Btw - a better comparo is a car on a chassis dyno…
Car running steady state (Y)say 50mph (O) is turning at 2500 (Z) rpm.
Release the dynobrake and without any change in throttle (X) you’re going to hit the limiter.
O output, X input, Y load, Z rpm
However, release the dynobrake (Y) and modulate the throttle (X) and you can maintain speed (O) with less rpms (Z)
X and Y determine Z which determines O
Open circuit means no Y but also drastically reduced X also. Imagine you’re on the dyno, IDLING the engine - do you really think it’ll eventually hit the limiter?
I ran through the step by step on all data I got to the final step that basically states if everything is good replace PCM, and I did that. I don’t know what else to do. So i brought the car back to stock. Removed the tuner to eliminate it as a possibility, and now as of about a hour ago it is turbo and on 10psi of boost. after I returned it to stock I could no longer preform the KOER and KOEO self tests to pull codes. The PCM is completely un responsive to jumping the pins to start the tests. I don’t know how to trouble shoot this either. IF you do come on over i’ll buy beer.
the eec controls everything. there is no separate module or relay box for the transmission that I know of. The tweecer did a fine job at manipulating the transmission the way I wanted it with 2 exceptions. 1 the converter lockup is not agressive enough to stay locked at high throttle inputs and could not command lockup in seccond gear at all, and 2 I cannot adjust the gear ratios to reflect the new gear set the I installed so because of this the converter will not lockup for more that 5 secconds and wll eventually give a error code for mismatched turbin speed VS engine speed. NOTE: THIS IS NOT RELATED TO THE VSS ISSUES.
the engine inpts from the tweecer on the ATX are a different story. It will basicly will not log anything properly.