TorqShift Gear Trouble Codes:
When diagnosing a TorqShift transmission, trouble code P0700 may be stored. Diagnose using any additional stored codes. P0730 may be found stored with codes P2700-2704. Use the additional code(s) to determine which clutch or clutch control is causing the gear ratio P0730 code to be set. Broadcast Message 1158, 1525.
TorqShift Transmission Firm Tip-In and Tip-Out While in Tow/Haul:
Some customers may complain of bucking or jerking when firmly depressing the accelerator while in Tow/Haul mode. These torque oscillations should only occur in Tow/Haul because the torque converter is programmed to stay locked to provide engine braking in that mode. Engineering is investigating ways to improve this symptom. If this problem occurs out of Tow/Haul, normal diagnosis should be followed to find the cause. Broadcast Message 0695.
2003 6.0 Driveability/TorqShift Shift or Engagement Concerns:
This is now covered by Customer Satisfaction Program 03B06. It applies to trucks build through 2-23-03. The program will be in affect until 12-31-05. Ford is authorizing a free oil and filter change under this program until 12-31-03.
Some trucks may exhibit a rough surging idle in drive or reverse when cold , poor throttle response when cold, or low power after extended idling cold. Other symptoms may include harsh shift engagements, harsh 2-3 upshift, 5-3 downshifts and cold 3-5 shift flair. There is a revised calibration for the PCM, FICM and TCM--all must be reprogrammed as a set using WDS version 24.6 or higher.
TorqShift Harsh Disengagement Shifting from Reverse to Park:
Some trucks built before 11-14-03 may exhibit a harsh disengagement when shifting the TorqShift transmission from reverse to park. A clunk may also be heard. To correct, remove the control body and replace the manual valve with P/N 4C3Z-7D376-AA. Insert the new valve into the body plugged end firts. Install a new valve body gasket, P/N 3C3Z-7C155-DA. Broadcast Message 1219.
Intermittent Clunk from TorqShift Transmission:
Trucks equipped with the TorqShift may exhibit a clunk when shifting from drive or reverse to park, from reverse to drive, and/or at the 2-3 upshift. If these conditions are intermittent, it is normal play/backlash in the drivetrain. Broadcast Message 7028, 0215.
03/04 TorqShift Solenoid Body/Solenoid Harness Application:
If the TorqShift solenoid body needs to be replaced, the new body may come with a missing pressure sensor. If the harness needs to be replaced it may come missing a connector for a pressure sensor. The input from the sensor in question was deleted from the TorqShift programming and is no longer used. The replacement parts an not incorrect and may be used. Broadcast Message 1151.
Various Harsh Shift Engagements, Harsh 5-3 and 3-2 Downshifts, Harsh 2-3 and 3-5 and 5-6 Upshifts, Cold 3-5 shift flair, 3-4 shift flair, slow throttle response while engaging Torqshift in gear, harsh reverse engagement, buck/jerk on accelerator tip-in/tip-out in tow/haul mode - get the most recent calibrations of TCM, PCM, FICM etc.
TorqShift Harsh/Slipping Engagements, Upshifts, and/or Downshifts:
If these symptoms are experienced after the batteries have been disconnected, then it is due to the transmission adaptive strategy being cleared from the computer. This may occur when the vehicle is delivered new from the factory as well. Warm the engine and transmission to operating temperature. Perform three series of upshifts at light, medium and heavy throttle. Perform three sets of gear engagements (N-R, N-D, D-R, R-D) with the brake pedal firmly depressed and waiting three seconds between each engagement. Perform these steps once in normal mode and once in tow/haul. Broadcast Message 1196
Harsh or Delayed Forward or Reverse Engagement:
This could be caused by a sticking line pressure control (PC-A) solenoid. Typically the line pressure will be fluctuating wildly (up to 500 PSI!). To service, first remove and inspect the external cooler line filter. If it contains fine gray metallic debris. If metal is found, the source is most likely a defective reverse planetary pinion shaft that is coming out of the carrier and contacting the case or adjacent components. The transmission will need to be disassembled and repaired as needed or replaced. Broadcast Message 3250
If little or no debris is found replace the line pressure control solenoid with P/N 4C3Z-7G383-AA. Broadcast Message 1586/SSM 17874/18051
This repair will require removing the solenoid harness, so a new harness sealing o-ring (P/N 3C3Z-7Z276-AA) will need to be installed. In some cases the solenoid body will need to be removed from the trans to remove the harness and solenoid. In this case the solenoid body gasket (basic P/N 7C155, trans tag number needed) will be needed as well. Note: Do not loosen the 10mm head bolts on the solenoid body. Only loosen the 8mm head bolts.
