Automatic Transmission: Other Ford Focus I facelift

DIRECT CLUTCH HUB SHIM SELECTION CHART

DIRECT CLUTCH HUB SHIM SELECTION CHART

TRANSFER SHAFT SHIM SELECTION CHART

TRANSFER SHAFT SHIM SELECTION CHART

DIFFERENTIAL SHAFT SHIM SELECTION CHART

DIFFERENTIAL SHAFT SHIM SELECTION CHART

INTERMEDIATE/OVERDRIVE BAND BOLT CHART

INTERMEDIATE/OVERDRIVE BAND BOLT CHART

LINE PRESSURE CHART

LINE PRESSURE CHART

STALL SPEED CHART

STALL SPEED CHART

PWM Solenoid Valves 1-3

PWM solenoid valves 1, 2 and 3 control the pressure to the bands and clutches.

Shift Solenoid (On/Off) Valves 1 and 2

The shift solenoid (on/off) valves switch the different oil passages in the valve body to direct the pressure to the individual clutches and bands.

The use of the shift solenoid valves are needed for direct actuation of the individual clutches and bands.

Main Regulating Valve

The main regulating valve (variable force solenoid) controls the required main line pressure for the individual transmission ranges.

The main line pressure is controlled dependent on the current engine load.

Scheme 46

The shift lever is secured on a square on the manual shaft. Axial movement of the selector lever cable is changed into rotation of the manual shaft.

In the transmission, the manual shaft operates the parking pawl engaging lever and the actuating lever of the manual valve.

The manual valve, a valve operated entirely manually, is moved by means of the manual valve actuating lever in the valve body.

The manual valve guarantees the functions during hydraulic emergency operation.

Scheme 47

The transmission end of the manual selector lever cable is attached to a ball on the lever on the manual shaft.

The cable abutments are secured to the transmission housing, and then to the bracket of the manual selector lever.

The adjuster for the manual selector lever cable is located at the transmission side of the sheath.

At the manual selector lever end the cable is clipped onto a ball.

Scheme 48

The final drive input gear is splined to the planet carrier of the front planetary gear set and drives the transfer shaft input gear of the intermediate gear stage.

The transfer shaft output gear of the intermediate gear stage drives the final drive assembly.

The torque is transmitted to the halfshafts through the final drive assembly.

The differential offsets differences in speed of rotation of the halfshafts.

The intermediate gear stage is designed so that the final drive ratio can be adapted to requirements when the automatic transmission is used in conjunction with different engines.

Range Selection

The transaxle range selector has 6 positions: P, R, N, D, 2, 1.

Scheme 49

Park

In manual selector lever position P no gear is selected. The parking pawl is engaged manually by the manual selector lever cable and the shift shaft.

For safety reasons, always apply the parking brake whenever the vehicle is parked.

Reverse

In manual selector lever position R reverse gear is selected. REVERSE allows the vehicle to be operated in a rearward direction, at a reduced gear ratio.

Neutral

In manual selector lever position N no gear is selected. The driveline is not locked, so the wheels are free to rotate.

The vehicle may be started in NEUTRAL.

Drive

In manual selector lever position D and when the O/D switch is not pressed, the transmission control allows all the gears to be selected. When the O/D switch is pressed, shifting into 4th gear is prevented or the transmission shifts down to 3rd gear.

1 Position

In manual selector lever position 1 only 1st gear is selected. In addition to the 1st gear one-way clutch, the transmission control closes the reverse gear brake to produce engine braking effect in overrun.

If the manual selector lever is moved to position 1 at an excessive vehicle speed for 1st gear, the transmission control only allows the downshift to take place when the corresponding vehicle speed has been reached.

2 Position

In manual selector lever position 2 only 2nd gear is selected. The transmission control does not allow shifting into 1st gear.

If the manual selector lever is moved to position 2 at an excessive vehicle speed for 2nd gear, the transmission control only allows the downshift to take place when the corresponding vehicle speed has been reached.

Scheme 50

Scheme 51

Scheme 52

Planetary Gear Sets

The individual gears are shifted by means of 2 planetary gear sets, connected one behind the other.

