By

Mike Souza
on
October 1, 2018

SOUZA SEZZ
 Author: Mike Souza, Contributing Editor
 Subject Matter: 10R80/10L90
 Issues: Solenoids: electronic & hydraulic function
10R80/10L90 10-SPEED SOLENOID FUNCTION
In the last article we identified the solenoid locations and shift application. This month I would like to discuss the electronic and
hydraulic function of the solenoids and also cover solenoid replacement.

Here are overviews of the 10R80 and 10L90 transmissions (Figure 1).
The first thing to remember when replacing the valve body and/or just the solenoids is the TCM will have to be updated. This is very
similar to what has been covered in the past with the 8L90 found in GM vehicles referred to as solenoid characterization. The 10R80
solenoids are similar to the 6R140W solenoids referred to as solenoid body/strategy identification.

The GM transmission control solenoid valves 1 through 8 (Figure 2) are pressure-regulating valves. Each solenoid valve is tested
after assembly to determine the output fluid pressure (flow rate) at certain electrical values, applied to the coil winding. This
information is referred to as solenoid current/ pressure data points. The solenoid valves are tested two ways, with an increasing and
then a decreasing electrical current applied to the coil winding. The current versus pressure data-points results are saved and assigned
a file number. This file number is marked on the solenoid valve housing end or on the valve body itself (Figure 3). The solenoid
performance data file is stored on the Techline Information System (TIS) website. This data file is programmed and stored in the
vehicle’s TCM. Replacing any of the following components will require the TCM to be programmed with either the new or existing
solenoid valve performance data, depending on what component is replaced.
 Transmission assembly
 Lower control valve-body assembly with solenoid valves
 Transmission control module
 One or more solenoids
On the Ford 10R80 transmission models, the solenoid body/strategy identification is as follows: The 13-digit solenoid-body strategy
number consists of only numbers (1). Letters are not used. Compare the solenoid-body identification and strategy to the solenoid-body
identification tag located on the left side of the transmission case. If the solenoid-body identification and strategy displayed on the
scan tool match the solenoid-body identification tag or replacement tag, then the solenoid-body identification and strategy are correct
for this transmission and a solenoid-body strategy data download is not required. If the solenoid-body identification tag or replacement
tag is missing or damaged so it is not readable or does not match the identification or strategy displayed on the scan tool, remove the
transmission fluid pan and filter and locate the 13-digit solenoid-body strategy etched on the main control casting (Figure 4).
The 13-digit solenoid-body strategy number displayed on the scan tool must match the solenoid-body strategy number etched on the
main control. If the numbers do not match, damage to the transmission or driveability concerns can occur. If the new main control was
not supplied with a replacement solenoid-strategy identification tag, DO NOT INSTALL the main control as all required
programming information is missing. Compare the solenoid-body strategy identification etched on the main control to the solenoid-
strategy identification tag on the transmission case. If the solenoid-body strategy identification etched on the main control does not
match the solenoid-strategy identification tag, then a solenoid-body strategy data download is required. If the solenoid-body strategy
etched on the main control does match the solenoid-strategy identification tag on the transmission case but does not match the 12 digit
solenoid-body identification and strategy displayed on the scan tool, then a solenoid-body strategy data download is also required.
Let’s take a quick look at the hydraulic functions. Solenoids 1-6 are normally low linear solenoids for shifts and regulated line-
pressure clutch control (Figure 5). When these solenoids are off; they provide pressure to stroke the clutch control valve allowing
controlled line pressure into the apply clutch circuit. When turned on, no pressure to the control valve (stationary) line pressure will be
blocked from entering the clutch apply circuit. The solenoid accumulator keeps the solenoid-signal pressure smooth. Both the power
and ground circuits are controlled by the TCM. Note: Although these solenoids work the same way, each has a different part number
for different flow rates and should be installed at their original locations.
Shift solenoid valves 1, 2, 3 and 6 have a 4 land regulating valve (shown in figure 5) whereas, shift solenoid valves 4 and 5 have a 5
land regulating valve shown in Figure 6. Note: On shift solenoid regulating valves 1 and 2 there is an inner valve land that is
opposite of each other (figure 5).
Figure 7 shows the change in hydraulic function when solenoids are turned on and off. Note: In figures 6 and 7 there may be a
No Clutch Feed Back Valve found on some GM models. Although the GM factory hydraulic diagrams show the valve missing on the
valve body we have at the Seal Aftermarket Tech Center, the valve was present but the separator plate feed orifices where missing
preventing oil flow to the valve.
The line pressure solenoid (#7) is a normally high variable force solenoid with the hydraulic function show in Figure 8 and the TCC
solenoid (#8) is a normally low variable force solenoid with the hydraulic function show in Figure 9. More information about the
unusual speed sensors and other electronics on this new 10-speed from Ford and GM will be covered in our next article. We will also
cover the new unique sump filter function and strategy. Thanks for reading see you soon!
In this article:electronic & hydraulic function, Souza Sezz
AUTOMATIC TRANSMISSION: Trying to Stop the Wheel Hop on Ford Edge with 6F50 Transmission
AUTOMATIC TRANSMISSION: Sherlock Holmes Approach to an AB60 No-Move Situation
AUTOMATIC TRANSMISSION: GM 6T40 Pump Identification Guide
AUTOMATIC TRANSMISSION: Seeing the Forest AND the Trees
 
