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#16
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There is the possibility of a fouled, worn or leaking solenoid valve seat, discernible without removing the transmission. A valve which completes full travel will not show a fault code, even though it is leaking. Solenoid valve "A" would be the first to investigate. It is interesting that a measure of line pressure is seldom if ever recorded as having been taken, when establishing exact transmission faults.
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#17
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The most significant statement remains as:- "When speed reached about 30, I then move the shifter to 3 and then D and everything is fine including the TC locking at proper speed." Speed sensors transmit a signal in the form of a voltage pulse so that these can not affect calibration. This leaves the TCU as logically suspect, as was noted in the above post.
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#18
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Hi Tom/Trevor and everyone
I tried to shift to 1 and I can feel the 1 is engaging as normal, but then shifted to D, the trany seems to hold the engagement for a while(3 to 5 sec). Also tried the opposit, I moved the shifter to D, very slow engagement or trying to engage then I proceed to 2 or 1, then I can feel the proper trany engagment. All the above done with trany resistor unpluged. If I plug it back in, the trany wont even trying to engage when shift to D but still engaging in 1 or 2 normally. Line pressureand and solenoid A valve as Trevor mentioned? But why would the trany shift fine when higher speed was gain in D even TC would lock up As far as TCU goes, I have a spare one from 92, but dont think it would fit the 95 since its a OBD2. Can someone confirm this for me? Where is this inhibitor switch at? Thanks again Quote:
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94 Bordeaux Pearl SVX Lsi B&M cooler with Aux ATF filter. QC Kit Plus 06 Sti Gold Wheels. SOLD 92 Claret WRX 5 speed ECUTune 1AV1 Gold STI Wheels & more. SOLD 92 Teal SVX LSL lowered with Konig. SOLD 92 Black SVX LSL with B&M cooler & Aux filter. Small Car Shift Kit. Gone 94 Red SVX L FWDwith LSL Leather Interior. SOLD 92 Teal SVX LSL....with B&M cooler & Aux filter. Small Car Shift Kit. SOLD 95 Polo Green........With Trany Problem. GONE Almost complete Rear Wheel Bearings Job with Pictures in my locker My Locker http://www.subaru-svx.net/photos/user.php?pearlm30 |
#19
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another update
Decided to go for a long test drive to get all the Lucas and Type F fluid mixed up properly(car was parked over night). Back up the driveway and put it in D, everything seems ok. Shift nicely, no slip. Went thru a few stop lights and everything was normal. Went into a gas station to get some gas, put in P(I did not shut off engine). After refilling, put in D and everything still normal. Went for about 20 miles of drive, everything was great(no slip, TC lock up normally).
I decided to go and air up the tires since its been parked for a while. Shifted to Park(didnt shut off engine). Finishing up, shifted to R and then D. It started again, just rev in D. Had to shift 1 and 2 to get back home Can this be temp related? (BTW the outside air temp was 78F) Why is the trany lost line pressure when shifted to N or P when trany fluid is hot?(I am assuming its the line pressure)
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94 Bordeaux Pearl SVX Lsi B&M cooler with Aux ATF filter. QC Kit Plus 06 Sti Gold Wheels. SOLD 92 Claret WRX 5 speed ECUTune 1AV1 Gold STI Wheels & more. SOLD 92 Teal SVX LSL lowered with Konig. SOLD 92 Black SVX LSL with B&M cooler & Aux filter. Small Car Shift Kit. Gone 94 Red SVX L FWDwith LSL Leather Interior. SOLD 92 Teal SVX LSL....with B&M cooler & Aux filter. Small Car Shift Kit. SOLD 95 Polo Green........With Trany Problem. GONE Almost complete Rear Wheel Bearings Job with Pictures in my locker My Locker http://www.subaru-svx.net/photos/user.php?pearlm30 |
#20
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I am going to be honest, this sounds like you are having low line pressure more than anything else. I just do not understand the connection between the difference of manually selecting 1/2 and 3/D. I really need you to check the inhibitor switch on the side of the trans... My best guess is that it is showing some kind of resistance in D and 3 that it is not seeing in 1 and 2. This is a strange issue you are having but the fact that it works properly at some times and not at others is leading me to believe it lacks a physical issue and may be confined to an electrical problem, fingers crossed. Do you have the schematics for the inhibitor switch and/or an ohmmeter??
Tom |
#21
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Thanks Tom
I do have an ohmmeter and I can get the inhibitor switch from my other good working SVXs. Where is this switch located (which side of the trany?)and what did it look like?I dont have the schematics. Quote:
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94 Bordeaux Pearl SVX Lsi B&M cooler with Aux ATF filter. QC Kit Plus 06 Sti Gold Wheels. SOLD 92 Claret WRX 5 speed ECUTune 1AV1 Gold STI Wheels & more. SOLD 92 Teal SVX LSL lowered with Konig. SOLD 92 Black SVX LSL with B&M cooler & Aux filter. Small Car Shift Kit. Gone 94 Red SVX L FWDwith LSL Leather Interior. SOLD 92 Teal SVX LSL....with B&M cooler & Aux filter. Small Car Shift Kit. SOLD 95 Polo Green........With Trany Problem. GONE Almost complete Rear Wheel Bearings Job with Pictures in my locker My Locker http://www.subaru-svx.net/photos/user.php?pearlm30 |
#22
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The switch is located on the RH side of the trans. It is what the shifter cable attaches to. Basically it tells everything inside the car what gear has been selected. If it has a weak connection in D and 3 this may be your problem... Worth a shot as it will be a simple/cheap fix
Tom |
#23
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Tom is correct to now suspect an intermittent fault which could involve line pressure.
