307-01bzf 6hp26 (1)

307-01b ZF 6HP26/X 6 Speed Automatic Transmission 307-01b

SECTION : 307-01b ZF 6HP26/X 6 Speed AutomaticTransmissionVEHICLE APPLICATION : 2006.0 BF FalconCONTENTS PAGEDESCRIPTION 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

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(Continued)

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

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(Continued)

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 DTCs ............................................................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

01/2006 2006.0 BF Falcon

307-01b-1 ZF 6HP26/X 6 Speed Automatic Transmission 307-01b-1

DESCRIPTION AND OPERATION

The ZF 6HP26 automatic transmission has been large caravan/float/trailer it will hold 4th gear whiledeveloped for vehicles with an engine torque of up to cruising). This results in improved performance and600 Newton-metres (Nm). This transmission uses reduced fuel consumption.planetary gears with hydraulic-electronic control. The Advanced 6-Speed Featurestransmission control module (TCM) and the maincontrol valve body units form a composite element Upshift prevention going down steep hill withthat is installed as a single unit inside the automatic zero accelerator pedal application (not intransmission. "manual" mode)Gear Train This feature prevents upshifts beyond 2nd gear with

zero accelerator pedal application to prevent aThis transmission features a world-class Lepelletierrunning away feeling when travelling down steepgear train as used by Jaguar, BMW and Audi which isenough hills.light-weight and high-efficiency with a high-torque

capacity. Emergency downshifts in Sequential SportsThe low first gear ratio and higher top gear ratio Shift ("manual") mode onlyensure a livelier and more energetic performance with

When driving in "manual" mode, if the acceleratorgreatly improved launch feel and Wide Open Throttlepedal kickdown switch is activated the transmissionperformance, with the added benefits of smootherwill downshift to 3rd gear (or even 2nd if vehicleshift quality (sometimes shifts between 4th, 5th andspeed is slow enough) to provide good acceleration6th are imperceptible) and reduced fuel consumption.when the driver forgets that they are in "manual"The smaller steps from 3rd to top gear also ensuremode, 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 (excludingresulting 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, theDriver Characterisation transmission will downshift to provide increased

engine braking.Driver Characterisation matches transmissionperformance to the current driving style by Advanced Features Dependent on Driverconsidering acceleration rates, brake application and Characterizationcornering speed to ensure the vehicle is in the rightgear at the right time without undesired gear shifts. NOTE: The availability of the following Advanced

Features is dependent on the driver characterizationThe transmission "learns" the drivers style, from a(refer to Driver Characterisation)."base" fuel economy bias (0 counts) up to a "sporty"

driver (100 counts). By shifting the selector leverGearhold around corners (not in "manual"across the gate from D to Performance mode (themode)"manual" mode position), the driver characterisation

increases by 100 points instantly, making the This feature prevents upshifts when cornering fast toAdvanced Features more available (i.e. if it had learnt prevent busyness when cornering and provideto 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 inlearn from "sporty" (100 counts) up to "enthusiast" "manual" mode)(200 counts).

When heavy braking is detected, the transmissiondownshifts early to provide increased engine brakingEnhanced Adaptive Shift Strategyand be in the right gear for tip-in.

The shift strategy is adapted according to vehicleGearhold going uphill/downhill (not inspeed 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 travellingWhen towing, the transmission perceives the load as uphill, upshifts are prevented to reduce busyness ona hill and employs gear hold logic e.g. if towing a grades. If the accelerator pedal is released whencaravan on a highway, the transmission will cruise in travelling downhill, if steep enough, upshifts are5th gear and only change to 6th for downhill (or for a prevented to reduce running away feeling.

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DESCRIPTION AND OPERATION (Continued)

heavy loads at low speeds, e.g. in city driving or hillyUpshift prevention with fast-off acceleratorterrain, there is much better transmission cooling andpedal (not in "manual" mode)reduced fuel consumption.

Upshifts are prevented when the throttle is backed offClosed-loop shift controlvery quickly to reduce busyness in sporty driving.A closed-loop shift control strategy ensures consistentNew fine-feel shift-levershift quality across variations in transmissions and

A uniquely styled shift-lever has been developed for engines resulting in a more refined shift quality versusvehicles 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 noiseand a more precise, engineered feel. The internal TCM is matched to the transmissionsThe steel shaft improves the stiffness while the valve bodies during the transmissions assemblyleather-look boot that replaces the slider results in ensuring refined shift quality.improved noise & feel when changing gears.

Improved Transmission CoolingLEDs with day-time and night-time illuminationimprove the appearance over the 4-speed Improved transmission cooling ensures rapid warm-upindicator/follower and improve the ability to identify and constant operating temperature resulting ingear selection in low lighting conditions, even with the reduced fuel consumption and refined shift quality andheadlights off. provides the transmission a 2300kg tow capacity

without additional transmission coolers.Handle styling features have been added for modelvariation/differentiation and all 6-speed automatictransmission shift-lever features a leather insert forimproved feel.The Sports mode ("manual") position has beenbalanced with respect to the Drive position to improveergonomics.The Selector Button must be depressed when shiftingfrom Drive to Neutral to prevent inadvertently pushingthe shifter into Neutral.

Drive and Reverse EngagementA "soft" engagement feature avoids harsh take up ofdrive when selecting Drive or Reverse. This isachieved by limiting engine speed to 3000 rpm (6000rpm for XR6. XR8 and redline for FPV) and providesfor a rapid, but progressive, engagement of eitherDrive or Reverse when moving from the Park orNeutral positions.

Sequential Sports Shift (carryover from4-speed)As for the carryover 4-speed automatic transmission,the Sequential Sports Shift feature allows the driver tomanually select his or her desired gear (within certainspeed ranges) by moving the lever to the left. Thisfeature enhances the driving experience by enablingthe driver to have complete control of the transmissionfor occasions when manual gear selection is preferredover 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 gearsElectronic shift and pressure controls.The 6-speed transmission features converter clutchA single planetary gear set.lock-up in all gears, not just in 3rd and 4th as in the

4-speed transmission, which means that when towing A double planetary gear set.

