2.0 Wiring Harness Guidelines

The TCU itself is weatherproof so mounting it in the engine compartment is acceptable. Although there should be ample lengths of wire, it's best to lay out all the connections first to be sure everything reaches before permanently mounting the TCU.

The TCU requires an active power and ground connection to operate correctly.  The power connection to the TCU should be switched (only turns on when you turn the ignition key to the start/run position).  If you wire the TCU to a constant power source, you risk severe damage to the TCU and your transmission.  The power source should be protected with a 10amp fuse (this can vary based on the transmission application).  Your switched power source should also be capable of providing at least 10 amps (or more depending on your transmission application) and should come from a clean terminal or wire.  If you splice into a wire or create a switched power junction, please protect and seal the wire or joint with sealant type heat shrink or something similar to ensure reliability.  Your ground connection should be wired to a clean ground terminal on the vehicle (preferably on the transmission or engine).

GM Wiring Notes

The supplied wiring harness has been designed to interface with the 4L60E/4L65E/4L80E/4L85E transmission and all required sensors without any cutting/splicing required. Certain instances, where noted, call for the use of a TCI® adapter harness to avoid splicing. Standard GM connectors have been utilized during harness construction to ensure compatibility with the most common sensors. Note: Pre-1993 4L80E transmissions will need to have an updated internal harness/connector installed to be compatible with the TCI® TCU harness. Use either GM #24200161 harness or aftermarket equivalent.

Ford Wiring Notes

The supplied wiring harness has been designed to interface with the AODE/4R70W/E4OD/4R100 transmission and all required sensors with a minimum of splicing. Due to the OE design of the Ford Throttle Position Sensor (TPS), this circuit will need to be spliced unless a GM style TPS such as the TCI® 377400 remote TPS system is utilized.

2.1 Harness Connector Faces

Every connector is labeled for ease of installation. Should the label become removed/lost, this section serves as a reference to identify the various connector faces on the harness. Note: Each connector has the terminal labels molded directly onto the connector body, i.e. A, B, C.  The picture on the left is the vehicle speed sensor.  The one on the right is the case connector.

C1 Transmission Case Connector Location:      4L60E/4L65E- Passenger Side of Case (top)      4L80E/4L85E – Driver’s Side of Case (side)
4L60E/4L65E   CAVITY FUNCTION WIRE COLOR A SHIFT SOLENOID A (LOW) PINK/BLK B SHIFT SOLENOID B (LOW) PINK/RED C PRESSURE CONTROL SOLENOID (HIGH) VIO/BLK D PRESSURE CONTROL SOLENOID (LOW) BLK E BOTH SHIFT SOLENOIDS, TCC SOLENOID AND 3-2 CONTROL SOLENOID (HIGH) RED K SPEED IN ORG/LT GREEN L TRANSMISSION FLUID TEMPERATURE (HIGH) YEL/ORG M TRANSMISSION FLUID TEMPERATURE (LOW) BLK/WHT N RANGE SIGNAL “A” GRY/BLK P RANGE SIGNAL “C” GRY/LT. GRN R RANGE SIGNAL “B” GRY/RED S 3-2 CONTROL SOLENOID (LOW) VIO/RED T TCC SOLENOID (LOW) PINK/LT.GRN U TCC PWM SOLENOID (LOW) VIO/LT.GRN V SENSOR GROUND BLK/WHT
4L80E/4L85E   CAVITY FUNCTION WIRE COLOR A 1-2 SHIFT SOLENOID “A” (LOW) PINK/BLK B 2-3 SHIFT SOLENOID “B” (LOW) PINK/RED C FORCE MOTOR (+) VIO/BLK D FORCE MOTOR (-) BLK E 12 VOLTS +, IGNITION ON RED K SPEED IN ORG/LT GREEN L TRANSMISSION FLUID TEMPERATURE (HIGH) YEL/ORG M TRANSMISSION FLUID TEMPERATURE (LOW) BLK/WHT N SWA GRY/BLK P SWB GRY/LT. GRN R SWC GRY/RED S TCC SOLENOID (LOW) VIO/RED T VOID - NOT USED PINK/LT.GRN U VOID - NOT USED VIO/LT.GRN V SENSOR GROUND BLK/WHT
Unterminated Wires Cancel OD GRN CAL A/B BLU Brake light GRY +12V Switched PNK Ground BLK