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AUTOMATIC TRANSMISSION

Mazda FW6A-EL stored pressure switch codes

By
Wayne Colonna
on
April 4, 2022

THE COMPLAINT
A Mazda with the “Sky Active” FW6A-EL transmission has its Check Engine and A/T Warning lights illuminated, with the following
trouble codes stored in TCM memory:

 P0842 “Oil Pressure Switch #1 (pressure switch B) Stuck On.”

 P0847 “Oil Pressure Switch #2 (pressure switch A) Stuck On.”
  P0872 “Oil Pressure Switch #3 (pressure switch A) Stuck On.”
 P0877 “Oil Pressure Switch #4 (pressure switch B) Stuck On.”
 P0780 “Gear Shifting Malfunction.”
 P1738 “Automatic Transmission Internal Malfunction.”
THE CAUSE
This is caused by contamination getting into the valve body mounted oil pressure switches, which are very susceptible to this
condition. In addition, the TCM software may be overly sensitive to pressure switch code storage.

NOTE: If the vehicle in question has delayed engagements, this bulletin does not apply.

THE CORRECTION
Replace oil pressure switches A and B, as seen in figure 1, and replace the transmission fluid filter. Program the A/T Control Module
with the latest software updates.

SERVICE INFORMATION
 Oil pressure switch A: FZ01-21-2C0
 Oil pressure switch B: FZ01-21-2J0
 Transmission oil filter: FZ01-21-500
This bulletin applies to and for the following vehicles:
 2012 – 2013 Mazda 3
 2014 – 2018 Mazda 3 (Japan Built with VIN starting with JM1)
 2014 – 2018 Mazda 3 (Mexico Built with VIN starting with 3MZ)
 2013 – 2018 CX5
 2014 – 2018 Mazda 6
 2016 – 2018 CX3
 2016 – 2018 CX9
Note: Use caution when removing Oil Pressure Switch Manifold “A” to avoid damaging the ATF  temperature sensor.
In this article:Automatic Transmission, Mazda 3, Mazda 6, Mazda CX, Mazda FW6A-EL
TECHNICAL: A Chevy Volt making noise
INSTALLATION R&R: The diagnostic value of the scope
TECHNICAL: 10R80 gear ratio errors after rebuild
 
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 AUTOMATIC TRANSMISSION

A 6T70 IMS INVALID RANGE SIGNAL

There are four inputs to the TCM from the position switch assembly, that indicate which
transmission gear range has been selected.
 

By
Wayne Colonna
on
September 7, 2021
The 6T70’s “Internal Mode Switch” (IMS) is a sliding contact switch that connects to the manual valve, with an electrical connector
that plugs into the control solenoid body and TCM assembly. There are four inputs to the TCM from the position switch assembly that
indicates which transmission gear range has been selected. The state of each input can be displayed on a scan tool. 

The four input parameters are Signal A, Signal B, Signal C, and Signal P (Parity). A fifth input signal “N” (P/N Start) does not input
to the TCM but goes directly to the ECM to determine a Park/Neutral state and allow the engine to be started.  Routing Signal N to the
ECM will allow the engine to be started, even with a dead TCM.  

If the TCM detects an improper signal from the Internal Mode Switch (IMS) assembly, a DTC P1825 code for an invalid signal will
be activated. After rebuilding the transmission, this invalid signal code may set immediately. What typically occurs that causes this
malfunction is during disassembly of the switch, the retention tabs pop off (figure 1).
Figure 1 – If the TCM detects an improper signal from the Internal Mode Switch (IMS) assembly, a DTC P1825 code for an invalid
signal will be activated. After rebuilding the transmission, this invalid signal code may be set immediately. What typically causes this
malfunction is during disassembly of the switch is the retention tabs pop off.
This allows the switch assembly to spread open during operation preventing the metal tension fingers from having proper pressure on
the contacts inside the IMS. Aside from needing to remove the transmission from the vehicle, there is a simple fix for this problem
with not having to purchase a new assembly. 

