My torque convertor NEVER locks, PICS Page 2

[Blue85]

The PS one is the "tip-in" switch so the ESC retards the timing on a quick throttle stab. Not related to lockup. The DS one is to control lockup. You want that connected to a ported vacuum source. So it has vacuum at part throttle, but not at idle.

If you've been running in OD with no problems I see 3 possibilities (maybe all):
1 - You have a really low stall speed converter
2 - You have a really big transmission cooler
3 - The transmission is able to lock anyway in 4th gear, based on the other circuit.

 

[badmix]

How do I find ported vacuum? where would that be? Ive only got a 2 port thingy on the back of intake manifold and ive got a round thing that has one big vacuum hose and then it goes out to 2 different directions with reg. size vacuuum hoses.

Ive yanked alot of the emissions off. Ive still got charcoal box with only one vacuum line coming out. The rest are off the carb and the intake manifold.. Ive got the round ball thing that holds vacuum, but im guessing thats the vac. reservoir.

Found this on another site:

"As a rule of thumb, vacuum advances use ported vacuum. Thats the port that is above the throttle plate. It only comes on when the throttle plate is opened."

What say thee.

 

[4X4HIGH]

Yes, ported vacuum is anything above the throttle plates, anything below them is manifold vacuum.

 

[Blue85]

Yes, so ported vacuum will be on the carb or TB, not on the manifold. You can easily test vacuum sources with your finger if you don't have a gauge.

 

[badmix]

Well, got all the hoses routed properly, took truck for a run, I dunno, I didnt see any difference.

What exactly is it suppose to feel like or RPMs do during the"lock-up"

I remember one time and one time only , driving down the freeway at normal speed 2000rpm @ 65mph and then all of a sudden it felt as though I went into another gear and it dropped to 1800rpm or so. Ive never seen that happen again.

How can I test all these switches?

 

[Blue85]

There were a lot of variations of wiring inside the 700R-4. On the outside, there are generally two main circuits (pre-TBI models). You have a "constant" 12V, which is switched ignition broken only by the brake switch. Then you have a "switched" 12V which is broken by the brake switch, the vacuum switch and the 4x4 relay. This relay switches when the transfer case switch provides a ground. It lights the lamp on the dash and breaks this "switched" source to the tranny so that you only get lockup in 4th gear if you are in 4WD.

You'll have to break out your multi-meter and start tracing it out. You can easily test that vacuum switch with an ohm meter and connecting to manifold vac.

It's possible your lockup solenoid has gone bad, but it doesn't make sense to drop the pan until you've checked the wiring.

 

[badmix]

So lemme know if this is correct;

1) Hook vacuum switch up on firewall to manifold vac (so it gets it at idle), pull the conncetor off and test the switch itself?

2) Pull the plug off the tranny, with truck running and prob each circuit and see what I get? I should have 12v going to the one on the tranny or am I testing for continunity (Ohm).

3) Can the same process be used to test the switch connected to the brake pedal? Pull the connector, push the brake peddle and see what lights up?

Can I use a Test light for these test or am tryin do resistant testing (ohm).

Im just wanting to make sure I do it correctly so I get the proper readings.

 

[badmix]

yea, I have no idea. I still need to find out what the plugs that I took off the old Quadrajet carb do. THey werent needed for the holley.