Clutches and Bands

The individual ratios are selected by means of 4 multi-plate clutches, a brake band and a roller one-way clutch.

The components are controlled by the PCM through pulse width modulation (PWM) solenoid valves.

Scheme 53

The torque converter transmits engine torque hydraulically to the transmission input shaft.

The stator boosts the torque to the input shaft (approximately 85% difference in speed between the impeller and the turbine).

The stator is made of synthetic resin to reduce weight.

To increase the efficiency of the automatic transmission, the torque converter has an apply clutch. When the torque converter lock-up clutch is closed, the torque is transmitted directly from the crankshaft through the torque converter housing to the transmission input shaft.

The torque converter clutch is applied hydraulically by the PCM by means of the solenoid valves in the valve body in 3rd and 4th gears. Apply is dependent on the throttle position, vehicle speed and manual selector lever position.

Scheme 54

The fluid pump is a crescent gear pump and is driven directly from the crankshaft by means of drivers on the converter impeller hub. The fluid pump is bolted to the transmission housing.

The stator support is part of the fluid pump. Splines on the support locate and hold the converter stator.

Scheme 55

Scheme 56

The PCM is located under the trim panel on the right-hand A-pillar.

On vehicles with automatic transmissions, the EEC-V PCM controls the transmission in addition to the engine management system. In this case, a module with 104 pins is used.

The PCM evaluates the incoming signals from the individual sensors and actuates the solenoid valves in the valve body of the transmission directly according to the operating state.

Diagnostic checks can be carried out on the transmission through the data link connector (DLC) above the central junction box (CJB).

Emergency Operating Program

If correct gear shifting can no longer be guaranteed due to failure of certain signals, the PCM changes to an emergency operating program.

The driver is informed of the operation of the emergency operating program by the illumination of the powertrain warning indicator in the instrument cluster.

Continued motoring is guaranteed in the following limited conditions

1. Maximum main line pressure
2. Third gear in manual selector lever positions D, 2 and 1 without the torque converter lock-up clutch
3. Reverse gear in manual selector lever position R

Throttle Position (TP) Sensor

The throttle position (TP) sensor is located on the throttle body.

It supplies the PCM with information about the position of the throttle plate.

It also detects the speed of actuation of the throttle plate.

The PCM uses the signals for the following functions among other things

1. to determine the shift timing.
2. to control the main line pressure.
3. to control the torque converter lock-up clutch.
4. for kickdown.

In case of absence of the TP signal the engine control uses the signals of the mass air flow (MAF) and intake air temperature (IAT) sensors as a substitute signal. The main line pressure is increased and hard shifts may occur.

Mass Air Flow (MAF) and Intake Air Temperature (IAT) Sensor

The MAF sensor is located between the air cleaner housing and the air intake hose leading to the throttle housing.

The IAT sensor is incorporated in the housing of the MAF sensor.

The MAF sensor in conjunction with the IAT sensor provides the PCM with the primary load signal.

The PCM uses the signals for the following functions among other things

1. to control the shift operations.
2. to control the main line pressure.

If the MAF sensor fails, the signal of the TP sensor is used as a substitute.

Crankshaft Position (CKP) Sensor

The crankshaft position (CKP) sensor is located on the engine/transmission flange.

The CKP sensor is an inductive sensor which provides the PCM with information about the engine speed and position of the crankshaft.

The signal is used for the following functions among other things

1. to control the torque converter lock-up clutch.
2. to check the torque converter slip.
3. to control the main line pressure.

No substitute signal is available for the CKP sensor. If the signal is not present, the engine stops.

Turbine Shaft Speed (TSS) Sensor

The turbine shaft speed (TSS) sensor is located in the transmission housing over the transmission input shaft.

The TSS sensor is an inductive sensor which senses the speed of rotation of the transmission input shaft.

The signal is used for the following functions

1. to control the shift operations.
2. to control the torque converter clutch.
3. to check the torque converter slip.

If the TSS sensor fails, the signal of the output shaft speed (OSS) sensor is used as a substitute signal.

Scheme 57

The OSS sensor is located in the transmission housing above the rotor in the differential.

