You would need to cut the tan/black stripe wire going to the "D" terminal of the trans connector. Then put your switch in this circuit. This is the ground side of the circuit, which is controlled by the ECM. You would need to ground the side of the switch going away from the trans, or, in other words, on the ECM side. Chances are, your "Check Eng" light is going to shine if you command LU on when the ECM thinks it shouldn't be on, but it should be fine if you dis-able the LU until a later time/speed.
Inside the trans is a pressure switch, and depending on the rating of the switch, the trans may or may not have LU until the switch closes, regardless of your on/off switch position. The pressure switches come in many different ratings, corresponding to vehicle/governor speed. Most factory switches are rated somewhere around 38psi/mph, meaning the switch will close at 38mph, allowing LU to function. Changing the pressure switch to a higher PSI rating will raise the speed at which lock-up occurs. I prefer a 58psi switch for most applications, but, with fuel prices the way they are now, a lower rating might be good...
hth

(I'm attempting to load a graphic that shows a basic 350 LU circuit...hope it works.)

Attach file:

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  350C.JPG (20.88 KB)

I recently bought an '81 Goldwing Interstate, as diesel fuel was killin me. I paid $2600 for the Wing, and was paying around $100 a week for diesel for my Mercedes work car, just to drive to work and back 5 days a week.
The Wing gets close to 40mpg. It'll pay for itself before the end of riding season for me.
I see a lot more scoots on the road around here these days, too...

'74 = B+
'85 = D

All of the pump bolts are the same. If you twisted one off, then it was already fatigued anyway. You'll strip the threads out of the case before breaking a good bolt by over-tightening it, unless the case has had heli-coils installed in the bolt holes.

The manual valve linkage is next to impossible to install with the valve body bolted on...it should be guided into the valve as you set the VB down onto the case...great design, eh?


As far as VB bolts(even tho you didn't mention them in your original post), there are three longer ones that go in specific locations, and they have 8mm heads, compared to the 10mm heads on the rest of the VB bolts.
The three longer, 8mm headed bolts go on the passenger side, rear of the VB. You'll notice the VB has an "L" shaped corner in that area...this is where the three longer bolts go. If you mistakenly put one of the longer bolts in the center area of the VB, it will go all the way thru the case, and lock down the sun shell..not a pretty sight if you try to drive it like this. I could post a pic if it would help...

hth

btw...TransGo kits basically suc, IMHO, unless you go with the "Reprograming" kits. Granted, some of the specific trans kits fix certain known issues, but as far as just wanting one to hit a little harder, it's not worth the time. Superior Products makes waaay easier to install kits, for the same results...imo...but what do I know?

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Gee....I guess I should just quit my job of 30 years and do something else...eh?

There are two bands in this trans...one is labeled "Low/Reverse", and is applied in, duh...reverse, and manual low.
The other is the intermediate band, and it is applied in second gear on both the upshift, and the downshift(passing gear).
The adjustments are simply to loosen the lock-nut, and tighten the adjustment screw until it is just snug(with a short wrench), then back it off 1(one) round, then tighten the lock nut back, being sure not to let the adjustment screw move.

However...I see a TON of these things coming in with the friction lining on the intermediate band completely gone...not burnt off, but flaked off. When this happens, it ruins the drum the band rides on. Chrysler is apparently saving money by using the absolute cheapest bands they can get, and it is gonna come back to bite them on their butts. (It is, however, really good for my business!:banana21
Another problem I see when the band lining disappears is, the band strut will fall out due to the excessive clearance, and land smack in the internal shift linkage, locking the shifter down to where it either will not move, or you won't be able to get it into park.

I say all of this because, if you do make a band adjustment on one of these trannys, it can very possibly accelerate the demise of the factory band, so..."if it ain't broke..."

I just did one(CCM) on a '95...what a friggin pita!! If you replace the CCM, you'll also need to have it reprogrammed, or the car won't start. Supposedly, it may start and run for about 50 miles or so, but after that, it can't be programed...so the manuals say.
I had to replace this one because the dash display was dead, and the car wouldn't crank with the key. I could jump the anti-theft start relay under the dash, and it would run for about 5 seconds before the injectors got shut down by the anti-theft...

Sorry for your loss...been there, done that. It sux. She's in a happy place now.
I'm a big-time animal lover, and it is one of the hardest things to go thru...
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I remember bringing you home. You were so small and cuddly with your tiny paws and soft fur.

