bluespoon
New Member
- Messages
- 13
- Location
- tauranga NZ
can any one please send me sum info regarding which solinoid(s) opperate which gears.cheers
tranny solinoids???
- Thread starter bluespoon
- Start date
The 1UZFE EGR Delete Kit is available for sale here.
Lambo
Moderator
- Messages
- 463
- Location
- Auckland New Zealand
Tranny Solinoid info
Hi Bluespoon, found this maybe it will help.
ECT AND A/T INDICATOR
PREVIOUS AUTOMATIC TRANSMISSIONS HAVE SELECTED EACH GEAR SHIFT USING MECHANICALLY CONTROLLED THROTTLE
HYDRAULIC PRESSURE, GOVERNOR HYDRAULIC PRESSURE AND LOCK–UP HYDRAULIC PRESSURE. THE ECT, HOWEVER,
ELECTRICALLY CONTROLS THE LINE PRESSURE, THROTTLE PRESSURE, LOCK–UP PRESSURE AND ACCUMULATOR PRESSURE
ETC. THROUGH THE SOLENOID VALVE. THE ECT IS A SYSTEM WHICH PRECISELY CONTROLS GEAR SHIFT TIMING AND LOCK–UP
TIMING IN RESPONSE TO THE VEHICLE’S DRIVING CONDITIONS AND THE ENGINE CONDITION DETECTED BY VARIOUS SENSORS,
MAKING SMOOTH DRIVING POSSIBLE BY SHIFT SELECTION FOR EACH GEAR WHICH IS THE MOST APPROPRIATE TO THE DRIVING
CONDITIONS AT THAT TIME, AND BY PREVENTING VEHICLE DOWNING, SQUAT AND GEAR SHIFT SHOCK WHEN STARTING OFF.
1. GEAR SHIFT OPERATION
WHEN DRIVING, THE ENGINE WARM UP CONDITION IS INPUT AS A SIGNAL TO TERMINAL (B)44 OF THE ECU FROM THE EFI WATER
TEMP. SENSOR AND THE VEHICLE SPEED SIGNAL FROM SPEED SENSOR NO.2 IS INPUT TO TERMINAL (B)23 OF THE ECU. AT THE
SAME TIME, THE THROTTLE VALVE OPENING SIGNAL FROM THE THROTTLE POSITION SENSOR (MAIN) IS INPUT TO TERMINAL
(B)43 OF THE ECU AS ENGINE RPM CONDITION (IDLING, HIGH LOAD AND ACCELERATION CONDITIONS) SIGNAL.
BASED ON THESE SIGNALS, THE ECU SELECTS THE BEST SHIFT POSITION FOR DRIVING CONDITIONS AND SENDS CURRENT TO
THE ECT SOLENOIDS.
WHEN SHIFTING TO 1ST SPEED, THE CURRENT FLOWS FROM TERMINAL (B)10 OF THE ECU " TERMINAL 3 OF ECT SOLENOIDS "
GROUND AND CONTINUITY TO NO.1 SOLENOID CAUSES THE SHIFT (NO.2 SOLENOID DOES NOT HAVE CONTINUITY AT THIS TIME).
FOR 2ND SPEED, THE CURRENT FLOWS SIMULTANEOUSLY FROM TERMINAL (B)9 OF THE ECU " TERMINAL 6 OF ECT SOLENOIDS
" GROUND, AND FROM TERMINAL (B)10 OF THE ECU " TERMINAL 3 OF ECT SOLENOIDS " GROUND, AND CONTINUITY TO NO.1
AND NO.2 SOLENOIDS CAUSES THE SHIFT.
FOR 3RD SPEED, THERE IS NO CONTINUITY TO NO.1 SOLENOID, ONLY TO NO.2 SOLENOID, CAUSING THE SHIFT.
SHIFTING INTO THE 4TH SPEED (OVERDRIVE) OCCURS WHEN NO CURRENT FLOWS TO NO.1 AND NO.2 SOLENOIDS. THE NO.4
SOLENOID (FOR ACCUMULATOR BACK PRESSURE MODULATION) IS INSTALLED TO ADJUST THE BACK PRESSURE ON THE
ACCUMULATOR AND CONTROL THE HYDRAULIC PRESSURE DURING SHIFTING AND LOCK–UP IN ORDER TO PROVIDE SMOOTH
SHIFTING WITH LITTLE SHIFT SHOCK.