AODE/4R70W CAVITY FUNCTION (1993-1997) FUNCTION (1998-2004) 1 SHIFT SOLENOID 1 (LOW) N/A 2 SHIFT SOLENOIDS (HIGH) TRANSMISSION OIL TEMPERATURE SENSOR SIGNAL 3 TCC SOLENOID (LOW) TCC SOLENOID (LOW) 4 N/A SOLENOIDS (HIGH) 5 TRANSMISSION OIL TEMPERATURE SENSOR TRANSMISSION OIL TEMPERATURE SENSOR 6 SHIFT SOLENOID 2 (LOW) EPC (LOW) 7 EPC (HIGH) SHIFT SOLENOID 1 (LOW) 8 TCC (HIGH) SHIFT SOLENOID 2 (LOW) 9 TRANSMISSION OIL TEMPERATURE SENSOR SIGNAL N/A 10 EPC (LOW) N/A
E4OD/4R100 CAVITY FUNCTION WIRE COLOR 1 SOLENOIDS (HIGH) RED 2 SHIFT SOLENOID 2 (LOW) PNK/RED 3 SHIFT SOLENOID 3 (LOW) PNK/BLK 4 TCC SOLENOID (LOW) VIO/RED 5 COAST CLUTCH SOLENOID PNK/LT GRN 7 TRANSMISSION OIL TEMPERATURE SENSOR YEL/ORG 8 TRANSMISSION OIL TEMPERATURE SENSOR SIGNAL BLK/WHT 11 EPC (LOW) VIO/BLK 12 EPC (HIGH) RED
Range Sensor Wires
Start 1	WHT
Start 2	WHT
Backup Light	BLK/PNK
4x4 Module	RED/WHT

Note:  All other connections are the same as the GM version.

2.2 Connections

Each of the connectors described in the following section has a corresponding connector number assigned to it that corresponds with the connector face diagrams in the preceding section, 2.1.

The main transmission connector is the round gray one on GM harnesses and the large white connector on the Fords. It connects all of the internal transmission solenoids. Simply plug it into the connector of the transmission. Note: The connector is keyed to line up in one orientation only. On GM applications, line the arrow on the TCI® harness up with the notch on the case connector.

GM - If you are installing the transmission in a vehicle that does not have a throttle position sensor (TPS), you must install one (the TCU needs to know the throttle position in order to determine proper shift points/firmness). TCI® offers a remote-mount TPS for carbureted applications (Part #377400). If you are installing the 4L60E/4L65E/4L70E/4L80E/4L85E behind a fuel-injected engine, you can simply utilize the existing TPS sensor. TCI® offers three different adapter harnesses that allow the TCU main harness to be pigtailed into an existing TPS while still functioning with the engine control module. This is a plug-and-play solution for splitting the TPS signal.

Ford TPS – See Part One-2.2.17

This connector allows the TCU to interface with your laptop. The TransComp connector plugs into the supplied, 5-ft. communication cable.

GM - The TCU also needs a connection to the factory distributor. This lets the computer know the engine RPM. The computer uses this information to control Wide Open Throttle (WOT) shift points. If you have a late model GM electronic distributor, you can buy a TCI® distributor harness adapter (Part #377100) and plug the TCU connector into the adapter. If you do not have the harness adapter, you will need to splice into the vehicle distributor wiring.

Alternatively, you may utilize the tach output signal from an aftermarket ignition control. Connect the white wire going to Terminal A of connector C4 to the tach output.

4L80E/4L85E only - This connects to the input speed sensor (TISS) on the 4L80E transmission. This sensor is located in the driver side of the case, towards the front. The 4L60E/4L65E/4L70E transmission does not use this input.

Optional - A neat feature of the T-Com™ WP software is the ability to sharpen the shift feel at the flick of a switch. This is accomplished by hooking this lead to a dash/console-mounted toggle switch. Run the other switch pole to ground. The default position (off) will be the Economy setting. When switched on (grounded), the TCU will increase transmission line pressure by whatever percentage is prescribed by the user in the T-Com™ WP software. See Part Two-5.2.1.1.9 for more information.

This connects to the output speed sensor (TOSS/VSS) located in the tailhousing of the transmission. The TCU uses this input to calculate road speed. 1993-1995 4L60E, all 4L80E/4L85E, all AODE/4R70W & all E4OD/4R100 transmissions have this sensor located on the driver side. The 1996 & later 4L60E/4L65E/4L70E transmissions with removable bellhousings have the VSS sensor located on the passenger side. Note: 1993-1995 4L60E speed sensors require a different connector.