If the solenoid has been replaced and the condition it still present, suspect a contamination issue of the solenoid or a sticking pressure relief valve.
TorqShift Transmission--Incorrect Dipstick:
If the transmission fluid appears to be low on a TorqShift transmission, the dipstick may be wrong. The correct part number is 3C3Z-7A020-BB. If the fluid is in fact low, the correct fluid to use is Mercon SP. Broadcast Message 0397.
No Crank/No Start; Vehicles with TorqShift Transmission:
If this condition is occurs it may be due to a problem in the cooling fan electric clutch. This may be accompanied by transmission range sensor codes P1705 (TR not indicating neutral on self test), P0706 (TR-P sensor frequency fault) and P0707 (TR-P sensor circuit duty cycle low input). Check the voltage at the TR sensor pin 21, circuit 371, it should read 12 volts. If the voltage is low (3-4 volts), unplug the cooling fan electrical connector and retest. If the voltage is now 12 volts, try starting the engine. If it starts, clear codes and test drive to see if the TR sensor codes return. If they do not, diagnose the cooling fan electric clutch. Broadcast Messages 0520, 1069.
TorqShift Transmission or PTO failure, and/or Cooling System Contamination:
Trucks with PTO may exhibit a low or oscillating line pressure condition, or low/no PTO torque due to incomplete PTO wiring. Installers must provide a battery voltage signal wire from PTO circuit 322 (blunt-cut light blue/yellow wire at left side of dash) to the ECM, regardless of type of idle speed controller. This will command the engine speed to 1200 RPM, lock the torque converter and set line pressure to 150 PSI. Installers should referance the information at www.fleet.ford.com/truckbbas. Broadcast Message 1730.
TorqShift and PTO Operation--PTO Line Pressure Insufficient/Possible Transmission Damage:
Some trucks built before 9-22-04 will exhibit insufficient line pressure--less than 150 PSI--during PTO operation. This can result in no torque converter lock-up during PTO operation and can cause PTO or transmission damage. Assuming the PTO was correctly installed (a mission PTO line pressure orifice can cause the same problem), reprogram the powertrain computer to the latest calibration included in WDS release B33.6 or higher. Check for any transmission damage and repair as necessary. TSB 04-20-10
The issue with the 04's involved replacement of the reverse planet assembly due to low/reverse gear set pinion shaft(s) that may walk out. Vehicles affected were built from 03/08/04 through 06/24/04.
Recall on 2004 TorqShifts:
Certain trucks built from 3-8-04 through 6-24-04 may experience a failure of the low/reverse planetary assembly. Specifically one or more of the planet gear pinion shafts may walk out of the carrier. If this occurs metallic contamination of the fluid will occur and will cause harsh or slipping shifts and/or harsh or delayed engagements in forward or reverse. Trucks affected by this recall will have the low reverse planetary replaced if no damage has occurred, or will have the transmission overhauled and repaired as needed, along with replacement of the transmission cooler, if damage has occurred. This recall has been extended until 3-31-06
Customer Satisfaction Program 04B24.
2005 Stall When Engaging Drive or Reverse, or at Stops, TorqShift Only:
Trucks built between 10-1 and 11-30-04 may exhibit a stall under the above conditions, along with various shift solenoid codes. This may be due to a sticking torque converter control solenoid. The transmission pan should be cleaned out, the TCC solenoid (3C3Z-7J136-BA) and external fluid filter replaced, and the cooler flushed and flow checked. TSB 05-12-1.
