SECTION : 307-01b ZF 6HP26/X 6 Speed Automatic
Transmission
VEHICLE APPLICATION : 2006.0 BF Falcon
CONTENTS
PAGE
DESCRIPTION AND OPERATION
Gear Train ...307-01b-1 Driver Characterisation ...307-01b-1 Enhanced Adaptive Shift Strategy ...307-01b-1 Advanced 6-Speed Features ...307-01b-1 Upshift prevention going down steep hill (not in "manual" mode) ...307-01b-1 Emergency downshifts in Sequential Sports Shift ("manual") mode only ...307-01b-1 Downshift on braking downhill (excluding XR6 Turbo & XR8) (not in "manual" mode) ...307-01b-1 Advanced Features Dependent on Driver Characterization ...307-01b-1 Gearhold around corners (not in "manual" mode) ...307-01b-1 Early downshifts with hard braking (not in "manual" mode) ...307-01b-1 Gearhold going uphill/downhill (not in "manual" mode) ...307-01b-1 Upshift prevention with fast-off accelerator pedal (not in "manual" mode) ...307-01b-2 New fine-feel shift-lever ...307-01b-2 Drive and Reverse Engagement ...307-01b-2 Sequential Sports Shift (carryover from 4-speed) ...307-01b-2 All clutch no bands ...307-01b-2 Converter clutch lock-up in all gears ...307-01b-2 Closed-loop shift control ...307-01b-2 Internal Transmission Control Module (TCM) ...307-01b-2 Improved Transmission Cooling ...307-01b-2 Upshifts ...307-01b-3 Downshifts ...307-01b-3 Coastdown ...307-01b-3 Torque Demand ...307-01b-3 Kickdown ...307-01b-3 Sequential Sports Shift (Range Selection) ...307-01b-3 Operating the 6-speed transmission ...307-01b-4 Gear Selection ...307-01b-4 Adaptive Automatic Mode ...307-01b-4 Forced downshifting – kickdown. ...307-01b-5 Performance Automatic (Sport) Mode ...307-01b-5 Manual Mode ...307-01b-5 1 = First ...307-01b-5 2 = Second ...307-01b-5 3 = Third ...307-01b-5 4 = Forth ...307-01b-6 5 & 6 = Fifth and Sixth ...307-01b-6 Forced downshifting - emergency kickdown ...307-01b-6 Transmission fault ...307-01b-6 Transmission overheat ...307-01b-6 Torque converter ...307-01b-6 Torque Converter Lock-up Clutch ...307-01b-8 Geartrain ...307-01b-8 Gear Ratio ...307-01b-8 Single Planetary Gearset ...307-01b-9 Double Planetary Gearset ...307-01b-10 01/2006 2006.0 BF Falcon
Apply Components ...307-01b-11 Shift Elements ...307-01b-11 Shift overlap control ...307-01b-14 Hydraulic System ...307-01b-14 Fluid Pump ...307-01b-14 Fluid Pan, Gasket and Filter ...307-01b-17 Transmission Control Module (TCM) and Main Control Valve Body ...307-01b-17 Electrostatic Discharge (ESD) ...307-01b-17 Personal Wrist-Band Earthing ...307-01b-18 Shoes and Foot Earthing Straps ...307-01b-18 Transmission Link Harness Electrical Connector Layout ...307-01b-18 Transmission Electronic System ...307-01b-20 TCM ...307-01b-20 Solenoids ...307-01b-20 Controller Area Network (CAN) Interface ...307-01b-20 Brake Pedal Position (BPP) Switch ...307-01b-20 Engine Coolant Temperature (ECT) Sensor ...307-01b-20 Accelerator Pedal Position (APP) Sensor ...307-01b-21 Input Shaft Speed (ISS) Sensor ...307-01b-21 Output Shaft Speed (OSS) Sensor ...307-01b-21 Transmission Fluid Temperature (TFT) Sensor ...307-01b-21 Position sensor ...307-01b-21 3-Bit Code ...307-01b-21 Sport mode shifter position ...307-01b-21 TCM Monitoring Functions ...307-01b-21 Supply Monitoring ...307-01b-21 Solenoid Supply Monitoring ...307-01b-21 Sensor Supply Monitoring ...307-01b-22 Electronically Erasable Program Read Only Memory (EEPROM) Monitoring ...307-01b-22 Watchdog Monitoring ...307-01b-22 Monitoring the Substrate Temperature Sensor ...307-01b-22 Plausibility Checking ...307-01b-22 Pressure Regulator/Solenoid Monitoring ...307-01b-22 Output Speed Monitor ...307-01b-22 Input Speed Monitor ...307-01b-22 Transmission Fluid Temperature Sensor Monitoring ...307-01b-22 Position Sensor Monitoring ...307-01b-23 Gear Ratio Monitoring ...307-01b-23 Torque Converter Monitoring ...307-01b-23 Torque Converter Lock-up Control ...307-01b-23 Shift Energy Management ...307-01b-23 Pressure Modulation ...307-01b-23 Shift Quality Adapts ...307-01b-23 Shift Point Selection ...307-01b-23 Transmission Shift selection ...307-01b-24 Shift Map Selection ...307-01b-24 Normal Mode ...307-01b-24 Cruise Mode ...307-01b-24 Hot Mode ...307-01b-24 Traction Control Mode ...307-01b-24 Hill/Trailer Towing Mode ...307-01b-24 Driving Mode Priority ...307-01b-24 Adaptive Shift Strategies ...307-01b-25 Safety features ...307-01b-25
DIAGNOSIS AND TESTING
Diagnostic Strategy ...307-01b-26 Basic Diagnosis ...307-01b-27 Check Fluid Level & Condition ...307-01b-27 TRANSMISSION QUICK REFERENCE DTC LIST ...307-01b-28 CONTINUOUS (Cont.) ...307-01b-28 KEY-ON ENGINE-OFF (KOEO) ...307-01b-28 KEY-ON ENGINE-RUN (KOER) ...307-01b-28 MIL ON Y/N ...307-01b-28 General note when encountering multiple DTC’s ...307-01b-28 Using the World-wide Diagnostic System (WDS) ...307-01b-29 Transmission Fluid Level Checks. ...307-01b-29 Transmission Link Harness Electrical Connector Layout ...307-01b-63 Electrostatic Discharge (ESD) ...307-01b-63 Personal Wrist-Band Earthing ...307-01b-63 Shoes and Foot Earthing Straps ...307-01b-63 Transmission Link Harness Electrical Connector Layout ...307-01b-63 System inputs and outputs ...307-01b-66 GENERAL PROCEDURES
Transmission fluid level check ...307-01b-67 Transmission Fluid Drain and Refill ...307-01b-68 Transmission Fluid leak RectificationProcedures. (Transmission Installed) ...307-01b-68 REMOVAL AND INSTALLATION
Oil pan / Oil pan gasket replace ...307-01b-69 Parking lock seal ...307-01b-69 Output shaft seal ...307-01b-70 Mechatronic plug O-ring seal replacement ...307-01b-74 Selector Shaft Seal ...307-01b-75 Gearbox Breather Pipe replacement ...307-01b-76 Mechatronic unit and mechatronic unit seals ...307-01b-77 Renew the torque converter and shaft sealing ring on the oil pump ...307-01b-82 Transmission ...307-01b-84
The ZF 6HP26 automatic transmission has been large caravan/float/trailer it will hold 4th gear while developed for vehicles with an engine torque of up to cruising). This results in improved performance and 600 Newton-metres (Nm). This transmission uses reduced fuel consumption.
planetary gears with hydraulic-electronic control. The
Advanced 6-Speed Features
transmission control module (TCM) and the main
control valve body units form a composite element Upshift prevention going down steep hill with that is installed as a single unit inside the automatic zero accelerator pedal application (not in transmission.