GM - Labeled 'TCC'. The 4L80E/4L85E and 4L60E/4L65E/4L70E have slightly different pin outs for TCC activation. There are three separate leads for the TCC on the TCU harness, this being the common lead. It will need to be plugged into either connector C9 or C10 depending on which transmission you will be running.

GM - When running a 4L80E/4L85E, this lead is to be plugged into connector C8, labeled 'TCC'.

GM - When running a 4L60E/4L65E/4L70E, this lead is to be plugged into connector C8, labeled 'TCC'.

The TCU is configured such that it's possible to have fully manual upshifts and downshifts at the flick of a switch like a bump stick. This works by first activating the manual mode with one switch to Terminal C. Once activated, the transmission can be bumped up (Terminal B) or down (Terminal C) through the forward gears via an On-Off-On momentary rocker switch.

The default connections are to be made as follows:

·         Terminal A (red wire) - momentary +12 volts for bump down

·         Terminal B (yellow wire) - momentary +12 volts for bump up

·         Terminal C (blue wire) - +12 volts to activate manual mode

Note:  These can be changed to momentary grounds within the software.

Caution: Be aware that serious engine damage could occur due to over-revving if downshifts are made at too high of vehicle speed. T-Com™ WP cannot override your input while in the manual mode.

Plug this into the TCU bulkhead connector on the end. Do not over tighten.

Optional: For vehicles equipped with analog (mechanical) speedometers, TCI® offers a Speedometer Control Unit (Part# 377300) which uses the VSS signal to drive a standard style speedometer cable. Plug this into the SCU lead.

The preferred method is to connect the ground wire on the wiring harness directly to the battery. This will reduce the amount of electrical noise to the TCU. The black wire with a ³/₈" ring terminal is the ground. The ground connection should be free of paint and corrosion if grounded directly to the chassis or engine block.

The Pink wire labeled '+12 V Switch' is the 12-volt ignition wire. A 10-amp inline fuse should be utilized between the power source and the TCU. This wire should only be hot when the key is in the ON position.

If your present shifter does not have provisions for a Park/Neutral safety switch and Reverse light switch, you may choose to utilize the switches built onto your transmission shift lever if so equipped.

For smoother operation, it's suggested that the wire labeled brakelight be run to a factory brake pedal switch (NC) so the TCC will unlock when you apply the brakes.

When enabled, this mode will allow you to lockup the torque converter and choose a gear for dynamometer use.  Locking up the torque converter will lower parasitic loss and will increase power numbers on the dyno.  Typically you will want to choose a gear that is 1:1 to use for the dyno as this gear ratio usually has the smallest amount of loss in the transmission.  Both parameters are configurable.  All upshifts/downshifts will occur at the value specified by 0% TPS in the upshift/downshift tables.  Upshifts will occur until reaching the desired gear specified in the dyno mode form.  TCC lockup will occur based on the speed set in the dyno mode form.

If you are installing the transmission in a vehicle that does not have a throttle position sensor (TPS), you must install one (the TCU needs to know the throttle position in order to determine proper shift points/firmness). TCI® offers a remote-mount TPS for carbureted applications (Part #377400). If you are installing the AODE/4R70W/E4OD/4R100 behind a fuel-injected engine, you can simply utilize the existing TPS sensor by splicing the TCU harness into the vehicle engine harness.

Locate the three wires on your harness labeled TPS. Connections are as follows:

·         Terminal A (black wire) – TPS ground

·         Terminal B (brown wire) – TPS signal

·         Terminal C (red wire) - +5 volts

The TCI® AODE/4R100 TCU has a provision for an OD cancel switch similar to OE Ford vehicles. Locate the white wire labeled OD CANCEL Hook this lead to a dash/console-mounted toggle switch. Run the other switch pole to ground. The default position (off) will be the normal OD setting. When switched on (grounded), the TCU will disable OD range allowing the vehicle to operate in first, second and third gears only.

The TCU also needs a connection to the factory distributor. This lets the computer know the engine RPM. The computer uses this information to control Wide Open Throttle (WOT) shift points. Locate the leads labeled RPM REF. You will need to splice the white RPM REF wire into the vehicle distributor wiring. The black wire is a ground.

Alternatively, you may utilize the tach output signal from an aftermarket ignition control. Connect the white wire to the tach output.