NOTE: These conditions may occur on vehicles outside of the build dates above. However, the same repair applies, although the solenoid part number may be different.
Recall 05B27--2005 TorqShift Transmissions, Trucks with Snow Plow Package:
On trucks built prior to 1-12-05, the snap ring on the low/reverse planetary may become dislodged (rotate out of position and become "unseated") due to the frequent forward/reverse shifting common when plowing snow. If this occurs, damage to the low/reverse planetary or transmission case may occur. Ford will disassemble the transmission, inspect for damage, and replace the snap ring with a revised part, if no other damage is found. This recall has been extended to 9-30-06, regardless of mileage. It affected diesels from '05 Job 1 through 01/12/05 and gassers from '05 Job 1 through 01/14/05.
Exhaust Smoke/Smell, Harsh Transmission Shifts, 2005/06:
2005/06 F-SuperDuty and Econolines built before 12-5-05, and 05 Excursions built before 1-10-05, may exhibit excessive exhaust smoke with complaints of increased odors while operating in high idle (PTO, charge protection or cold idle mode), as well as harsh tow/haul 3-2 downshifts while slowing down grade under load, or tow/haul 5-2 downshifts, shift hunting in normal or tow/haul mode, or late 5-6 shift in tow/haul. The computer should be reprogrammed with calibrations included in release B39.15 or higher, or B40.2 or higher.
TSB 06-22-6. Some 2005-2006 F-Super Duty vehicles built on or before 3/15/2006 equipped with a 6.0L engine may exhibit a buck/jerk condition in Low (L), first (1st), or second (2nd) in manual transmission vehicles, or in manual 1st, manual 2nd, or in tow-haul mode in first (1st) or second (2nd) on automatic transmission vehicles. This concern occurs anywhere from 1800-2500 RPM at steady throttle or slight tip in. Concern will be more evident under a load, or while pulling a trailer. This concern is more noticeable in manual transmission equipped vehicles.
TSB 07-6-9. 2005-07 Bucking/Jerking when Towing:
Trucks that exhibit a bucking/jerking sensation at steady speeds in tow/haul when towing large/heavy gooseneck trailers that typically goes away when the accelerator is completely released or depressed fully, and does not occur when using the cruise control, may be caused by movement of the driver's foot after hitting a bump in the road or triansmission upshift in combination with the particular trailer load. There is a revised computer program to make the computer less sensitive to minute accelerator pedal inputs. If reprogramming does not resolve the issue, the problem may be due to the hitch, the trailer or the loading of the trailer. TSB #07-6-9.
TSB 07-14-8. Some 2003-2005 Excursion (Diesel), 2003-2007 F-Super Duty (Diesel), 2005-2007 F-Super Duty (Gas), 2004-2007 E-Series (E-350, E450) (Diesel), 2005-2007 E-Series (E-350, E-450) (Gas), 2006 F53 Stripped Chassis (Gas), 2006-2007 LCF (Diesel) trucks, all equipped with a TorqShift Transmission may exhibit erratic shifts at speeds above 50 MPH (80 Km/h) and/or an engagement shudder when shifting from drive to reverse or reverse to drive. Additionally, some 2005-2007 E-Series (E-350, E-450) (Gas) equipped with a TorqShift Transmission may also exhibit a 3-1 downshift clunk below 1 MPH (2 Km/h) while coasting to a stop. All of the customer concerns listed might be caused by the PCM or TCM calibration.
Clunk or Pop from TorqShift at 2-3 MPH, 2003-07:
A clunk or pop may be heard or felt on drive away after starting the engine, backing up and shifting to drive, usually around 2-3 MPH. This condition may be intermittent. It is the result of normal backlash (movement) between the splines on the low/reverse one-way clutch. Broadcast Message 5904
An aftermarket temperature gauge is highly recommended.