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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 toAll hydraulic functions are directed by electronicelectronically control the transmission which willsolenoids to control:automatically adjust the shift feel.Engagement feel.DownshiftsShift feel.

Shift scheduling. Under certain conditions the transmission willdownshift automatically to a lower gear range (withoutModulated torque converter clutch (TCC)moving the gearshift lever). There are threeapplications.categories of automatic downshifts, coastdown, torqueEngine braking utilizing the coast clutch. demand and forced or kickdown shifts.

Engine power reaches the transmission by a torqueCoastdownconverter with integral converter lock up clutch.

The 6 forward gears and 1 reverse gear are obtained The coastdown downshift occurs when the vehicle isfrom a single planetary set followed by a double coasting down to a stop.planetary set also known as lepelletier-type gear sets,

Torque Demandthese gear sets make it possible to obtain 6 forwardgears. The torque demand downshift occurs (automatically)The 6HP26 Automatic Transmission is a six speed during part throttle acceleration when the demand forelectronically controlled transmission comprising the torque is greater than the engine can provide at thatbasic elements of a TCM and main control valve body gear ratio. If applied, the transmission will disengageunit, a torque converter, one solenoid valve and six the TCC to provide added acceleration.pressure regulators. Gear selection is achieved by the

Kickdowncontrol of Automatic Transmission Fluid (ATF) flow tooperate various internal clutches. The TCM operates For maximum acceleration, the driver can force athe electrical components and provides for the control downshift by pressing the accelerator pedal to theof gear selection shift pressure which increases floor. A forced downshift into a lower gear is possiblerefinement and torque converter slip control. below calibrated speeds. Specifications for downshiftIn the event of a system fault the TCM also provides speeds are subject to variations due to tire size andfor Failure Mode Effect Management (FMEM) to engine and transmission calibration requirements.maintain maximum functional operation of the The Accelerator Pedal Position (APP) sensor has atransmission 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" theloss of control or electrical power the basic approximate kickdown position. However kickdown istransmission functions Park, Reverse, Neutral and dependant on a number of variables so kickdown canDrive 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 fromshaft speed sensors, an internal P, R, N, D selector the 4 speed transmission. It redesign provides a moreshaft position sensor, and a transmission fluid positive "feel" for the driver. The standard positionstemperature 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 beBoard (PCB), to determine when the driver has pushed to the left from the D position. The redesign ofinitiated manual gear selection. The TCM the shifter provides a positive engagement of sportcommunicates with other electronic control modules mode position. The shifter can be left in this positionby the controller area network (CAN). and the transmission will respond to the values theThe TCM also provides for legislated transmission TCM has identified from the drivers style. This meansdiagnostics, which meet the requirements EOBD III there are no specific characteristics associated withlegislation, monitoring all components, which may sport mode.effect vehicle emissions. Additional diagnostic NOTE: When driving in sport mode 6th gear will notfunctions are also supported to ensure fast repairs of automatically be selected. It can be selected manuallyall 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. TheTCM receives inputs from various engine or vehicle Manual operation is achieved by moving the shiftersensors and driver demands to control shift from the sport position forward (-) or rearward (+)

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when driving. Up-shifting is achieved by moving theshifter rearwards (+) and then release the shifter. Theshifter is spring loaded and will then return to thesport position but not into sport mode. Down-shiftingis achieved by pushing the shifter forward (-) and thenrelease.

Operating the 6-speed transmissionThe Sequential Sports Shift transmission can beoperated in 3 different modes:

Adaptive Automatic Mode (D)Performance Automatic Mode (S)Manual Mode (+/-)

NOTE: Do not use the Park position in place of thepark brake. Always ensure the park brake is firmlyapplied before leaving a parked vehicle.

R = ReverseThis gear should be selected only when the vehicle isstationary and the engine idling. R will be displayed inthe instrument cluster display and R is illuminated onthe gear selector console when reverse is selected.

Gear SelectionTo select a gear, depress the button (1) and moveselector to the desired position.

N = NeutralThis gear should be selected when starting the engineor when idling. No power is transmitted to the drivewheels. The engine will not operate over 3000 rpm(6000 rpm FPV) when neutral (N) or Park (P) isselected. N or P will be displayed on the instrumentcluster and N or P is illuminated on the gear selectorconsole.D = Drive

WARNING: The vehicle must be brought to a The transmission will automatically select thecomplete 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 willAdaptive Automatic Modeautomatically 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 performancevehicle is stationary. In this position, the transmission transmission shift patterns and firmer feel. Easyis 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 atilluminated on the gear selector console. Park is fully 5000 rpm to prevent engine overspeed when driven inengaged when the selector lever cannot be moved the D position and 5500 rpm when driven in the sportwithout first releasing the locking mechanism.

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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 2ndup 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, hillclimbing, 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 Dlower gear if required. position returns the transmission to the Adaptive

Automatic Mode. Depending on vehicle specificationsPerformance Automatic (Sport) ModeADP 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 thetransmission will automatically select the appropriate Powertrain Control Module will only downshift to agear for spirited driving. PERF will be displayed on the lower gear if the vehicle is travelling below ainstrument cluster for 5 seconds (dependent on predetermined speed to prevent engine overspeed.model, PERF can be permanently displayed in thecorner of the LCD screen or it can flash) and S is NOTE: When decelerating, the transmission willilluminated on the gear selector console. The downshift automatically when a low threshold speed istransmission will now adopt a more "sporty" option reached.with regard to gear selection based on identifying thedriving style.

1 = FirstNOTE: When operating in "sport" mode, 6th gear will This gear should be selected for descending extremenot 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 recommendedNOTE: It is recommended not to exceed 50 km/h inthat Performance Mode is selected. This will result inthis gear.cooler transmission temperatures.

2 = SecondManual ModeThis gear should be selected for ascending orFrom the Performance Automatic Mode you can usedescending steep grades or for responsivethe Sequential Sports Shift to allow you to manuallyacceleration or increased engine braking. 2 will beselect the gears. This is achieved by either movingdisplayed 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 inmid (default) position when not pushed backwards or this gear.forwards. Once a gear is selected manually thetransmission is in Manual Mode. 3 = ThirdIf the car is in 3rd gear and the gear selector lever is This gear should be selected for ascending orpushed forward, the instrument cluster will show 2 descending moderate grades or when you wish toindicating 2nd gear. Likewise, if from 2nd gear the lock out 4th, 5th and 6th gear for responsivegear selector lever is pulled backwards twice, the acceleration or increased engine braking. 3 will beinstrument 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.

