It's true, you have all those controls in the EEC-V. You can adjust for instance 1-2, 2-3, and 3-4 shift up and shift down points as well as a bunch of other related things. But as a part of that logic, the trans control logic usually wants to base these decisions on the estimated torque being produced by the engine which is based on the engine RPM/Load. The RPM/Load are values that are calculated...RPM from the distributor/crank sensor. The Load from possibly a number of sources, the main one being the tune's setting of engine CID, the MAF sensor, possibly getting some influence from ECT, ACT, TPS, etc etc. If your application doesn't have those inputs, it'll be interesting work to trick the EEC into coming up with RPM/Load values that make sense and do for you what you want, when you want.
There are alternative controls in the EEC that base trans control off of throttle position. These are basically the same controls that will be available in a stand-alone TCM controller. Although I don't know what the details are about just how much you can tune that CAV2 to base trans control solely off of TPS and completely ignore what the engine is doing. My guess is the EEC will, at a minimum, need to see RPMs in order to operate correctly but that's purely a guess. You may simply be able to use a pickup on the electric motor for a PIP input to get the EEC to calculate RPMs and then somehow fudge MAF, ECT, and all that other stuff to fool the EEC into doing what you want.
A person more experienced with that EEC's strategy and what the trans control options are will have to speak as to how much of all that is able to be abandoned in order to give you an effective stand alone TCM. Like I said before, I'm not saying it can't be done. It might be that with some skillful EEC fooling tactics, some resistors, and some other rigging, you find a usable option. And if you do, document what you did and how well that worked. But I still believe you'll be far better served by not fighting the nature of an EEC in an effort to fool the EEC into doing what you want and instead using a device like the CAW0 to work WITH you in your efforts and not display a bunch of stuff you have no need for.
Spoofing ECT and RPM will be no big deal, MAF is a different story. I was told before buying the tweecer that the 03 Grand Marquis really didn't use the MAF that much for shifting. It was primarily looking at that for torque vectoring in the converter. With that in mind it was reasonable to assume once the converter is locked up vectoring is no longer possible and the eec looks at throttle position, which I have, RPM, which I have, and the VSS to calculate shift points. If that's the case then isn't reasonable to assume that if I tell the tweecer to activate the TCC solenoid with key on, remember I don't "idle", that the eec would then instantly ignore any MAF input and use the strategies I program into the tweecer?
I know I'm assuming a lot here and that can be a problem.