The "Factory" transmission temp gauge, it is a glorified "idiot" light as its response is severely dampened. The panel gage will show the temp as fully warmed up at 50 *F. Between 100-220F the needle will remain in the same position on the gauge. At 230F it will move up slightly to the middle of the normal range. At 250F it will move to Yellow. The gage moves to red at 280. This is supported on page 36 of the OBDII Theory and Operations manual. The tow/haul light will flash at 275.
I am probably being conservative, but transmission temps much over 230 are probably a little too warm for continuous service in my opinion. Similarly, I would recommend to never exceed 250 for more than a short duration - say 30 minutes. Note - this is because a measured temp of 250 actually means some areas and parts may be as high as 300 - synthetic tranny fluid should be good to 300 *F or so.
Recommended in the manual: Change the fluid and external filter every 30k.
The external filter (FT-145 or part # 3C3Z-7B155-BA OR aftermarket filter NTZ09-C09B) is behind the passenger side front bumper. I used an impact wrench to get the filter housing off to avoid twisting lines. It takes a 22 mm 6 point socket. You will lose very little fluid through changing the filter - only a few ounces.
To change the fluid, you can either drop the pan, drain, and refill, or you can flush it. If you have it flushed, it must be done with a heated machine (170 *F minimum - the thermostat begins to open at 165*F) to open up the internal thermostat (more than 90%) to get the torque converter flushed also.
If you drop the pan and the internal screen is clean, do not change. It only stops trees and boulders. Gasket is reuseable if not damaged.
Do not switch "to and from" Reverse without stopping completely. This is stated in the owners manual. It also states to not "rock" between Reverse and Drive for more than 1 minute or damage may occur. It needs just the basic care and PM and it should treat you very well.
These are the numbers for an 05-07:
1st: 3.114 to 1
2nd: 2.218 to 1
3rd: 1.545 to 1
4th: 1.096 to 1
5th: 1 to 1
6th: 0.712 to 1
Rev: 2.88 to 1
These are for the 03-04:
1st: 3.09 to 1
2nd: 2.2 to 1
3rd: 1.583 to 1
4th: 1.096 to 1
5th: 1 to 1
6th: 0.712 to 1
Rev. 2.88 to 1
From Matt at Spartan:
1st Gear applies the Forward, Low-Reverse, and Coast Clutches.
2nd Gear applies the Forward, Low-Reverse, and Overdrive Clutches.
3rd Gear applies the Forward, Intermediate, and Coast Clutches.
4th Gear applies the Forward, Intermediate, and Overdrive Clutches.
5th Gear applies the Forward, Direct, and Coast Clutches.
6th Gear applies the Forward, Direct, and Overdrive Clutches.
Essentially, the transmission basically operates as a 3-speed transmission with a gearsplitter, (the splitter being the overdrive pack).
1st gear is Low; 2nd gear is Low-"Over".
3rd gear is Intermediate; 4th gear is Intermediate-"Over".
5th gear is Direct; 6th gear is Direct-"Over".
Primary shift strategy shifts in the following order: 1-2-3-5-6. 4th Gear is skipped.
The only conditions under which 4th gear is actually used is under certain specified tow-haul downshifts; and primarily, cold-shift strategy.
Cold shift strategy is as follows: 1-2-3-4
Cold shift strategy is only used when the transmission fluid temperature is below 5deg.F
With the fluid temperatures low, the fluid flows at a much slower rate through the transmission. The direct clutch apply pack is a torsionally-weak clutch under almost any conditions, and is known to have the most issues regardless. With fluid temperatures low and viscosity high, the time it takes for the already weak clutch direct clutch to apply is simply too long and over time, will cause transmission damage. In order to address the issue, Ford uses the intermediate and overdrive clutches to replicate an almost identical ratio using the two largest and case-splined apply packs in the transmission. This increases the torque-holding capacity of the transmission in the lower operating temperatures and prevents from damaging the direct drive pack until temperatures come up and viscosity comes down to a point where the pack will apply suitably fast.
If these symptoms are experienced after the batteries have been disconnected, then it is due to the transmission adaptive strategy being cleared from the computer. This may occur when the vehicle is delivered new from the factory as well.