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Torque converter4 = Forth

The torque converter is a three element unitThis gear should be selected for near constant containing a single plate lock up clutch. The lock upmoderate driving conditions on the urban cycle. It will clutch can be controlled and engaged in any gear 1 toprovide economy and moderate engine braking if 6. The clutch is applied by removing transmission fluidrequired. 4 will be displayed on the instrument cluster. pressure from one side of the plate. The torqueNOTE: It is recommended not to exceed 160 km/h in converter transmits and multiplies torque. The torquethis gear. converter is a three-element device:

impeller assembly5 & 6 = Fifth and Sixthturbine assembly

These gears provide economic driving at high speed. reactor assembly5 or 6 will be displayed on the instrument cluster.

The standard torque converter components operateForced downshifting - emergency kickdown as follows:

The impeller, which is driven by the engine,When driving in Manual Mode, emergency kickdownimparts a circular flow to the transmission fluid inallows the transmission to automatically select a lowerthe 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 turbineposition 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 gearThe change in direction at the stator generates aTransmission fault torque reaction that increases the torque reachingthe turbine.If a major fault develops, the transmission may

automatically operate in a limp home mode to The ratio between turbine and impeller torque isenable 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 attransmission will still operate but with a limited the impeller and turbine, the greater the increaseoperation dependant up on the fault detected and the in torque. The maximum increase is obtainedtransmission selector indicator on the instrument when the turbine wheel is stationary. As turbinecluster will flash. Limp home mode may also be wheel speed increases, the amount of torqueengaged 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 tobe available. 1, that is to say torque at the turbine wheel is no

higher than the torque at the impeller.Transmission overheatThe stator, which is prevented from rotatingIf the transmission overheats it will automatically backwards by a one-way clutch and the shaft inchange the shift patterns to enable improved the transmission housing, runs freely in thetransmission cooling. During transmission overheat, transmission fluid flow and overruns thethe instrument cluster display indicating transmission freewheel. From this point on, the converter actsselector position and the engine temperature warning only as a fluid coupling. During the torqueindicator will flash until normal transmission operating conversion process, the stator ceases to rotatetemperature is reached. and bears against the housing by the one-wayclutch.

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Item Description1 Torque converter retaining plate2 Lock-up clutch lined plate3 Torque converter cover4 Turbine5 Impeller6 Stator7 Stator one-way clutch8 Space behind lock-up clutch9 Lock-up clutch piston

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V8 - 3 valve 280mm rated at 414Nm @ 2000 rpmTorque Converter Lock-up ClutchV8 - 4 valve 280mm rated at 297Nm @ 2000 rpmThe torque converter lock-up clutch is a device that

It is vitally important that in the event of torqueeliminates slip in the torque converter and thereforeconverter replacement they are replaced "like-for-like".helps to keep fuel consumption to a minimum.In the event an incorrectly rated torque converter isThe 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 Geartrainimpeller and turbine wheels.

Power is transmitted from the torque converter to thePressure 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 certainThe torque converter lock-up clutch can be controlled combinations of gearsets. This results in six forwardand engaged in any gear from 1 to 6. When ratios and one reverse ratio, which are transmitted todecoupling takes place the actuating clutch A in the the output shaft and differential.transmission is dependent on load and output speed.Gear RatioWhen the torque converter lock-up clutch is released,

Gear Ratiotransmission fluid pressures behind the lock-up clutchpiston turbine area are equalized. The direction of 1st 4.17:1flow is through the turbine shaft and the area behind 2nd 2.34:1the piston into the turbine area.

3rd 1.52:1To engage the torque converter lock-up clutch the

4th 1.14:1direction of transmission fluid flow is changed and5th 0.87:1reversed by a valve in the hydraulic control unit. At

the same time the space behind the torque converter 6th 0.69:1lock-up clutch piston is vented. Reverse 3.40:1Oil pressure extends from the turbine area to thetorque converter lock-up clutch piston and presses it Single Planetary Gearsetagainst the cover outer shell of the torque converter.

The single planetary gear overdrive carrier is drivenThis locks the turbine wheel by way of the lined discby the input shaft.between the piston and the cover and enables theThe single planetary gear set consists of:drive to pass with limited slip to the planetary gear

train in normal operating conditions. 1 sunwheelNOTE: Although the operating principle is the same 4 planetary gears meshing with the sunwheelthere are four variations of torque converter used 1 planetary gear carrier

I6 260mm rated at 278Nm @ 2000 rpm 1 ring gearI6 Turbo 280mm rated at 297Nm @ 2000 rpm

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Single planetary Gearset

Item Description1 Baffle plate A2 Ring gear3 Planetary gear 14 Sunwheel5 Planetary gear spider6 Turbine shaft7 Cylinder A

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Double Planetary GearsetThe double planetary gearset is splined to the outputshaft.The double planetary gear set consists of:

2 sunwheels of different sizes3 short planetary gears meshing with thesunwheels3 long planetary gears meshing with thesunwheels1 planetary gear carrier1 ring gear

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Double Planetary Gearset

Item Description Apply Components1 Planetary gear spider brake D Shift Elements2 Planetary gears (short)

The other shift elements in addition to the torque3 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 are7 Sunwheel 3 clutch B power-on overlapping shifts, that is to say during the8 Sunwheel 2 clutch A shift one of the clutches must continue to transmit the

drive at lower main pressure until the other clutch isable to accept the input torque.

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The shift elements, clutches or brakes are engagedhydraulically. The transmission fluid pressure is builtup between the cylinder and the piston; this pressesthe clutch plates together.When the transmission fluid pressure drops, the cupspring pressing against the piston moves it back to itsoriginal position.The purpose of these shift elements is to performin-load shifts with no interruption to traction.Multi-plate clutches A, B and E supply power from theengine to the planetary gear train; multi-disc brakes Cand D bear against the transmission housing in orderto achieve a torque reaction effect.