"manual" mode)
Gear Train This feature prevents upshifts beyond 2nd gear with
zero accelerator pedal application to prevent a This transmission features a world-class Lepelletier
running away feeling when travelling down steep gear train as used by Jaguar, BMW and Audi which is
enough hills. light-weight and high-efficiency with a high-torque
capacity. Emergency downshifts in Sequential Sports
The low first gear ratio and higher top gear ratio Shift ("manual") mode only ensure a livelier and more energetic performance with
When driving in "manual" mode, if the accelerator greatly improved launch feel and Wide Open Throttle
pedal kickdown switch is activated the transmission performance, with the added benefits of smoother
will downshift to 3rd gear (or even 2nd if vehicle shift quality (sometimes shifts between 4th, 5th and
speed is slow enough) to provide good acceleration 6th are imperceptible) and reduced fuel consumption.
when the driver forgets that they are in "manual" The smaller steps from 3rd to top gear also ensure
mode, which would be useful when overtaking. less "busyness" (hunting) between gears - the
transmission is in the right gear at the right time Downshift on braking downhill (excluding resulting in improved performance and reduced fuel XR6 Turbo & XR8) (not in "manual" mode) consumption compared to the 4-speed transmission.
When braking sufficiently when driving downhill, the
Driver Characterisation transmission will downshift to provide increased
engine braking. Driver Characterisation matches transmission
performance to the current driving style by
Advanced Features Dependent on Driver
considering acceleration rates, brake application andCharacterization
cornering speed to ensure the vehicle is in the right
gear at the right time without undesired gear shifts. NOTE: The availability of the following Advanced
Features is dependent on the driver characterization The transmission "learns" the driver’s style, from a
(refer to Driver Characterisation). "base" fuel economy bias (0 counts) up to a "sporty"
driver (100 counts). By shifting the selector lever
Gearhold around corners (not in "manual" across the gate from D to Performance mode (the
mode) "manual" mode position), the driver characterisation
increases by 100 points instantly, making the This feature prevents upshifts when cornering fast to Advanced Features more available (i.e. if it had learnt prevent busyness when cornering and provide to 40 counts in D, when you push the lever to the improved response when exiting the corner. "manual" mode position it would become 140 counts).
In Performance mode, the driver characterisation can Early downshifts with hard braking (not in learn from "sporty" (100 counts) up to "enthusiast" "manual" mode)
(200 counts).
When heavy braking is detected, the transmission downshifts early to provide increased engine braking
Enhanced Adaptive Shift Strategy
and be in the right gear for tip-in. The shift strategy is adapted according to vehicle
Gearhold going uphill/downhill (not in speed and load on the vehicle. Modes include:
economy, performance, sports, up-hill, down-hill and "manual" mode) trailer towing.
If the accelerator pedal is released when travelling When towing, the transmission perceives the load as uphill, upshifts are prevented to reduce busyness on a hill and employs gear hold logic e.g. if towing a grades. If the accelerator pedal is released when caravan on a highway, the transmission will cruise in travelling downhill, if steep enough, upshifts are 5th gear and only change to 6th for downhill (or for a prevented to reduce running away feeling.
heavy loads at low speeds, e.g. in city driving or hilly Upshift prevention with fast-off accelerator
terrain, there is much better transmission cooling and pedal (not in "manual" mode)
reduced fuel consumption. Upshifts are prevented when the throttle is backed off
Closed-loop shift control very quickly to reduce busyness in sporty driving.
A closed-loop shift control strategy ensures consistent New fine-feel shift-lever
shift quality across variations in transmissions and A uniquely styled shift-lever has been developed for engines resulting in a more refined shift quality versus vehicles fitted with the all new 6-speed automatic time and across manufacturing tolerances.
transmission which incorporates improved feel and
Internal Transmission Control Module (TCM) reduced rigidity to ensure clean shifts, improved noise
and a more precise, engineered feel. The internal TCM is matched to the transmission’s The steel shaft improves the stiffness while the valve bodies during the transmission’s assembly leather-look boot that replaces the slider results in ensuring refined shift quality.
improved noise & feel when changing gears.
Improved Transmission Cooling LED’s with day-time and night-time illumination
improve the appearance over the 4-speed Improved transmission cooling ensures rapid warm-up indicator/follower and improve the ability to identify and constant operating temperature resulting in gear selection in low lighting conditions, even with the reduced fuel consumption and refined shift quality and headlights off. provides the transmission a 2300kg tow capacity
without additional transmission coolers. Handle styling features have been added for model
variation/differentiation and all 6-speed automatic transmission shift-lever features a leather insert for improved feel.
The Sports mode ("manual") position has been balanced with respect to the Drive position to improve ergonomics.
The Selector Button must be depressed when shifting from Drive to Neutral to prevent inadvertently pushing the shifter into Neutral.
Drive and Reverse Engagement
A "soft" engagement feature avoids harsh take up of drive when selecting Drive or Reverse. This is achieved by limiting engine speed to 3000 rpm (6000 rpm for XR6. XR8 and redline for FPV) and provides for a rapid, but progressive, engagement of either Drive or Reverse when moving from the Park or Neutral positions.
Sequential Sports Shift (carryover from 4-speed)
As for the carryover 4-speed automatic transmission, the Sequential Sports Shift feature allows the driver to manually select his or her desired gear (within certain speed ranges) by moving the lever to the left. This feature enhances the driving experience by enabling the driver to have complete control of the transmission for occasions when manual gear selection is preferred over the automatic function.
All clutch no bands
The 6HP26 has the following features: All clutch no bands means electronic control on all Six forward speeds.
shifts resulting in a more refined shift quality.
A torque converter with an integral converter lock up clutch.
Converter clutch lock-up in all gears
Electronic shift and pressure controls. The 6-speed transmission features converter clutch
A single planetary gear set. lock-up in all gears, not just in 3rd and 4th as in the
Two fixed multi-disc brakes. scheduling, shift feel and torque converter clutch (TCC) operation.
Three multi-plate clutches.
The TCM has an adaptive learn strategy to All hydraulic functions are directed by electronic
electronically control the transmission which will solenoids to control:
automatically adjust the shift feel. Engagement feel.
Downshifts Shift feel.
Shift scheduling. Under certain conditions the transmission will
downshift automatically to a lower gear range (without Modulated torque converter clutch (TCC)
moving the gearshift lever). There are three applications.
categories of automatic downshifts, coastdown, torque Engine braking utilizing the coast clutch.
demand and forced or kickdown shifts. Engine power reaches the transmission by a torque
Coastdown converter with integral converter lock up clutch.