1. Warm the engine and transmission to operating temperature with all accessories off.
2. Idle engine for one minute with engine warm and all accessories off.
3. Idle engine for one minute with A/C on.
1. While driving, perform three series of upshifts at light, medium and heavy throttle.
2. While stopped, perform three sets of gear engagements (N-R, N-D, D-R, R-D) with the brake pedal firmly depressed and waiting three seconds between each engagement.
Perform these steps once in normal mode and once in tow/haul.
Filter and Fluids - REMEMBER - ONLY USE MERCON SP (Ford factory synthetic transmission fluid:
If you're only going to drain the transmission from the plug, you'll need 7-8 quarts of fluid. If you drop the pan, you will need 8-9 quarts of fluid, depending on how much drains. If you want to do a full change you'll need at least 18 quarts. Your truck doesn't have a drain plug in the torque converter, you'll need to do a flush to get all the fluid out.
Change External Filter:
Loosen the filter bowl w/ an impact wrench - 22 mm 6 point socket.
Remove bowl by hand and discard all old fluid.
Do not throw out the bottom spring assembly.
Clean up the bowl, spring assembly and upper fitting with paper towels. Be careful not to get dirt into anything.
Insert new, dry filter element into upper fitting (filter base that the housing screws into)
Make sure it is in properly and the tube is not crimped.
Insert the bottom spring assembly into filter element.
Make sure it is in properly and the tube is not crimped.
Fill up the bowl 3/4 of the way with new, clean fluid. Just a few ounces needed.
Slowly lift it up around the filter element.
Move slowly so the filter element absorbs the fluid.
When the bowl meets the threads of the upper assembly,
slowly start screwing the bowl on by hand.
Once the threads are properly started, screw it on all the way by hand.
Hit it for 2 or 3 hammers with impact wrench.
You are done - now clean up!
Transmission shift scheduling relies on the following:
Accelerator pedal position
Engine speed and acceleration
Vehicle speed and acceleration
Converter state as defined by engine speed
Transmission range sensor position
Speed control status
Tow/haul switch status
Transmission fluid temperature
Engine coolant temperature
PTO engaged signal
The powertrain control module (PCM) and its input/output network control the following transmission operations:
VFS (shift feel)
Line pressure (engagement feel)
Torque converter clutch operation
The transmission control is separate from the engine control strategy in the PCM, although some of the input signals are shared. When determining the best operating strategy for transmission operation, the PCM uses input information from certain engine-related and driver demand-related sensors and switches.
The following components are used to determine engine torque information for the transmission control strategies:
Crankshaft Position (CKP) Sensor
Camshaft Position (CMP) Sensor
Barometric Pressure (BARO) Sensor
Mass Air Flow (MAF) Sensor
Manifold Absolute Pressure (MAP) Sensor
Engine Oil Temperature (EOT) Sensor
Air Conditioning Pressure (ACP) Switch
Exhaust Gas Recirculation (EGR) Valve
Injection Pressure Regulator (IPR)
Manifold Air Temperature (MAT) Sensor
Any concerns with the engine sensors must be diagnosed and repaired before proceeding with diagnosis of the transmission components. Refer to the Powertrain Control/Emissions Diagnosis (PC/ED) manual for engine component diagnosis.
Using all of these input signals, the PCM can determine when the time and conditions are right for a shift, or when to apply or release the torque converter clutch. It will also determine the best line pressure needed to optimize shift feel. To accomplish this, the PCM uses output solenoids to control transmission operation.
The following provides a brief description of each of the sensors and actuators used by the PCM for transmission operation.
This transmission is equipped with a remote transmission fluid filter. This filter passes ten percent of the transmission fluid from the transmission through a small orifice into a serviceable filter element. The filtered fluid is then directed back into the rear lube circuit through the large opening in the remote manifold.