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Shift Elements

Item Description1 Multi-plate clutch B2 Clutch cylinder B, outer plate carrier3 Multi-disc brake C4 Brake cylinder C, outer plate carrier5 Shaft key6 Brake cylinder C, outer plate carrier7 Transmission housing

Multi Plate ClutchClutch E is equalized in terms of dynamic pressure,that is to say its piston is exposed to the transmissionfluid flow on both sides, in order to prevent pressurebuild up in the clutch as the speed increases. Thisequalization process is achieved by a baffle plate andpressure-free transmission fluid supply by alubricating passage, through which the space betweenpiston and baffle plate is filled with transmission fluid.The advantages of this dynamic pressure equalizationare:

Reliable clutch engagement and release in allspeed ranges.Improved shift refinement.

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Multi Plate Clutch

Item Description the relevant clutches or brakes at the correctmoments.1 Lubricating transmission fluid passageOutput is always by the ring gear of the second,2 Turbine shaftdownstream planetary gear set.3 Main pressure supply to clutch EHydraulic System4 Ring gear

5 Cylinder E Fluid Pump6 Piston E The fluid pump is of a "half-moon" pattern and7 Cup spring delivers approximately 16 cc of transmission fluid per8 Clutch plate cluster revolution.9 Baffle plate It is located between the torque converter and the

transmission housing.10 Space for dynamic pressure equalizationThe torque converter is supported in the fluid pump by11 Inner plate carrier Ea needle roller bearing. The fluid pump is drivendirectly from the engine by the torque converter shellShift overlap controland 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 asuitable actuation of the relevant clutches. This both filter and delivers it at high pressure to the mainenables weight and space to be saved. pressure valve in TCM and main control valve bodyThe electronic-hydraulic shift action is obtained by unit. This valve adjusts the pressure and returnsmeans of various valves in the transmission control excess transmission fluid to the fluid pan.module (TCM) and main control valve body, actuatedby pressure regulators. They engage or disengage

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Fluid Pump

Item Description Item Description1 Fluid pump housing 12 Ring gear2 Intermediate plate3 Centring plate4 Stator shaft5 Intake port6 To mesh filter7 Seal8 Bearing9 Retaining clip10 Shaft seal11 Impeller

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Oil flow chart (Position N)

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6th Gear Power Path Ratio 0.691:11st 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 FilterThe transmission fluid pan, gasket and filter is a onepiece assembly, all transmission fluid is drawn fromthe transmission fluid pan by the fluid pump andpasses through the fluid filter.

Transmission Control Module (TCM) andMain Control Valve BodyElectrostatic Discharge (ESD)4th Gear Power Path Ratio 1.143:1

5th Gear Power Path Ratio 0.867:1

CAUTION: When working with thetransmission control module (TCM) and maincontrol valve body, all suitable safety precautionsmust be taken to protect the component againstelectrostatic discharge (ESD). Failure to followthese instructions may result in componentdamage.Make sure all possible safety precautions are taken toprotect the TCM and main control valve body unitagainst ESD.

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Personal Wrist-Band EarthingEarthing (grounding) by means of a wrist band orstrap is the most reliable method of divertingelectrostatic charges away from working personnel,and should therefore be used wherever possible,particularly if the person concerned is working whileseated. The wrist band earthing (grounding) deviceconsists of a bracelet closely attached to the wrist anda spiral earthing (grounding) cable connecting it to theearthing (grounding) contact point. This system mustinclude a quick-release device so that the wrist can bereleased in the event of danger.

Shoes and Foot Earthing StrapsElectrically conductive shoes should be worn bypersons who mainly work standing up or eitherstanding or sitting in ESD protection zones,particularly if wrist band earthing (grounding) isimpracticable. The standard calls for ESD shoes torecord values between 0 and 35 Mega-ohms (MOhm)resistance. However, for antistatic working shoesresistance values between 0.1 and 1000 MOhm arecalled for, and a through-conducting resistance forprotective shoes of 0.1 to 100 MOhm. A lower limitvalue of not less than 0.1 MOhm must be maintainedon account of the contact voltage risk. For this reasonthe minimum value has been set contrary to thestandard at the higher figure of 0.75 MOhm.

Transmission Control Module (TCM) and MainControl Valve BodyThe transmission control module (TCM) and maincontrol valve body is a combination of hydraulic andelectronic control units. Both these modules areinstalled 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 shiftsIncreased refinementOptimized shift qualityGood reliability, since the number of plugconnections and interfaces is reduced.

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Transmission Control Module (TCM) and main Control Valve Body

Item Description Item Description1 TCM 11 Pressure regulator 12 Output speed sensor 12 Discharge port3 Transmission fluid temperature sensor 13 Suction port4 Position switch 14 Turbine speed sensor5 Pressure regulator 6 15 Main control valve body6 Solenoid valve7 Pressure regulator 58 Pressure regulator 49 Pressure regulator 310 Pressure regulator 2

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This information is then used by the TCM to decideTransmission Electronic Systemwhich shift pattern to select and for shift energy

The transmission control module (TCM) and its management. Electro-hydraulic solenoid valves andinput/output network control the following transmission pressure regulators control the transmission gearoperations: changes.

Shift timing. Five pressure regulators and one solenoid valve areLine pressure (shift feel). used to control direct transmission fluid flow to select

internal clutches and control the fluid pressure at theTorque converter clutch.clutch. A separate pressure regulator is usedIn 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 toThe TCM also uses these signals when determiningconfirm correct system operation. If a fault occurs thetransmission operating strategy.TCM is able to perform default action and inform theUsing all of these input signals, the TCM can driver of the problem, this is by the instrument clusterdetermine 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 Solenoidsoptimize shift feel. To accomplish this, the TCM uses

The hydraulic module contains one solenoid valve.six pressure control solenoids and one shift solenoidThe solenoid valve is actuated by the TCM and hasto control transmission operation.two positions of open or closed, it is used to switchThe following provides a brief description of each of the position valve.the sensors and actuators used to controlThere are six electronic pressure control valves, thesetransmission operation.convert an electric current into a proportional

TCM hydraulic pressure. They are energized by the TCMand actuate the valves belonging to the relevantswitching elements. CAUTION: Should you be required to

reprogram the TCM the following criteria must be Controller Area Network (CAN) Interfaceobserved:-For the TCM to be able to perform shift point and shiftThe transmission fluid temperature must be belowquality management a number of external signals are80Crequired. 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 shareThe TCM for the transmission is mounted on top ofinformation between control modules. The TCMthe main control valve body. The control module forobtains most of its required data over the CAN busthe transmission has been designed to operatefrom the electronic engine controls, Sequential Sportcorrectly in the environment in which the TCM isShifter and ABS, Instruments pack and diagnosticlocated.tools.The transmission control module is activated and

deactivated by the ignition supply and is connected to Brake Pedal Position (BPP) Switchthe transmission link harness by a 16-way connector.

