Automatic Transmission: Other Ford Explorer III

RANGE SELECTION

The transmission has six range positions: P, R, N, (D), 3, 2 and 1.

Scheme 597

Park

In the PARK position

1. There is no power flow through the transmission.
2. The parking pawl locks the output shaft to the these.
3. The engine may be started.
4. The ignition key may be removed.

Reverse

In the REVERSE position

1. The vehicle may be operated in a rearward direction at a reduced gear ratio.

Neutral

In the NEUTRAL position

1. There is no power flow through the transmission.
2. The output shaft is not held and is free to turn.
3. The engine may be started.

Overdrive

Overdrive is the normal position for most forward driving.

The OVERDRIVE ((D)) position provides

1. automatic shifts 1-5 and 5-1.
2. apply and release of the torque converter clutch.
3. maximum fuel economy during normal operation.
4. engine braking in fifth gear.

Drive - Overdrive Canceled

The OVERDRIVE position provides

1. automatic shifts 1-4 and 4-1.
2. apply and release of the torque converter clutch.
3. maximum fuel economy during normal operation.
4. engine braking in fourth gear.

3rd Position - 3rd Gear

The third position provides

1. third gear start and hold.
2. torque converter clutch apply and release.
3. improved traction on slippery roads.
4. engine braking.

2nd Position - 2nd Gear

The 2nd position provides

1. second gear start and hold.
2. torque converter clutch apply and release.
3. improved traction on slippery roads.
4. engine braking.
5. If this position is selected at normal road speeds, the transmission will downshift into the next lower gear, and continue downshifting until the vehicle reaches second gear.

Manual Low Position

If this position is selected at normal road speeds, the transmission will downshift into the next lower gear, and continue downshifting until the vehicle reaches first gear.

This position provides

1. first gear operation only.
2. engine braking for descending steep grades.

Upshifts

Transmission upshifting is controlled by the powertrain control module (PCM). The PCM receives inputs from various engine or vehicle sensors and driver demands to control shift scheduling, shift feel and torque converter clutch (TCC) operation.

The PCM has an adaptive learn strategy to electronically control the transmission which will automatically adjust the shift feel. When the battery has been disconnected, or a new battery installed, certain transmission operating parameters may be lost. The PCM must relearn these parameters.

During this learning process you may experience slightly firm shifts, delayed, or early shifts. This operation is considered normal and will not affect the function of the transmission. Normal operation will return once these parameters are stored by the PCM.

Downshifts

Under certain conditions the transmission will downshift automatically to a lower gear range (without moving the range selector lever). There are three categories of automatic downshifts: coastdown, torque demand and forced or kickdown shifts.

Coastdown

The coastdown downshift occurs when the vehicle is coasting down to a stop.

Kickdown

For maximum acceleration, the driver can force a downshift by pressing the accelerator pedal to the floor. A forced downshift into a lower gear is possible below calibrated speeds. Specifications for downshift speeds are subject to variations due to tire size and engine and transmission calibration requirements.

Scheme 598

Scheme 599

Scheme 600

Scheme 601

Scheme 602

Scheme 603

Scheme 604

Scheme 605

Scheme 606

GEARTRAIN

Power is transmitted from the torque converter to the planetary gearsets through the input shaft. Bands and clutches are used to hold and drive certain combinations of gearsets. This results in five forward ratios and one reverse ratio, which are transmitted to the output shaft and differential.

Scheme 607

Planetary Gearset - Overdrive

For component location, refer to DISASSEMBLED VIEWS .

The planetary gear overdrive carrier is driven by the input shaft.

1. The overdrive planetary gearset carrier drives the center shaft via the overdrive one-way clutch in first, third, fourth, and reverse gears.
2. In second and fifth gears the overdrive sun gear is held causing the pinion gears to rotate around the overdrive sun gear.
3. The pinion gears, in turn, drive the overdrive ring gear resulting in the fifth (overdrive) gear ratio.
4. The overdrive planetary gearset is internally splined to the coast clutch for engine braking.

Planetary Gearset - Forward

For component location, refer to DISASSEMBLED VIEWS .

The forward planetary gearset is splined to the output shaft.

1. The forward planetary gearset is driven by the forward ring gear when the forward clutch is applied.
2. The forward planetary gearset pinions drive the forward sun gear.
3. The forward sun gear is splined to the input shell.
4. The forward carrier is splined to the output shaft.

Planetary Gearset - Low/Reverse

For component location, refer to DISASSEMBLED VIEWS .

The low/reverse planetary gearset is connected to the reverse brake drum by lugs from the low/reverse brake drum to the lugs of the low/reverse planetary gearset.

1. The low/reverse planetary gearset is driven by the forward sun gear which is splined to the input shell.
2. The forward sun gear drives the pinions in the low/reverse planetary gearset.
3. The pinions of the low/reverse planetary gearset drive the output shaft ring gear and output shaft hub which is splined to the output shaft.
4. The low/reverse planetary gearset can be held by the low one-way clutch in the low/reverse brake drum, or by the low/reverse band.