Transmission Output Shaft Speed (OSS) Sensor
The transmission output shaft speed (OSS) sensor is located on the extension housing. The OSS is a hall effect type sensor. The OSS reads the gear teeth on the park gear, different than the teeth used for park function. The OSS input to the powertrain control module (PCM) is used for shift scheduling, timing and TCC operation vehicle speed. The OSS has bi-directional capability and has a digital output.
Engine Coolant Temperature (ECT ) Sensor
The engine coolant temperature (ECT) sensor is a two wire thermistor sensor which changes resistance as temperature changes. The resistance of the sensor increases as engine temperature decreases and the voltage sent to the powertrain control module (PCM) increases. The PCM uses this information to help determine TCC operation.
Intake Air Temperature Sensor (IAT)
The intake air temperature (IAT) sensor is a thermistor in which resistance changes with temperature. The electrical resistance decreases as the temperature increases. The IAT provides air temperature information to the powertrain control module (PCM) which is used to help determine transmission line pressure and shift scheduling.
Accelerator Pedal Position (APP) Sensor
The accelerator pedal position (APP) sensor is mounted on the accelerator pedal on diesel applications. The APP detects the position of the accelerator pedal and inputs this information as a voltage to the powertrain control module (PCM). The PCM uses APP sensor information to aid in determining line pressure, shift scheduling and TCC operation. Failure of this sensor will cause the transmission to operate at higher line pressure to avoid damage to the transmission. This higher line pressure causes harsh upshifts and harsh engagements.
Turbine Shaft Speed (TSS) Sensor and Intermediate Shaft Speed Sensor
The turbine shaft speed (TSS) and intermediate shaft speed sensors are a hall effect sensor requiring a 12-volt power and a ground. The other two terminals at the sensor are for TSS/intermediate shaft speed sensors output. The sensor detects teeth on the coast clutch input hub TSS and the adjacent overdrive ring gear intermediate shaft speed sensors. Both read 30 teeth per revolution. The TSS and intermediate shaft speed sensors are mounted externally on the transmission case toward the top of the driver's side. The TSS and intermediate shaft speed sensors input to the PCM is digital and used to determine line pressure, shift scheduling, timing and TCC operation.
Brake Pedal Position (BPP) Switch
Brake status comes from brake pedal position (BPP) switch. The BPP sensor supplies battery voltage to the powertrain control module (PCM) that the brake pedal is applied. The PCM uses this input to disengage the converter clutch, speed control, and auxiliary idle (if equipped).
The operation of the transmission is controlled by the powertrain control module (PCM). Many input sensors provide information to the PCM. The PCM then controls actuators which determine transmission operation.
Tow Haul Switch
The Tow/Haul switch is located on the end of the shift lever and is a momentary contact switch. The Tow/Haul Switch provides a signal to the PCM when pressed by the driver, resulting in a change in shift and TCC scheduling. When the Tow/Haul Switch has been pressed the indicator light that is located on either the end of the shift lever or on the instrument panel will illuminate "Tow/Haul - ON". When the switch is pressed again, Tow/Haul will be deactivated and TCIL will turn off.
Transmission Control Indicator Lamp (TCIL)
The TCIL is used along with the Tow/Haul Switch. The TCIL is located near the end of the shift lever and will illuminate the graphics "Tow/Haul ON" when the Tow/Haul switch has been pressed. The PCM controls the operation of the TCIL. The PCM may also flash the TCIL on/off to alert the driver that a transmission operational error has occurred when certain faults in monitored sensors, solenoids or other transmission components are detected.
4x4 Low Switch
The 4x4 low switch sends a ground signal to the instrument cluster when the vehicle is in 4x4L. The PCM then receives 4x4L status from the instrument cluster and adjusts transmission shift schedule accordingly.
Transmission Solenoid Body Assembly
The powertrain control module (PCM) controls the transmission operation through:
seven variable force solenoids (VFS).
five pressure switches (if equipped).
a transmission fluid temperature (TFT) sensor.
a manual valve.
an over-pressurization relief valve.
All the above components are located on the solenoid body.