The OSS sensor is an inductive sensor which detects the vehicle speed by means of a rotor on the differential.

The signal is used for the following functions among other things

1. to determine the shift timing.
2. to supply the vehicle speed input signal for the PCM.

If the OSS sensor fails, the signal of the TSS sensor is used as a substitute signal.

Scheme 58

The transmission range (TR) sensor is located on the manual shaft on the transmission housing.

When the manual shaft is moved by means of the manual selector lever cable, an engagement pin in the inner ring of the TR sensor moves through the different positions. The signals are transmitted to the PCM, the reversing lamps and the starter inhibitor relay.

Note. Correct operation of the TR sensor is only guaranteed when the manual selector lever cable is adjusted correctly.

The signals of the TR sensor are used for the following functions

1. to recognize the manual selector lever position.
2. to actuate the starter inhibitor relay.
3. to actuate the reversing lamps.

No substitute signal is available for the TR sensor.

If the connection is cut, the vehicle cannot be started.

Stoplamp Switch

The brake pedal position (BPP) switch is mounted on the brake pedal bracket.

It switches the stoplights on and tells the EEC-V PCM when the brakes are applied.

The signal of the stoplamp switch is used by the PCM for the following functions

1. to release the torque converter lock-up clutch when the brake pedal is depressed.
2. to switch off the manual selector lever shift lock when the brake pedal is depressed in PARK.

No substitute signal is available for the BPP switch.

If the connection to the BPP switch is cut, the manual selector lever cannot be moved out of PARK.

Air Conditioning

If the PCM registers a kickdown signal (WOT, throttle plate opened 95%), the air conditioning is switched off for a maximum of 15 seconds.

Starter Inhibitor Relay

The relay prevents the engine starting in manual selector lever positions R, D, 2 and 1.

The relay obtains the information about the position of the selector lever directly from the TR sensor.

Ignition Key Lock Solenoid

The solenoid is incorporated in the ignition lock. In manual selector lever position P the ground connection to the solenoid is cut. The locking pin does not engage in the ignition lock.

In all the other manual selector lever positions, the ground connection to the solenoid is closed and the locking pin engages in the ignition lock.

When the manual selector lever is not in position P, removal of the ignition key is prevented.

O/D Indicator

The O/D indicator is located in the instrument cluster and is colored green.

Scheme 59

It tells the driver that shifting into 4th gear is prevented by the transmission control.

The O/D light flashes to tell the driver that the transmission control has switched to the emergency operating program or that the transmission fluid temperature is too high.

Know and Understand the Concern

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

1. Hot or cold vehicle temperature
2. Hot or cold ambient temperature
3. Vehicle driving conditions
4. Vehicle loaded/unloaded

After understanding when and how the concern occurs, proceed to verify the concern.

Verification of Condition

This instruction provides information that must be used in both determining the actual cause of customer concerns and executing the appropriate procedures.

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

Determine Customer Concern

Note. Some transaxle conditions can cause engine concerns. The torque converter clutch (TCC) 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.

Selector Lever Linkage Check

Check selector lever linkage adjustment by matching the detents in the selector lever with those in the transaxle. If they match, the error is in the indicator. Do not adjust the selector lever linkage.

Hydraulic leakage at the manual control valve can cause delay in engagements and slipping while operating if the selector lever linkage is not correctly adjusted. Refer to AUTOMATIC TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS article for selector lever linkage adjustment.

Check TSBs

Refer to all TSBs which pertain to the transaxle concern and follow 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 transaxle. For example, OSC allows the technician to shift the transaxle only when commanding a gear change. If the technician commands 1st gear in OSC, the transaxle will remain in 1st 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 2 modes of operation for transaxle, 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 transmission range (TR) sensor and the vehicle speed sensor (VSS) must be operational. No diagnostic trouble codes (DTCs) related to the TR sensor or the VSS can be present.

Note. Technician should carry out a key off before initiating any OSC activities in order to clear any previously learned failure mode effects management (FMEM) actions from the vehicle memory.