2. LOCK–UP OPERATION
WHEN THE ECT ECU DECIDES, BASED ON EACH SIGNAL, THAT THE LOCK–UP CONDITION HAS BEEN MET, THE CURRENT
THROUGH FUSE FLOWS FROM THE EFI MAIN RELAY " TERMINAL 2 OF ECT SOLENOIDS " TERMINAL 5 " TERMINAL (B) 14 OF
THE ECU " GROUND, SO CONTINUITY TO NO.3 SOLENOID (FOR LOCK–UP) CAUSES LOCK–UP.
3. STOP LIGHT SW CIRCUIT
IF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK–UP CONDITION, A SIGNAL IS INPUT TO
TERMINAL (A)4 OF THE ECU. THE ECU OPERATES AND CUTS THE CURRENT TO THE SOLENOID TO RELEASE LOCK–UP.
4. OVERDRIVE CIRCUIT
* O/D MAIN SW ON
WHEN THE O/D MAIN SW IS TURNED ON (SW POINT IS OPEN), A SIGNAL IS INPUT TO TERMINAL (A)28 OF THE ECU AND THE ECT
CAUSES SHIFT TO OVERDRIVE WHEN THE CONDITIONS FOR OVERDRIVE ARE MET.
* O/D MAIN SW OFF
WHEN THE O/D MAIN SW IS TURNED OFF (SW POINT IS CLOSED), THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR
LIGHT FLOWS TO GROUND BY WAY OF THE O/D MAIN SW AND CAUSES THE O/D OFF INDICATOR LIGHT TO LIGHT UP. AT THE
SAME TIME, A SIGNAL IS INPUT TO TERMINAL (A)28 OF THE ECU AND THE ECT PREVENTS SHIFT INTO OVERDRIVE.
5. ECT PATTERN SELECT SW CIRCUIT
WHEN THE ECT PATTERN SELECT SW IS CHANGED FROM “NORMAL” TO “POWER”, THE CURRENT THROUGH THE GAUGE FUSE
FLOWS TO TERMINAL 4 OF ECT PATTERN SELECT SW " TERMINAL 3 " TERMINAL (B)4 OF A/T INDICATOR " TERMINAL (C)23 "
GROUND AND CAUSES THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, THE CURRENT FLOWS TO TERMINAL (A)18 OF
THE ECU AND THE ECU PERFORMS SHIFT UP AND SHIFT DOWN AT A HIGHER VEHICLE SPEED RANGE COMPARED WITH
“NORMAL” POSITION.
6. KICK DOWN OPERATION
WHEN THE ACCELERATOR IS DEPRESSED FURTHER THAN THE FULL THROTTLE POSITION WHILE DRIVING, THE KICK DOWN SW
TURNS ON AND ITS SIGNAL IS INPUT TO TERMINAL (A)3 OF THE ECU. THEN, THE ECU CONTROLS THE CURRENT WHICH FLOWS
FROM TERMINALS (B)10 AND (B)9 OF THE ECU TO THE NO. 1 AND NO. 2 SOLENOIDS AND SHIFTS DOWN BY TURNING THE
SOLENOIDS ON AND OFF.
7. CRUISE CONTROL
WHEN CRUISE CONTROL OPERATION IS SELECTED A SIGNAL IS INPUT TO TERMINAL (A)12 OF THE ECU FROM CRUISE CONTROL
ECU. AS A RESULT, THE ECU OPERATES AND CONTROLS OVERDRIVE, LOCK–UP AND SO ON FOR SMOOTH DRIVING.