The 6 forward gears and 1 reverse gear are obtained The coastdown downshift occurs when the vehicle is from a single planetary set followed by a double coasting down to a stop.
planetary set also known as lepelletier-type gear sets,
Torque Demand these gear sets make it possible to obtain 6 forward
gears. The torque demand downshift occurs (automatically)
The 6HP26 Automatic Transmission is a six speed during part throttle acceleration when the demand for electronically controlled transmission comprising the torque is greater than the engine can provide at that basic elements of a TCM and main control valve body gear ratio. If applied, the transmission will disengage unit, a torque converter, one solenoid valve and six the TCC to provide added acceleration.
pressure regulators. Gear selection is achieved by the
Kickdown control of Automatic Transmission Fluid (ATF) flow to
operate various internal clutches. The TCM operates For maximum acceleration, the driver can force a the electrical components and provides for the control downshift by pressing the accelerator pedal to the of gear selection shift pressure which increases floor. A forced downshift into a lower gear is possible refinement and torque converter slip control. below calibrated speeds. Specifications for downshift In the event of a system fault the TCM also provides speeds are subject to variations due to tire size and for Failure Mode Effect Management (FMEM) to engine and transmission calibration requirements. maintain maximum functional operation of the The Accelerator Pedal Position (APP) sensor has a transmission with a minimum reduction in driver, slight tight spot near the Wide Open Throttle (WOT) passenger or vehicle safety. In the event of a total position. This allows the driver to "feel" the
loss of control or electrical power the basic approximate kickdown position. However kickdown is transmission functions Park, Reverse, Neutral and dependant on a number of variables so kickdown can Drive are retained. Also 3rd or 5th gear is retained by take place either side of the tight spot.
the hydraulic system; the gear retained is dependant
Sequential Sports Shift (Range Selection) upon the gear selected at time of the failure.
The transmission also contains turbine and output The Sequential Sports Shifter has been refined from shaft speed sensors, an internal P, R, N, D selector the 4 speed transmission. It redesign provides a more shaft position sensor, and a transmission fluid positive "feel" for the driver. The standard positions temperature sensor. The TCM also requires are; P, R, N, D, Sport, + and
-information from the Shifter, via the Printed Circuit
To engage the "sport" mode the shifter needs to be Board (PCB), to determine when the driver has pushed to the left from the D position. The redesign of initiated manual gear selection. The TCM
the shifter provides a positive engagement of sport communicates with other electronic control modules mode position. The shifter can be left in this position by the controller area network (CAN).
and the transmission will respond to the values the The TCM also provides for legislated transmission TCM has identified from the drivers style. This means diagnostics, which meet the requirements EOBD III there are no specific characteristics associated with legislation, monitoring all components, which may sport mode.
effect vehicle emissions. Additional diagnostic NOTE: When driving in sport mode 6th gear will not functions are also supported to ensure fast repairs of
automatically be selected. It can be selected manually all failures in the service environment. but then the gearbox assumes manual operation.
Upshifts Sport mode is recommended when towing to improve
the transmission cooling characteristics. Transmission upshifting is controlled by the TCM. The
TCM receives inputs from various engine or vehicle Manual operation is achieved by moving the shifter sensors and driver demands to control shift from the sport position forward (-) or rearward (+)
when driving. Up-shifting is achieved by moving the shifter rearwards (+) and then release the shifter. The shifter is spring loaded and will then return to the sport position but not into sport mode. Down-shifting is achieved by pushing the shifter forward (-) and then release.
Operating the 6-speed transmission
The Sequential Sports Shift transmission can be operated in 3 different modes:
Adaptive Automatic Mode (D) Performance Automatic Mode (S) Manual Mode (+/-)
NOTE: Do not use the Park position in place of the
park brake. Always ensure the park brake is firmly applied before leaving a parked vehicle.
R = Reverse
This gear should be selected only when the vehicle is stationary and the engine idling. R will be displayed in the instrument cluster display and R is illuminated on the gear selector console when reverse is selected.
Gear Selection
To select a gear, depress the button (1) and move selector to the desired position.
N = Neutral
This gear should be selected when starting the engine or when idling. No power is transmitted to the drive wheels. The engine will not operate over 3000 rpm (6000 rpm FPV) when neutral (N) or Park (P) is selected. N or P will be displayed on the instrument cluster and N or P is illuminated on the gear selector console.
D = Drive
WARNING: The vehicle must be brought to a The transmission will automatically select the complete stop before shifting from reverse to appropriate gear required by the driving conditions. forward or from forward to reverse gear. When the gear selector lever is in D (Drive), Adaptive
Automatic Mode is active. The transmission will Adaptive Automatic Mode
automatically select the appropriate gear and adapt to
P = Park your driving style.
This position should only be selected when the A spirited driving style will yield high performance vehicle is stationary. In this position, the transmission transmission shift patterns and firmer feel. Easy is locked. P is displayed on the instrument cluster driving will result in economical shift patterns.
display when the engine is running and P is NOTE: The transmission will automatically up-shift at illuminated on the gear selector console. Park is fully 5000 rpm to prevent engine overspeed when driven in engaged when the selector lever cannot be moved the D position and 5500 rpm when driven in the sport without first releasing the locking mechanism.
position. However if the transmission has identified a If trying to pull away in adverse weather conditions, sporty or enthusiastic driver it may delay the up-shift i.e. ice or snow, it is possible to manually select 2nd up to any point up to red line. gear to provide greater traction to the road wheels
from stationary.
Forced downshifting - kickdown. If when driving in manual mode and coast to a stop, the transmission will downshift to 2nd gear.
To obtain greater acceleration for overtaking, hill
climbing, etc. press the accelerator pedal firmly Returning to Adaptive Automatic Mode: toward the floor. The transmission will downshift to a Shifting the gear selector lever back to the ’D’ lower gear if required. position returns the transmission to the Adaptive
Automatic Mode. Depending on vehicle specifications Performance Automatic (Sport) Mode
’ADP’ will be displayed on the instrument cluster When the gear selector lever is moved to the left, the display for 5 seconds.
transmission is in Performance Automatic Mode. The
NOTE: Any gear may be selected however the
transmission will automatically select the appropriate Powertrain Control Module will only downshift to a gear for spirited driving. PERF will be displayed on the
lower gear if the vehicle is travelling below a instrument cluster for 5 seconds (dependent on predetermined speed to prevent engine overspeed. model, PERF can be permanently displayed in the
corner of the LCD screen or it can flash) and S is NOTE: When decelerating, the transmission will
illuminated on the gear selector console. The downshift automatically when a low threshold speed is transmission will now adopt a more "sporty" option reached.
with regard to gear selection based on identifying the driving style.
1 = First
NOTE: When operating in "sport" mode, 6th gear will This gear should be selected for descending extreme
not be automatically selected. gradients to provide heavy engine braking. 1 will be displayed on the instrument cluster display.
NOTE: When towing heavy loads it is recommended
NOTE: It is recommended not to exceed 50 km/h in
that Performance Mode is selected. This will result in
this gear. cooler transmission temperatures.
