Eric: It starts up and drives fine. In my opinion I think your Ignition switch is ok if you have B+ voltage to the Trans fuse. I've replaced all the solenoids as well as the harness inside the transmission also ohmed the solenoids. The torque converter is the most important part of an automatic tranny. Normally riveted to the transmission case, this tag identifies the transmission by model number. Any transmission shop will tell you that a transmission Flush is like Russian Roulette, unless you know exactly what your doing.
Transmission fuse protects the transmission and instrument circuit 1020. The transmission fuse is the ignition switch voltage for that circuit. Still can't find the damn thing. My main issue is that when the transmission fuse is pulled, the wire from the ignition switch provides sufficient voltage 12-14. Well, I can, but it's pedal to the floor, and I don't want to be running the engine that kind of rpm's all the time.
There are many used 1995 Chevrolet C3500 Pickup Transmission available at 1995transmission. Pink was on C, yellow and light green were on F and G. I can't feel any power difference between when I start acceleration and when it's revving around 3K. If you had a bi-directional scan tool it would help with diagnosis. Since this tag may or may not be present, visual methods are necessary for identification. If all that checks out ok.
I've checked other possibilities for poor performance and they are all good. Matter of fact I remember commenting to someone about how I couldn't even tell the trailer was behind it. Having a manual or automatic transmission determines the steps to be taken. Remember to disconnect all voltage from the system to do a resistance test. These transmissions each require a different visual identification process, however, locating the identification tag attached to the driver's side of the transmission case is a start. This is why during the winter the truck acted normal. I own a shop, and think you should have a 4L-60 in it.
So I tested both ways. All is not lost as it stands you most likely just need a new torque converter. But with the wiring being different, who knows. Get the transmission scanned it will at least rule out the transmission. The issue is that the transmission 4l60E is in limp mode. I could just barely keep up, and after a stop he'd get a good block ahead of me in a 35mph zone, and I was pretty much pushing the chevy as hard as it could to keep up.
The bell housing is not integral to the transmission and warning labels may be attached to the transmission specifying the use of Castrol Syntec fluid only. There isn't much difference in them, but according to my books it should have the 4l60, but some were 4l80. Thanks Please or to join the conversation. It should be at least equal in power. I've confirmed that the harness has proper power.
I looked tonight for that wire to unplug for the timing. No resistance on anything at all except terminals A and D. The last thing I want to think about is having to replace that transmission. I would say you have a hidden transmission problem. The codes the computer gave me were all solenoid related.
What a bunch of crap. Sorry it took me a while to reply, busy with work. I was wondering about this myself. Unless I shift the shifter to first or second, it's in third gear. Thanks for any help you can provide.
If it does not check the wiring circuit like I stated in the previous paragraph. Today I was behind my other truck the dodge that my helper was driving. As a quick check disconnect the round transmission connector and see if the voltage drop goes away. He suggested that doing an ohm test on the solenoids first. Am I looking at a possible short? The 4l80 was mostly for the diesel engines though. On the transmission the Trans fuse protects shift solenoids; A, B, 2, 3 and the tongue convertor clutch solenoid.
Let me know if you need more information. Reverse works well, but acts like it's in second gear. Also a transmission flush can mask know transmission problems, only to surface later after the sale. He was just driving normal, unloaded with no trailer, and I was unloaded with no trailer. A quick test of solenoid operation; with the transmission harness disconnected and the test harness attached apply 12 volts to terminal E while grounding terminal A or terminal B listen for the clicking of the solenoid.