Step one is to disassemble the switch (figure 2). You will see how easy it is once you do it. Inspect all the parts and contacts to be
certain no other problem is lurking within the switch aside from the popped tab tops. 
Figure 2 – After disassembling the switch, inspect all the parts and contacts to be certain no other problem is lurking within the switch
aside from the popped tab tops.
 If all the tab tops are popped off, the tension plate will separate from the detent assembly (figures 3 and 4). Figure 5 shows that
one tab is completely missing while three tabs have their tops popped off. There are also two alignment pins as part of this tension
plate.


Fig. 3


Fig. 4

If all the tab tops are popped off, the tension plate will separate from the detent assembly (figures 3 and 4).
 Using a file or equivalent tool, dress up the tops of the tabs as seen in figure 6. Clean all the parts ensuring that they are oil-free
(figure 7) and reassemble the switch (figure 8). During the reassembly process, make certain the tension plate remains flat on the
detent assembly and the metal tension fingers do not get bent out of position. 


Fig. 5


Fig. 6


Fig. 7


Fig. 8

Figure 5 shows that one tab is completely missing while three tabs have their tops popped off. Using a file or equivalent tool, dress up
the tops of the tabs as seen in figure 6. Clean all the parts ensuring that they are oil-free (figure 7) and reassemble the switch (figure
8).
 Once the switch is assembled, use UV liquid plastic welding to secure the tension plate to the detent assembly such as one from
Bondic as seen in figure 9. Carefully drop the glue that comes with the kit onto each of the tabs including the tops of the alignment
pins as seen in figures 10 and 11. Then cure using the UV light as seen in figures 12 and 13. 


Fig. 9


Fig. 10


Fig. 11


Fig. 12


Fig. 13

Once the switch is assembled, use UV liquid plastic welding to secure the tension plate to the detent assembly such as one from
Bondic as seen in figure 9. Carefully drop the glue that comes with the kit onto each of the tabs including the tops of the alignment
pins as seen in figures 10 and 11. Then cure using the UV light as seen in figures 12 and 13. 
 To double-check your work to verify the integrity of the switch’s signals, continuity checks can be easily made using an ohmmeter
with figures 14 and 15 as your guide.  Terminal A is the ground path where the negative lead can be placed.

 Fi
g. 14


Fig. 15

To double-check your work to verify the integrity of the switch’s signals, continuity checks can be easily made using an ohmmeter
with figures 14 and 15 as your guide.
To check Signal A for example, place the positive lead on terminal E. Using the chart in figure 15, there should be continuity in each
of the gear ranges marked LOW. For all the HI’s it should read open circuit. Once all circuits have been verified as good, the switch is
ready to be installed into the transmission. 
In this article:6T70, GM, Shift Pointers
TECHNICAL: A Chevy Volt making noise
INSTALLATION R&R: The diagnostic value of the scope
TECHNICAL: 10R80 gear ratio errors after rebuild
 
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AUTOMATIC TRANSMISSION

ZF9HP48, 948TE LINE PRESSURE CONTROL AND

DIAGNOSTICS
By
Jason Larochelle
on
August 11, 2021
The nine-speed ZF9HP48 transmission developed by ZF and the 948TE made by Chrysler are very similar in almost every way and
have some very unique characteristics and features. The units are utilized in the Acura TLX and MDX, Chrysler 200 Fiat, Honda CR-
V, Jeep Cherokee KL and Renegade, Range Rover, and Land Rover, to name a few.
One unique feature is applying torque converter lockup on gears one to nine to further maximize fuel efficiency. This transmission
platform is the first to use interlocking dog clutches in a passenger car. One of the unique features is how the line pressure is
controlled, however.

These transmissions utilize a traditional pressure regulator valve and have an additional valve named the shift valve-system pressure
valve, or SV-SP valve for short. The SV-SP valve uses the EPC pressure from the system pressure solenoid to regulate line pressure
from the pump to the balance end of the pressure regulator valve.
Typically the OEM would use a valve spool on the pressure regulator valve itself for balance control. It is not entirely clear what
motivated the designers to use this unique setup; instead, it can be speculated that one of the benefits is more precise control of line
pressure.

ZF9HP48 & 948TE Line Pressure Control

So what does this mean to you? Take care when digging into these valve bodies and checking for wear. It has become common
practice to look for wear at pressure regulator valve bores, especially the typically inboard balance spool where the primary force
action occurs.
 But for this valve body, don’t overlook the SV-SP valve! It is highly active and feeds the pressure regulator valve, so wear at the SV-
SP valve will affect line pressure control, shifts, and clutch durability.

Jason Larochelle is a Sonnax product support representative. He is a member of the Sonnax TASC Force (Technical
Automotive Specialties Committee), a group of recognized industry technical specialists, transmission rebuilders and
Sonnax technicians.