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Hey in the book they talk about a oil pressure switch located on the left side of the tranny electronically operates the air injection valve during deceleration. Is that the wire in the picture? It has a tear drop shaped boot. Bill

No the switch you are thinking about is almost unheard of on this continent...even though it was made for here. The oil pressure switch goes into the side of the tranny into one of the oil galleys. The one that goes in from the top with the long bullet fastener...is the electronic Kick-down solenoid. ALL 411/412 autos had the electronic jickdown solenoid. If you dod not know what yours is ...or if it is working...you are missing every bit of fun available in the automatic transmission. Ray

I remember my type 3 fastback 3sp auto would kick it when you punched it when cruizen! But I dont know if thats the same. bill
It is hard to see the plug. Its funny that its inside the compartment then there should be a grommet open. I use the layout to figure out half of the connections. Bill

The type 3 auto IS the type 4 auto. The part # on the type 4 auto tranny is the 003. The differences are in the bellhousing casting...and output flanges. They are lso all interchangable bolt on parts. Some of the early carbed type 3's had the kick down switch ,ounted on the carb linkage instead of under the pedal. On page 10 of the automatic tranny section in the brown type 3 Bentley manual....figure 5-1...you see the kickdown solenoid in the lower left portion of the valve body...and the wire protruding through the upper left of the tranny top. That puts it on the left side top of the tranny where it plugs in from the outside, closer to the joint where the differential bolts up. There is an arrow pointing to it in figure 2 on page 11. From the outside, it is a single black wire with a finger shaped rubber boot that snaps onto a short barb sticking vertically out of the tranny case. Its a female connection on the wire and a male connection in the case. Thats the kickdown solenoid. Oh, by the way...the pressure switch you are thinking of is on the left hand side of the tranny case...horizontally on some...vertically in that carved out niche about 2" farther forward from the kick down wire grommet.. It fits into the galley on some near shift cable. This pressure switch is used to control the deceleration valve. Ray

Ecdez,
Sent you a picture via email of how mine is set up. I can't post pics on the forum. Sorry for the hazy lens, just a reality of the hot humid south

Thanks 67 T1. That wire is one of the last ones I had to figure out. It crosses over the tranny and is in the same loom as the two starter wires.

I appreciate(sp?) you climbing all up under your car for me.





If you happen to be under there again, can you check to see if your starter post has two wires going to it from the alternator?

See picture below. It's hard to see in the picture, but they both have ring terminals.

That wire with the large boot is the kick down solenoid wire. The oil pressure switch for deceleration air valve goes just to the left of that (when you have one)...in that recess area.
Its really odd. Though the automatic trannys ...according to the book...had an electrical deceleration valve...actuated from the tranny, not all of the autos had the electrical valve. I have seen more than a few auto's that used the vacuum acuated decel valve that was common to the manual tranny. The only reason I can see that they used the electrical model, was when they also used and EGR valve which would tend to mess up the operation of the decel valve when it vented to manifold. Also, I have found more electrical type decel valves on L-jet 1.8L models than on D-jet. Ray

There must be something wierd about my car.

I've printed out every wiring harness I could find and they're all pretty much the same. None of them have anything else coming out of the alternator but the 3 wires for the regulator and 1 wire to the starter. Why does my car have all these extra wires .

Another thing I for got to mention. With all the wires hooked up (regulator included), I read 36 volts at the (+) wire that goes to the back of starter. Did I miss something here?

My engine is out at the moment, I'll look at my hook up though to see how many wires go from alt to start. Thought i had some old pics, but can't find.

67 T1 was nice enough to get this picture for me so I thought I'd better put it up here in case anybody else runs across the same problem. It appears as though the small wire from the alternatoer goes to the negative side of the starter. I don't understand why this wire is not on any of the diagrams though.



I just realized that I have a complete 914 in my yard that is still in one piece. I guess I could have looked at the starter on that .

ecdez wrote:67 T1 was nice enough to get this picture for me so I thought I'd better put it up here in case anybody else runs across the same problem. It appears as though the small wire from the alternatoer goes to the negative side of the starter. I don't understand why this wire is not on any of the diagrams though.



I just realized that I have a complete 914 in my yard that is still in one piece. I guess I could have looked at the starter on that .

Ive seen that starter somewhere before!

Ah...yes. The small white wire. Its a white wire in most US versions and a light gray wire in the Euro or import versions. It goes to the positive terminal...not the negative terminal (terminal 30). It is pin #6 at the diagnostic harness. Use your volt meter on pin #6 in the plug and at the end of that small wire that is with teh fat red one in the picture. In the Green 411/412 haynes manual. In the diagram on page 169...its the T-1 connector right next to the starter sketch...with the circle at the end of it...with a six in it. In the early diagram on page 167....it has no T-1 connector. It just goes into the loom. Ray