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Originally Posted By 5thAve
Originally Posted By Evil Spirit
Originally Posted By 5thAve
Originally Posted By Supercuda
Cop spec M bodies had an electrical part throttle unlock solenoid that allowed the TC to unlock based on throttle input. Lockup functioned just like the civilian version.


This would be the only case in an M body that would have had anything electrical to do with lockup. Right up to 1989 the only thing non-cop ones have is the neutral safety switch and everything else is done within the transmission itself.


Mitchel On Demand wiring diagrams for BOTH '88 and '89 Diplomat SE's show a "Part Throttle Unlock Relay" - receives ground signal from the Spark Control Computer (org/blk wire - plug 1/pin 8), and 3 dark blue wires - 2 provide signal and input 12v+ (same dk blue wire from key that powers the coil, volt reg, alt field, etc.) , and 1 providing the 12v+ output from the relay to the "Part Throttle Unlock Solenoid" in the trans.

So, according to Mitchel, controlling the lock-up electronically started in '88.


Mitchell copied the wrong information right out of the factory manuals and it's not the only wrong bit of information in there. Electrical shows that yet the transmission section has the correct information with the valve and pressure spring and no mention of electronic control anywhere. Trucks might have gone that way but the cars never did.



The Mitchell hydraulic flow chart (Fig 5) also shows the electric lock-up solenoid in the trans in '88.

At this point - my original post was - do electrically controlled lock-up valve bodies exist? YES, THEY DO. Application? NO ONE CAN AGREE (Doesn't matter at this point - we found and bought 2 one wire lock-up V/B's). Better torque converter? NO REPLIES

So our best bet at this point is to just wire a toggle switch to the flippin thing and after we figure out where on and off is, mark it with a sharpie.

Last edited by Evil Spirit; 04/21/15 02:19 AM.
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