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The EZ-TCU simply is a box of awesome. I decomputerized my '99 Tahoe a couple years ago, due to a whole list of computer and mechanical reasons. I had found information online which said I could retain the 4L60e transmission (the regular 4 speed auto), by a little creative wiring. Unfortunately, those instructions were only good through the '97 model year.
I took a little while hooking it up, because I was making decisions on where to mount things. I opted to put the main box (the black box with EZ-TCU stamped on it) in the cabin on the transmission hump.
When I originally did the engine upgrades, I mounted a slightly older TPS on the main butterfly shaft of my Edelbrock 750 on the side with the choke. It was fairly simple. I made a shaft to connect the butterfly shaft over to the TPS, and secured it in one of the electric choke screw holes.
The original NP246 transfer case was trashed, so I replaced it with a NP241 and floor 2wd/4wd shifter.
Hooking it up was fairly easy, but pay attention to the instructions. You give it direct battery power (per the instructions), and a switched 12v power (like from your radio accessory power). Don't use the power that went to the 2wd/4wd switch. As I discovered, that's not 12v.
You need 3 inputs and one output.
The output is simple. The hardness goes to the stock transmission connector (passenger side on the 4L60e). Just unplug the original, and plug in the new one.
The inputs are fairly simple, but there are things to pay attention to.
The TPS *MUST* be at least 0.1v at idle. When I originally hooked it up, it only put out 0.05v. I just twisted it a very little bit, to bend the mount screw, and that came out perfectly. If you have it wrong, it will show a TPS error. Pay attention to the connections, and you'll be fine. Mine has 3 wires, +5V, ground, an TPS signal.
It needs to know your ground speed. Hook up to the last VSS on your transfer case, right at the tall shaft. If you have 2wd, use the last VSS on the transmission. They show the 2wd transmission in the instructions, and have no mention of what to do if you have 4wd. They used the smaller form plug, but the larger one is included with the kit. Just cut off the wrong one, and put on the right one.
Finally, it needs to know how fast the engine is going. They include a module to clean up the noisy TACH output from the HEI distributor (I switched to HEI with the upgrade). That's pretty straight forward. They say a bunch of times to be sure to use the module. Really, use it.
For the last couple years, I've been driving around in 2nd and 3rd gear (limp-home mode for the 4L60e). At 55mph, that was about 2300 RPM. After a little tuning (as the instructions explain) it would cruise at 1800 RPM. I lowered the TCC lock, so it will now lock up at 45mph, so at 55mph it brings the RPMs down to 1500.
The factory computer doesn't know how to lock up. GM's instructions say clearly that the closest it will ever get is 98% duty cycle (always 2% slip). The TCI EZ-TCU knows how to lock up, and that is the 200 RPM difference. When driving, it feels like it shifts to a 5th gear, and will have the same fuel savings. Like I said, awesome in a box!
There are provisions for other interesting things, that I will hook up later. You can have a economy/performance switch, a manual/auto switch, and with the manual/auto, you can have two buttons (or one momentary SPDT switch) to bump up and down gears. They have a rather expensive steering wheel mounted paddle shifter, but I'm not willing to spend that much for a few buttons. I already expect it may get confused when put in 4wd Low, but the RPM limits should make it drivable. If I'm in 4wd Low, I'd probably want to be able to manually shift it anyways, as I'd probably be pulling myself or someone else out of a sticky situation.
For those that are interested, these are the relevant mods on the truck so far.
Edelbrock 750 CFM carb w/ electric choke
dual plane air gap intake manifold for Vortec 5.7 (the heads are different than the classic smallblock heads.
TPS for the 1997 version of the same truck
HEI ignition coil
Bypass fuel pressure regulator to bring the fuel injected pump pressure down to something a carb can handle.
Dual 16" electric radiator fans with (with hand made shroud)
NP241 transfer case
3.73 rear end w/ limited slip (replaced the 3.42 w/ locker)
Replaced the front axle with one that had 3.73 gears.
A little wiring magic to make the air conditioning and fuel pump work.
And now, the awesome EZ-TCU.
I'm going to recommend this for anyone who wants to do a conversion anything like this. Normally I would have recommended swapping the transmission for a 700R4, but this has so many advantages, using one of the 4L*e transmissions is the better choice.
It would be an upgrade to consider if you have a classic muscle car and want a little more performance from it. Of course, performance mods in a particular transmission and application apply. For a street rod and/or daily driver, it's great.