Input Shaft

For component location, refer to DISASSEMBLED VIEWS .

1. The radial positioning of the input shaft is controlled by two bushings in the stator support.
2. Axial positioning of the input shaft is controlled by the splines in the converter turbine hub and the retaining ring in the overdrive planetary carrier.

Output Shaft

For component location, refer to DISASSEMBLED VIEWS .

The output shaft is supported by a bearing in the case and by a bearing in the extension housing. End positioning is controlled by the parking gear and by the reverse ring gear hub and snap ring.

Band - Overdrive

For component location, refer to DISASSEMBLED VIEWS .

During 2nd and 5th gear operation, hydraulic pressure is applied to the overdrive servo.

1. This pressure causes the piston to move and apply force to the band.
2. This action causes the overdrive band to hold the overdrive drum.
3. This causes the overdrive sun gear to be held stationary through the adapter plate and the overdrive drum.

Band - Low/Reverse

For component location, refer to DISASSEMBLED VIEWS .

During second gear operation, first gear operation and reverse, hydraulic pressure is applied to the low/reverse servo.

1. This pressure causes the servo to move and apply force to the low/reverse band.
2. This action causes the low/reverse brake drum to be held.
3. This action causes the low/reverse planetary assembly to be held stationary.

Band - Intermediate

For component location, refer to DISASSEMBLED VIEWS .

During third gear operation, hydraulic pressure is applied to the intermediate servo.

1. This pressure causes the servo to move and apply force to the intermediate band.
2. This action causes the direct clutch drum to be held.
3. The intermediate band holds the intermediate brake and direct clutch drum to the case in 3rd gear.
4. This causes the input shell and forward sun gear to be held stationary.

Clutches - Direct

For component location, refer to DISASSEMBLED VIEWS .

The direct clutch is a multi-disc clutch made up of steel and friction plates.

1. The direct clutch is applied with hydraulic pressure and disengaged by return springs and the exhaust of the hydraulic pressure.
2. It is housed in the direct clutch drum.
3. During 4th, 5th, and reverse gear application, the direct clutch is applied transferring torque from the forward clutch cylinder to the direct clutch drum.
4. This action causes the forward sun gear to drive the pinions of the low/reverse planetary carrier.

Clutches - Forward

For component location, refer to DISASSEMBLED VIEWS .

The forward clutch is a multi-disc clutch made up of steel and friction plates.

1. The forward clutch is applied with hydraulic pressure and disengaged by return springs and the exhaust of the hydraulic pressure.
2. The forward clutch is applied in all forward gears.
3. When applied, the forward clutch provides a direct mechanical coupling between the center shaft and the forward ring gear and hub.

Clutches - Coast

For component location, refer to DISASSEMBLED VIEWS .

The coast clutch is a multi-disc clutch made up of steel and friction plates.

1. The coast clutch is applied with hydraulic pressure and disengaged by return springs and the exhaust of the hydraulic pressure.
2. The coast clutch is housed in the overdrive drum.
3. The coast clutch is applied when in first, third, D, and reverse positions.
4. When applied, the coast clutch locks the overdrive sun gear to the overdrive planetary carrier, thus preventing the one-way clutch from overrunning when the vehicle is coasting. This allows the use of engine compression to help slow the vehicle and provide engine braking.

On-Way Clutch - Direct

For component location, refer to DISASSEMBLED VIEWS .

The direct one-way clutch is a sprag-type one-way clutch that is pressed into the center shaft.

1. The direct one-way clutch is driven by the ring gear of the overdrive planetary carrier.
2. The direct one-way clutch holds and drives the outer splines of the center shaft in first, third, fourth and reverse gears.
3. The direct one-way clutch overruns during all coast operations and at all times in second and fifth gear.

One-Way Clutch - Low/Reverse

For component location, refer to DISASSEMBLED VIEWS .

The low/reverse one-way clutch is a sprag-type one-way clutch.

1. The low/reverse one-way clutch holds the low/reverse drum and low/reverse planetary assembly to the case in first and second gear.
2. In all other gears the low/reverse one-way clutch overruns.

Filter

For component location, refer to DISASSEMBLED VIEWS .

1. All fluid drawn from the transmission fluid pan by the fluid pump passes through the fluid filter.
2. The transmission fluid filter and its accompanying seals are part of the fluid path from the sump (pan) to the fluid pump. The transmission fluid filter has a bypass section which allows fluid vented at the main regulator valve to be recirculated to the fluid pump, without passing through the transmission fluid filter.

Main Control

For component location, refer to DISASSEMBLED VIEWS .

1. The main control assembly and related components are part of the pressure side of the hydraulic system.
2. The main control assembly consists of the solenoids, the valve body assembly and the separator plate.
3. These components combine to convert electrical signals into hydraulic actions. All valves in the main control assembly are anodized aluminum and cannot be sanded, filed, or dressed in any other way. If there is any damage to the valves that prevents or restricts their movement, install a new main control assembly.

Powertrain Control Module (PCM)

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 the actuators which determine transmission operation.

