Beruflich Dokumente
Kultur Dokumente
by Larry Frash
42
Precision matters.
QUALITY TRANSMISSION SOLENOIDS
FROM THE GLOBAL LEADER IN AUTOMATIC
TRANSMISSION SYSTEMS TECHNOLOGY.
borgwarnerplcd.indd 25
4/11/06 3:26:05 PM
Hands on Diagnosis
solenoids and an internal wiring harness. During the road test the transmission had very harsh engagements and
upshifts.
There were no codes, and according to the scan data, Force Motor current was 1.13 amps on the desired and
actual PIDs at idle. This indicated the
computer was commanding the correct
signal for normal line pressure at idle.
Usually the next test would be to
connect a pressure gauge to the transmission to verify line pressure, but I
was pretty confident it was high. At this
point there were two likely possibilities:
Either the new Force Motor was defective or the computer was bad and lying
to the scan tool.
It could have gone either way, but
it was quicker to check Force Motor
current than to pull the pan and install
another new Force Motor.
I looked at the wiring diagram and
found the computer pin numbers for
the Force Motor High and Low circuit.
I connected a current clamp around one
of them (figure 1).
A current clamp is a valuable tool
because its a non-invasive way to
check current flow. If you dont own
a current clamp you can still check
current with your ammeter, but youll
need to cut one of the wires and connect
them through your ammeter. Obviously
the current clamp is a much easier way
to check current; it saved me about 2030 minutes on this job alone.
According to the current test, the
actual current was 0.15 amps while
the scan tool was reading 1.13 amps.
But what could cause the current to be
so different from the scan data? Low
voltage or high resistance in the circuit
can cause low current, but the computer
should have recognized either of these
conditions, and displayed low current
in the scan data.
My conclusion was, since the
scan data was different from the actual
computer command, the computer was
most likely the cause. Unfortunately I
couldnt think of another test to verify
this, but installing a rebuilt computer
solved the problem.
This is a good example of why you
should never trust scan data 100%. If
the computer is bad, it can easily send
false information to the scan tool. By
comparing scan data to voltage and cur44
Figure 2
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45
Hands on Diagnosis
to save time I replaced the 3-2 Control
Solenoid and the internal wiring harness while the pan was off. At the same
time I verified the ignition switch was
supplying B+ to all solenoids.
After the work, the code still set as
soon as I started the engine. With proper
voltage to the solenoid, a new harness
and new 3-2 Control Solenoid, the only
two things left in the circuit were the
computer and the wire that connects the
computer to the 3-2 Control Solenoid.
If this were an intermittent problem
one that occurred once or twice
a day diagnosis could have taken
hours. In that case, I probably would
have replaced the 3-2 Control Solenoid
wire between the computer and the
Figure 3A
Figure 3B
46
Dates: Locations:
GM:
LCT 1000
6L80
4L80/85E
4L60/65E
4T80E
4T60/65E
4T40/45E
4T70/75
Ford:
Torqshift
6R60
5R44/55E
FNR5
Chrysler:
545RFE
62TE
Chrysler
Diagnostics
Hyundai:
A4AF3
A4BF2
Mercedes:
722.6
Reprogramming:
Ford
GM
Chrysler
Toyota
Scan Tool
Diagnosis:
Ford
GM
Chrysler
Toyota
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