2 = Second Manual Mode
This gear should be selected for ascending or From the Performance Automatic Mode you can use
descending steep grades or for responsive the Sequential Sports Shift to allow you to manually
acceleration or increased engine braking. 2 will be select the gears. This is achieved by either moving
displayed on the instrument cluster display. the gear lever backwards (+) to upshift or forward (-)
to downshift. The gear selector lever returns to the NOTE: It is recommended not to exceed 75 km/h in mid (default) position when not pushed backwards or this gear.
forwards. Once a gear is selected manually the
transmission is in Manual Mode. 3 = Third
If the car is in 3rd gear and the gear selector lever is This gear should be selected for ascending or pushed forward, the instrument cluster will show ’2’ descending moderate grades or when you wish to indicating 2nd gear. Likewise, if from 2nd gear the lock out 4th, 5th and 6th gear for responsive gear selector lever is pulled backwards twice, the acceleration or increased engine braking. 3 will be instrument cluster will show ’4’ indicating 4th gear. displayed on the instrument cluster display.
If stationary, 1st gear will be automatically selected. NOTE: It is recommended not to exceed 115 km/h in this gear.
Torque converter
4 = ForthThe torque converter is a three element unit
This gear should be selected for near constant containing a single plate lock up clutch. The lock up moderate driving conditions on the urban cycle. It will clutch can be controlled and engaged in any gear 1 to provide economy and moderate engine braking if 6. The clutch is applied by removing transmission fluid required. 4 will be displayed on the instrument cluster. pressure from one side of the plate. The torque
NOTE: It is recommended not to exceed 160 km/h in converter transmits and multiplies torque. The torque
this gear. converter is a three-element device:
impeller assembly 5 & 6 = Fifth and Sixth
turbine assembly These gears provide economic driving at high speed. reactor assembly 5 or 6 will be displayed on the instrument cluster.
The standard torque converter components operate Forced downshifting - emergency kickdown as follows:
The impeller, which is driven by the engine, When driving in Manual Mode, emergency kickdown
imparts a circular flow to the transmission fluid in allows the transmission to automatically select a lower
the converter. gear for rapid acceleration in an emergency situation
without needing to manually select the gear. The This transmission fluid strikes the turbine wheel, Powertrain Control Module controls kickdown by which causes the flow to change its direction. sensing factors including vehicle speed, accelerator The transmission fluid flows out of the turbine position and selected gear. wheel close to the hub and strikes the stator, Above 70kph it will kick down to 4th gear where its direction is changed again to a direction
suitable for re-entering the impeller. Below 70kph it will kick down to 3rd gear
The change in direction at the stator generates a Transmission fault torque reaction that increases the torque reaching
the turbine. If a major fault develops, the transmission may
automatically operate in a ’limp home’ mode to The ratio between turbine and impeller torque is enable the vehicle to be driven to an Authorised Ford referred to as torque multiplication or conversion. Dealer for repair. During ’limp home’ mode, the The greater the difference in speeds of rotation at transmission will still operate but with a limited the impeller and turbine, the greater the increase operation dependant up on the fault detected and the in torque. The maximum increase is obtained transmission selector indicator on the instrument when the turbine wheel is stationary. As turbine cluster will flash. Limp home mode may also be wheel speed increases, the amount of torque engaged if the battery charge falls below 9V. multiplication gradually drops.
With limp home, dependant up on the fault, the shift When the turbine wheel is rotating at about 85 % patterns can change and some of the gears may not of the impeller speed, torque conversion reverts to be available. 1, that is to say torque at the turbine wheel is no
higher than the torque at the impeller. Transmission overheat
The stator, which is prevented from rotating If the transmission overheats it will automatically
backwards by a one-way clutch and the shaft in change the shift patterns to enable improved the transmission housing, runs freely in the transmission cooling. During transmission overheat,
transmission fluid flow and overruns the
the instrument cluster display indicating transmission freewheel. From this point on, the converter acts selector position and the engine temperature warning
only as a fluid coupling. During the torque indicator will flash until normal transmission operating conversion process, the stator ceases to rotate temperature is reached.
and bears against the housing by the one-way clutch.
Item Description
1 Torque converter retaining plate 2 Lock-up clutch lined plate 3 Torque converter cover
4 Turbine
5 Impeller 6 Stator
7 Stator one-way clutch 8 Space behind lock-up clutch 9 Lock-up clutch piston
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V8 - 3 valve 280mm rated at 414Nm @ 2000 rpm
Torque Converter Lock-up Clutch
V8 - 4 valve 280mm rated at 297Nm @ 2000 rpm The torque converter lock-up clutch is a device that
It is vitally important that in the event of torque eliminates slip in the torque converter and therefore
converter replacement they are replaced "like-for-like". helps to keep fuel consumption to a minimum.
In the event an incorrectly rated torque converter is The torque converter lock-up clutch is engaged and
fitted it will seriously affect transmission performance. released by the control system. During the actuating
phase, a slight difference is selected between the
Geartrain
impeller and turbine wheels.Power is transmitted from the torque converter to the Pressure at the torque converter lock-up clutch piston
planetary gearsets through the input shaft. is determined by an electronic pressure control valve.
Clutches are used to hold and drive certain The torque converter lock-up clutch can be controlled
combinations of gearsets. This results in six forward and engaged in any gear from 1 to 6. When
ratios and one reverse ratio, which are transmitted to decoupling takes place the actuating clutch A in the
the output shaft and differential. transmission is dependent on load and output speed.
Gear Ratio
When the torque converter lock-up clutch is released,
Gear Ratio
transmission fluid pressures behind the lock-up clutch
piston turbine area are equalized. The direction of 1st 4.17:1 flow is through the turbine shaft and the area behind 2nd 2.34:1 the piston into the turbine area.
3rd 1.52:1
To engage the torque converter lock-up clutch the
4th 1.14:1
direction of transmission fluid flow is changed and
5th 0.87:1
reversed by a valve in the hydraulic control unit. At
the same time the space behind the torque converter 6th 0.69:1
lock-up clutch piston is vented. Reverse 3.40:1
Oil pressure extends from the turbine area to the
torque converter lock-up clutch piston and presses it Single Planetary Gearset against the cover outer shell of the torque converter.
The single planetary gear overdrive carrier is driven This locks the turbine wheel by way of the lined disc
by the input shaft. between the piston and the cover and enables the
The single planetary gear set consists of: drive to pass with limited slip to the planetary gear
train in normal operating conditions. 1 sunwheel
NOTE: Although the operating principle is the same 4 planetary gears meshing with the sunwheel
there are four variations of torque converter used
1 planetary gear carrier I6 260mm rated at 278Nm @ 2000 rpm 1 ring gear
Single planetary Gearset Item Description 1 Baffle plate A 2 Ring gear 3 Planetary gear 1 4 Sunwheel
5 Planetary gear spider 6 Turbine shaft
7 Cylinder A
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Double Planetary Gearset
The double planetary gearset is splined to the output shaft.
The double planetary gear set consists of: 2 sunwheels of different sizes
3 short planetary gears meshing with the sunwheels
3 long planetary gears meshing with the sunwheels
1 planetary gear carrier 1 ring gear
Double Planetary Gearset
Item Description
Apply Components
1 Planetary gear spider brake D
Shift Elements 2 Planetary gears (short)
The other shift elements in addition to the torque 3 Ring gear 2
converter lock-up clutch are:
4 Output
Three rotating multi-plate clutches A, B and E. 5 Double planetary gears (long)
Two fixed multi-disc brakes C and D. 6 Planetary gear spider clutch E
All gear shifts from 1st to 6th or from 6th to 1st are 7 Sunwheel 3 clutch B power-on overlapping shifts, that is to say during the 8 Sunwheel 2 clutch A shift one of the clutches must continue to transmit the
drive at lower main pressure until the other clutch is able to accept the input torque.
