Cool info! Thanks.

 

I'd guess it would match the pattern on the "trigger" wheel bolted to the flexplate? I don't know the proper part name.

 

Yep. That's how the sensor works.

 

We've done this on older engines that are adapted for fuel injection or in some cases coil packs.

 

I've been digging and reading a lot.

It looks like there are 3 options.

1st, using the stock PCM. I probably won't be able to use the crank trigger off the flexplate. So I'd have to find a way to create an RPM signal, through the ignition, a HB mounted crank trigger, or making the HB a hall effect trigger as discussed above. I'd also have to buy a tuner and program the PCM to ignore the missing motor signals, to avoid a "limp mode" reaction.

2nd, Mega Squirt has some DIY boards that can be built to run transmissions, but you have to build the boards & figure the programming yourself. They have a forum dedicated to the system, but I haven't seen anyone do it with a 46RE yet. And after doing some reading there, I know I don't have the knowledge I need to tackle the project.

3rd is a product I found just last night on the PATC site. I must have missed it the first 100x I looked at their site (it could be organized a little better, but there is tons of cool info there). Powertrain Control Systems (PCS) makes a stand alone transmission controller, TCM2000 that will run the trans with minimal inputs. I think a TPS signal and a VSS signal are all that are needed. Everything else can be calculated by the system. You can add many other sensors and it is highly programmable. This thing can do a lot of cool stuff, like use steering wheel buttons as inputs, or control a transfer case for AWD cars. It works with some of the most current transmissions, even newer than the 46RE.

Right now I'm leaning towards the PCS system. I won't have to recreate everything the Dodge PCM wants to see. I think I might even be able to use the speed sensor in the Explorer rear axle I'm using as a VSS input. I'm going to call PATC and ask some questions next week.

I think this means I can go ahead and commit to using the 46RE I have and order the adapter needed to install it to the 331. This involves cutting the bellhousing off the 46RE, so its not small job. And the parts aren't cheap. Obviously, I didn't want to take this first step unless I knew I could make the trans work.

It would have been a lot easier, and cheaper, if I had an older RH model trans. But unfortunately I gots what I gots. It might be short sighted but I'm glad I don't have to source another trans and worry about selling this one. I do have to sell off a 5.9L motor though. Or find a used Ram that needs a motor.

Thanks for the help. I'll keep updating here, I know its probably not going to be useful for most the guys here, but maybe someone will need similar info.

 

Rather than go through all that, think I would just go with the 727. Only real downside is lack of OD, but you're not building it for fuel mileage anyway so what the hell. Another way to go, possibly, is converting it to a clutch-automatic, changing the front pump, cutting off the integral bellhousing and replacing the torque convertor with a flywheel and clutch using a standard bellhousing. Kits to do that used to be available, don't know if they still are or not. This was before the 46RE days though.

 

You are right about the 727, but I want an OD. I have 2 rear axles, and both would need regeared to run on the highway at sane RPMs with a 1:1 final drive. So there is that.

A 46RH would be an easier project too. But I have this trans, and having electronic control & programming will be nice. Really, with this controller, its not much more work than converting a 727 or 46RH. But will gain lots of flexiblity.

The adapter kits include a custom flex plate and adapter pieces to mate the trans to the crank. So throwing other custom parts into the mix to make the clutched automatic would only make this more complicated (and I'd have to figure a clutch pedal & throwout bearing too). Sounds like adding a full manual reverse valve body to the 46RE would eliminate the need for a PCM, but that's just not what I want.

The easiest way to go would be with an a833, Ford T-5, 4 speed top loader, or Chevy Muncie trans. They have removable bellhousings and you just bolt the adapter to the trans and install the new flywheel & hydraulic throwout bearing.

I decided an auto with overdrive is what I want, and I'll take reasonable measures to build it that way. I have no schedule, or really even a budget. It will get what it takes, to make it what I want. A lot like my 74 Bronco.

Thanks

 

Well, poking around a bit, it looks like there were a couple companies that USED TO make a standalone controller. (FAST being one of them) But, those products are no longer available. Might be able to find something in the used market, but, I suspect that would be very similar to finding a needle in a haystack.....

The megasquirt guys seem to be working on something, but, that involves a LOT of DIY...... and I wouldn't have a clue even where to begin.

Then there is this guy, that was working on building one, but, no activity in the thread since april...... so, doesn't look like much of an option there.

FAST does make one for GM transmissions......... but then you would need to get the GM trans, and appropriate adapters......

46RH trans would be easiest. As I do believe there are already standalone controlers available for it.... as they are MUCH easier to manage.

 

PATC sells a kit with a couple oil pressure sensors & a vac switch that will allow you to remove the PCM on the 3 wire 46RH (pre '95, with locking converter). The kit replaces the computer, and engages the OD & locking converter based on hydraulic & vac pressure instead.