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. If, AFTER SENDING an OSC value, the vehicle requirements are no longer met, the PCM will cancel the OSC value and NO ERROR message will appear. Once the vehicle requirements are met again, the PCM will automatically SEND the previous OSC value without any additional actions required by the technician.
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 On-Demand Self Tests."
8. Carry out test and record DTCs.
9. Repair all non-transaxle DTCs.
10. Repair all VSS and TR sensor DTCs.
11. Make sure that VSS/TR sensors are functional.
12. Select "Active Command Modes."
13. Select "Output State Control."
14. Select "Trans-Bench Mode or Trans-Drive Mode."

OSC - Transaxle Bench Modes

The following Transaxle BENCH Modes may be used as necessary during diagnostics.

SSA, SSB in Bench Mode

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

1. SSA - Activates SSA OFF or ON.
2. SSB - Activates SSB OFF or ON.

OSC "SSA/B" BENCH Mode operates ONLY when

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

OSC Command Values

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

BENCH Mode procedure for SSA, SSB

Follow operating instructions from the scan tool 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 (SS1, SS2)."
6. Select "ON" to turn solenoid ON.
7. Press "SEND" to send command.
8. Select "OFF" to turn solenoid OFF.
9. Press "SEND" to send command.
10. Select "XXX" to cancel at any time.
11. Press "SEND."

SSC, SSD and SSE in Bench Mode

The BENCH Mode is also used to test the functionality of pulse width modulated solenoids of the transaxle. During Bench Mode, the SSC/D/E solenoids can ramp in increments of 25% from 0% to 100% duty cycle and 100% to 0% duty cycle.

The OSC functions for the parameters SSC/D/E allow the technician to choose the following options

1. SSC - Activates SSC to selected values.
2. SSD - Activates SSD to selected values.
3. SSE - Activates SSE to selected values.
4. 00 - sets SSC/D/E duty cycle to 00%.
5. 25 - sets SSC/D/E duty cycle to 25%.
6. 50 - sets SSC/D/E duty cycle to 50%.
7. 75 - sets SSC/D/E duty cycle to 75%.
8. 100 - sets SSC/D/E duty cycle to 100%.

OSC "SSC/D/E" BENCH Mode operates ONLY when

1. VSS and TR sensor are operational.
2. No VSS and TR sensor DTCs.
3. Transaxle range selector level in P.
4. Key ON.
5. Engine ON.
6. Engine speed at least 1,500 RPM.
7. Pressure gauge installed (optional).

OSC Command Values

1. 00 - sets SSC/D/E duty cycle to 00%.
2. 25 - sets SSC/D/E duty cycle to 25%.
3. 50 - sets SSC/D/E duty cycle to 50%.
4. 75 - sets SSC/D/E duty cycle to 75%.
5. 100 - sets SSC/D/E duty cycle to 100%.
6. XXX - cancels OSC value sent.
7. SEND - sends the values to PCM.

BENCH Mode procedure for SSC, SSD and SSE

Follow operating instructions from the scan tool 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 - SSC, SSD, SSE."
6. Select Value "0-100 percent."
7. Press "SEND" to send command.
8. Select "XXX" to cancel at any time.
9. Press "SEND" to send command.

PCA in Bench Mode

Note. PCA, EPC and VFS all refer to the solenoids. PCA is preferred for this transmission because the scan tool displays PCA.

The BENCH Mode procedure for SSC, SSD and SSE is also used to test the functionality of the transaxle electronic pressure control. During BENCH Mode, the PCA solenoid can ramp in increments of 20 psi from 50 psi to 150 psi and 150 psi to 50 psi.

Note. PCA pressure represents transaxle line pressure. The technician should measure PCA pressure using the line pressure tap.

The OSC function for the parameter PCA allows the technician to choose the following options

1. EPC - Activates PCA to selected values.
2. 50 - sets PCA pressure to 50 psi.
3. 70 - sets PCA pressure to 70 psi.
4. 90 - sets PCA pressure to 90 psi.
5. 110 - sets PCA pressure to 110 psi.
6. 130 - sets PCA pressure to 130 psi.
7. 150 - sets PCA pressure to 150 psi.