The shift elements, clutches or brakes are engaged hydraulically. The transmission fluid pressure is built up between the cylinder and the piston; this presses the clutch plates together.
When the transmission fluid pressure drops, the cup spring pressing against the piston moves it back to its original position.
The purpose of these shift elements is to perform in-load shifts with no interruption to traction.
Multi-plate clutches A, B and E supply power from the engine to the planetary gear train; multi-disc brakes C and D bear against the transmission housing in order to achieve a torque reaction effect.
Shift Elements
Item Description
1 Multi-plate clutch B
2 Clutch cylinder B, outer plate carrier 3 Multi-disc brake C
4 Brake cylinder C, outer plate carrier 5 Shaft key
6 Brake cylinder C, outer plate carrier 7 Transmission housing
Multi Plate Clutch
Clutch E is equalized in terms of dynamic pressure, that is to say its piston is exposed to the transmission fluid flow on both sides, in order to prevent pressure build up in the clutch as the speed increases. This equalization process is achieved by a baffle plate and pressure-free transmission fluid supply by a
lubricating passage, through which the space between piston and baffle plate is filled with transmission fluid. The advantages of this dynamic pressure equalization are:
Reliable clutch engagement and release in all speed ranges.
Improved shift refinement.
Multi Plate Clutch
Item Description the relevant clutches or brakes at the correct moments.
1 Lubricating transmission fluid passage
Output is always by the ring gear of the second, 2 Turbine shaft
downstream planetary gear set. 3 Main pressure supply to clutch E
Hydraulic System
4 Ring gear
5 Cylinder E Fluid Pump
6 Piston E
The fluid pump is of a "half-moon" pattern and 7 Cup spring delivers approximately 16 cc of transmission fluid per
8 Clutch plate cluster revolution.
9 Baffle plate It is located between the torque converter and the transmission housing.
10 Space for dynamic pressure equalization
The torque converter is supported in the fluid pump by 11 Inner plate carrier E
a needle roller bearing. The fluid pump is driven directly from the engine by the torque converter shell Shift overlap control
and supplies transmission fluid to the transmission When overlap gearshift takes place, freewheels and the hydraulic control unit.
(one-way clutches) are not used but are replaced by
The fluid pump draws in transmission fluid through a suitable actuation of the relevant clutches. This both
filter and delivers it at high pressure to the main enables weight and space to be saved.
pressure valve in TCM and main control valve body The electronic-hydraulic shift action is obtained by unit. This valve adjusts the pressure and returns means of various valves in the transmission control excess transmission fluid to the fluid pan. module (TCM) and main control valve body, actuated
Fluid Pump
Item Description Item Description
1 Fluid pump housing 12 Ring gear
2 Intermediate plate 3 Centring plate 4 Stator shaft 5 Intake port 6 To mesh filter 7 Seal 8 Bearing 9 Retaining clip 10 Shaft seal 11 Impeller 01/2006 2006.0 BF Falcon BF00006 en
6th Gear Power Path Ratio 0.691:1 1st Gear Power Path Ratio 4.171:1
2nd Gear Power Path Ratio 2.340:1 Reverse Gear Power Path Ratio 3.403:1
3rd Gear Power Path Ratio 1.521:1 Fluid Pan, Gasket and Filter
The transmission fluid pan, gasket and filter is a one piece assembly, all transmission fluid is drawn from the transmission fluid pan by the fluid pump and passes through the fluid filter.
Transmission Control Module (TCM) and
Main Control Valve Body
Electrostatic Discharge (ESD) 4th Gear Power Path Ratio 1.143:1
5th Gear Power Path Ratio 0.867:1
CAUTION: When working with the transmission control module (TCM) and main control valve body, all suitable safety precautions must be taken to protect the component against electrostatic discharge (ESD). Failure to follow these instructions may result in component damage.
Make sure all possible safety precautions are taken to protect the TCM and main control valve body unit against ESD.
Personal Wrist-Band Earthing
Earthing (grounding) by means of a wrist band or strap is the most reliable method of diverting electrostatic charges away from working personnel, and should therefore be used wherever possible, particularly if the person concerned is working while seated. The wrist band earthing (grounding) device consists of a bracelet closely attached to the wrist and a spiral earthing (grounding) cable connecting it to the earthing (grounding) contact point. This system must include a quick-release device so that the wrist can be released in the event of danger.
Shoes and Foot Earthing Straps
Electrically conductive shoes should be worn by persons who mainly work standing up or either standing or sitting in ESD protection zones, particularly if wrist band earthing (grounding) is impracticable. The standard calls for ESD shoes to record values between 0 and 35 Mega-ohms (MOhm) resistance. However, for antistatic working shoes resistance values between 0.1 and 1000 MOhm are called for, and a through-conducting resistance for protective shoes of 0.1 to 100 MOhm. A lower limit value of not less than 0.1 MOhm must be maintained on account of the contact voltage risk. For this reason the minimum value has been set contrary to the standard at the higher figure of 0.75 MOhm.
Transmission Control Module (TCM) and Main Control Valve Body
The transmission control module (TCM) and main control valve body is a combination of hydraulic and electronic control units. Both these modules are installed in the transmission, in the fluid pan.
This technical principle has the following advantages: Minimum tolerances (TCM is mated to solenoids) Better coordination of gear shifts
Increased refinement Optimized shift quality
Good reliability, since the number of plug connections and interfaces is reduced.
Transmission Control Module (TCM) and main Control Valve Body
Item Description Item Description
1 TCM 11 Pressure regulator 1
2 Output speed sensor 12 Discharge port
3 Transmission fluid temperature sensor 13 Suction port
4 Position switch 14 Turbine speed sensor
5 Pressure regulator 6 15 Main control valve body
6 Solenoid valve 7 Pressure regulator 5 8 Pressure regulator 4 9 Pressure regulator 3 10 Pressure regulator 2 01/2006 2006.0 BF Falcon BF00006 en
This information is then used by the TCM to decide Transmission Electronic System
which shift pattern to select and for shift energy The transmission control module (TCM) and its management. Electro-hydraulic solenoid valves and input/output network control the following transmission pressure regulators control the transmission gear
operations: changes.
Shift timing. Five pressure regulators and one solenoid valve are Line pressure (shift feel). used to control direct transmission fluid flow to select
internal clutches and control the fluid pressure at the Torque converter clutch.
clutch. A separate pressure regulator is used In addition, the TCM receives input signals from
exclusively for torque converter clutch control. certain transmission-related sensors and switches.
The TCM monitors all TCM inputs and outputs to The TCM also uses these signals when determining
confirm correct system operation. If a fault occurs the transmission operating strategy.
