All of a sudden i have TCC lock in ever gear.

[caincrx]

I have a 1982 K10 with a GM good wrench 4 bolt main 350 with edelbrock 1406 carb and proformer intake and HEI distributer, all emissions stuff removed and a rebuilt 1985 700R4. I got a carb spaces and installing it would mean doing some modification. I was checking things and found the fluid was pretty dark and the TV cable was kinked and some wire were broken. So I thought I'd give it some love. Well in the process of that I found out the its really important to have the TV cable geometry right, which it wasn't. So I made the geometry correction Bracket and made a new bracket to hold the TV cable and throttle cable level and straight.and changed the fluid and filter. But after everything was done it just would shift right. I kept adjusting the TV cable but couldn't get it to shift where it should and it seemed like it would shift more then it can being a 4 speed. I'd get 4 or 5 shift spots at times. And it would bog down bad at the 2-3 shift. So after wasting a bunch of time checking and readjusting I decided to hook up a TCC light and once I did the TCC is locked up in every gear. It unlock with low vacuum and if I push the brake. But re locks up as soon. I I'm off the brake. I had to wire up the TCC so it would work about 2 years ago and I know it worked fine when I was done. I don't think it's anything I did and may have been doing this for a few months. I'm just wondering what part is bad? Is it the pressure sensor? Or the TCC it self? And isn't there a temp sensor that won't let it lock up until it gets warm? Because it's lock as soon as I start the truck now. The trans has all the stuff for the 3 wire 3rd gear lock up but I'm just running the 2 wire 4th gear only lock that my truck came with stock. Is the 3rd gear lock up worth hooking up? I've been reading post on here for 5 years and they help me fix so many issue my truck has had. But this is my first post.

 

[Ricko1966]

I have a 1982 K10 with a GM good wrench 4 bolt main 350 with edelbrock 1406 carb and proformer intake and HEI distributer, all emissions stuff removed and a rebuilt 1985 700R4. I got a carb spaces and installing it would mean doing some modification. I was checking things and found the fluid was pretty dark and the TV cable was kinked and some wire were broken. So I thought I'd give it some love. Well in the process of that I found out the its really important to have the TV cable geometry right, which it wasn't. So I made the geometry correction Bracket and made a new bracket to hold the TV cable and throttle cable level and straight.and changed the fluid and filter. But after everything was done it just would shift right. I kept adjusting the TV cable but couldn't get it to shift where it should and it seemed like it would shift more then it can being a 4 speed. I'd get 4 or 5 shift spots at times. And it would bog down bad at the 2-3 shift. So after wasting a bunch of time checking and readjusting I decided to hook up a TCC light and once I did the TCC is locked up in every gear. It unlock with low vacuum and if I push the brake. But re locks up as soon. I I'm off the brake. I had to wire up the TCC so it would work about 2 years ago and I know it worked fine when I was done. I don't think it's anything I did and may have been doing this for a few months. I'm just wondering what part is bad? Is it the pressure sensor? Or the TCC it self? And isn't there a temp sensor that won't let it lock up until it gets warm? Because it's lock as soon as I start the truck now. The trans has all the stuff for the 3 wire 3rd gear lock up but I'm just running the 2 wire 4th gear only lock that my truck came with stock. Is the 3rd gear lock up worth hooking up? I've been reading post on here for 5 years and they help me fix so many issue my truck has had. But this is my first post.

We need a dighram as to how you wired up the tcc and what solenoid you are using 1 or 2 wire.

 

[caincrx]

It's a 1985 trans and has the type 1 wiring. I can't say for sure without the pan off but when I had it off it looked like the type 1 wire diagram I found. And I have it wired up how the it would of came stock in 1982 besides the emissions stuff. I mayhave forgot to say its a 4x4 and its just 2 wire to the trans. I put a on off switch after the brake swich and it only seems to lockup in 3rd and 4th but the light i added is on in all gears so i thought it was locking up all the time. Is it just nomalfor 3rd and 4th to lockup if only running 2 wirs to the tran? If so what is the D terminal for on the 1995 trans? I thought it was for the 3rd gear lock up.

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[caincrx]

Sorry not 1995 I ment 1985 trans.

 

[caincrx]

So I've been reading a ton of stuff about tge TCC wiring abd looked at 1000s of different ways to wire it up. So what I've found is that pin B which is powered with key on go's from fuse the brake switch to vacuum switch to pin B and then 4th gear clutch pressure switch which is open unit it's in 4th gear. And pin A go's from the same fuse as pin B, then to 4WD relay then 1 wire fir relay go's to vacuum switch and 1 wire go's to pin A. And this is the 2 - 3 gear lockup. With high vacuum it let's power go through it then through the 4wd relay and to pin A. So pin B is just 4th lockup and A is just for 2-3 lockup. And the brake switch will unlock all of them but the vacuum switch will only unlock 2-3 with 4hg vacuum or less. And this is all the nomal way it should be from factory. I thought TCC was only in overdrive and I heard some 700r4s did do lockup in 3rd for a few years but never heard of lockup in 2nd or 1st. So I guess it can't lockup in 1st or reverse even though the TCC is being powered and at the test connection it is lighting up a light as if it was locking up, like it shows for all other gears. I also thought for the 3rd gear lock up to work you had to have the right year trans of course but also use the A, B, D terms. Just the A and B was just for 4th gear lockup.

My question now is what is the 4WD relay for? Is it to not allow lock up in 2-3 when in 4WD?

Next is what Conditions are needed to lockup in 2nd? I read it won't just lockup like 3 and 4 do as soon as you are in that gear, and it doesn't and in fact I can't get it to lock up at all in 2nd.
Not that I'd say I care or would want it to but just trying to understand everything I can about what it should or should not do.

 

[caincrx]

Next is I've read that lock up should only be about 200rpm drop. But in 3rd at 35 mph not locked I'm at 1500-1600rpms if I turn on TCC lock it drops down to 1000-1100rpms and same go's for 4th at 50mph. But if I'm going 50 in 4th locked and tap the brake it unlocks and just up from 1000 to 1200rpms and then relocks and is right back down to 900-1000rpms. All shifts are smooth but not to soft and never hard and unlocks and relocks very smooth and same with pressing the break it unlocks and relocks quickly and smooth and in 3rd it will unlock if vacuum gets below 4 inhg buy no effect in 4th. 4 3 down shift unlocks and relocks quick and smooth.the only complaint I have is the speed at which it shifts into 3rd at light throttle. My shifts are 1-2 @ 11-20 2-3 @ 25-35 3-4 @ 50-60 at light to medium throttle. But if I'm a bit heavier into the throttle t

It will shift into 2 @ 25 to 30 but if I let up alittle it will shift into 3rd at 30 and then tcc lock up and it bogs me down pretty bad, I. At 800-900 rpms and my truck doesn't like anything under 1000rpm and almost always I'm still needing to gain speed up to 35 at least if not 40 or 50. It picks up as soon. As I get above 1200rpms or 35mph. My ? Is is it nomal for 2-3 shift to be at 30mph? And 1-2 to be 25mph? That's only 5mph different. I believe I read that the lowest shift should be 1-2 @ 15, 2-3 @ 30, 3-4 @ 45. My lowest seems to be 1-2 @ 11, 2-3 @ 25, 3-4 @ 50. My TV cable can't be adjusted any tighter, it will just auto adjust out with full throttle. And I'm very confident that it is setup right with the tight geometry and it's straight and level and the same distance the factory cable is from brake to mount stud and it 7/8" ahead of the throttle cable bracket and that the cable is pulled as tight as it can with the throttle wide open.