My original is the first picture. Second picture is my spare that is a GM switch produced in Mexico. Replacements sold by the Parts Place also have no external resistor.
First Guess: It's a resistor to ground. It's there to drain voltage spikes created by the action of the switch and the circuit including the solenoid coil in the transmission. I've never seen that before. Is it in the schematic in the service manual?
The resistor can not be seen in the schematic. I've seen examples of the two switches before, just was wondering what the difference is.
On a 1970 there is a resistor where the TCS plug (red) is on an automatic car. That's on the Q-jet. My understanding is when the detent was engaged, w/o the resistor there is a clicking noise you can hear through the radio. So, GM put the resistors there for that reason. I definitely read that someplace, but I don't know if it was in the CSM or on the technical bulletins, transmission info...I can't recall.
Following up on this after fiddling with it today. I believe I have resolved the problem but am curious if anyone has ever experienced a stuck solenoid switch. I ran a jumper wire from the positive battery terminal to the connector on the case. The first couple contacts there was no clicking sound. On the third or fourth contact, I could clearly hear the solenoid switch "click". Took the car out for a test run and the kickdown is engaging at speeds above 55 MPH for the first time since I owned it. What a friggin' blast!
Two things with those switches: 1) the tab needs to be pushed in so the slide can self adjust per factory manual 2) often helps to put some 3/8 hose on the rod so it engages sooner. Carpet padding swells over the years and bracket may be bent some. I actually siliconed an acorn lug nut on one to get it to engage...
I was referencing the switch inside the transmission case. You are correct about the switch on the pedal bracket. The items you mention were the first things I addressed and there were no issues. Thanks!
That's great, you got it figured out. I'd like to offer my service as a co-pilot in BG this year. I'll ride around with you listening for the solenoid to click while you drive around and get it to downshift at 55-60 mph.
Mike, I will miss BG this year to attend my niece’s wedding but you have first dibs to ride shotgun next time we meet up.
Inside the pan is the downshift solenoid. Very easy to change (2 bolts), just have to drop the pan. https://www.ebay.com/itm/Turbo-TH-4...944968?hash=item3b0ae67188:g:CkEAAOSwQTVa4fhh
Or just re-set the initial position, and let it self-adjust like it's supposed to. Shouldn't be any need to add hose to make it engage sooner. That's just telling you that the thing isn't adjusted properly. If you do add hose, it'll engage sooner--once--but then automatically re-sets the adjustment via it's ratchet mechanism.
Good that you got it worked out. Late to the party but... Years ago I ran a switch in parallel with the pedal switch. Mounted it in the ashtray. If there was going to be a little stoplight get-up-and-go, I'd click it on in advance. It was hard to get the throttle down fast enough to engage the switch without spinning the rear wheels. Ordinarily, it'd go into 2nd and then drop back into 1st.
One additional question about kick down. I under stage 1 BB trans were designed to (at less rpm I would think) kick down from 3-1st. The regular GS BA trans would not. Is this done in the valve body or both the switch and VB?
Read through this entire article. The answer to your question is about three quarters through. http://www.buickperformanceclub.com/SPTrans.htm
The Riv will not kick down over 50 - 55 MPH. If I nail it @ 45 it shifts and holds 2nd until around 70
My Riv downshifts at 70 and is exciting when it does, runs right up to about 90 at 5500rpm and then shifts. The noise and horses combine to move it quite well.
How awesome it might be, kicking down at 70 maby is grenade waiting to explode.. Have you watched the tach to see just how much rpm it kicks up to on the down shift?
Larry, Kind of explains it but doesn't call out the BB Stage 1 Transmission specifically. I remember last year at back to the bricks Denny Manner gave a tutorial on GS and GN. He said this function was preset in the stage 1. The article from Mark DeConti explains how its done. I assume this is how Buick Engineering did it. the reason i ask is another trans person said to use a VB out of a chevy and would have similar affect. Maybe they use the larger 1-2 valve like explained in the article. @peter, I don't think at 70 he was saying he gets a down shift to 1st at 70 . my 3:64 gear at 70 drops to 2nd and revs quickly. Gary
I pretty much knew it was going to 2nd gear. Now that I think of it, your right from 70 it's not that bad and he's running a 3.42 out back. What is the 2nd gear ratio on a SP400. 1.48? Makes sense now that I think of even more lol! I would bring my 66 GS to 80, 90 or 100 in first gear with the SP300's 1st 1.76 ratio. I can imagine the kick down with your Stage with the 3.64's
