Emjay Engineering controller ?

[HVAC]

Quote:



"Based on suggestions from some folks, and my own needs, the features that are now part of the product were added. The features added little to the cost, as they are mostly firmware-based, which has no incremental cost. Only a few additional components were needed. "



I appreciate that part So cool!Oo.

 

[emjay]

Credit given where credit is due!

Ok, Ok, HVAC made the suggestion a while back to add multiple profile support. I took his suggestion seriously. THANKS, Nowel!

 

[StakeMan]

emjay,



On your web site you list the option for 3. 55 or 4. 10s. I'm curious as to why you have different ones?

 

[emjay]

The speed table is indexed by MPH, and contains driveshaft RPMs. A different table is required for 4. 10s. The only effect it has is on the displayed MPH/KPH in the software application.

 

[Herman8r]

I have just installed the EMJAY STRATEGY CONTROLLER on my 1999 Dodge Ram and this product is everything it claims to be. It is very well constructed & the coupled connections are top notch. The wireing directions are very clear and the installation is relatively easy. As illustrated in the installation manual tapping & splicing into the PCM harness is required. All the necessary connections are supplied with the unit. A toggle switch is used to select one of three pre-programed profiles (stock, loaded, towing) that controll the shifting pattern of the trans. I have the DTT transmission & the EMJAY controller solved the "HUNTING" problems that often occur with the Dodge trans. The shifting profiles can be customized to meet individual needs. My trans feels like my old Chevy turbo 400 used to feel. The trans does not shift too soon --taking advantage of the power curve of the TURBO DIESEL like you would expect. After all -- I purcashed my Dodge Diesel because it had the power I needed.



But as important as the product is-- the customer service is outstanding. I have talked to Mike Steiger at EMJAY many times prior to the purchase & the installation & during the installation and he was helpful and always had a good attitude when I needed a quistion answered.

 

[HVAC]

Cool!

That's beautiful Man!



BTW, the Ram Runners club is meeting this Tuesday and I asked Mike to come down and show off his trans controller. If anyone lives in driving distance of the south bay area (Campbell, next to San Jose) come on down!



For meeting location you can go to ramrunners.org. Unfortunatly the link isn't working right now. You may be better off emailing me instead. We meet at Coco's restaurant on Hamilton Ave. This is the exit just south of 280 on 880/17 towards Santa Cruz.

 

[TxDieselKid]

This looks very promising. I notice you have one for the Chevy also, have you tried anything like this for the Ford?



Andrew

 

[RADdodge]

Two questions. For those that have the DTT controller and exhaust brake, does this unit replace it? And what if one has a 4. 10 ratio but because of larger wheel/tire combinations, the effective ratio is more like 3. 69. How will that effect performance?

 

[Herman8r]

RAD--the EMJAY controller software allows for a variation of different tire sizes. A scroll down menu appears in the program used to custom set different shifting patterns based on your needs. The controller is configured from EMJAY ENGINEERING based on the differential ratio of your truck (they ask for this info when you place your order. As far as replacing your existing controller--I believe the EMJAY will meet or exceed all your needs but I can't say if they will work in tandem.



I would suggest you email or call EMJAY ENGINEERING for add'l info.



Herman

 

[zman]

increasing shift points...

emjay -



For a truck with 3. 55 gears, what are the highest shift points (RPM and/or MPH) that you have been able to acheive for the 1-2 and 2-3 shifts? As I stated in my previious post, I'd like to see higher shift points for these shifts, but with my current setup, if I go any higher on my shift points, the truck will hunt between 2 and 3 and ocassionally go into limp mode. From what I've read so far, this controller seems to eliminate both hunting and limp mode issues.



Herman8r -



What kind of 1-2 and 2-3 shift points RPM/MPH are you seeing in the 3 different modes? What gears do you have?



Thanks.



Steve

 

[StakeMan]

TTT



Keep the info coming.