The brake pedal position (BPP) switch tells the TCMThe TCM controls the operation of the transmission. when the brakes are applied, and disengages theThe TCM processes information received in both torque converter clutch. The BPP switch closes whenanalogue and digital form such as: the brakes are applied and opens when they areTransmission input speed released. The BPP is also used to disengage the

brake shift interlock and stops gradient calculations.Output speedThrottle pedal position Engine Coolant Temperature (ECT) SensorGear selector position The engine coolant temperature (ECT) sensor detectsEngine torque engine coolant temperature and supplies theEngine speed information to the TCM. The ECT sensor is used to

control the torque converter clutch (TCC) operation.Transmission fluid temperatureBrake pedal statusEngine oil temperatureCoolant temperatureABS wheel speed

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3-Bit CodeAccelerator Pedal Position (APP) SensorPosition 3-Bit CodeThe accelerator pedal position (APP) sensor is a

2nd Gear 0 1 0potentiometer mounted on the accelerator pedal. TheAPP sensor detects the position of the accelerator 3rd Gear 0 1 1pedal and sends this information to the electronic 4th Gear 1 0 0control module (ECM). The APP sensor is used for

5th Gear 1 0 1shift scheduling and TCC lock-up.P,R,N,D 1 1 1Input Shaft Speed (ISS) Sensor

The TCM uses this information to generate the CANThe input shaft speed (ISS) sensor is a Hall Effect message "Gear Position Selected", which must not betype sensor. confused with the similar message "Gear Position

Actual" indicating the current mechanical gear ratioThe ISS sensor is mounted internally on theactivated 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 ofOutput Shaft Speed (OSS) Sensor transmission fluid, the TCM having control of theforward gear selected in Drive. Additional movementThe output shaft speed (OSS) sensor is a Hall Effectof the lever to 5, 4, 3 and 2 positions does nottype sensor.manually modify the fluid flow, the TCM detects theseThe OSS sensor is mounted internally on thepositions, and controls the gear selectedtransmission and is located on the TCM and mainelectronically.control valve body unit and is used for shift

scheduling. Sport mode shifter positionTransmission 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 temperaturesensor located on the main control valve body. The Allows the automatic transmission to operateTCM uses the sensor input to activate various shift normally when the sport mode is selected, butstrategies. The sensor is in the form of a temperature under acceleration the gear shift points aredependent resistor. extended to make full use of the engines power

reserves.The temperature sensor performs plausibility checkson 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 shiftbetween 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 onthe TCM and main control valve body, to determine TCM Monitoring Functionsthe selected gear range on the Automatic side of the

As explained above the TCM monitors all input andselector 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 toa cable, which operates the transmission selector ensure the transmission enters a safe mode ofshaft between positions Park, Reverse, Neutral and operation, without sacrificing transmission durability orDrive. The TCM detects the drivers choice of manual driver safety.range selection (+ or -) by means of a 3-bit codegenerated by the printed circuit board (PCB) housed Supply Monitoringwithin the selector assembly. This 3-bit code is then If the battery voltage is either too great or too low, thetransformed in to a CAN message by the PCB and TCM will detect a fault condition. For the TCM to betransmitted on to the CAN bus where it is detected by able to identify this fault the engine must be runningthe TCM. and the transmission fluid temperature sensor must

be functioning correctly.

Solenoid Supply MonitoringWhile the solenoid operating transistors are beingactivated, checks are run for open circuits, shortscircuits to ground and short circuits to supply. The

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monitoring function evaluates the voltage can obviously get very hot. If the temperature of thecharacteristics during the switch on process checking hardware rises above a pre-determined level the TCMfor the above faults. will be shut down. Prior to the TCM shutting down the

TCM will log a fault code, during shutdown theAll solenoid outputs are fully protected. The processortransmission will enter mechanical limp-home mode.and the appropriate fail-safe action taken can quicklyMonitoring of the substrate temperature is performedidentify 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 Checkingsupply is monitored by the micro-processor by an

The TCM detects a fault if an excessive voltage jumpAnalogue to Digital Converter (ADC). If the voltage isis identified between any two consecutiveout of the valid tolerance a raise a diagnostic troublemeasurements. Also, with the engine started fromcode (DTC) is set and the appropriate fail-safe actioncold the transmission fluid temperature will start tois performed.rise. Therefore the substrate or fluid temperature will

Electronically Erasable Program Read Only also start to rise because the TCM is surrounded byMemory (EEPROM) Monitoring transmission fluid. If the engine and output shaft

speed is higher than a set threshold for apredetermined length of time without the substrate CAUTION: Should you be required totemperature rising above a set threshold a fault will bereprogram the TCM the following criteria must bedetected.observed:-

The transmission fluid temperature must be below Pressure Regulator/Solenoid Monitoring80C Each pressure regulator and solenoid is monitored forPark (P) or Neutral (N) selected open circuits and short circuits. The TCM also checksThe handbrake firmly applied that the current being delivered to each solenoid valve

or pressure regulator is within valid limits. When eachTo diagnose errors with the electronically erasablesolenoid is being driven with minimum current theprogram read only memory (EEPROM) the TCMTCM checks that the current is not above a thresholdcalculates 4 checksums continuously: If the processorvalue. If a solenoid is being driven with maximumidentifies discrepancies in any of the four checksumscurrent, it checks that the current is not below a validthe TCM will engage mechanical limp-home mode.threshold. If either of these two errors occur, aThe TCM can diagnose errors within the EEPROM. plausibility error is logged and the appropriate fail-safeDiagnosis 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 Monitorstorage of fault codes and transmission calibration

It is possible for the TCM to diagnose electrical errorsadaptations. If a fault occurs the TCM is able toassociated with the output speed sensor while theperform default action and inform the driver of thevehicle is stationary as well as moving. Plausibilityproblem, this is by the instrument cluster messagemonitoring is performed on the sensor output whencentre.the vehicle is moving.

