CAGS = Blown fuse/check engine light
#1
CAGS = Blown fuse/check engine light
Took my car in because the check engine light came on. Service manager called me back and said the problem was a blown fuse because of the ship shift eliminator I installed. Anyone else have this problem???
#3
Melting Slicks
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Originally Posted by babymaker
Took my car in because the check engine light came on. Service manager called me back and said the problem was a blown fuse because of the ship shift eliminator I installed. Anyone else have this problem???
Good to have you back!
#4
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Originally Posted by babymaker
Took my car in because the check engine light came on. Service manager called me back and said the problem was a blown fuse because of the ship shift eliminator I installed. Anyone else have this problem???
#5
The service guy was pretty cool. He said that there were several C5s with CAGS he never saw problem. He said it might be different with the C6. I'm just going to leave it off and have the 1st - 4th removed with a tune. No warranty issues..... They really didn't make a big deal about it - no charge.
#7
Team Owner
Originally Posted by babymaker
It actually happened about a week after the CAGS install...
Did he say what fuse blew?
#8
Originally Posted by Hoonose
I guess it's possible the service technician is BS'in you. He gave you a better/cooler answer than 'Dunno!' Those check engine lights come and go, and he found nothing, or had no other explanation.
Did he say what fuse blew?
Did he say what fuse blew?
#9
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In the latest issue of Corvette magazine, which just came yesterday, in the Letters to the editor section,a writer with a 2004 Corvette got a check engine message after installing CAGS skip shift. It burned out a resistor in the harness plug that fools the computer into thinking CAGS is still connected. He attributed the problem to staying in 1st gear too long because he lives on a long dirt road. Apparently the resistor watts are insufficient for sustained use but are fine under normal situations.
#11
Melting Slicks
Originally Posted by babymaker
Took my car in because the check engine light came on. Service manager called me back and said the problem was a blown fuse because of the ship shift eliminator I installed. Anyone else have this problem???
I had the Mid-America Version which was a replacement on the West Coast Corvettes Version that didn't entirely block GAGS. The Mid-America Version worked for a while, but GAGS was trying to block 2nd gear after a short time.
#12
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I have installed the CAGS eliminator in the last 4 Corvettes I have owned, and have never had an issue. This is the first time since 1998 (when I started driving Corvettes) that I have heard of something like that happening.
Freak occurrence. I'd put another one in.
Freak occurrence. I'd put another one in.
#13
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Originally Posted by AutoCutter
...I had the Mid-America Version which was a replacement on the West Coast Corvettes Version that didn't entirely block GAGS. The Mid-America Version worked for a while, but GAGS was trying to block 2nd gear after a short time.
I understand that "Type (1)" is installed by removing the harness completely from the transmission, and plugging the transmission connector and the harness end with the two connector ends that make up the vendor-supplied "eliminator". The disconnected harness is secured out of harms way with a wire tie. Since the harness remains physically removed from the transmission, it is impossible for CAGS to influence shifting when this type is installed.
Do you have the skip shift eliminator described above as "Type (2)"? Does this type somehow maintain circuit continuity when installed?
#14
Melting Slicks
Originally Posted by JmpnJckFlsh
Judging from photos of skip shift eliminators, there are two versions of this device: (1) One type appears to consist of two connector ends that are shipped made up into a single unit with no visible wiring, and (2) Another type that has two connector ends assembled onto a pair of visible wires.
I understand that "Type (1)" is installed by removing the harness completely from the transmission, and plugging the transmission connector and the harness end with the two connector ends that make up the vendor-supplied "eliminator". The disconnected harness is secured out of harms way with a wire tie. Since the harness remains physically removed from the transmission, it is impossible for CAGS to influence shifting when this type is installed.
Do you have the skip shift eliminator described above as "Type (2)"? Does this type somehow maintain circuit continuity when installed?
I understand that "Type (1)" is installed by removing the harness completely from the transmission, and plugging the transmission connector and the harness end with the two connector ends that make up the vendor-supplied "eliminator". The disconnected harness is secured out of harms way with a wire tie. Since the harness remains physically removed from the transmission, it is impossible for CAGS to influence shifting when this type is installed.
Do you have the skip shift eliminator described above as "Type (2)"? Does this type somehow maintain circuit continuity when installed?
The Type 2, worked for about 5 weeks, the 1-2 interference began again and stayed until the check engine came on-the DTC code 2250 stayed until the eliminator was taken out of the loop.
While I hear you say it is impossible for GAGS to influence shifting if the eliminator is attached, evidence appears to be the contrary with my vehicle. Both eliminators isolate the harness; none of which are specifically designed for the C6. The only real way to get "rid" of GAGS that I know is to reprogram the temperature at which GAGS is triggered-there may be others.
#18
Originally Posted by JmpnJckFlsh
Judging from photos of skip shift eliminators, there are two versions of this device: (1) One type appears to consist of two connector ends that are shipped made up into a single unit with no visible wiring, and (2) Another type that has two connector ends assembled onto a pair of visible wires.
I understand that "Type (1)" is installed by removing the harness completely from the transmission, and plugging the transmission connector and the harness end with the two connector ends that make up the vendor-supplied "eliminator". The disconnected harness is secured out of harms way with a wire tie. Since the harness remains physically removed from the transmission, it is impossible for CAGS to influence shifting when this type is installed.
Do you have the skip shift eliminator described above as "Type (2)"? Does this type somehow maintain circuit continuity when installed?
I understand that "Type (1)" is installed by removing the harness completely from the transmission, and plugging the transmission connector and the harness end with the two connector ends that make up the vendor-supplied "eliminator". The disconnected harness is secured out of harms way with a wire tie. Since the harness remains physically removed from the transmission, it is impossible for CAGS to influence shifting when this type is installed.
Do you have the skip shift eliminator described above as "Type (2)"? Does this type somehow maintain circuit continuity when installed?
1 - disconnects the skip shift from the transmission so it never gets the signal to block the 2nd gear gate.
2 - provides some resistance, but not an open circuit, to the computer, so it appear to the computer that it is hooked to the transmission.
3. - Plugs the connector to the transmission so it doesn't get dirty.
By your definitions, I have a type 1 installed. I gave it to my dealer, and they installed it as part of the dealer prep. It's very simple and unlikely to cause a problem.