I repeat my post NO. 18 which involved careful thought:- It is of interest that unplugging the resistor has resulted in a discernible change, which could be aligned with a resulting increase in line pressure. There is the possibility of a fouled, worn or leaking solenoid valve seat, discernible without removing the transmission. A valve which completes full travel will not show a fault code, even though it is leaking. Solenoid valve "A" would be the first to investigate. It is interesting that a measure of line pressure is seldom if ever recorded as having been taken, when establishing exact transmission faults. Intermittent faults are an absolute curse and you must proceed logically rather than stab hit and miss. A proper check on line pressure will save you a lot of heart ache. This procedure should not cost an arm and a leg, but do not let a shop talk you into an extensive transmission overhaul at this stage. Checking the inhibitor switch for an intermittent electrical fault will require considerable know how and expertise. First off check for any play or irregular mechanical operation when the select lever is moved through all positions. Describing exactly how to check all electrical connections, contact sequences, as well as for possible poor contacts, will be very involved. Conatact resistance is best checked using a simple test lamp, rather than an ohm meter. I can set out the procedure, but you must accept that it will be very tedious. Therefore a check on line pressure should best take precedence.
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#24
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Tom |
#25
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Twelve connections and seven switch positions are involved and access to the plug socket is far from convenient. A first off careful intuitive mechanical check could disclose faulty alignment, play or whatever.
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#26
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Looks like its held by 3 8mm bolts and a big bolt from the shifter bracket have to come off in order for the switch to be removed?! Can you confirm this?
BTW you mentioned the inhibitor switch tell inside the car what gear, do you meanit tells ECU and the instrument panel? I did see changes in RPM when I shifted the shifter selector from P or N to D. does that means the switch is good? Also if ECU is interchangeable between 92 and 95 in case its the ECU fault? Thanks again Quote:
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94 Bordeaux Pearl SVX Lsi B&M cooler with Aux ATF filter. QC Kit Plus 06 Sti Gold Wheels. SOLD 92 Claret WRX 5 speed ECUTune 1AV1 Gold STI Wheels & more. SOLD 92 Teal SVX LSL lowered with Konig. SOLD 92 Black SVX LSL with B&M cooler & Aux filter. Small Car Shift Kit. Gone 94 Red SVX L FWDwith LSL Leather Interior. SOLD 92 Teal SVX LSL....with B&M cooler & Aux filter. Small Car Shift Kit. SOLD 95 Polo Green........With Trany Problem. GONE Almost complete Rear Wheel Bearings Job with Pictures in my locker My Locker http://www.subaru-svx.net/photos/user.php?pearlm30 |
#27
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The Inhibitor switch also. If it brings on the gear position lights on the dash, when you move it through the gear positions, it will be sending the same signal to the TCU as they are both triggered by the same signal. The line pressure is fine when you select 1st/Reverse, and when you run the speed up to pick up 3rd and 4th, in the D position. The TCU plays no real part in the selection of 1st gear in either 1st in D, or 1st selected. They are both engaged by the Manual valve, moved by the shift lever. In D the valve turns on the Forward clutch. In 1st selected, the manual valve turns on the Forward clutch and the low/Reverse brake. As I said before, the only functional difference between 1st position when in D, and 1st position selected with the lever is, when 1st is selected, the Low/Reverse brake takes the place of the slipping 1/2 one way clutch. Harvey.
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One Arm Bloke. Tell it like it is! 95 Lsi. Bordeaux Pearl, Aust. RHD.149,000Kls Subaru BBS wheels. 97 Liberty GX Auto sedan. 320,000Kls. 04 Liberty 30R Auto Premium. 92.000kls. Last edited by oab_au; 04-22-2008 at 07:06 PM. |
#28
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So Harvey, you are saying my one way cluth is bad/slipping? Can you provide a reason as why when the car is cold(park over night) then it drives as normal for over 20 miles(getting trany fluid to normal operating temp) but once I park and shift the selector to P or N, then it would acting up again
Quote:
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94 Bordeaux Pearl SVX Lsi B&M cooler with Aux ATF filter. QC Kit Plus 06 Sti Gold Wheels. SOLD 92 Claret WRX 5 speed ECUTune 1AV1 Gold STI Wheels & more. SOLD 92 Teal SVX LSL lowered with Konig. SOLD 92 Black SVX LSL with B&M cooler & Aux filter. Small Car Shift Kit. Gone 94 Red SVX L FWDwith LSL Leather Interior. SOLD 92 Teal SVX LSL....with B&M cooler & Aux filter. Small Car Shift Kit. SOLD 95 Polo Green........With Trany Problem. GONE Almost complete Rear Wheel Bearings Job with Pictures in my locker My Locker http://www.subaru-svx.net/photos/user.php?pearlm30 |
#29
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No mate, I can't provide a reason for the way its acting. Probably the same reason it was working fine the day before it failed. It did not break the one way clutch, it is just slipping. It may grip next time also, but as it has slipped, it will do it again. Harvey.
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One Arm Bloke. Tell it like it is! 95 Lsi. Bordeaux Pearl, Aust. RHD.149,000Kls Subaru BBS wheels. 97 Liberty GX Auto sedan. 320,000Kls. 04 Liberty 30R Auto Premium. 92.000kls. |
#30
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In point of fact the TCU has control when first is not selected by the lever and it is clear that throttle position becomes part of that control. Only when the select lever selects first, is control outside of the influence of the TCU.
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
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