
Zac88GT Member
Posts: 1024 From: Victoria BC Registered: Nov 2004
Originally posted by CBulen: Is it possible to use the 1994-1999 coils/ignition system on the 2000 N*? I have found a 2000 N* L37 for a good price, but I need to buy an engine soon, but I don't want to buy the wrong year.
IIRC you would also need to run an external crank trigger with the 94-99 coils because the internal crank sensors on the 2000+ won't work with the 7730 ECM.
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01:54 AM
Will Member
Posts: 14249 From: Where you least expect me Registered: Jun 2000
The 93-99 ICM will not operate with the Y2K+ crank reluctor wheel. The crank wheel was changed dramatically AND the positions of the crank sensors were changed slightly.
You CAN, however, put the roller valvetrain heads on an earlier shortblock. The roller cam heads DO make 300 HP, but they have just terrible exhaust ports.
[This message has been edited by Will (edited 12-19-2008).]
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11:57 AM
afgun Junior Member
Posts: 6 From: Charlotte, NC, USA Registered: Oct 2008
No, the blocks are different. The RWD block has coolant passages at the front of the block and a different oil system to deal with the larger cylinder head oil demands of the VVT.
Even if you want to adapt the coolant passages with extra plumbing and used fixed cam gears to eliminate the need for VVT oil, I'm not sure if the front case sealing rails will line up between the fixed cam block and VVT heads.
Why would you want to do that? The RWD ECM (for engines with the 58X crank wheel) has been hacked.
It hasn't been a big enough deal for me to change it yet, or put another way, I'm tired of burning chips. 