 

[HVAC]

Shift Controller

I just got back from the Ram Runners club meeting and my first glimpse of the controller and hardware. Mike was there to do a presentation to our group and it went quite well. We have some funky shifting trannys in our club and so we were all ears.



I have to say that at our meeting tonight I became even more impressed with the capacity of this device. Matter of fact I am determined to do a right up of a first hand test on one of our members rigs. Tonight we got to see the components and the quality level of the connectors etc. I haven't used the work "Trick" in a few years, but that would be a good adjective



ZMAN, you can have your shift points anywhere you want them. You have three change on the fly programs now, and possibly more in the future. The programs would seem to be infinately tunable if you need something in addition to the programming offered with the standard component.

 

[Herman8r]

ZMAN--you asked me about the shifting patterns. In an effort not to sound too vague--it depends on the driving conditions, position of the TPS, seed, etc. This is because the software allows you to program shift point based on speed, TPS position or a combination of the two.



While driving yesterday in heavy traffic (stock profile) 1-2 shifted at 18-20 mph--2200 rpm. When conditions changed (faster traffic) 1-2 shifted at 22 mph --2500 rpm. 2-3 shifted proportionately, around 30 mph--2200--2500 rpm.



I have not had the opportunity to test all conditions on the open road as of yet--too busy at work ( that time of year) and also holiday traffic is to heavy.



I will have more info in the next few weeks (after the holidays).



Herman

 

[jweir]

Will this control downshifts as well?



Jim

 

[dramer]

The new Emjay-Eng Contoller

Sure enjoy the ability of adjusting the transmissions shift points. This controller is very impressive to use and program. I’ve been using this unit for a week with out a single problem. It is being used in a few trucks at our facility. My truck is a 2002 long bed quad cab 4x4 with our ATS transmission and TripleLok™ torque converter. The truck has ATS injector’s custom turbo lots of goodies. Being able to lock the converter clutch at any speed with the overdrive cancel option is awesome. The ability to adjust and use any combinations for shifting is the best thing for any truck. I would recommend this to anyone that wants custom control over the transmission. Having an auto program down shift the transmission from fourth to third gear without pushing the overdrive cancel button is cool. This controller has many combinations to play with. It makes the dodge truck very fun to drive.



Don Ramer ATS Diesel Performance.

 

[dramer]

Lap top control is one cool thing to see!!!!!

CONTROL

 

[shaft]

Emjay and DTT

Ok..... so whats up with the back handed remarks going on between Emjay and DTT?



Here I was all set to order a strategy controller (tonight) and then I see where Bill says he was never sent the unit he was supposed to get for testing and could not warrenty transmission's that have one installed until he could verify it works properly... ... makes sense to me.



Then I see where Emjay posted on their site that he was not going to warrenty when their product is used and goes on to say that they were unaware of flaws in DTT transmission's that the unit exposed???? Whats up with that?



Is this the DTT vs ATS war spilling over or what?... ... Note I dont run DTT or ATS products specifically because of that stupid public display of childish antics... ..... and it certainly looks like the same is brewing here... ... . That is a shame since all three companies have products that intrest me... ... . I believe I have a valid reason for not dealing with companies that participate in this sort of behaviour... ... which is what if I say something they dont like, do I suddenly become the target of similar treatment, a customer with no support? Smaller companies that allow personal issues to affect their manner of doing business are not the ones that get my business. Now maybe that isnt the case here but it certainly looks like it... ... .



There ARE enough customers to go around guys... ... . :--)

 

[emjay]

Just to clarify

I'm <i>not</i> trying to start a war.



I just want <i>MY</i> customers to be aware of what DTT's policies are with regard to the product that I am selling so they are making their purchase with their eyes wide open, so they're not blind-sided. How would you feel if you bought a product from me and I didn't disclose that DTT has basically blacklisted my product? Usually its the dealer that tries to void your warranty when you install aftermarket products, not the aftermarket manufacturer. The warranty on the Strategy product is valid with ANY 47RE transmission.