TCM is able to perform default action and inform the Using all of these input signals, the TCM can
driver of the problem, this is by the instrument cluster determine when the time and conditions are right for a
message centre. shift, or when to apply or release the torque converter
clutch. It will also determine the pressure needed to Solenoids optimize shift feel. To accomplish this, the TCM uses
The hydraulic module contains one solenoid valve. six pressure control solenoids and one shift solenoid
The solenoid valve is actuated by the TCM and has to control transmission operation.
two positions of open or closed, it is used to switch The following provides a brief description of each of
the position valve. the sensors and actuators used to control
There are six electronic pressure control valves, these transmission operation.
convert an electric current into a proportional
TCM hydraulic pressure. They are energized by the TCM
and actuate the valves belonging to the relevant switching elements.
CAUTION: Should you be required to
reprogram the TCM the following criteria must be Controller Area Network (CAN) Interface
observed:-For the TCM to be able to perform shift point and shift The transmission fluid temperature must be below
quality management a number of external signals are 80°C
required. For shift point management alone the TCM Park (P) or Neutral (N) selected requires output speed sensor, throttle pedal position, The handbrake firmly applied brake pedal status and gear selector position. The
controller area network (CAN) bus is used to share The TCM for the transmission is mounted on top of
information between control modules. The TCM the main control valve body. The control module for
obtains most of its required data over the CAN bus the transmission has been designed to operate
from the electronic engine controls, Sequential Sport correctly in the environment in which the TCM is
Shifter and ABS, Instruments pack and diagnostic located.
tools. The transmission control module is activated and
deactivated by the ignition supply and is connected to Brake Pedal Position (BPP) Switch the transmission link harness by a 16-way connector.
The brake pedal position (BPP) switch tells the TCM The TCM controls the operation of the transmission.
when the brakes are applied, and disengages the The TCM processes information received in both
torque converter clutch. The BPP switch closes when analogue and digital form such as:
the brakes are applied and opens when they are Transmission input speed released. The BPP is also used to disengage the
brake shift interlock and stops gradient calculations. Output speed
Throttle pedal position Engine Coolant Temperature (ECT) Sensor Gear selector position
The engine coolant temperature (ECT) sensor detects
Engine torque engine coolant temperature and supplies the
Engine speed information to the TCM. The ECT sensor is used to control the torque converter clutch (TCC) operation. Transmission fluid temperature
Brake pedal status Engine oil temperature Coolant temperature ABS wheel speed
3-Bit Code Accelerator Pedal Position (APP) Sensor
Position 3-Bit Code
The accelerator pedal position (APP) sensor is a
2nd Gear 0 1 0
potentiometer mounted on the accelerator pedal. The
APP sensor detects the position of the accelerator 3rd Gear 0 1 1 pedal and sends this information to the electronic
4th Gear 1 0 0
control module (ECM). The APP sensor is used for
5th Gear 1 0 1
shift scheduling and TCC lock-up.
P,R,N,D 1 1 1
Input Shaft Speed (ISS) Sensor
The TCM uses this information to generate the CAN The input shaft speed (ISS) sensor is a Hall Effect message "Gear Position Selected", which must not be type sensor. confused with the similar message "Gear Position
Actual" indicating the current mechanical gear ratio The ISS sensor is mounted internally on the
activated by the TCM. transmission and is located on the TCM and main
control valve body unit. Movement of the lever between Park, Reverse, Neutral and Drive manually controls the flow of Output Shaft Speed (OSS) Sensor
transmission fluid, the TCM having control of the forward gear selected in Drive. Additional movement The output shaft speed (OSS) sensor is a Hall Effect
of the lever to 5, 4, 3 and 2 positions does not type sensor.
manually modify the fluid flow, the TCM detects these The OSS sensor is mounted internally on the
positions, and controls the gear selected transmission and is located on the TCM and main
electronically. control valve body unit and is used for shift
scheduling. Sport mode shifter position
Transmission Fluid Temperature (TFT) The sport mode:
Sensor Allows the driver to select or de-select the
automatic transmission sport mode. The TCM utilizes one transmission fluid temperature
sensor located on the main control valve body. The Allows the automatic transmission to operate TCM uses the sensor input to activate various shift normally when the sport mode is selected, but strategies. The sensor is in the form of a temperature under acceleration the gear shift points are dependent resistor. extended to make full use of the engine’s power
reserves. The temperature sensor performs plausibility checks
on each sensor reading. Obviously, the transmission Allows the driver to drive the vehicle in the "D" oil temperature should not jump in value excessively position with the full automatic transmission shift between sensor readings. If the inputs from the or manually shift the gears through 2nd, 3rd, 4th, temperature sensor are outside the working range it 5th and 6th gear by using the + and - positions. possible that the sensor is short or open circuit. "S" is illuminated when Sport mode is selected. Position sensor Communicates with the TCM through the CAN
network to show the sport mode switch status. The TCM uses the position of this switch housed on
the TCM and main control valve body, to determine TCM Monitoring Functions the selected gear range on the Automatic side of the
As explained above the TCM monitors all input and selector lever.
outputs to identify possible failures. If a fault is The selector lever is connected to the transmission by detected the TCM takes the appropriate action to a cable, which operates the transmission selector ensure the transmission enters a safe mode of shaft between positions Park, Reverse, Neutral and operation, without sacrificing transmission durability or Drive. The TCM detects the driver’s choice of manual driver safety.
range selection (+ or -) by means of a 3-bit code
generated by the printed circuit board (PCB) housed Supply Monitoring within the selector assembly. This 3-bit code is then
If the battery voltage is either too great or too low, the transformed in to a CAN message by the PCB and
TCM will detect a fault condition. For the TCM to be transmitted on to the CAN bus where it is detected by
able to identify this fault the engine must be running the TCM.
and the transmission fluid temperature sensor must be functioning correctly.
Solenoid Supply Monitoring
While the solenoid operating transistors are being activated, checks are run for open circuits, shorts circuits to ground and short circuits to supply. The
monitoring function evaluates the voltage can obviously get very hot. If the temperature of the characteristics during the switch on process checking hardware rises above a pre-determined level the TCM for the above faults. will be shut down. Prior to the TCM shutting down the
TCM will log a fault code, during shutdown the All solenoid outputs are fully protected. The processor
transmission will enter mechanical limp-home mode. and the appropriate fail-safe action taken can quickly
Monitoring of the substrate temperature is performed identify open and short circuit faults.
by a temperature dependent resistor mounted on the Sensor Supply Monitoring processor.