Air Conditioning (A/C) Clutch

An electromagnetic clutch is energized when the clutch cycling pressure switch closes. The switch is located on the suction accumulator/drier. The closing of the switch completes the circuit to the clutch and draws it into engagement with the compressor driveshaft. When the A/C is engaged, operating pressures are adjusted to compensate for additional load on the engine.

Brake Pedal Position (BPP) Switch

The brake pedal position (BPP) switch tells the powertrain control module (PCM) when the brakes are applied. The torque converter clutch disengages when the brakes are applied. The BPP switch closes when the brakes are applied and opens when they are released. The BPP is also used to disengage the brake shift interlock.

Engine Coolant Temperature (ECT) Sensor

The engine coolant temperature (ECT) sensor detects temperature of engine coolant and supplies the information to the powertrain control module (PCM). The ECT sensor is used to control torque converter clutch (TCC) operation.

Electronic Ignition (El) System

The electronic ignition consists of a crankshaft position sensor, two four-tower ignition coils and the powertrain control module (PCM). The ignition control module operates by sending crankshaft position information from the crankshaft position sensor to the ignition control module. The ignition control module generates a profile ignition pickup (PIP) signal (engine rpm) and sends it to the PCM. The PCM uses PIP signal in the transmission strategy, wide-open throttle (WOT) shift control. torque converter clutch control and operating pressures.

Intake Air Temperature (IAT) Sensor

The intake air temperature (IAT) sensor provides the sequential fuel injection (SFI) system mixture temperature information. The IAT sensor is used both as a density corrector for air flow calculation are to proportion cold enrichment fuel flow. The IAT sensor is installed in the air cleaner outlet tube. The IAT sensor is also used in determining control pressures.

Mass Air Flow (MAF) Sensor

The mass air flow (MAF) sensor measures the mass of air flowing into the engine. The MAF sensor output signal is used by the powertrain control module (PCM) to calculate injector pulse width. For transmission strategies the MAF sensor is used to evaluate electronic pressure control, shift and torque converter clutch scheduling.

Transmission Control Switch (TCS)

The transmission control switch (TCS) is a momentary contact switch that allows the driver to cancel operation of fifth ((D)) gear.

The TCS is located on the end of the selector lever. When the driver initially presses the TCS a signal is sent to the powertrain control module (PCM).

The PCM uses the shift solenoids to disengage/disable fifth gear operation and activate the coast clutch.

At the same time, the PCM illuminates the transmission control indicator lamp (TCIL) to notify the driver that 5th gear is canceled.

When the TCS is pressed again, fifth ((D)) gear operation is enabled, the coast clutch is released and the TCIL is turned off.

Whenever the ignition is cycled (vehicle shut off, then started again), the TCS is turned off and fifth gear will be enabled, even if the TCS had been on when the ignition was shut off.

Transmission Control Indicator Lamp (TCIL)

The transmission control indicator lamp (TCIL) is mounted in the instrument panel and is labeled O/D OFF It is illuminated in conjunction with the transmission control switch (TCS).

The TCIL will flash if the electronic pressure control (EPC) solenoid circuit is open, shorted to battery ground or a fault has been detected in a monitored sensor used for transmission operation.

Throttle Position (TP) Sensor

The throttle position (TP) sensor is a potentiometer mounted on the throttle body. The TP sensor detects the position of the throttle plate and sends this information to the powertrain control module (PCM). The TP sensor is used for shift scheduling, electronic pressure control (EPC) and torque converter clutch (TCC) control.

Digital Transmission Range (TR) Sensor

The digital transmission range (TR) sensor is located on the outside of the transmission at the manual lever. The digital TR sensor completes the start circuit in PARK, NEUTRAL, and the back-up lamp circuit in REVERSE. The digital TR sensor also opens and closes a set of four switches that are monitored by the powertrain control module (PCM) to determine the position of the manual lever (P, R, N, (D), 3, 2, 1).

Turbine Shaft Speed (TSS) Sensor

The turbine shaft speed (TSS) sensor is a magnetic pickup that sends the powertrain control module (PCM) torque converter turbine speed information.

The TSS sensor is mounted externally on the case.

The PCM uses TSS information to help determine appropriate operating pressures and torque converter clutch (TCC) operation.

Output Shaft Speed (OSS) Sensor

The output shaft speed (OSS) sensor is a magnetic pickup, located at the park gear trigger wheel assembly, that sends a signal to the powertrain control module (PCM) to indicate transmission output shaft speed. The OSS sensor is mounted externally on the case. The OSS is used for torque converter clutch control, shift scheduling and to determine pressure control (PC).

Intermediate Shaft Speed Sensor

The intermediate shaft speed sensor is a magnetic pickup that sends planetary sun gear speed information to the powertrain control module (PCM). It is mounted externally on the center of the case.

The PCM uses the intermediate shaft speed sensor information to aid in determining pressure requirements.

Pressure Control Solenoids (PCA, PCB, PCC)

The pressure control (PC) solenoids are a variable-force style (VFS) solenoid. The VFS-type solenoid is an electrohydraulic actuator combining a solenoid and a regulating valve.