Watchdog Monitoring Input Speed MonitorThe watchdog monitoring function has two functions.

It is possible for the TCM to diagnose electrical errorsFirstly it checks that it is possible to inhibit outputassociated with the input shaft speed sensor while thecontrol by the activation of the solenoid supplyvehicle is stationary as well as moving. Plausibilitytransistor. Secondly the watchdog checks that themonitoring is performed on the sensor output whensafety circuit is functioning correctly.the vehicle is moving.

During initialization the watchdog checks that it ispossible to inhibit control of the pressure regulator Transmission Fluid Temperature Sensorand solenoid valves by switching the solenoid supply Monitoringtransistor. There is a fault if activation of the solenoids

The TCM monitors for faults associated with thecannot be inhibited by the watchdog (NB. The supplytransmission fluid temperature sensor in the followingto the solenoids can still be inhibited by the high sideways: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 aMonitoring 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 highpower solenoids and is surrounded by ATF, the TCM

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3. The transmission fluid temperature must rise after Increasing the transmission service life bythe 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 thePosition Sensor Monitoringtransmission.

The TCM can identify errors with the position switchReal-time control of engine torque is required tolocated within the transmission. If an unrecognizedmaintain maximum shift quality and transmissionposition code is read by the TCM a plausibility faultdurability. The TCM has the ability to control thewill 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 transmissionthe bits being labelled L1-L4. For the transmission, clutches.the following codes are used to identify the selectorposition. Pressure ModulationOnly 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 frictionPosition Codeelements of the transmission must be matched veryL1 L2 L3 L4 accurately to the transmission input torque. This

Park 0 0 1 0 hydraulic pressure is composed of a hydraulicallypre-set basic pressure and a controlling pressure thatReverse 0 0 0 1is set by one of the electro-hydraulic pressureNeutral 0 1 0 0regulators.

Drive 1 1 1 0The transmission input torque can be directlycalculated from the following operating parameters:Gear Ratio Monitoringengine 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 geardiagnostic checks that the transmission has engaged change make it possible to adapt precisely to thethe target gear within the allowed time. particular shift operation. A further improvement in

shift comfort is achieved by individual treatment ofTorque Converter Monitoring special cases, such as manual shifts.The TCM checks that the torque converter can be Shift Quality Adaptslocked correctly. If torque converter lock-up does notoccur correctly the TCM performs the appropriate The shift quality adapts are used to obtain a highfail-safe action of opening the Torque converter quality and consistent shift feel. This is achievedclutch. through monitoring shift quality and then adapting the

shift pressures and shift energy management toTorque 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 approximatelyengaged as a function of the accelerator pedal 160 kilometres of use to fully adapt.position, output speed, transmission fluid temperature,

Shift Point Selectiongear selected and shift program. Lock-up is possiblein all forward gears, but usually it is restricted to The gearshift points are selected by the TCM, as afourth, fifth and sixth gears. To make use of the function of the output speed, accelerator pedalcomfort 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 thedownshift or up-shift. The torque converter lock up selector lever, accelerator pedal movement and modeclutch is always modulated to allow for controlled slip, switch.to further improve the shift quality.

Shift Energy ManagementThis function involves reducing or increasing theengine output torque during shifting. The aim whenup-shifting is to reduce the energy that is dissipated inthe friction elements of the transmission. This is doneby reducing the engine torque during synchronizationwithout interrupting the tractive drive. This functionmay be used for:

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due to the effects of lock-up clutch slip and churningTransmission Shift selectioneffects. There will be forced upshift strategy used in

Shift Map Selection hot mode. To exit hot mode the selector lever must bemoved or the brake pedal applied or the acceleratorThe transmission control system utilizes a number ofpedal applied 100%, during all of these methods ofdriver selectable operating modes and also a numberexiting from hot mode the fluid temperature must beof 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 Modetowing mode are all adaptive modes i.e. the

Traction Control Mode is an adaptive mode, which istransmission will automatically select this modeautomatically 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. TheTCM believes the vehicle speed is increasing andNormal mode can be selected by selection of the Dtherefore it may begin to upshift. These upshiftsposition 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 downwardsthe driver deselects the mode or engages the cruise to prevent unwanted shifts. To reduce the effects ofcontrol system. If the driver engages cruise control this, if a traction event occurs a signal is transmittedwhen Normal mode is active upon deactivation of the by the ABS module to the TCM over the CANcruise system the transmission will automatically network, the TCM uses this signal to change there-engage Normal mode. This mode can be currently selected shift map. The new shift map willover-ridden by a number of adaptive modes. have gearshift lines further apart, thus inhibiting theThe mode switch is of the momentary type. transmission shifting to a lower gear.

Cruise Mode Hill/Trailer Towing ModeWhen the driver engages the cruise control system This is an adaptive mode. When the TCM detectsthe TCM receives a CAN message transmitted by the reduced vehicle acceleration for a certain percentageAdaptive Cruise Control (ACC) or engine electronic of throttle opening then this mode is automaticallycontrols which informs the TCM that cruise control is engaged by the TCM. When this mode is engaged acurrently active. Upon receipt of this message the new shift map and torque converter lock-up map isTCM selects a new transmission shift map. This map selected. This new shift map is designed to reducehas been developed to reduce busy gearshift during the number of gearshifts when towing a trailer or withcruise mode. It has also been developed to increase the car climbing a steep hill. The shift map will causefuel economy. the transmission to hold on to gears for longer this

increases acceleration and reduces the number ofHot Mode gearshifts. This mode can also give an advantagewhen driving at high altitudes, where the torqueThis is one of the adaptive modes the transmissionproduced by an engine is greatly reduced by thecan enter when conditions are correct. When theeffects 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 selectedreach threshold values, the TCM will cause the when towing for long distances.transmission to enter Hot mode. This mode will