The sensor supply voltage is a stabilized supply. This Plausibility Checking supply is monitored by the micro-processor by an
The TCM detects a fault if an excessive voltage jump Analogue to Digital Converter (ADC). If the voltage is
is identified between any two consecutive out of the valid tolerance a raise a diagnostic trouble
measurements. Also, with the engine started from code (DTC) is set and the appropriate fail-safe action
cold the transmission fluid temperature will start to is performed.
rise. Therefore the substrate or fluid temperature will Electronically Erasable Program Read Only also start to rise because the TCM is surrounded by Memory (EEPROM) Monitoring transmission fluid. If the engine and output shaft
speed is higher than a set threshold for a
predetermined length of time without the substrate
CAUTION: Should you be required to
temperature rising above a set threshold a fault will be
reprogram the TCM the following criteria must be
detected.
observed:-The transmission fluid temperature must be below Pressure Regulator/Solenoid Monitoring 80°C
Each pressure regulator and solenoid is monitored for Park (P) or Neutral (N) selected open circuits and short circuits. The TCM also checks The handbrake firmly applied that the current being delivered to each solenoid valve
or pressure regulator is within valid limits. When each To diagnose errors with the electronically erasable
solenoid is being driven with minimum current the program read only memory (EEPROM) the TCM
TCM checks that the current is not above a threshold calculates 4 checksums continuously: If the processor
value. If a solenoid is being driven with maximum identifies discrepancies in any of the four checksums
current, it checks that the current is not below a valid the TCM will engage mechanical limp-home mode.
threshold. If either of these two errors occur, a The TCM can diagnose errors within the EEPROM.
plausibility error is logged and the appropriate fail-safe Diagnosis is only performed during TCM initialization.
action is performed. There is no fail-safe mechanism associated with this
function as the EEPROM is mainly used for the Output Speed Monitor storage of fault codes and transmission calibration
It is possible for the TCM to diagnose electrical errors adaptations. If a fault occurs the TCM is able to
associated with the output speed sensor while the perform default action and inform the driver of the
vehicle is stationary as well as moving. Plausibility problem, this is by the instrument cluster message
monitoring is performed on the sensor output when centre.
the vehicle is moving. Watchdog Monitoring
Input Speed Monitor The watchdog monitoring function has two functions.
It is possible for the TCM to diagnose electrical errors Firstly it checks that it is possible to inhibit output
associated with the input shaft speed sensor while the control by the activation of the solenoid supply
vehicle is stationary as well as moving. Plausibility transistor. Secondly the watchdog checks that the
monitoring is performed on the sensor output when safety circuit is functioning correctly.
the vehicle is moving. During initialization the watchdog checks that it is
possible to inhibit control of the pressure regulator Transmission Fluid Temperature Sensor and solenoid valves by switching the solenoid supply Monitoring
transistor. There is a fault if activation of the solenoids
The TCM monitors for faults associated with the cannot be inhibited by the watchdog (NB. The supply
transmission fluid temperature sensor in the following to the solenoids can still be inhibited by the high side
ways: switch responsible for control of each solenoid i.e.
1. Open and short circuit fault detection. One safety path is lost).
2. The temperature cannot alter by more than a Monitoring the Substrate Temperature Sensor
predefined differential between any two The TCM is situated within the transmission on the consecutive measurements.
valve body. As the TCM controls a number of high power solenoids and is surrounded by ATF, the TCM
3. The transmission fluid temperature must rise after Increasing the transmission service life by the engine has been started provided that the shortening the slipping time.
fluid temperature was low enough to begin with Improving the shift comfort by reducing the step (The vehicle must be driven and the diagnostic change in torque caused by the gearshift. test condition met).
Transferring a higher engine power, this is allowed by the mechanical in-gear strength of the Position Sensor Monitoring
transmission. The TCM can identify errors with the position switch
Real-time control of engine torque is required to located within the transmission. If an unrecognized
maintain maximum shift quality and transmission position code is read by the TCM a plausibility fault
durability. The TCM has the ability to control the will be logged. (A code is checked between positions).
engine output torque during the gearshift to The position switch outputs a 4-bit code to the TCM, synchronize with the operation of the transmission the bits being labelled L1-L4. For the transmission, clutches.
the following codes are used to identify the selector
position. Pressure Modulation
Only for the automatic side of the shifter P, R, N, D To provide a high level of shift comfort and durability, the hydraulic pressure in the shift related friction
Position Code
elements of the transmission must be matched very L1 L2 L3 L4 accurately to the transmission input torque. This Park 0 0 1 0 hydraulic pressure is composed of a hydraulically
pre-set basic pressure and a controlling pressure that
Reverse 0 0 0 1
is set by one of the electro-hydraulic pressure
Neutral 0 1 0 0
regulators.
Drive 1 1 1 0
The transmission input torque can be directly calculated from the following operating parameters: Gear Ratio Monitoring
engine torque signals, engine speed or any signals The gear ratio diagnostic checks that each gear ratio transmitted from the PCM by CAN, and converter slip. is correctly engaged. Also, following a gear shift the Separate pressure characteristics for each gear diagnostic checks that the transmission has engaged change make it possible to adapt precisely to the the target gear within the allowed time. particular shift operation. A further improvement in
shift comfort is achieved by individual treatment of Torque Converter Monitoring
special cases, such as manual shifts. The TCM checks that the torque converter can be
Shift Quality Adapts locked correctly. If torque converter lock-up does not
occur correctly the TCM performs the appropriate The shift quality adapts are used to obtain a high fail-safe action of opening the Torque converter quality and consistent shift feel. This is achieved
clutch. through monitoring shift quality and then adapting the
shift pressures and shift energy management to Torque Converter Lock-up Control
overcome hardware variability and "in service wear". The TCM controls how the torque converter clutch is It will typically take a new transmission approximately engaged as a function of the accelerator pedal 160 kilometres of use to fully adapt.
position, output speed, transmission fluid temperature,
Shift Point Selection gear selected and shift program. Lock-up is possible
in all forward gears, but usually it is restricted to
The gearshift points are selected by the TCM, as a fourth, fifth and sixth gears. To make use of the function of the output speed, accelerator pedal comfort enhancing effect of the torque converter, the
position, selector position and shift program selected. converter clutch can be disengaged prior to a The driver has control over the shift points by the downshift or up-shift. The torque converter lock up
selector lever, accelerator pedal movement and mode clutch is always modulated to allow for controlled slip, switch.
to further improve the shift quality. Shift Energy Management
This function involves reducing or increasing the engine output torque during shifting. The aim when up-shifting is to reduce the energy that is dissipated in the friction elements of the transmission. This is done by reducing the engine torque during synchronization without interrupting the tractive drive. This function may be used for:
due to the effects of lock-up clutch slip and churning
Transmission Shift selection
effects. There will be forced upshift strategy used in Shift Map Selection hot mode. To exit hot mode the selector lever must be
moved or the brake pedal applied or the accelerator The transmission control system utilizes a number of
pedal applied 100%, during all of these methods of driver selectable operating modes and also a number
exiting from hot mode the fluid temperature must be of adaptive/automatically selectable modes. Sport,
lower than the threshold values. Normal and Cruise Control mode are all driver
selectable. Hot mode, traction control mode and trailer Traction Control Mode towing mode are all adaptive modes i.e. the
Traction Control Mode is an adaptive mode, which is transmission will automatically select this mode
automatically engaged when a traction event occurs. dependent upon the current driving conditions.
When driving on slippery surfaces (i.e. sand, ice) it is Normal Mode possible for the driven wheels to begin to spin. The
TCM believes the vehicle speed is increasing and Normal mode can be selected by selection of the D
therefore it may begin to upshift. These upshifts position on the shifter.
reduce the torque at the wheel and so tend to reduce Once activated this mode will remain engaged until wheel slip. The downshift lines are forced downwards the driver deselects the mode or engages the cruise to prevent unwanted shifts. To reduce the effects of control system. If the driver engages cruise control this, if a traction event occurs a signal is transmitted when Normal mode is active upon deactivation of the by the ABS module to the TCM over the CAN cruise system the transmission will automatically network, the TCM uses this signal to change the re-engage Normal mode. This mode can be currently selected shift map. The new shift map will over-ridden by a number of adaptive modes. have gearshift lines further apart, thus inhibiting the The mode switch is of the momentary type. transmission shifting to a lower gear.