SYSTEM OUTLINE
131
E 1 ECT SOLENOID
1–4 : APPROX. 5.3
2–5 : APPROX. 3.7
3–GROUND : APPROX. 13.2
6–GROUND : APPROX. 13.2
E 2 EFI WATER TEMP. SENSOR
1–2 : APPROX. 16.2K (–20°C –4°F)
APPROX. 2.5K (20°C 68°F)
APPROX. 0.32K (80°C 176°F)
E 8 ECT PATTERN SELECT SW
4–3 : CLOSED WITH ECT PATTERN SELECT SW AT POWER POSITION
E 9(A), E10(B) ENGINE AND ECT ECU
BATT – E1: ALWAYS APPROX. 12 VOLTS
IGSW – E1: APPROX. 12 VOLTS WITH IGNITION SW ON
BK – E1: APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED
P – E1: APPROX. 12 VOLTS WITH IGNITION SW ON POSITION AND ECT PATTERN SELECT SW AT POWER POSITION
KD–GROUND :CONTINUITY WITH KICK DOWN SW ON
OD2 – E1: APPROX. 12 VOLTS WITH O/D MAIN SW ON
0 VOLTS WITH O/D MAIN SW ON
+B–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
+B1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
MREL–GROUND:APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
E01–GROUND : ALWAYS CONTINUITY
E02–GROUND : ALWAYS CONTINUITY
L–GROUND : APPROX. 12 VOLTS WITH SHIFT LEVER AT “L” RANGE
2–GROUND : APPROX. 12 VOLTS WITH SHIFT LEVER AT “2” RANGE
R–GROUND : APPROX. 12 VOLTS WITH SHIFT LEVER AT “R” RANGE
E1–GROUND : ALWAYS CONTINUITY
VC–VTA1 : LESS THAN 1 VOLTS WITH THROTTLE VALVE FULLY CLOSED
MORE THAN 3 VOLTS WITH THROTTLE VALVE OPEN
VTA1 – E2: CONTINUITY WITH THROTTLE VALVE FULLY CLOSED
APPROX. 4K WITH THROTTLE VALVE FULLY OPEN
VC – E2: APPROX. 5 VOLTS
O 1 O/D DIRECT CLUTCH SPEED SENSOR
1–2 : APPROX. 620
S 4 SPEED SENSOR NO.2 (FOR ECT)
1–2 : APPROX. 620
S12 STOP LIGHT SW
2–1 : CLOSED WITH BRAKE PEDAL DEPRESSED
Confused join the crowd
REGARDS
LAMBO
Hi Bluespoon, found this maybe it will help.
ECT AND A/T INDICATOR
PREVIOUS AUTOMATIC TRANSMISSIONS HAVE SELECTED EACH GEAR SHIFT USING MECHANICALLY CONTROLLED THROTTLE
HYDRAULIC PRESSURE, GOVERNOR HYDRAULIC PRESSURE AND LOCK–UP HYDRAULIC PRESSURE. THE ECT, HOWEVER,
ELECTRICALLY CONTROLS THE LINE PRESSURE, THROTTLE PRESSURE, LOCK–UP PRESSURE AND ACCUMULATOR PRESSURE
ETC. THROUGH THE SOLENOID VALVE. THE ECT IS A SYSTEM WHICH PRECISELY CONTROLS GEAR SHIFT TIMING AND LOCK–UP
TIMING IN RESPONSE TO THE VEHICLE’S DRIVING CONDITIONS AND THE ENGINE CONDITION DETECTED BY VARIOUS SENSORS,
MAKING SMOOTH DRIVING POSSIBLE BY SHIFT SELECTION FOR EACH GEAR WHICH IS THE MOST APPROPRIATE TO THE DRIVING
CONDITIONS AT THAT TIME, AND BY PREVENTING VEHICLE DOWNING, SQUAT AND GEAR SHIFT SHOCK WHEN STARTING OFF.
1. GEAR SHIFT OPERATION
WHEN DRIVING, THE ENGINE WARM UP CONDITION IS INPUT AS A SIGNAL TO TERMINAL (B)44 OF THE ECU FROM THE EFI WATER
TEMP. SENSOR AND THE VEHICLE SPEED SIGNAL FROM SPEED SENSOR NO.2 IS INPUT TO TERMINAL (B)23 OF THE ECU. AT THE
SAME TIME, THE THROTTLE VALVE OPENING SIGNAL FROM THE THROTTLE POSITION SENSOR (MAIN) IS INPUT TO TERMINAL
(B)43 OF THE ECU AS ENGINE RPM CONDITION (IDLING, HIGH LOAD AND ACCELERATION CONDITIONS) SIGNAL.
