Recent content by larue2000

Digger, So what we think of as the "breaklight switch" has at least 2 separate circuits: a circuit for TC lockup that does not invovle the circuit(s) that turns on the brake lights and kicks off the cruise control? BTW, this is a terrific writeup and thread. Lots of info. Larry

1. Maybe I can add a little info to the knowledge base. Transmission problems began with an overheating event on a very hot day. One of the problems was that the darn thing wanted to grab a different gear, out of the blue, for a split second and then it would go back to where it was supposed...

Anybody out there have a 1996 compatible TCU that they are not currently using that they would loan out for a month or so. I can not get my 96 Country to signal solenoid 3 to lockup. Solenoid, TPS and VSS are new. I have wired around the TCU and can do it manually. Power to TCU is good (12.xx...

Okay, the fuse looks to be the 10 AMP fuse in slot 21 in the Power Distribution Center. Is there a resistor in this model year?"

96 Country: can't find TCU fuse or resistor pack. Looks like all wiring to TCU comes wrapped and through firewall from under the hood, snaked around and attached to heater housing and then to 32 pin connector. I've got nothing other than the wrapped wires (13 of them) between firewall and TCU...

96 Country: does anyone know proper output voltages to C14, C15 and C16 TCU pins for an AW4? The reason I ask is that I can lock up torque converter with a manual switch sending battery voltage to new solenoids but can not get normal TCU lockup. I have changed out TPS and VSS so it looks like...

'96 Country, 4.0L, auto trans Still working on solving a transmission shifting problem. I'm fairly familar with all the good advice available on this forum. Narrowing it down component by component. Wasn't the TPS. Want to try the transmission control unit (TCU or TCM) next but don't want to...

Finally got around to changing out the TPS. No change in lockup problem.

The loss of ground was rare (once or twice on a 5 mile errand run around town), extremely brief and very intermitent. Primarily affecting the low speed shifting confusion, I would notice it most frequently when accelerating in the second half of a turn. Must be the grounding in the tranny losing...

MAJOR UPDATE: before I spent the money to change out the solenoids, I wired (with a toggle switch) around the TCU (D16 to C14). I was amazed to see that solenoid 3 functioned perfectly - has not missed a beat. When it drops out of lockup, I can flip the switch and the TC will lock up and stay...

Below is a post/reply from Z06guy to another thread. This info is pertinent to a thread I started called "Sick AW4". I thought the info was so sweet, cheap and effective, it deserved its own thread so it would have a better chance of helping others. A general thought: bad grounds are typically...

I have had a similar problem (see Sick AW4) and thought I had it nailed with testing solenoid 3 (TCC) as bad. But before I spent the money to change out the solenoids, I installed a toggle switch that goes around the TCU and hardwires Sol 3. Worked like a charm - when the TC unlocks at 55-60...

Looks like a bad set of solenoids - and to 1armguy's point should just change them all. For the record, I buttoned it up after the first resistance test and went for a casual drive. Then I tested them again (the rig cooled for 4 or 5 minutes) and got 13.8, 14.7 and #3 was wandering all over...

Tested solenoids and got resistance as follows: #1 = 11.0 #2 = 13.3 #3 = 18.8 No 3 is obviously out of range (11 - 15 ohms) but is it far enough? Would a weak TPS output be bad for a solenoid with high resistance. Maybe that is a dumb question but I don't know that much about electricity.

Did a little more searching and reading about TPS output voltage. Is 3.77V enough - maybe not? If not, is it likely that it can be adjusted since the idle reading is withing specs? MORE INFO: I took the TPS connector off and jumped B and C with the meter and got a flow of 4.31V which is pretty...