The statement made on the web page for the Strategy controller is that no anomalies were noted when tested with a stock valve body, and when tested with an ATS valve body. We have not tested with a DTT valve body, because none was offered to us. I do have at least one happy DTT customer, I therefore state that there are <b>NO KNOWN COMPATIBILITY PROBLEMS</b> using the Strategy Controller with a DTT transmission.



I don't believe that changing the excitation voltage to the governor pressure sensor can cause "bind-up". This does the same thing as installing a resistor in series with the wire, the difference is that it changes that voltage dynamically based on speed and/or throttle position. Besides, you can disable that feature anyway.



The OD lockout feature does the exact same thing as if you pressed the OD button everytime you wanted it disabled, like below a certain speed for instance, and then pressed it again above a certain speed. The difference is that you don't have to remember to do it.



The Lock Preserve feature simply prevents the TCC from unlocking when you let off the pedal, alleviating the viscious cycle of locking and unlocking that is commonly experienced. Again, this feature can be disabled.



There is an additional feature to unlock the TCC under hard throttle for those who have enough engine torque to slip their TCC and/or transmission clutches and want some protection.



The TPS filter was provided because the controller already filters the signal for its own use, there is simply a wire connection added so the filtered signal can be subsequently fed to the PCM. The rationale for that is the fact that the TPS signal quality is marginal at best. The filter provides additional noise margin.



The exhaust brake feature is provided to enhance an existing exhaust brake installation. It is not a substitute for a valve body and torque converter designed for exhaust brake use.



Most of these features are convenience features. The dynamic TPS excitation voltage is provided as a method of tuning part and full-throttle shift points to <b>tune out</b> problems.

 

[shaft]

I will buy all that

However that doesnt really explain why DTT was told a unit for testing would be forthcoming and then later told no it wouldnt.



I would think it would be to your advantage to get a unit out to ALL the major transmission folks for testing so that they are confident in the product. But then thats just my opinion... ... and you know we all got one



THis part of the statement on your site just reads like a sideways shot to me... ... . Particularly when the context of the rest of the statement is considered.



quote:



WE ARE UNAWARE OF ANY FLAWS IN THE DTT TRANSMISSION THAT THE STRATEGY EXPOSES.



end quote.



But then I may be reading between the lines too much... ... .



The bottom line is a whole lot of people put a lot of stock in what DTT says regarding transmissions... ..... To alienate that source of endorsement by snubbing them seems like bad business if you are confident in your product. Now I am sure there are details that are behind the scenes but they certainly seem to be overflowing into the public eye much like the DTT vs ATS fiasco... ...



In all fairness I have to say it seems to be from both sides... ... . what with content of DTT's public reaction and yours.....



Now I should probably reel my nose back in... ...

 

[Boldt's Wagon]

I can understand where Bill is coming from. The Emjay controller apparently allows the owner to program transmission pressures with inputs based on speed and throttle position. Bill spends a lot of effort to tune each valve body and gov. circuit for each individual truck power and owners use. The tuning is based on hydraulic pressures and is test driven after setup. Adding a controller that might allow later pressure adjustments outside a "safe" operating zone could result in transmission failure.



Bill has advised people on how to adjust pressures in their transmissions and also advised them at the same time to first check with the shop that rebuilt or provided the transmission. The person standing behind the transmission warrenty needs to approve the pressure changes before they are made. Emjay has stated that they warrentee their controller installed on any transmission, Emjay does not mention the transmission warrenty.



It appears that Emjay wanted DTT to send Emjay a valve body for Emjay testing and that DTT was under the impression that Emjay was originally going to send DTT a controller for DTT testing. There is apparently a misunderstanding here.



The testing should confirm if the two manufacturers products are compatible and not be "exposing flaws in the other maufacturers product".