BASED ON THESE SIGNALS, THE ECU SELECTS THE BEST SHIFT POSITION FOR DRIVING CONDITIONS AND SENDS CURRENT TO
THE ECT SOLENOIDS.
WHEN SHIFTING TO 1ST SPEED, THE CURRENT FLOWS FROM TERMINAL (B)10 OF THE ECU " TERMINAL 3 OF ECT SOLENOIDS "
GROUND AND CONTINUITY TO NO.1 SOLENOID CAUSES THE SHIFT (NO.2 SOLENOID DOES NOT HAVE CONTINUITY AT THIS TIME).
FOR 2ND SPEED, THE CURRENT FLOWS SIMULTANEOUSLY FROM TERMINAL (B)9 OF THE ECU " TERMINAL 6 OF ECT SOLENOIDS
" GROUND, AND FROM TERMINAL (B)10 OF THE ECU " TERMINAL 3 OF ECT SOLENOIDS " GROUND, AND CONTINUITY TO NO.1
AND NO.2 SOLENOIDS CAUSES THE SHIFT.
FOR 3RD SPEED, THERE IS NO CONTINUITY TO NO.1 SOLENOID, ONLY TO NO.2 SOLENOID, CAUSING THE SHIFT.
SHIFTING INTO THE 4TH SPEED (OVERDRIVE) OCCURS WHEN NO CURRENT FLOWS TO NO.1 AND NO.2 SOLENOIDS. THE NO.4
SOLENOID (FOR ACCUMULATOR BACK PRESSURE MODULATION) IS INSTALLED TO ADJUST THE BACK PRESSURE ON THE
ACCUMULATOR AND CONTROL THE HYDRAULIC PRESSURE DURING SHIFTING AND LOCK–UP IN ORDER TO PROVIDE SMOOTH
SHIFTING WITH LITTLE SHIFT SHOCK.
2. LOCK–UP OPERATION
WHEN THE ECT ECU DECIDES, BASED ON EACH SIGNAL, THAT THE LOCK–UP CONDITION HAS BEEN MET, THE CURRENT
THROUGH FUSE FLOWS FROM THE EFI MAIN RELAY " TERMINAL 2 OF ECT SOLENOIDS " TERMINAL 5 " TERMINAL (B) 14 OF
THE ECU " GROUND, SO CONTINUITY TO NO.3 SOLENOID (FOR LOCK–UP) CAUSES LOCK–UP.
3. STOP LIGHT SW CIRCUIT
IF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK–UP CONDITION, A SIGNAL IS INPUT TO
TERMINAL (A)4 OF THE ECU. THE ECU OPERATES AND CUTS THE CURRENT TO THE SOLENOID TO RELEASE LOCK–UP.
4. OVERDRIVE CIRCUIT
* O/D MAIN SW ON
WHEN THE O/D MAIN SW IS TURNED ON (SW POINT IS OPEN), A SIGNAL IS INPUT TO TERMINAL (A)28 OF THE ECU AND THE ECT
CAUSES SHIFT TO OVERDRIVE WHEN THE CONDITIONS FOR OVERDRIVE ARE MET.
* O/D MAIN SW OFF
WHEN THE O/D MAIN SW IS TURNED OFF (SW POINT IS CLOSED), THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR
LIGHT FLOWS TO GROUND BY WAY OF THE O/D MAIN SW AND CAUSES THE O/D OFF INDICATOR LIGHT TO LIGHT UP. AT THE
SAME TIME, A SIGNAL IS INPUT TO TERMINAL (A)28 OF THE ECU AND THE ECT PREVENTS SHIFT INTO OVERDRIVE.
5. ECT PATTERN SELECT SW CIRCUIT
WHEN THE ECT PATTERN SELECT SW IS CHANGED FROM “NORMAL” TO “POWER”, THE CURRENT THROUGH THE GAUGE FUSE
FLOWS TO TERMINAL 4 OF ECT PATTERN SELECT SW " TERMINAL 3 " TERMINAL (B)4 OF A/T INDICATOR " TERMINAL (C)23 "
GROUND AND CAUSES THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, THE CURRENT FLOWS TO TERMINAL (A)18 OF
THE ECU AND THE ECU PERFORMS SHIFT UP AND SHIFT DOWN AT A HIGHER VEHICLE SPEED RANGE COMPARED WITH
“NORMAL” POSITION.