There is a solenoid and a pressure switch dedicated to the function of each clutch. Line pressure and the torque converter clutch each have their own solenoid. Four solenoids are directly proportional; the pressure output is directly proportional to the applied DC amps. Three solenoids are inversely proportional; the pressure output is inversely proportional to the applied DC current.
Solenoids are keyed to prevent misassembly. The tan wire connectors connect to the solenoids. The black connectors connect to the pressure switches. There are separate connectors for the TFT sensor and for the transmission range (TR-P) sensor. The 24-pin bulkhead connector completes the serviceable harness assembly and has serviceable O-ring seals. The 24-pin connector uses gold plated pins.
All the solenoids except the line pressure solenoid can be serviced without removing the solenoid assembly from the transmission case. The solenoid assembly, which holds the switches and solenoids, is aligned to the transmission case with permanent dowel pins. There is a filter-type gasket between the solenoid assembly and the transmission case.
Transmission Fluid Temperature (TFT) Sensor
The transmission fluid temperature (TFT) sensor twist-locks into the solenoid body. The TFT is a temperature-sensitive device called a thermistor. As the transmission fluid temperature rises, the TFT resistance decreases. The powertrain control module (PCM) monitors the voltage across the TFT sensor to determine transmission fluid temperature. The PCM uses the TFT signal as an input to determine cold and hot temperature shift and TCC scheduling.
Line Pressure Control Solenoid (PC-A)
The line pressure control (PC-A) solenoid is an inversely proportional three-port device. The pressure output is inversely proportional to the applied DC current supplied through an electronically controlled driver, which varies the current between 0 and 1 amp from the powertrain control module (PCM). The PC-A solenoid controls the line pressure circuits.
Torque Converter Clutch (TCC) Solenoid
The torque converter clutch (TCC) solenoid is a directly proportional VFS. The pressure output of this three-port device is proportional to the applied DC current supplied through an electronically controlled driver which varies the current between 0 and 1 amp from the powertrain control module (PCM).
Pressure Switches (PS-A, PS-B, PS-C, PS-D, PS-E)
NOTE: The pressure switches listed here will not be applicable to all vehicle applications. Some vehicles will not have the pressure switches installed in the valve body.
Each of the five shift pressure control solenoids has corresponding pressure switch, which is normally closed. The pressure switch is designed to open when the variable force shift (VFS) solenoid control pressure exceeds the 276 kPa (40 psi) (design switch point). The current delivered through the switches is controlled by selection of a value for a pull-up resister in the powertrain control module (PCM) system.
Shift Solenoid Pressure Control Solenoids (SSPC-A, SSPC-B, SSPC-C, SSPC-D, SSPC-E)
The intermediate (SSPC-C), low/reverse (SSPC-E), and overdrive (SSPC-B) clutches are each controlled by a directly proportional variable force shift (VFS) solenoid. The coast (SSPC-A) and the direct clutch (SSPC-D) are each controlled by an inversely proportional VFS. All shift pressure solenoids are electronically controlled by the powertrain control module (PCM) which varies the current from 0 to 1 amp (direct proportional) or 1 to 0 amp (indirectly proportional).
Line Pressure Relief Valve
The solenoid body assembly contains an over-pressurization relief valve that will limit the line pressure through the (PC-A) solenoid and feedback to the pump main regulator valve. The LPC relief valve controls line pressure spikes when cold. If this valve fails you may see concerns with the filter found in the solenoid body assembly.
Transmission Range (TR-P) Sensor Assembly
The transmission range (TR-P) sensor assembly is an internally mounted sensor that includes the detent spring, rooster comb and bracket, located next to the solenoid body. The components of the TR-P sensor are factory adjusted to each other and the sensor must be installed as a calibrated assembly. The TR-P sensor contains electronic circuitry that provides the PCM a fixed frequency at a duty cycle for each of the various positions of the manual lever (PARK, REVERSE, NEUTRAL, DRIVE, M3, M2 and M1) to the PCM. The PCM uses the TR-P sensor signal for engine functions (start, reverse lamps) and for line pressure control, shift scheduling and TCC operation.
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