Cruise Mode Hill/Trailer Towing Mode
When the driver engages the cruise control system This is an adaptive mode. When the TCM detects the TCM receives a CAN message transmitted by the reduced vehicle acceleration for a certain percentage Adaptive Cruise Control (ACC) or engine electronic of throttle opening then this mode is automatically controls which informs the TCM that cruise control is engaged by the TCM. When this mode is engaged a currently active. Upon receipt of this message the new shift map and torque converter lock-up map is TCM selects a new transmission shift map. This map selected. This new shift map is designed to reduce has been developed to reduce busy gearshift during the number of gearshifts when towing a trailer or with cruise mode. It has also been developed to increase the car climbing a steep hill. The shift map will cause fuel economy. the transmission to hold on to gears for longer this
increases acceleration and reduces the number of Hot Mode
gearshifts. This mode can also give an advantage when driving at high altitudes, where the torque This is one of the adaptive modes the transmission
produced by an engine is greatly reduced by the can enter when conditions are correct. When the
effects of reduced ambient pressure and airflow. transmission fluid temperature, chip temp, engine oil
temp or coolant temperature becomes hot enough to It is recommended that the sport position is selected reach threshold values, the TCM will cause the when towing for long distances.
transmission to enter Hot mode. This mode will
Driving Mode Priority automatically engage new shift and lock-up maps to
reduce heat generated within the transmission. The Each of the above modes has an associated priority shift map will enable the transmission to change to i.e. Normal mode cannot over-ride cruise mode etc. higher gears at lower vehicle speeds and the lock-up
map will engage the lock-up clutch at lower vehicle speeds and in lower gears. The effect of this is that less heat will be generated within the transmission
associated program parts and signal paths used Adaptive Shift Strategies
during the TCM operation status. A malfunction in this The TCM of the six speed ZF automatic transmission part of the system, or triggering of the safety circuit, incorporates adaptive strategies which improve the will be communicated to the driver by the instrument accessibility of the vehicle’s performance in driving cluster message centre.
conditions while maintaining a relaxed driving experience when cruising.
In "Sport" mode, accelerator pedal usage and cornering behaviour are monitored to assess driving style and road conditions. When an enthusiastic driving style or a demanding road is detected, 6th gear is inhibited and the lower gears are made slightly more accessible in order to prevent unwanted
"hunting" between gears. Conversely, when cruising conditions are detected, 6th gear is once again made available to maximize driving refinement and
economy.
Under conditions of heavy braking, the transmission will perform one or more downshifts to improve response to a subsequent accelerator pedal application. Similarly if the accelerator pedal is released rapidly following hard acceleration, one or more upshifts are inhibited to increase engine braking and also improve subsequent response.
To complement these features, when a corner is detected transmission upshifts are inhibited. This inhibition is also maintained for a short distance after the corner allowing the driver to achieve a smooth balance through the bend without unwanted shifting mid-corner.
Safety features
The safety functions are designed to safeguard against mis-operation by the driver as well as against system malfunctions. The mis-operation system prevents reverse gear from being engaged at high forward speeds (Above 5 kph) and prevents manual downshifting at excessive engine speeds.
Great attention has been paid to safeguarding against, and detecting, malfunctions in the electronic control system. The design of the electrical and diagnostic system is such that system integrity is protected at all times.
The hydraulic system has "fail-safe" characteristics regarding its electrical energisation, i.e. as a result of the power supply being lost to the electro-hydraulic actuators the transmission engages a reliable emergency gear ratio to facilitate a basic limp-home mode.
Recognition of critical shift operation by monitoring the last element in the signal path, i.e. the solenoid valve, and checking by means of redundant measured variables, i.e. engine speed, input speed and output speed.
Measures are in place which guarantee a high degree of availability of safeguard functions, i.e. monitoring of safety circuits. For this purpose each time the vehicle is started there is a check on the entire safety hardware, this is during TCM initialization and the
Diagnostic Strategy
The complexity of the electronics involved with the automatic transmission preclude the use of workshop general electrical test equipment. Therefore, reference should be made to the Ford approved diagnostic system for detailed instructions on testing the automatic transmission.
Where a fault involving the automatic transmission is indicated by the Ford approved diagnostic system, some basic diagnostic methods may be necessary to confirm that connections are good and that the wiring is not damaged, before installing new components. 1. Verify the customer concern by operating the
vehicle. Refer to the automatic transmission diagnostic drive cycle in the DTC summary section.
2. Check the fluid levels and condition of the fluid. 3. Check for non-factory fitted items.
4. Check the selector lever cable for correct adjustment. REFER to Section 307-05.
5. Visually inspect for obvious signs of mechanical, electrical or hydraulic damage:
Visual Inspection Chart
Mechanical Electrical Hydraulic
Damaged shift Blown fuse Fluid level too high/low
mechanism/linkages Wiring harness Poor condition of fluid Damaged Transmission Control Fluid leak
Damaged automatic
Module (TCM) transmission casing
Damaged rotary switch Damaged, loose or corroded connectors
NOTE: In the event of a transmission unit
Basic Diagnosis
replacement for internal failure, the oil cooler and pipes must also be replaced.
Check Fluid Level & Condition
Shift Linkage Check CAUTION: The vehicle should not be driven if
Hydraulic leakage at the manual control valve can
the fluid level is low as internal failure can result.
cause delay in engagements and/or slipping while
NOTE: The transmission oil temperature must not be
operating if the linkage is not correctly adjusted; for allowed to exceed 50 °C (122 °F) whilst checking
selector lever cable adjustment, REFER to Section level. Should the temperature rise above this figure,
307-05. abort the check and allow the transmission oil to cool
to below 30°C (86°F).
This vehicle is not equipped with a fluid level indicator. An incorrect level may affect the transmission
operation and could result in transmission damage. To correctly check and add fluid to the transmission, REFER to Transmission Fluid Level Check in this section.
High Fluid Level
A fluid level that is too high may cause the fluid to become aerated due to the churning action of the rotating internal parts. This will cause erratic control pressure, foaming, loss of fluid from the vent tube and possible transmission damage. If an overfill reading is indicated, refer to Transmission Fluid Drain and Refill in this section.
Low Fluid Level
A low fluid level could result in poor transmission engagement, slipping, or damage. This could also indicate a leak in one of the transmission seals or gaskets. REFER to Transmission Fluid Level Check in this section.
Adding Fluid
CAUTION: The use of any other type of transmission fluid than specified can result in transmission damage.
If fluid needs to be added, add fluid in 0.50 litre increments through the fill hole opening. Do not overfill the fluid. For fluid type, refer to the General Specification chart in this section. REFER to Transmission Fluid Level Check in this section. Fluid Condition Check
1. Check the fluid level. For additional information, REFER to Transmission Fluid Drain and Refill in this section.
2. Observe the colour and the odour. The colour under normal circumstances should be reddish, not brown or black.
3. Allow the fluid to drip onto a facial tissue and examine the stain.
4. If evidence of solid material is found, the transmission fluid pan should be removed for further inspection.
