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Shift timing
Line pressure (shift feel)
Torque Converter Clutch (TCC)
The transaxle 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 transaxle operation, the PCM uses input information from
certain engine-related and driver-demand related sensors and switches.
In addition, the PCM receives input signals from certain transaxle-related sensors and switches. The PCM also uses
these signals when determining transaxle operating strategy.
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 TCC. It will also determine the best line pressure needed to optimize shift engagement feel. To
accomplish this, the PCM uses output solenoids to control transaxle operation.
The following provides a brief description of each of the sensors and actuators used to control transaxle operation.
The Electronic Ignition (EI) system consists of the PCM, a Crankshaft Position (CKP) sensor and ignition coils. The
CKP sensor sends a crankshaft position signal to the PCM. The PCM then sends the appropriate ignition signal to the
ignition coils. The PCM also uses this signal as well as Wide Open Throttle (WOT) shift control, TCC control and
electronic pressure control.
Transaxle Electronic Control System (continued)
Accelerator Pedal Position (APP)
The Accelerator Pedal Position (APP) sensor is mounted on the accelerator pedal. The APP
detects the position of the accelerator pedal and inputs this information as a voltage to the
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.
The Throttle Position (TP) sensor is a potentiometer mounted on the Throttle Body (TB). The
TP sensor detects the position of the throttle plate and sends this information to the processor
assembly as varying voltage signal.
The PCM uses the monitored voltage level of the TP sensor for control of Line Pressure
Control (LPC), TCC operation and shift scheduling.
If a malfunction occurs in the TP sensor circuit, the processor will recognize that the TP
sensor signal is out of specification. The processor will then operate the transaxle in a high
capacity mode to prevent transaxle damage.
Transaxle Electronic Control System (continued)
PCM
The PCM controls operation of the transaxle. Many input sensors provide information to the
PCM. The PCM then controls the actuators which affect transaxle operation.
The Transmission Range (TR) sensor assembly is an internally mounted sensor that
includes the detent bracket and is located above the main control assembly. The
components of the TR sensor are factory adjusted and is installed as a calibrated assembly.
The TR sensor contains electronic circuitry that provides the PCM a fixed frequency duty
cycle for each of the various positions of the manual lever (PARK, REVERSE, NEUTRAL,
DRIVE and LOW to the PCM). The PCM uses the TR sensor signal for engine start, reverse
lamps, LPC, shift scheduling and TCC operation.
Selector Lever Position Range (% Duty Cycle) P 8.0- 25.8 R 37.50- 49.31 N 54.54- 62.49 D
67.35- 81.15 L 81.15- 92
The Brake Pedal Position (BPP) switch tells the PCM when the brakes are applied. The BPP
switch closes when the brakes are applied and opens when they are released. The BPP
signal is used for the brake shift interlock actuation.
Transaxle Electronic Control System (continued)
This Turbine Shaft Speed (TSS) sensor is a Hall-effect pickup that sends a signal to the PCM
that indicates transaxle turbine shaft input speed. The TSS sensor provides converter turbine
speed information for TCC strategy. Also used in determining static LPC pressure settings.
The Output Shaft Speed (OSS) sensor is a Hall-effect pickup, located on the transfer shaft
drive gear, that sends a signal to the PCM to indicate transmission output speed. The OSS is
used for TCC control and shift scheduling.
Solenoid Operation
Clutch Apply Chart
Gear Ratio Chart
Shift Speed Chart 2.5L
Shift Speed Chart 3.0L
Torque Specifications
Solenoid Body Strategy
The solenoid body strategy is a file programmed into the PCM or TCM.
The solenoid body tag on the transmission case contains the 13-digit solenoid body strategy and
the 8-digit solenoid body identification.
Solenoid Body Strategy (continued)
Anytime a new valve body is installed, a new solenoid body strategy file is downloaded into
the PCM or TCM using a capable scan tool. A replacement solenoid body tag is supplied with the
new solenoid body which contains the 13-digit solenoid body strategy and the 8-digit solenoid
body identification. The new tag is placed over the original solenoid body tag.
If the solenoid body strategy printed on the tag on the solenoid body does not match the
solenoid body tag on the side of the transmission case, a new valve body must be installed
and the solenoid body strategy must be downloaded into the PCM or TCM or harsh shifts
will result.
6
5 4 3 2
1
Solenoid Identification (continued)
3
1
Solenoid Identification (continued)
1. SSA
2. TCC
3. SSC
2
6
3 7
4 8
10
5
Solenoid Body Valve Identification
3
Solenoid Body Small Parts Identification
Valve Update
The valve was updated early on to repair these
concerns. Updated valve around 2012
The original valves were standard Teflon-
coated valves. You can recognize the updated
valve by the longer middle land, and it’s nickel
plated to resist wear.
Valve Body Issues (continued)
Valve Body Casting
The valve body casting was also changed. The early valve body has an open fourth passage. To better support the valve,
the fourth passage in from the outer edge of the valve body has been filled in.
Changed the casting around 2012
Your readings will show the difference between the bore and the valve. The valve body in this example had 0.009”
wear on the innermost partition and 0.004” outboard. That’s excessive clearance and is the root cause of failure in this
unit.
3 4
1&2
Valve Body Issues (continued)
Vacuum Testing
Vacuum testing has become popular
lately and it’s another good way to inspect
this valve body for wear.
The solution
Once you’ve determined that the
solenoid regulator valve needs
replacing, you have a couple
options. If it’s a later version you can
repair it; contact your parts
distributor. If it’s an earlier version
you may want to upgrade it. The
part number for just the valve body
is CV6Z- 7A100-B.
NOTE: This is an updated part
number from previously published
numbers.
Pressure Tap Locations and Specifications
Main Line
Cooler Return
4-5-6 Clutch
Compensator Feed
Data PID Identification
Data PID Identification (continued)
Data PID Identification (continued)
Drivers Side Axle Seal Leak
The factory bushing is not wide enough to support the axle. The bushing wears slightly and
the seal leaks.
There is a wider bushing being made by Superior Products that is wider and has closer
tolerances to support the axle better.
Drivers Side Axle Seal Leak (continued)
Using the remover/installer tool makes this job a breeze in the car.
Follow the simple instructions included in the kit.
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