The line pressure tap is used to verify output pressure from PC A or PC B by turning either one off while verifying the output from the other solenoid. The second pressure tap is used to verify the output from the PC C solenoid.

There are three PC solenoids located in the solenoid body assembly used to control line pressure, band and clutch application pressure within the transmission.

The powertrain control module (PCM) varies the current to the PC solenoid.

The PCM has an adaptive learn strategy to electronically control the transmission which will automatically adjust the shift feel. When the battery has been disconnected, or a new battery installed, certain transmission operating parameters may be lost. The PCM must relearn these parameters. During this learning process you may experience slightly firm shifts, delayed, or early shifts. This operation is considered normal and will not affect the function of the transmission. Normal operation will return once these parameters are stored by the PCM.

Shift Solenoids - (SSA, SSB, SSC, SSD)

Four On/Off shift solenoids allow the powertrain control module (PCM) to control shift scheduling.

1. The solenoids are three-way, normally open style.
2. The shift solenoids SSA, SSB, SSC, and SSD provide gear selection of first through fifth and reverse gears by directing PC pressures to the appropriate elements.

Coast braking and manual gears are also controlled by the shift solenoids.

TRANSMISSION COOLING

Vehicles equipped with automatic transmissions have a transmission auxiliary fluid cooler which is mounted between the radiator and the AC condenser. In operation, transmission fluid travels from the transmission to the auxiliary transmission fluid cooler then back to the transmission. The transmission auxiliary fluid cooler transfers heat from the transmission fluid to the outside air.

EXTERNAL CONTROLS

The transmission shift cable transfers the transmission operating mode from the shift control selector lever to the transmission. The indicated position of the shift control selector lever is transferred to the transmission through the transmission column linkage, then to the shift cable and bracket, and down to the manual control lever on the transmission.

Shift Interlock System

The shift interlock system prevents the shifting from PARK unless the brake pedal is depressed. The shift interlock system consists of a shift lock actuator mounted on the steering column housing near the ignition switch. If the ignition switch is in the RUN position, the shift lock actuator is continually on unless the brake pedal is depressed.

If the selector lever will not move out of park with the key in the ON position it will need to be unlocked manually.

Know and Understand the Concern

Under to correctly diagnose a concern, first understand the customer complaint or condition. Customer contact may be necessary in order to began to verify the concern. Understand the condition as to when the concern occurs, for example

hot or cold vehicle temperature.

hot or cold ambient temperature.

vehicle driving conditions.

vehicle loaded/unloaded.

Verification of Condition

This section provides information that must be used fifth determining the actual cause of customer concerns and executing the appropriate procedures.

The following procedures must be used when laying customer concerns for the engine.

The transmission control switch (TCS) is a momentary contact switch located on the end of the shift control selector lever. Pushing the transmission control switch (TCS) will either disengage or engage the overdrive function of the transmission. If the overdrive ((D)) is disengaged, the message O/D OFF will illuminate on the instrument panel.

Determine Customer Concern

Note. Some transmission conditions can cause engine concerns. An electronic pressure control short circuit can cause engine misfiring. The torque converter clutch not disengaging will stall the engine.

Determine customer concerns relative to vehicle use and dependent driving conditions, paying attention to the following items

1. hot or cold vehicle operating temperature
2. hot or cold ambient temperatures
3. type of terrain
4. vehicle loaded/unloaded
5. city/highway driving
6. upshift
7. downshift
8. coasting
9. engagement
10. noise/vibration - check for dependencies, either rpm dependent, vehicle speed dependent, shift dependent, gear dependent, range dependent, or temperature dependent.

Shift Linkage Check

Check for a misadjustment in shift linkage by matching the detents in the transmission range selector lever with those in the transmission. If they match, the misadjustment is in the indicator. Do not adjust the shift linkage.

Hydraulic leakage at the manual control valve can cause delay in engagements and/or slipping while operating if the linkage is not correctly adjusted. refer to SELECTOR LEVER CABLE ADJUSTMENT for shift linkage adjustment.

Check TSBs and OASIS

Refer to all Technical Service Bulletins and OASIS massages which pertain to the transmission concern and allow the procedure as outlined.

OUTPUT STATE CONTROL (OSC) MODE

Output state control (OSC) allows the technician to take control of certain parameters to function the transmission. For example, OSC allows the technician to shift the transmission only when commanding a gear change. If the technician commands first gear in OSC, the transmission will remain in first gear until the technician commands the next gear. For another example, the technician can command a shift solenoid to turn on or off when carrying out an electrical circuit check. OSC has two modes of operation for transmission, the BENCH MODE and the DRIVE MODE. Each mode/parameter has a unique set of vehicle operating requirements that the technician must meet before being allowed to operate OSC.

Note. To operate OSC the digital transmission range (TR) sensor and the vehicle speed sensor (VSS) must be operational. No diagnostic trouble codes (DTCs) related to the digital TR sensor or the VSS can be present.