OCS "PCA" BENCH Mode should ONLY be operated to check PRESSURE FUNCTIONALITY using an installed pressure gauge when

1. VSS and digital TR sensor are operational.
2. No VSS and digital TR sensor are operational.
3. Key ON.
4. Engine ON.
5. Engine speed at least 1,500 RPM.

OSC "PCA" BENCH Mode should ONLY be operated to compete PCA SOLENOID CIRCUIT PINPOINT TESTS when

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

OSC Command Values

1. 50 - sets PCA pressure to 50 psi.
2. 70 - sets PCA pressure to 70 psi.
3. 90 - sets PCA pressure to 90 psi.
4. 110 - sets PCA pressure to 110 psi.
5. 130 - sets PCA pressure to 130 psi.
6. 150 - sets PCA pressure to 150 psi.
7. XXX - cancels OSC sent value.
8. SEND - sends the values to PCM.

BENCH Mode Procedure for PCA

Follow operating instructions from the scan tool 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 - PCA."
6. Select Value "50 - 150 psi."
7. Press "SEND" to send command.
8. Select "XXX" to cancel at any time.
9. Press "SEND" to send the command.

OSC - Transmission Drive Modes

The DRIVE Mode allows control of 3 transaxle 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 transaxle

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 only.

Electronic Pressure Control solenoid A (EPC) for this transaxle cannot directly be controlled during DRIVE Mode testing. Pressures may be raised during an upshift via the firm shift control function (FIRM_SFT).

GEAR in Drive Mode

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

Note. When the technician commands 1st gear during OSC mode, engine braking is automatically activated for 1st gear. Be aware that normal transaxle operation does not use engine braking in 1st gear.

The OSC function for the GEAR parameter allows 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.

OSC "GEAR" Mode operates ONLY when

1. VSS and TR sensor are operational.
2. No VSS and TR sensor DTCs.
3. Engine "ON."
4. Transaxle range selector lever in O/D.
5. Vehicle speed is greater than 3 km/h (2 mph).
6. Gear selected is equal to or below maximum gear available (PID "GEARTOP").
7. Torque converter clutch must be commanded OFF (PID "TCC"-0 percent or OFF).
8. Maximum vehicle speed for downshift into 1st gear is 40 km/h (25 mph).
9. Maximum vehicle speed for downshift into 2nd gear is 97 km/h (60 mph).
10. Maximum vehicle speed for downshift into 3rd gear is 204 km/h (127 mph).
11. Minimum vehicle speed for an upshift to 4th gear is 32 km/h (20 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. XXX - cancels OSC sent value.
6. SEND - sends the values to PCM.

Drive Mode Procedure for GEAR

Note. The OSC GEAR Mode is not allowed when the torque converter clutch is commanded ON. The normal transmission strategy may command the torque converter clutch to engage in 3rd gear when using OSC gear. If this occurs, the OSC gear will be cancelled and the PCM will command the normal shift schedule. Therefore, it is advisable to use the OSC "TCC" to command the torque converter clutch OFF before using OSC gear. Refer to TCC in Drive Mode .

Follow operating instructions from the scan tool 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 - GEAR."
6. Select Value "1-4."
7. Press "SEND" to send command.
8. Re-Select Value "1-4."
9. Press "SEND" to send command.
10. Select "XXX" to cancel at any time.
11. Press "SEND" to send command.

TCC in Drive Mode

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

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

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

OSC "TCC OFF" DRIVE Mode operates ONLY when

1. VSS and TR sensors are operational.
2. No VSS and TR sensor DTCs present.
3. Engine ON.
4. Transaxle range selector lever in O/D.
5. Vehicle speed is greater than 3 km/h (2 mph).
6. No transaxle gear shifts are in progress.

OSC "TCC ON" DRIVE Mode operates ONLY when

1. VSS and TR sensors are operational.
2. No VSS and TR sensor DTCs present.
3. Engine "ON".
4. Transaxle range selector lever in O/D.
5. Vehicle speed is greater than 3 km/h (2 mph).
6. Transaxle in second or higher gear.
7. TFT is between 16°C and 133°C (60°F and 270°F).
8. Brake is "OFF" when vehicle speed is below 20 mph.
9. Engine speed at least 1,500 RPM.
10. Speed ratio across the converter (PID "TCCRAT") is between 0.70 and 1.05.
11. No transaxle gear shifts are in progress.