6. KICK DOWN OPERATION
WHEN THE ACCELERATOR IS DEPRESSED FURTHER THAN THE FULL THROTTLE POSITION WHILE DRIVING, THE KICK DOWN SW
TURNS ON AND ITS SIGNAL IS INPUT TO TERMINAL (A)3 OF THE ECU. THEN, THE ECU CONTROLS THE CURRENT WHICH FLOWS
FROM TERMINALS (B)10 AND (B)9 OF THE ECU TO THE NO. 1 AND NO. 2 SOLENOIDS AND SHIFTS DOWN BY TURNING THE
SOLENOIDS ON AND OFF.
7. CRUISE CONTROL
WHEN CRUISE CONTROL OPERATION IS SELECTED A SIGNAL IS INPUT TO TERMINAL (A)12 OF THE ECU FROM CRUISE CONTROL
ECU. AS A RESULT, THE ECU OPERATES AND CONTROLS OVERDRIVE, LOCK–UP AND SO ON FOR SMOOTH DRIVING.
SYSTEM OUTLINE
131
E 1 ECT SOLENOID
1–4 : APPROX. 5.3
2–5 : APPROX. 3.7
3–GROUND : APPROX. 13.2
6–GROUND : APPROX. 13.2
E 2 EFI WATER TEMP. SENSOR
1–2 : APPROX. 16.2K (–20°C –4°F)
APPROX. 2.5K (20°C 68°F)
APPROX. 0.32K (80°C 176°F)
E 8 ECT PATTERN SELECT SW
4–3 : CLOSED WITH ECT PATTERN SELECT SW AT POWER POSITION
E 9(A), E10(B) ENGINE AND ECT ECU
BATT – E1: ALWAYS APPROX. 12 VOLTS
IGSW – E1: APPROX. 12 VOLTS WITH IGNITION SW ON
BK – E1: APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED
P – E1: APPROX. 12 VOLTS WITH IGNITION SW ON POSITION AND ECT PATTERN SELECT SW AT POWER POSITION
KD–GROUND :CONTINUITY WITH KICK DOWN SW ON
OD2 – E1: APPROX. 12 VOLTS WITH O/D MAIN SW ON
0 VOLTS WITH O/D MAIN SW ON
+B–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
+B1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
MREL–GROUND:APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
E01–GROUND : ALWAYS CONTINUITY
E02–GROUND : ALWAYS CONTINUITY
L–GROUND : APPROX. 12 VOLTS WITH SHIFT LEVER AT “L” RANGE
2–GROUND : APPROX. 12 VOLTS WITH SHIFT LEVER AT “2” RANGE
R–GROUND : APPROX. 12 VOLTS WITH SHIFT LEVER AT “R” RANGE
E1–GROUND : ALWAYS CONTINUITY
VC–VTA1 : LESS THAN 1 VOLTS WITH THROTTLE VALVE FULLY CLOSED
MORE THAN 3 VOLTS WITH THROTTLE VALVE OPEN
VTA1 – E2: CONTINUITY WITH THROTTLE VALVE FULLY CLOSED
APPROX. 4K WITH THROTTLE VALVE FULLY OPEN
VC – E2: APPROX. 5 VOLTS
O 1 O/D DIRECT CLUTCH SPEED SENSOR
1–2 : APPROX. 620
S 4 SPEED SENSOR NO.2 (FOR ECT)
1–2 : APPROX. 620
S12 STOP LIGHT SW
2–1 : CLOSED WITH BRAKE PEDAL DEPRESSED
Confused join the crowd
REGARDS
LAMBO
MaxPower
New Member
- Messages
- 282
- Location
- Perth, Western Australia
Decoded Version........