1. The vehicle requirements MUST BE MET when SENDING the OSC value. Refer to vehicle requirements for each individual test.
2. If the vehicle requirements are NOT MET when SENDING the OSC value. an ERROR MESSAGE will appear. When the ERROR MESSAGE is received, OSC is aborted and must be restarted.
3. I after a sent value is substituted and the vehicle requirements are no longer met, the PCM will cancel the OSC value and resume normal operation. No error message will be sent.
4. The OSC value XXX may be sent anytime to cancel OSC.

Output State Control (OSC) Procedures

1. Carry out visual inspection and vehicle preparation as necessary.
2. Select "Vehicle and Engine Selection" menu.
3. Select appropriate vehicle and engine.
4. Select "Diagnostic Data Link."
5. Select "Powertrain Control Module."
6. Select "Diagnostic Test Mode."
7. Select "KOEO On-Demand Self Test and KOER O-Demand Self Tests."
8. Carry out test and record DTCs.
9. Repair all VSS-Transmission DTCs.
10. Repair all VSS and digital TR sensor are functional.
11. Select "Active Command Modes."
12. Select "Output State Control."
13. Select "Trans - Bench Mode or Trans - Drive Mode."

OSC - Transmission Bench Modes

The following Transmission Bench Modes may be see as necessary during diagnostics.

SSA, SSB, SSC, SSD and TCC in BENCH MODE

The BENCH MODE allows the technician to carry out electrical circuit checks on the following components

1. SSA - Activities SS A OFF or ON.
2. SSB - Activates SS B OFF or ON.
3. SSC - Activates SS C OFF or ON.
4. SSD - Activates SS D OFF or ON.
5. TCC - Activates TCC OFF or ON.

OSC "SSA, SSB, SSC, SSD, TCC" BENCH MODE Operates ONLY when

1. VSS and digital TR sensor are operational.
2. No VSS and digital TR sensor DTCs.
3. Transmission range selector lever in P or N.
4. Key ON.
5. Engine OFF.

OSC Command Values

1. OFF - turns solenoid OFF.
2. ON - turns solenoid ON.
3. XXX cancels OSC value sent.
4. SEND sends the values to PCM.

BENCH MODE Procedure for SSA, SSB, SSC, SSD. and TCC

Follow operating instructions from the NGS menu screen

1. Select "Output State Control."
2. Select "Trans - Bench Mode."
3. Select "PIDs" to be monitored.
4. Monitor all selected PIDs during test.
5. Select "Parameters - SSA, SSB, SSC, SSD, or TCC."
6. Select "ON" to turn solenoid ON.
7. Press "SEND" to send command ON.
8. Select "OFF" to turn solenoid OFF.
9. Press "SEND" to send command OFF.
10. Select "XXX" to cancel at any time.
11. Press "SEND."

PCA, PCB, PCC in BENCH MODE

The BENCH MODE is also used to test the functionality of the transmission electronic pressure control. During BENCH MODE, the PCx solenoids can be commanded in increments of 15 psi from 0 to 90 psi and 90 to 0 psi.

The line pressure tap is used to verify output pressure from PC A or PC B by turning either one off while verifying the output from the other solenoid. The second pressure tap is used to verify the output from the PC C solenoid.

The OSC functions for the parameter PCx allows the technician to choose the following options

1. PCx - Activates PCx to selected values.
2. 00 - sets PCx pressure to 00 psi.
3. 15 - sets PCx pressure to 15 psi.
4. 30 - sets PCx pressure to 30 psi.
5. 45 - sets PCx pressure to 45 psi.
6. 60 - sets PCx pressure to 60 psi.
7. 75 - sets PCx pressure to 75 psi.
8. 90 - sets PCx pressure to 90 psi.

OSC "PCx" Bench Mode should ONLY be operated to check PRESSURE FUNCTIONALITY using an installed pressure gauge (300 psi) when

1. VSS and digital TR sensor are operational.
2. No VSS and digital TR sensor DTCs.
3. Transmission range selector lever in P or N.
4. Pressure gauge installed.
5. Key ON.
6. Engine ON.
7. Engine rpm at least 1500.

OSC "PCx" Bench Mode should ONLY be operated to complete PCx SOLENOID CIRCUIT PINPOINT TESTS when

1. VSS and Digital TR Sensor are operational.
2. No VSS and Digital TR Sensor DTCs are present.
3. Transmission range selector lever is in "P" or "N".
4. Key "ON".
5. Engine "OFF".

OSC Command Values

1. 00 - sets PCx pressure to 00 psi.
2. 15 - sets PCx pressure to 15 psi.
3. 30 - sets PCx pressure to 30 psi.
4. 45 - sets PCx pressure to 45 psi.
5. 60 - sets PCx pressure to 60 psi.
6. 75 - sets PCx pressure to 75 psi.
7. 90 - sets PCx pressure to 90 psi.
8. XXX - cancels OSC value sent.
9. SEND - sends the values to PCM.

