![]() The ECM will ground the transmission relay after the transmission is at operating temperature and the vehicle is moving. Voltage supply to the transmission relay coil comes from the main relay. Looking at the wiring diagrams, you can observe a number of points. These relay locations are similar to those in the Geo Tracker, as is the location of the ECM, under the dash up and to the left of the steering column. Using a 1995 Suzuki Sidekick as an example, you can find the main relay under the dash (see Figure 11) and the transmission relay on the passenger side of the engine compartment forward of the battery (see Figure 12). Once energized, the solenoid allows third-gear oil to pass through and stroke the converter-clutch control valve in the pump (see the partial hydraulic schematics in figures 5 and 6).įigures 7 through 10 are typical wiring diagrams that reveal the external electronics controlling the voltage supply to the transmission. Once governor pressure increases enough to close the switch (40 mph or above), voltage is supplied to the “already grounded” solenoid. This means the solenoid will have received 3rd-gear oil before governor pressure is high enough to close the switch (the idea is to prevent a converter-clutch apply on top of the 2-3 shift). Assuming a properly operating system, the transmission typically reaches 3rd gear by about 35 mph. Also notice that the solenoid is permanently grounded. In the example shown in figures 1 and 2, notice that the pressure switch is rated to close at 43.5 psi. In addition to the solenoid receiving 3rd-gear oil, a governor-pressure switch time-controls (via speed) a voltage supply to the solenoid. When the solenoid is energized, this oil is routed through the upper pipe to the pump cover (see figures 3 and 4), where it strokes the converter-clutch control valve into a lockup position. This ensures that the vehicle will never have TCC until 3rd gear. The bottom pipe coming from the valve body is band-release pressure, otherwise known as 3rd-gear oil. There we see that a TCC solenoid is fitted with some plumbing. Figures 1 and 2 show the internal adaptation and description of the components used to control converter-clutch apply. It is in these two vehicles (Tracker and Sidekick) that we find a TCC system distinct from that used in any of the earlier TCC-equipped designs. Its reincarnation as a computer-controlled four-speed transmission is commonly known as the 4元0-E, but the original three-speed Trimatic design is familiar to us today, having been used in the 1.6-liter Geo Tracker from 1989 to 1997 and the 1989 to 1998 1.6-liter two-door Suzuki Sidekick. The 1981 Triumph Acclaim, the Peugeot 604 from ’77 to ’79 and the DeLorean from ’81 to ’82 are also on the list for using this little three-speed transmission. If we ran across a Fiat, we found this unit in the 124 from 1971 to ’74, the 131 from ’75 to ’81, and the Brava, Spider 2000 and Mirafiori during the same time frame as the 124 and 131. ![]() Buick dealerships sold the Opel GT with the Trimatic transmission from 1969 to 1975. Before that we saw it in the Holden from 1969 to 1975, the Chevette from 1977 to 1987, the Pontiac T 1000 from ’81 to ’87, the Rover Vitesse in ’83 and the 2300/2600 in 1984. ![]()
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