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 Procedure for TCC

Follow operating instructions from the scan tool 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 TCC ON.
7. Press "SEND" to send command.
8. Select "OFF" to turn TCC OFF.
9. Press "SEND" to send command.
10. Select "XXX" to cancel at any time.
11. Press "SEND" to send command.

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. Firmer 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 EPC solenoid test 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 firm shift channel.
2. ON - sets control pressure high for all upshifts (determined by the PCM).
3. OFF - sets control pressure to normal for all upshifts (determined by the PCM).

OSC "FIRM_SFT" DRIVE Mode operates ONLY when

1. VSS and TR sensor are operational.
2. No VSS and TR sensor DTCs present.
3. Transaxle range selector lever in O/D.
4. Engine "ON."
5. Key "ON."
6. Vehicle speed greater than 2 mph.
7. TCC cannot be forced ON using NGS OSC mode (PID "OSCTCC" not equal to ON)

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 scan tool 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. Select "ON" to turn Firm Shift Mode ON.
7. Select "SEND" to send command.
8. Select "OFF" to turn Firm Shift Mode OFF.
9. Select "SEND" to send command.
10. Select "XXX" to cancel at any time.
11. Select "SEND" to send command.

Using Output State Control (OSC) and Accessing PIDs

To confirm that the output state control (OSC) value was sent by the scan tool and the PCM has accepted the OSC substitution, a corresponding PID or PIDs for each OSC parameter should be monitored. Additional PIDs should be monitored to help the technician adequately diagnose the transaxle.

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

To confirm that the OSC substitution occurred, command the OSC value and monitor the corresponding PID value. If the value of the corresponding PID is the same as the value sent from OSC, then the OSC substitution was successful.

The following general PID list may be of use to the technician when exercising OSC

Before Pinpoint Tests

Note. Before entering pinpoint tests, check the 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 the Introduction - Gasoline Engines article.

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 Diagnostic Trouble Code (DTC) Charts for the appropriate repair procedure. Prior to entering pinpoint tests, refer to any TSBs for transaxle concerns.

Pinpoint Tests - OSC Equipped Vehicle

Special Tools Illustration Tool Name Tool Number 73 III Automotive Meter 105-R0057 or equivalent Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool Pressure Gauge Assembly 307-004 (T57L-77820-A)

Scheme 60

Any time an electrical connector or solenoid body is disconnected, inspect the connector for terminal condition, corrosion and contamination. Also inspect the connector seal for damage. Clean, repair or install new as necessary.

Engine Idle Speed Check

Refer to the Introduction - Gasoline Engines article for diagnosis and testing of the engine idle speed.

Main Control

Material

Material

Scheme 61

Output Shaft Speed (OSS) Sensor

Material

Scheme 62

Halfshaft Seal - LH

Special Tools Illustration Tool Name Tool Number Slide Hammer 100-001 (T50T-100-A) Adapter for 303-224 (Handle) 205-153 (T80T-4000-W) Remover, Halfshaft 205-241 (T86P-3541-A) Installer, Axle Oil Seal 205-259 (T87P-3254-A) Remover, Tie-Rod End 211-001 (TOOL-3290-D)

Scheme 63

Scheme 64

Halfshaft Seal - RH

Special Tools Illustration Tool Name Tool Number Adapter for 303-224 (Handle) 205-153 (T80T-4000-W) Installer, Output Shaft Seal 307-572

Scheme 65

Transmission Range (TR) Sensor

Special Tools Illustration Tool Name Tool Number Alignment Tool, Transmission Range Sensor 307-415

Scheme 66

Transaxle

Special Tools Illustration Tool Name Tool Number Slide Hammer 100-001 (T50T-100-A) Remover, Halfshaft 205-241 (T86P-3541-A) Remover, Tie-Rod End 211-001 (TOOL-3290-D) Support Bar, Engine 303-290-A Adapter for 303-290A 303-290-01 Adapter for 303-290A (Support Leg) 303-290-03A Retainer, Torque Converter 307-346 (T97T-7902-A) Lifting Bracket, Engine 303-050 (T70P-6000)