BENCH MODE Procedure for PCx

Following operating instructions from the NGS menu screen

1. Select "Output State Control."
2. Select "Trans - Bench Mode."
3. Select "PIDs" to be monitored.
4. Monitor all selected PIDs during test.
5. Select "Parameters - PCx."
6. Select Value "O - 90 psi."
7. Press "SEND" to send command.
8. Select "XXX" to cancel at any time.
9. Press "SEND."

OSC - Transmission DRIVE MODES

The DRIVE MODE allows control of three transmission parameters. Each mode/parameter has a unique set of vehicle operating requirements that the technician must meet before being allowed to operate OSC. The recommended procedure, when using the DRIVE MODE, is to control one parameter at a time.

The DRIVE MODE allows the technician to carry out the following functions on the transmission

1. GEAR - allows upshifts or downshifts.
2. TCC - engages or disengages the torque converter clutch.
3. FIRM __ SFT - Commands a higher control pressure during upshift.

The pressure control (PCx) solenoids for this transmission are not directly controlled during DRIVE MODE testing. Pressures may be raised during an upshift via the harsh shift control channel (FIRM__SFT)

GEAR in DRIVE MODE

This OSC function is used to test the transmission shift functions.

The OSC functions for the GEAR parameter allow the technician to choose the following options

1. 1 - PCM selects 1st gear.
2. 2 - PCM selects 2nd gear.
3. 3 - PCM selects 3rd gear.
4. 4 - PCM selects 4th gear.
5. 5 - PCM selects 5th gear.

OSC "GEAR" Mode operates ONLY when

1. VSS and digital TR sensor are operational.
2. No VSS and digital TR sensor DTCs.
3. Engine ON.
4. TCC "OFF" (TCC cannot be engaged) Transmission range selector lever in (D).
5. Vehicle speed is greater than 3 km/h (2 mph).

OSC Command Values

1. 1 - PCM selects 1st gear.
2. 2 - PCM selects 2nd gear.
3. 3 - PCM selects 3rd gear.
4. 4 - PCM selects 4th gear.
5. 5 - PCM selects 5th gear.
6. XXX - cancels OSC value sent.
7. SEND - sends the values to PCM.

DRIVE MODE Procedure for GEAR

Follow operating instructions from the NGS menu rear.

1. Select "Output State Control."
2. Select "Trans - DRIVE MODE."
3. Select "PIDs" to be monitored.
4. Monitor all selected PIDs during test.
5. Select "Parameters - GEAR."
6. Reselect Value "1-5."
7. Press "SEND" to send command.
8. Reflect Value "1-5."
9. Press "SEND" to send command.
10. Select "XXX" to cancel at any time.
11. Press "SEND."

TCC in DRIVE MODE

This OSC function is used to test whether the torque converter clutch is engaging and disengaging correctly.

The OSC functions for the TCC parameter allows the technician to choose the following

1. TCC - activates TCC OFF and ON.
2. ON - turns TCC solenoid ON.
3. OFF - turns TCC solenoid OFF.

OSC "TCC OFF" DRIVE MODE operates ONLY when

1. VSS and digital TR sensors are operational.
2. No VSS and digital TR sensor DTCs present.
3. Engine ON.
4. Transmission range selector lever in (D).
5. Vehicle speed is greater than 3 km/h (2 mph).

OSC "TCC ON" DRIVE MODE operates ONLY when

1. VSS and digital TR sensors are operational.
2. No VSS and digital TR sensor DTCs present.
3. Engine ON.
4. Transmission range selector lever in (D).
5. Vehicle speed is greater than 3 km/h (2 mph).
6. Transmission in 2nd gear or higher.
7. TFT is between 33-153°C (60-275° F).
8. Brake not applied "OFF" below 32 km/h (20 mph).
9. Maintain steady speed.

OSC Command Values

1. OFF - turns TCC OFF.
2. ON - turns TCC ON.
3. XXX - cancels OSC value sent.
4. SEND - sends the values to PCM.

Drive Mode Procedures for TCC

Follow operating instructions from the NGS menu screen.

1. Select "Output State Control."
2. Select "Trans-drive Mode."
3. Select "PIDs" to be monitored.
4. Monitor all selected PIDs during test.
5. Select "Parameters - TCC."
6. Select "ON" to turn solenoid ON.
7. Press "SEND" to send command ON.
8. Select "OFF" to turn solenoid OFF.
9. Press "SEND" to send command OFF.
10. Select "XXX" to cancel at any time.
11. Press "SEND`".

FIRM_SFT in DRIVE MODE

This OSC function is used to raise pressure during an upshift to determine whether the pressure control system is functioning correctly. Harsher shifts indicate that the pressure control system works at higher pressure. The best test for isolating pressure control system problems is to carry out the PCA, PCB, PCC in BENCH MODE using a hydraulic pressure gauge.