Driving Mode Priorityautomatically engage new shift and lock-up maps toreduce heat generated within the transmission. The Each of the above modes has an associated priorityshift 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-upmap will engage the lock-up clutch at lower vehiclespeeds and in lower gears. The effect of this is thatless heat will be generated within the transmission

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associated program parts and signal paths usedAdaptive Shift Strategiesduring 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 instrumentaccessibility of the vehicles performance in driving cluster message centre.conditions while maintaining a relaxed drivingexperience when cruising.In "Sport" mode, accelerator pedal usage andcornering behaviour are monitored to assess drivingstyle and road conditions. When an enthusiasticdriving style or a demanding road is detected, 6thgear is inhibited and the lower gears are made slightlymore accessible in order to prevent unwanted"hunting" between gears. Conversely, when cruisingconditions are detected, 6th gear is once again madeavailable to maximize driving refinement andeconomy.Under conditions of heavy braking, the transmissionwill perform one or more downshifts to improveresponse to a subsequent accelerator pedalapplication. Similarly if the accelerator pedal isreleased rapidly following hard acceleration, one ormore upshifts are inhibited to increase engine brakingand also improve subsequent response.To complement these features, when a corner isdetected transmission upshifts are inhibited. Thisinhibition is also maintained for a short distance afterthe corner allowing the driver to achieve a smoothbalance through the bend without unwanted shiftingmid-corner.

Safety featuresThe safety functions are designed to safeguardagainst mis-operation by the driver as well as againstsystem malfunctions. The mis-operation systemprevents reverse gear from being engaged at highforward speeds (Above 5 kph) and prevents manualdownshifting at excessive engine speeds.Great attention has been paid to safeguardingagainst, and detecting, malfunctions in the electroniccontrol system. The design of the electrical anddiagnostic system is such that system integrity isprotected at all times.The hydraulic system has "fail-safe" characteristicsregarding its electrical energisation, i.e. as a result ofthe power supply being lost to the electro-hydraulicactuators the transmission engages a reliableemergency gear ratio to facilitate a basic limp-homemode.Recognition of critical shift operation by monitoring thelast element in the signal path, i.e. the solenoid valve,and checking by means of redundant measuredvariables, i.e. engine speed, input speed and outputspeed.Measures are in place which guarantee a high degreeof availability of safeguard functions, i.e. monitoring ofsafety circuits. For this purpose each time the vehicleis started there is a check on the entire safetyhardware, this is during TCM initialization and the

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DIAGNOSIS AND TESTING

Diagnostic StrategyThe complexity of the electronics involved with theautomatic transmission preclude the use of workshopgeneral electrical test equipment. Therefore, referenceshould be made to the Ford approved diagnosticsystem for detailed instructions on testing theautomatic transmission.Where a fault involving the automatic transmission isindicated by the Ford approved diagnostic system,some basic diagnostic methods may be necessary toconfirm that connections are good and that the wiringis not damaged, before installing new components.1. Verify the customer concern by operating the

vehicle. Refer to the automatic transmissiondiagnostic drive cycle in the DTC summarysection.

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 ChartMechanical Electrical Hydraulic

Damaged shift Blown fuse Fluid level too high/lowmechanism/linkages Wiring harness Poor condition of fluid

Damaged Transmission Control Fluid leakDamaged automaticModule (TCM)transmission casingDamaged rotary switchDamaged, loose or corrodedconnectors

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DIAGNOSIS AND TESTING (Continued)

NOTE: In the event of a transmission unitBasic Diagnosisreplacement for internal failure, the oil cooler andpipes must also be replaced.Check Fluid Level & ConditionShift Linkage Check

CAUTION: The vehicle should not be driven ifHydraulic leakage at the manual control valve canthe fluid level is low as internal failure can result.cause delay in engagements and/or slipping whileNOTE: The transmission oil temperature must not be operating if the linkage is not correctly adjusted; forallowed to exceed 50 C (122 F) whilst checking selector lever cable adjustment, REFER to Sectionlevel. Should the temperature rise above this figure,307-05.abort the check and allow the transmission oil to cool

to below 30C (86F).This vehicle is not equipped with a fluid level indicator.An incorrect level may affect the transmissionoperation and could result in transmission damage.To correctly check and add fluid to the transmission,REFER to Transmission Fluid Level Check in thissection.

High Fluid LevelA fluid level that is too high may cause the fluid tobecome aerated due to the churning action of therotating internal parts. This will cause erratic controlpressure, foaming, loss of fluid from the vent tube andpossible transmission damage. If an overfill reading isindicated, refer to Transmission Fluid Drain and Refillin this section.

Low Fluid LevelA low fluid level could result in poor transmissionengagement, slipping, or damage. This could alsoindicate a leak in one of the transmission seals orgaskets. REFER to Transmission Fluid Level Check inthis section.

Adding Fluid

CAUTION: The use of any other type oftransmission fluid than specified can result intransmission damage.If fluid needs to be added, add fluid in 0.50 litreincrements through the fill hole opening. Do notoverfill the fluid. For fluid type, refer to the GeneralSpecification chart in this section. REFER toTransmission Fluid Level Check in this section.

Fluid Condition Check1. Check the fluid level. For additional information,

REFER to Transmission Fluid Drain and Refill inthis section.

2. Observe the colour and the odour. The colourunder normal circumstances should be reddish,not brown or black.

3. Allow the fluid to drip onto a facial tissue andexamine the stain.

4. If evidence of solid material is found, thetransmission fluid pan should be removed forfurther inspection.

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GENERAL PROCEDURES

KEY-ON ENGINE-OFF (KOEO)TRANSMISSION QUICK REFERENCEDTC LIST This is carried out with WDS with a view of checking a

number of specific components and systems forThis list has been devised as a basic guide to direct condition and integrity.you to the relevant area of concern as quickly asTo access the KOEO test. Connect the WDS to thepossible.vehicle and ensure it correctly identifies the vehicle.The Diagnostic Trouble Codes (DTCs) are listed From the toolbox icon select self test and follow thenumerically and are not necessarily grouped by fault relevant instructions. Failure to follow the instructionsand or system. on WDS can lead to additional DTCs being recorded.

