Hi new here. im working on a 67 cutlass convertible. It has the factory 6 with jetway auto trans. the is a kickdown assembly mounted to old manifold which is what i replaced anyone know of a replacement for this antiquated set up. the factory kickdown has two different sensors which has hindered me finding anything

thanks all

 

Welcome. You won't find a replacement for that kickdown switch, no one makes one. The Jetaway two speed trans (which is NOT a Powerglide and has nothing in common with one) has an electric kickdown and also has a switch pitch torque converter. That's what the second set of contacts is for. If you know for sure the switch is bad, you either need to disassemble the original and clean the contacts or find a good used one.

 

No, there is no replacement, though you can eliminate the problem by simply replacing the transmission.

The Jetaway uses a switch-pitch converter, which must be in the correct mode depending on operating conditions, and the firewall switch performs the task of setting the mode correctly.

It would certainly be possible to build an alternate switch from scratch, but that would obviously require a certain amount of time and effort.

You will need to use the switch that came with the car. It can be disassembled for cleaning.

Welcome to ClassicOlds.

- Eric

edit: Joe seems to always be about 30 seconds ahead of me...

 

 

It works my issue is mounting it and connecting to new intake and 2 carb set up

 

You'll need to get creative with the brackets.

- Eric

 

I can't say that I'm very familiar with the I6 configuration. Can you post a photo? The V8s mounted the switch on the firewall as part of the throttle arm bellcrank, which would be independent of the carb.

 

I have several of the kickdown switch and linkage assemblies from a V8 if you are looking.

 

I think using the V8 version would be very simple for you to cure your issues. The ST300 trans is a durable and fun tranny when you learn to shift it well and have fun with it.

 

Actually, it won't. I don't have a 1967 PIM, but I assume 1966 is the same. The I6 cars used a cable throttle, not the rod style used on the V8 cars. The kickdown/converter switch is a plunger style switch that mounted to the intake manifold. No, I didn't know that either.

 

To the OP:

There was an NOS switch on ebay that ended with no sale. You might want to contact the seller to see if it's still available.

http://www.ebay.com/itm/1964-67-Olds...p2047675.l2557

 

I don't think that is a combo kickdown/converter, I think its kickdown only and its energized at full throttle as it only has 2 terminals. I would think there has to be another switch for the converter. I believe that same switch was used in 64 and 65.

 

I believe you are correct about the I6 cars not using the switch pitch converter in the JT trans, as this photo clearly only shows two terminals. I will say that the 1964-65 cars used a switch with three terminals on the V8s, as my 64 Vista has that.

 

I'm not doubting you as I've never worked on the 64/65 cars, only through pictures. I don't know how a pushbutton switch can operate the SP function as it is engaged at idle and also from 2/3 throttle to wot. I always assumed there were 2 separate switches for the 64/65 cars.

 

Now you have me doubting myself. I need to go out and look at how the 64 is configured. I recalled a setup like the NSS where there's a slider that bridges different contacts as the switch plunger travels, but I need to verify this.

 

I think that is one for both, as the neutral is usually back through the chassis. One hot for kickdown, one hot for switch pitch converter. V8's have two conductors at right angles, I think.

 

Are you talking at the trans Koda?

 

Good think I checked. Turns out that we're both right, Eric.

As I remembered, the 64-65 switch DOES have three terminals: +12v in, power out to the kickdown, and power out to the converter solenoid. As you correctly surmised, however, this switch only makes contact at W.O.T. There is a separate "low speed switch" that makes contact when the throttle is closed or nearly closed. This switch is electrically "piggy backed" on the main switch and parallels the power and converter terminals to also operate the converter solenoid at low speeds. Yes, it really is as uch of a kluge as it sounds. In the aerospace world we call this an OSIF, that stands for Oh SH*T, I Forgot! It sure looks like an afterthought.

To Koda, the ground is at the trans end of the circuit. The switch controls power, so there must be a hot lead in and a switched lead out. The I6 switch two terminals only controls one circuit. You can't have ground at both ends of the circuit.

 

Yeah, Eric, I was confuzzled.

 

I learned something new.