You bounced around the room with eyes flashing and ears flopping. Once in awhile, you'd let out a little yelp just to let me know that this was your territory.

Making a mess of the house and chewing on everything in sight became a passion, and when I scolded you, you just put your head down and looked up at me with those innocent eyes, as if to say, "I'm sorry, but I'll do it again as soon as you're not watching."

As you got older, you protected me by looking out the window and barking at everyone who walked by. When I had a tough day at work, you would be waiting for me with your tail wagging, just to say, "Welcome home. I missed you." You never had a bad day and I could always count on you to be there for me.

When I sat down to read the paper and watch TV, you would hop on my lap, looking for attention. You never asked for anything more than to have me pat your head so you could go to sleep with your head over my leg.

As you got older, you moved around more slowly. Then, one day, old age finally took its toll and you couldn't stand on those wobbly legs anymore. I knelt down and patted you lying there, trying to make you young again. You just looked up at me as if to say that you were old and tired and that after all these years of not asking for anything, you had to ask me for one favor.

With tears in my eyes, I drove you one last time to the vet. One last time you were lying next to me. For some strange reason, you were able to stand up in the animal hospital; perhaps it was your sense of pride.

As the vet led you away, you stopped for an instant, turned your head and looked at me as if to say,
"Thank you for taking care of me."

I thought, "No.... thank you for taking care of me."

You wouldn't see any leaks from the servo externally...at least none that would cause the soft shift. Don't get me wrong, the trans may have an internal problem, but I prefer to eliminate the easy stuff first.
In this case, I would remove the servo, and check the sealing rings for the 2nd gear part of it. If the rings were good, I'd have to start digging into the valve body or accumulator for answers. Of course, once you get the pan off to check that stuff, the pan itself will help with further diagnostics. If there's a ton of crap in the pan, it's time for a rebuild anyway.
If the pan is fairly clean, and only has minor "varnish", and no major chunks, then I'd check the accumulator for a damaged spring or accum. piston. The center hole of the accum. piston can and does wear out, making it egg-shaped, which allows the 2nd gear fluid pressure to bleed off. It's very common to see the piston messed up, as it is to see the spring broken. Both are easily replaced.

If the accum. looks okay, then it's time to remove the valve body, and see if there are any stuck/sticky valves.
After that...well...it's time to pull the unit.

Have you scanned the ECM to see if there are any codes in it? Sometimes that can point you in the right direction, too. The trans in the '94 is electronic controlled...don't see a lot of issues with the solenoids that would cause only one shift problem, but it could happen if the EPC(electronic pressure control) solenoid is gunked up, and not responding quickly enough.
hth

Got the '85 in August '98...so almost 10 semi-happy years...

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LOL! She's bought most of em...! LOL
Thanx!
Play wid em?!?!? Shirley you jest? We play with the real ones...the toys are just for lookin at...

I've got a couple of those...both bronze colored. Both worth about $5 each...
Check out some old pics of my measly little Toy collection . These pics are prolly 3 years old...the room has gotten smaller since then...

I saw an article about da Caseman in the latest Vette mag...decided to swing by and have a look-see...
I had never heard of Guru up until that point. I don't do the CF, DC, CAC,...none of that crap fer me. I live at C3VR, and NCRS...and apparently I'm looking to get adopted here...

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How are the other shifts? Are they also a bit softer, or do they still work the same?
The band in the 700/4L60E operates 2nd gear and 4th, so usually, if there is a band issue, it will effect both 2nd and 4th...unless there is a problem with the servo.

The servo(located on the pass side of the trans) is actually two separate servos...one section operates 2nd, the other operates 4th. You can have a sealing ring problem on the 2nd servo that will make the 1-2 shift mushy, but not effect the 3-4 shift.
There could also be a problem with the 1-2 accumulator, located inside the pan of the trans. Usually, if the accum. spring breaks, it causes harsh shifts, but...if it hangs up the accum. piston, it can cause a soft shift.
Soooo many possibilities here...

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Actually, it was Vette Magazine...I got mixed up on which one had the article on one of the members here...an Aussie feller...

Thanx for the Welcomes!!

Duncanville here too!

Hello!
This is my first visit to CG...so far, I like what I see.
Saw some info in the latest Vette magazine, so here I am!
I wanted to see what kind of C4 info I could find here...I'll be snoopin around.... :wave:

Sorry! I got both mags at the same time...I was confused about which one had the article...it was Vette Magazine...