The OSC functions for the parameter FIRM_SFT allows the technician to choose the following options

1. FIRM_SFT - activates the harsh shift channel. ON - sets control pressure higher for all upshifts (determined by the PCM) OFF - sets control pressure to normal for all upshifts (determined by the PCM) XXX - cancel OSC for FIRM_SFT

OSC "FIRM_SFT" DRIVE MODE operates ONLY when

1. VSS and digital TR sensor are operational.
2. No VSS and digital TR sensor DTCs.
3. Transmission range selector lever in O/D.
4. Pressure gauge installed (optional).
5. Key ON.
6. Engine ON.
7. Vehicle speed greater than 3 km/h (2 mph).
8. TCC is OFF (TCC is not engaged).

OSC Command Values

1. ON - sets control pressure high for all upshifts (determined by the PCM)
2. OFF -sets control pressure to normal for all upshifts (determined by the PCM)
3. XXX - cancel OSC for FIRM_SFT
4. SEND - sends the values to the PCM

DRIVE MODE Procedure for FIRM_SFT

Follow operating instructions from the NGS menu screen.

1. Select "Output State Control."
2. Select "Trans - Drive Mode."
3. Select "PIDs" to be monitored.
4. Monitor all selected PIDs during test.
5. Select " Parameters - FIRM_SFT.
6. Press "SEND" to send command.
7. Select "XXX" to cancel at any time.
8. Press "SEND."

Using Output State Control (OSC) and Accessing PIDs

To confirm that the OSC value was sent by the NGS and the PCM has accepted the OSC substitution, a corresponding PID for each OSC parameter must be monitored. Additional PIDs should be monitored to help the technician adequately diagnose the transmission.

The following is a list of OSC parameters and their corresponding PID

Scheme 608

Scheme 609

To confirm that the OSC substitution occurred, SEND the OSC value and monitor the corresponding PID value. If no ERROR MESSAGE was received and the value of the corresponding PID the same as the value sent from OSC, then the OSC substitution was successful.

Before Pinpoint Tests

Note. Prior to entering pinpoint tests, check the powertrain control module (PCM) wiring harness for correct connections, bent or broken pins, corrosion, loose wires, correct routing, correct seals and their condition. Check the PCM, sensors and actuators for damage. Refer to SELF-DIAGNOSTICS - CNG, FLEX-FUEL & GASOLINE

Note. If a concern still exists after electrical diagnosis, refer to DIAGNOSIS BY SYMPTOM .

If DTCs appear while carrying out the on-board diagnostics, refer to the DIAGNOSTIC TROUBLE CODE CHARTS for the appropriate repair procedure. Prior to entering pinpoint tests, refer to any TSBs AND OASIS MESSAGES for transmission concerns.

ROTUNDA TRANSMISSION TESTER

The Rotunda Transmission Tester is used to diagnose electronically controlled transmissions and is used in conjunction with the pinpoint tests. The tests should be carried out in order. Installing the Rotunda Transmission Tester allows separation of the vehicle electronics from transmission electronics. Refer to the Rotunda Transmission Tester manual for these test.

1. Digital Transmission Range (TR) Sensor Testing
2. Resistance/Continuity Test
3. Switch Test - PARK/NEUTRAL, Backup Lamp, and Optional Circuits

Scheme 610

Scheme 611

Scheme 612

Scheme 613

Scheme 614

Scheme 615

Scheme 616

Scheme 617

Scheme 618

Scheme 619

Scheme 620

Scheme 621

Scheme 622

Scheme 623

Scheme 624

1. TR_V is the voltage at the PCM pin 64 (TR3A Circuit) to signal return.
2. "In Between" reading could be caused by a shift cable or digital TR sensor misaligned or a digital TR sensor circuit failure of TR1, TR2, TR3A, or TR4.
3. TR_D: 1= Open digital TR switch, 0= Closed digital TR switch.
4. EEC-V Control System Breakout Box Readings: Taken from PCM signal pins for TR1, TR2, TR3A, TR4 to signal return. Voltages for TR1, TR2, TR4: 0 = 0.0 volts. 1 = 9.0 - 14.0 volts. Voltage for TR3A: 0 = 0.0 volts. 1 = 1.3 - 1.8 volts.

Shift Solenoid Failure Mode Chart

Failed ON or OFF due to powertrain control module (PCM) and/or vehicle wiring concerns, solenoid electrically, mechanically or hydraulically stuck on or off.

Scheme 625

Scheme 626

1.1 = Actual ratio with Forward Clutch, Intermediate Clutch and O/D Band applied.

Scheme 627

1.1 = Actual ratio with Forward Clutch, Intermediate Clutch and O/D Band applied.

Scheme 628

Scheme 629

H = High

L = Low

Slip = Slip due to low line pressure

1.1 = Actual ratio with Forward Clutch, Intermediate Clutch and O/D Band applied.

Pinpoint Tests

Refer to TRANSMISSION for Explorer or TRANSMISSION for Mountaineer schematic and connector information.

