Allpar Forums banner

61 - 65 of 65 Posts

·
Registered
Joined
·
1,828 Posts
Discussion Starter #61
Well, I've got some more part numbers for consideration:
The ECU that came with the car is marked "CHRYSLER P/N 04686886 MODULE S/N TEH-300414387". I also have an ECU from a relative's '93 Spirit marked "4639557 2A 0038-01 2662/20:33". Are either of these modules definitely compatible with a Traveler and, if so, which Traveler part number?
 

·
Part Connoisseur
Joined
·
2,431 Posts
After further research, I think that perhaps the problem here is that the transmission controller is the only source for data to the traveler in this vehicle. Looking at my 1991 Vehicle Communication book, all AA Body Bus Tests start off by asking if the vehicle has a traveler, to which if you answer yes the next step is to inspect the connector at the A-604 Transmission Controller. Really the best way to test this is to connect a DRB II to the CCD connector and see if information is actually being transmitted. Otherwise you may continually spend money on travelers and SBECs that may not work.
 

·
Registered
Joined
·
151 Posts
I too have been tring to do this mod for my newly aquired 1992 dodge spirt. I have a traveler/message center laying around from the last time I had an AA body (1994 plymouth acclaim) From what I can remember the following holds true:

1) Both cars (a 2.5l/a413) and (3.0l a670) did not have the wiring in the back of the cubby hole.
2) both cars are do not have any of the fancy bells and whistles.

I dont feel that there is any special ECU since my 1989 lebaron had the message center and traveler trip computer with the same engine combo. (a 2.5l a413) . Now I know the computer was replaced in the lebaron before I got it so that rules that out. I do know that chrysler changed the ECU in 1990 to a different configuration. When I look at rock auto they offer two different ECU.. one for federal and one for california emmissions. Other then fuel curves I doubt there is any difference.

I believe the problem here is the bus wiring. I am by no means any specialist in this, but from the fact that it is "serial" and requires "twisted pair" makes me wonder if it is shielded, non shielded kind of like cat 5E network cable. I think the best way to test that is to take a cat5E cable (Twisted pair, shielded) cut both ends off, take two of the wires and hook them up on both ends. The power feeds, illumination, and fuel data should all be working fine if you get the F1-1. I have not tried that since unfortunately, do not have a wafer connection for the traveller
 

·
Registered
Joined
·
1,828 Posts
Discussion Starter #64
bamman--
How about an oscilloscope or something else that tracks fluctuating voltages? I probed my data wires a long time ago with my multimeter and was getting a voltage, which I assumed was due to the digital circuits in the meter showing the average of the pulses-- is it possible that I have a signal, but the signal does not conform to either the pre-'91 or post '91 standards? The only reason I haven't given up is that there were some posts earlier in this thread to the effect that this could be done with the A413. Would I get anywhere using an ECU from a different vehicle, maybe a Daytona?
chrisgen--
I'm not using shielded Cat5, but I do have a twisted pair from some old telephone cable for my signal feed. To my understanding, this is similar to the setup Chrysler used.
 

·
Part Connoisseur
Joined
·
2,431 Posts
Doing more research, my 91 Vehicle Communications Diagnostic book shows that there is continuity between the SBEC and the CCD diagnostic connector, so yes there is still hope that you can do this. However, I don't know why you are still getting errors on your traveler.

Another SBEC will not really help. At the very most you can verify which bus your traveler uses if it is indeed not communicating because of a bus protocol mismatch but there is no telling if it will run your car correctly.

As far as using an oscilloscope, you can potentially use one to discern which bus your vehicle is using. The difference between the two buses is simply one has a faster baud rate than the other.

As far as using twisted pair wiring, as long as you twist your wiring at least once every six inches you'll be good to go. Doesn't really matter what wiring you are using.
 
61 - 65 of 65 Posts
Top