It was discontinued after the 1993 model year and replaced by the. I don't want to deceive myself into thinking this is some simple task, but could it be as straightforward as going in and changing out the shift solenoid? The former offers coverage over a broader range of manufacturers, while the latter is designed with a focus on the needs of a single manufacturer. . Avoid the temptation to sell it without full disclosure or have it accidentally catch on fire. But alas the transmission is now undecided between D and 2. Once that was done, I used a pry bar at the rear driver side attachment point to gain the necessary clearance for some reason I wasn't able to break free the front driver side main cross member bolt, and was afraid of breaking it, but backing it out would have helped the clearance issue tremendously for the removal of the isolator. Transmissions are not an area I have experience either.
I did a little investigating not sure if I came up with the correct info, though and found some info regarding testing the solenoid coil resistance. The most common cause of this problem is a malfunctioning. The shift solenoids are inside the side cover of the transmission and it's quite a job to get that cover off, you practically have to take the trans out of the car. Does anyone agree with my findings? If anyone has any experience in this area, I would greatly appreciate all of the input that I can get. Usually, when the converter clutch is fully applied, the engine rpm and turbine rpm are identical. Aussi Taurus 96 wrote: Hi Eric I've finally joined.
The shroud cover over the B coil was also somewhat darker and I wasn't sure if it had received excessive heat from A's failure or if it was starting to exhibit signs of failure, so I replaced it also even though the coil's resistance was within spec. The hardest part was in removing the isolator because of clearance issues. Write a headline for your review here: Write your review here: Your email: We promise to never spam you, and just use your email address to identify you as a valid customer. Another quick calculation that can be made using the same screen capture is to divide the output rpm into the turbine rpm 1619. Have you tried manually shifting the car? Was told by an auto tech that I need a scan tool to check the thermistor. I cannot tell you how much I appreciate it.
Then I removed the pan. Disconnected the trans harness and took some continuity readings between the pins. Is there a way that I can check the shift solenoid coil resistance from outside of the trans 10 Pin connector located on top? On some occasions, depending on the type of misapplication, a wrong sprocket ratio can be quickly identified by looking at these rpm readings. The transmission hesitates to engaging at a stop. And, the pan has a silicone gasket seal around it. Multiplying this number by engine rpm gives the speed of the driven sprocket.
Im suprised its not in failsafe with a 750 code, because thats a straight up eletrical code, thats when i mentioned that i was suprised it even shifted. You need to pull the diagnostic computer codes. And when it comes to automatic transmission data, it becomes an even greater challenge on several levels. Use a voltmeter to verify that voltage is being supplied to the sensor from the computer and that the scan tool is reporting all circuits open. No open readings for the solenoids.
Dividing the driven sprocket tooth count into the drive sprocket tooth count, the overall sprocket ratio is calculated to be. I used ramps, but make sure it's. Using the screen capture shown in Fig. Any guidance with any of the issues will be greatly appreciated and once again Thanks for listening everyone! A, It should be the top solenoid 1st one this can be verified by dissconnecting it when the cover is off and doing a quick ohms check. If the points are correct that I was able to locate on a diagram someone was kind enough to send supposed to be for an '02 , then I should have some good readings. They told me that the trans has to be pulled to perform the repair.
If anyone is interested in pics of the 2 solenoids removed, I can post those at a later date. One of the challenges for a scan tool manufacturer is deciding what information to put in and what to leave out. It became standard with both engines in 2003. Don't use too much or the excess will get into your '''transmission and cause a problem. After this strategy was in place, the operation of the 4L60-E remained the same from 1998 to 2005.
By the way I've watched heaps of your videos. I can get the trans to make the shift by backing completely out of the throttle around 35mph, but as soon as you attempt to ease back into the throttle it downshifts back to 3rd. What i would do is disconnect the top connector and instead of powering the solenoids get a wiring diagram and ohm the shift solenoids. This time throwing 3: 0743 torque converter circuit electrical 0750 shift solenoid A malfunction 0760 shift solenoid C malfunction Forgot to mention, also thought I could see a bit of trans fluid in the pinout when I disconnected the harness, so I hit it with electrical contact cleaner and then swabbed it clean and dry with a Q-tip. After about 10 kilometers or 6. Otherwise the solenoid with need to be replaced.
It was used in the Lincoln Continental, Ford Tarus, Sable and Windstar. I checked for a code and found 1, the 0750 that showed up originally. It could be a bad or over tightened pan gasket or the servo gasket on the side of the transmission. Used transmissions, since there is no way to know how many miles are on them, may fail at any time. Fluid can be coming from a number of different places. Feb 20, 2011 You may want to change the vehicle speed sensor first. The A '''Solenoid has a white wire going to it, it's a small '''solenoid in the center on the right.