Scheme 67

Special Tools Illustration Tool Name Tool Number Handle, Torque Converter 307-091 (T81P-7902-C) Holding Tool, Final Drive Input Gear 307-413 Mounting Bracket, Transmission 307-410 Socket, Final Drive Input Nut 307-414 Retainer, Torque Converter 307-346 (T94T-7902-A) Wrench Guide Plate 307-420 Step Plate 205-D015 (T80L-630-4) Bearing Puller 205-D064 (D84L-1123-A) Remover/Installer, Front Wheel Hub 204-069 (T81P-1104-C)

Scheme 68

Scheme 69

Material

Transfer Shaft

Special Tools Illustration Tool Name Tool Number Bearing Puller 205-D064 (D84L-1123-A) Front Hub Tool 204-069 (T81P-1104-C) Shaft Rear Bearing Replacer 303-551 (T96P-6A333-CH) Step Plate 205-D015 (D80L-630-4)

Forward Clutch

Special Tools Illustration Tool Name Tool Number Compressor, Spring Washer 307-209 Dial Indicator Gauge With Holding Fixture 100-002 (TOOL-4201-C)

Material

Scheme 70

Direct Clutch

Special Tools Illustration Tool Name Tool Number Compressor, Spring Washer 307-209 Dial Indicator Gauge With Holding Fixture 100-002 (TOOL-4201-C)

Material

Scheme 71

Reverse Clutch

Special Tools Illustration Tool Name Tool Number Compressor, Clutch Spring 307-015 (T65L-77515-A)

Scheme 72

Material

Scheme 73

Transaxle Case

Special Tools Illustration Tool Name Tool Number Adapter for 309-224 (Handle) 205-153 (T80T-4000-W) Installer, Axle Oil Seal 205-259 (T87P-3254-A) Installer, Differential Bearing Cup 205-118 (T77F-4222-A) Installer, Differential Bearing Cup 308-163 (T88C-77000-FH) Installer, Transfer Gear Bearing Cup 307-418 Remover, Pilot Bearing 308-001 (T58-L-101-B) Remover, Stator Case Bearing 307-163 (T86P-70043-A)

Scheme 74

Scheme 75

Scheme 76

Special Tools Illustration Tool Name Tool Number Adapter for 303-224 (Handle) 205-153 (T80T-4000-W) Alignment Tool, Transmission Range Sensor 307-415 Handle, Torque Converter 307-091 (T81P-7902-C) Holding Tool, Final Drive Input Gear 307-413 Installer, Axle Oil Seal 205-259 (T87P-3254-A) Installer, Differential Bearing Cup 205-118 (T77F-4222-A) Installer, Differential Fluid Seal 307-256 (T92P-77000-FH) Installer, Drive Pinion Bearing Cone 205-005 (T53T-4621-C) Installer, Drive Pinion Bearing Cup 205-024 (T67P-4616-A) Installer, Output Shaft Seal 307-572 Installer, Transfer Gear Bearing Cup 307-418 Mounting Bracket, Transmission 307-410 Plate, Bearing/Oil Seal 205-090 (T75L-1165B) Retainer, Torque Converter 307-346 (T97T-7902-A) Select Gauge, Transmission Band 307-416 Shim Gauge, Differential/Transfer Gear Bearing 307-417 Shim Selection Set 308-161 (T88C-77000-C) Shim Selection Set 308-164 (T88C-77000-JF) Socket, Final Drive Input Nut 307-414 Wrench Guide Plate 307-420

Scheme 77

Scheme 78

Scheme 79

Material

Scheme 80

Scheme 81

Scheme 82

Scheme 83

Scheme 84

Scheme 85

Scheme 86

Special Tools Illustration Tool Name Tool Number Support Bar, Engine 303-290A Adapter for 303-290A 303-290-01 Adapter for 303-290A 303-290-02 Adapter for 303-290A (Support Leg) 303-290-03A Retainer, Torque Converter 307-346 (T97T-7902-A)

Material