1st = S1 On S2 Off
2nd = S1 On S2 On
3rd = S1 Off S2 On
OD = S1 Off S2 Off
1st = S1 On S2 Off
2nd = S1 On S2 On
3rd = S1 Off S2 On
OD = S1 Off S2 Off
bluespoon
New Member
- Messages
- 13
- Location
- tauranga NZ
thank you very much lambo it does acctully make sence. cheers.
supracharged1
New Member
- Messages
- 40
- Location
- Nagoya city , Japan
hi guys i am running the 1uzfe in my mk2 supra with the standard lexus auto
we have made up our on box of tricks to run the transmission which controls
a couple of relays which turns power on and off to the solenoids, we have
basically turned it into a manual changing auto, but only in 3rd can u put overdrive
on, we have removed the park lock pin off the shifter and located it under
the stickshifter in drive(3) position so when overdrive is switched on as normal
the lockout pin, locks the shifter in drive(3) position, this is to stop me from pressing the button on top of the shifter to change gear to stop me going from overdrive into 2nd gear, now you all know u can go between drive and secound when u want, i have altered the gate system on the shifter so u have to push the button on the top of the shifter to get 2nd but u can still go forward from 2nd to drive like normal, this system that me and my mate have come up with works very well and i am impressed by how well it drives, lots of people told me it couldn't be done, f***em i've done it, next mission is to change the circut board in our box and alter it so we can accept a few signals from the steering wheel to change gears now if that works awsome,next year we start that mission.
hope thats shed some light on whether it can be done on not? hell yeah! it works
we have made up our on box of tricks to run the transmission which controls
a couple of relays which turns power on and off to the solenoids, we have
basically turned it into a manual changing auto, but only in 3rd can u put overdrive
on, we have removed the park lock pin off the shifter and located it under
the stickshifter in drive(3) position so when overdrive is switched on as normal
the lockout pin, locks the shifter in drive(3) position, this is to stop me from pressing the button on top of the shifter to change gear to stop me going from overdrive into 2nd gear, now you all know u can go between drive and secound when u want, i have altered the gate system on the shifter so u have to push the button on the top of the shifter to get 2nd but u can still go forward from 2nd to drive like normal, this system that me and my mate have come up with works very well and i am impressed by how well it drives, lots of people told me it couldn't be done, f***em i've done it, next mission is to change the circut board in our box and alter it so we can accept a few signals from the steering wheel to change gears now if that works awsome,next year we start that mission.
hope thats shed some light on whether it can be done on not? hell yeah! it works
krayn
Member
- Messages
- 511
- Location
- Victoria, Australia
Supercharged, what did you do for the accumulator solinoid, ie line pressure, cheers kris
MaxPower
New Member
- Messages
- 282
- Location
- Perth, Western Australia
Id say he just left it disconnected. Leaving it disconnected causes full line pressure during shifts, slightly firmer shifts but less wear.
krayn
Member
- Messages
- 511
- Location
- Victoria, Australia
Thanks Maxpower. If I get the wolf 3d I may be able to controll the torque converter lock up with one of the out put from the ecu??? Am I right in thinking that the wolf 3d ver 4 is still not tuned in live time? Is there enough resolution to get a good tune on a turbo engine? thanks Kris
supracharged1
New Member
- Messages
- 40
- Location
- Nagoya city , Japan
hi dude
i have this on a switch, turning off makes the going into gear hard and snapy on the drive train, but turning on makes this very smooth,and nice on the diff,
i have tryed on/off for changing gears and it seems to make no difference, i was hoping "off" would make the gear changing more snappy, i was dissapointed, but smooth is ok and it is fun to drive, only gripe i have is the time when changing down there is a bit of delay its annoying,when i am in a corner it tends to lock wheels up for a split secound, makes car unstable, you have to really plan a gear change well before you need to, a manual box would be better in this situation
you can also have the final drive on a switch as well but we decided no just leave it we don't need it!
hope this helps
ewan paterson
new zealand
i have this on a switch, turning off makes the going into gear hard and snapy on the drive train, but turning on makes this very smooth,and nice on the diff,
i have tryed on/off for changing gears and it seems to make no difference, i was hoping "off" would make the gear changing more snappy, i was dissapointed, but smooth is ok and it is fun to drive, only gripe i have is the time when changing down there is a bit of delay its annoying,when i am in a corner it tends to lock wheels up for a split secound, makes car unstable, you have to really plan a gear change well before you need to, a manual box would be better in this situation
you can also have the final drive on a switch as well but we decided no just leave it we don't need it!
hope this helps
ewan paterson
new zealand