Possible Causes

If the transmission will not shift correctly, it may be caused by

1. Short to ground
2. Wiring, terminals or connectors
3. Short to open
4. Faulty solenoids
5. Other non-electrical transmission hardware systems
6. Faulty PCM

If the transmission fluid temperature sensor fails it may cause the TCIL light to flash, some possible causes could be

1. Short to ground
2. Wiring, terminals or connectors
3. Open circuit
4. Faulty temperature sensor
5. Sensor out of range
6. Sensor never changes
7. Faulty PCM

If the vehicle will not start in PARK or NEUTRAL, it could be caused by the following

1. Short to ground
2. Wiring, terminals or connectors
3. Open circuit
4. Faulty digital transmission range (TR) sensor
5. Faulty PCM

If the transmission will not shift correctly, it may be caused by

1. Short to ground
2. Wiring, terminals or connectors
3. Open circuit
4. Faulty pressure control solenoids
5. Faulty PCM

If the transmission will not shift correctly it may be caused by

1. Short to ground
2. Wiring, terminals or connectors
3. Short to open
4. Faulty sensors
5. Internal transmission component failure

If the transmission will not shift correctly, it may be caused by

1. Faulty mechanical portion solenoids
2. Faulty PCM

Engine Idle Speed Check

Refer to the SELF-DIAGNOSTICS - CNG, FLEX-FUEL & GASOLINE article. for diagnosis and testing of the engine idle speed.

External Sealing

The transmission has the following parts to prevent external fluid leakage

1. gaskets
2. lip-type seals
3. O-ring seals
4. seal rings
5. seal grommets
6. thread sealant

Scheme 630

Refer to TRANSMISSION (Explorer) or TRANSMISSION (Mountaineer) wiring diagrams for schematic and connector information.

Refer to SHIFT INTERLOCK (Explorer) or SHIFT INTERLOCK (Mountaineer) wiring diagrams for schematic and connector information.

Scheme 631

The brake/shift interlock system prevents the shifting from PARK unless the brake pedal is depressed. The brake/shift interlock system consists of a shift lock actuator mounted on the steering column housing near the ignition switch. If the ignition switch is in the RUN position, the shift lock actuator is continually on unless the brake pedal is depressed.

The transmission control switch (TCS) is a momentary contact switch located on the end of the shift control selector lever. Pushing the transmission control switch (TCS) will either disengage or engage the overdrive function of the transmission. If the overdrive ((D) ) is disengaged, the message O/D OFF will illuminate on the instrument panel.

Scheme 632

1. Verify the customer concern by operating the transmission external control.
2. Visually inspect for obvious signs of mechanical and electrical damage; refer to the following chart
3. If the fault is not visually evident, determine the symptom and proceed to «Symptom Chart»(ref-194049-S27560028042005092600000) .

Scheme 633

Scheme 634

Scheme 635

Scheme 636

Scheme 637

Scheme 638

Scheme 639

Scheme 640

Scheme 641

Scheme 642

Scheme 643

Scheme 644

Scheme 645

Scheme 646

Scheme 647

Scheme 648

Pinpoint Tests G: Shift Interlock System Does Not Release/Lock Correctly

Refer to SHIFT INTERLOCK and TRANSMISSION for Explorer Wiring Diagrams for schematic and connector information, and

Refer to SHIFT INTERLOCK and TRANSMISSION for Mountaineer Wiring Diagrams for schematic and connector information.

If the range selector lever does not release or lock he cause may be

1. Faulty brake pedal position (BPP) switch
2. Blown fuse
3. Short to ground
4. Short to open
5. Faulty shift lock actuator
6. Wiring, terminals or connectors

Scheme 649

Scheme 650

Scheme 651

Scheme 652

When placing the range selector lever in a selected gear (P, R, N, D, or (D) ) and the transmission is not in the corresponding gear for what was selected, the cause could be

1. Shift linkage out of adjustment
2. Worn or broken shift cable
3. Wiring, terminals or connectors

Scheme 653

Scheme 654

When the TCS switch is depressed and the transmission will not disengage or engage the overdrive function, the possible causes are

1. Blown fuse
2. Short to ground
3. Short to open
4. Faulty switch
5. Wiring, terminals or connectors

Scheme 655

Scheme 656

If the TCS switch is depressed and the does not illuminate, the possible causes could be

1. Faulty PCM
2. Short to ground
3. Short to open
4. Faulty TCS switch
5. Wiring, terminals or connectors

Scheme 657

If the TCS switch is depressed and the light does not turn off, the possible causes could be

1. Faulty PCM
2. Short to ground
3. Short to open
4. Faulty TCS switch
5. Wiring, terminals or connectors

Scheme 658

Scheme 659

Scheme 660

Scheme 661

Brake Shift Interlock Actuator

1. Install a new steering column. For additional information, refer to «STEERING SYSTEM»(ref-194037)

Scheme 662

1. With the vehicle in PARK, position on a hoist.
2. Remove the upper and lower steering column shrouds.
3. Remove the components in the order listed in the following illustration and table.
4. To install, reverse the removal procedure.

Scheme 663

Scheme 664

1. With the vehicle in DRIVE, position on a hoist.
2. Remove the upper and lower steering column shrouds.
3. Remove the components in the order listed in the following illustration and table.
4. To install, reverse the removal procedure.