NOTE: Not all the DTCs listed here may be active on Simplified procedure TOOLBOX > SELF TEST >the vehicle; it is dependant up on vehicle POWERTRAIN > ENGINE > KOEOspecification.This self-test is normally completed within 20

Although this section is primarily concerned with TCM seconds.related DTCs reference is made to other modules to KEY-ON ENGINE-RUN (KOER)which TCM performance is either directly or indirectlyrelated. This is carried out with WDS with a view of checking a

number of specific components and systems forNOTE: Before commencing any electrical diagnosticcondition and integrity.procedure, assess the general condition of the

associated mechanical components for serviceability. To access the KOER test. Connect the WDS to thevehicle and ensure it correctly identifies the vehicle.Carry out a preliminary inspection of the condition of From the toolbox icon select self test and follow thethe electrical system for damage to wiring and/or relevant instructions on WDS. Failure to follow theconnectors. instructions on WDS can lead to additional DTCs

Ensure the vehicle battery is in good condition. being recorded.NOTE: If you disconnect a sensor or actuator with the Simplified procedure TOOLBOX > SELF TEST >ignition switched ON, you may induce further DTCs. POWERTRAIN > ENGINE > KOERTherefore when carrying out your preliminary If the KOER test fails to complete P1001 will beinspection ensure the ignition is in the OFF position. storedThis section has been devised as a quick reference This self-test is normally completed within 34 secondsguide and consists of general diagnostic procedures. MIL ON Y/NFor specific diagnostics, refer to the relevantsections within this manual. Currently transmission related DTCs do not activate

the Malfunction Indicator Lamp (MIL) as transmissionYou will notice many of the comments in thefailures do not cause the engine to operate outside"POSSIBLE CAUSE" sections indicate "DEFECTIVEthe Australian Emission regulations.TCM". Modern TCMs are extremely reliable and are

rarely the primary cause of the concern. However some of these DTCs may become MILrelated as the emission standards are reviewed.NOTE: The TCM should only be replaced after all

the other diagnostic procedures have been General note when encountering multiple DTCscompleted. If when retrieving DTCs it is found there are a large

number of them, it is suggested to identify and record CAUTION: Should you be required to the DTCs. Attempt to identify any common theme i.e.

reprogram the TCM the following criteria must be "reference voltage" or "temperature" related defects;observed:- this can aid the diagnostic process.

The transmission fluid temperature must be below Clear all the DTCs.80C Run both a KOEO and a KOER test. Investigate anyPark (P) or Neutral (N) selected recorded DTCs during this process before preceding

to carryout a road test with WDS.The handbrake firmly appliedThen monitor the appropriate systems usingDTCs can be recorded at various times and underWDS/PDS under road test conditions. The first DTCsdiffering conditionsthat occur are normally the primary areas of concernContinuous (Cont)and may have triggered further DTCs in associated

These are DTCs that are monitored at all times systems.during vehicle operation.In the event a customer complains of a potentialperformance related issue, and there are no currentDTCs recorded, it is recommended to run a KOEOtest and a KOER test.

BF00006 en 01/2006 2006.0 BF Falcon


GENERAL PROCEDURES (Continued)

Using the World-wide Diagnostic System (WDS)If you encounter problems establishingcommunication between WDS and the vehicle, thisdoes not necessarily indicate there is a problem withthe vehicle.Attempt to establish communication using the TEARTAG, Calibration Code or PCM Part Number.If you are having difficulty, carryout the WDSdiagnostic procedure for cables and check theserviceability of the 16 pin DLC cable B-280.Also ensure WDS is running the latest software.Transmission Fluid Level ChecksNOTE: The ZF 6HP26/X transmission is verysensitive to transmission fluid concerns.Contamination or incorrect levels seriously affecttransmission performance. If you are required tocheck the level and condition of the fluid it is vital thedescribed procedure is correctly followed. Anydeviation from the approved procedure will lead tofurther transmission operational concerns, furtherDTCs and damage to the transmission. Refer toTRANSMISSION FLUID LEVEL CHECK - 307-01

BF00006 en 01/2006 2006.0 BF Falcon


GENERAL PROCEDURES (Continued)

DTC ListDTC (PID) Condition MIL ON Possible Cause Diagnostic procedures

Cont KOEO Y/NKOER

P0218 - Cont N Incorrect transmission fluid level or fluid Check the transmission fluid level and condition (refer toTransmission KOER contaminated TRANSMISSION FLUID LEVEL CHECK - 307-01)overheating (above Damaged transmission cooling Carryout a system check with WDS. Select PID TFT. Road test130C) Transmission breather blocked the vehicle trying to replicate a wide range of operating conditions.

Torque converter not locking If the DTC returns, check the condition of the PCB in the shifterDefective wiring or connections between (P0710 may also be stored)the PCM, shifter PCB and connection to the Check the condition of the transmission cooling system.transmission multi-plug. Ensure the breather is not blockedDefective TFT sensor Torque converter not engaging correctly (P0740, P2763 andNOTE: Transmission may be in P2764 may also be stored). Monitor TCC with WDS."LIMP-HOME" mode This DTC may be triggered by driver abuse

This DTC can also be stored if the transmission has repeatedlyexceeded 130C. If this is the case, check the transmissioncooling system.NOTE: The transmission oil should be replaced. (Refer toTRANSMISSION FLUID - RENEW - 307-01)

P0219 - Engine over Cont Defective wiring and or connectors between Check the condition of the wiring between the PCM and CKPspeed condition KOER CKP sensor and the PCM. sensor.(above 6000rpm) Defective sensor Monitor the RPM signal and carryout a wiggle test at idle. AlwaysPID RPM Incorrect calibration in PCM and/or TCM exercise great care when working around a running engine

NOTE: Transmission may be in If P0300, P0315, P0316 or P0320 are recorded, this is a concern"LIMP-HOME" mode with the CKP circuit or sensor

Using WDS datalogger monitor engine speed (RPM),transmission speed signals (OSS, TCCMACT

307-01bzf 6hp26 (1)

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