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#16
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1994subarusvx. are you using oem replacement axles?
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#17
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Glad you finially got your car back. all the luck in the world to you!
Kelli |
#18
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How about they might have replaced the tranfer clutch discs while they were in there? Or something similar. Try doing some figure eights, tight but not necessarily fast, in an empty parking lot and see if that helps. A few in each direction should do the trick, if that's indeed the problem.
I understand the hammer blows, I don't like doing it in front of most customers because it can be unnerving to them. Then there are 'certain' customers... I forgot you mentioning the end play situ. Something's going on, wrong/missing/misplaced thrust washer, internal leak, etc. Funny thing is that 'soft' shifts are hard on transmissions - the slippage needed to accomplish a soft shift wears the friction faster. Now you know why certain tranny shops have better luck with their rebuilds (longevity) especially when they talk their customers into a 'performance' shift... Beav |
#19
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So you wouldn't think the resistor mod does any harm?
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bill Green 95 SVX - Cleo Green 97 Outback - Maxine Red F-150 Extended Cab Long Bed - Big Boy Even the best monkey sometimes drops his banana. |
#20
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Beav |
#21
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Awhile ago I measured the voltage across the line pressure solenoid and it was out of spec. To bring it back I added another dropping resistor in series. So now the car has two dropping resistors in series. A check of the line pressure readings showed them to be right on the money. This has been working fine for about six months now.
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#22
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Quote:
Unfortunately the TCU isn't a learning computer. If it was and it had a line pressure sensor it would have adjusted its program and the duty cycle in order to obtain the pressure it expected under certain conditions. What I find interesting is that the resistance decreased? Normally age and heat increases resistance. Maybe the available voltage is higher than the engineers expected, have you done the alternator cable upgrade? Hmmm..... Beav |
#23
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I have not done the alternator upgrade. What I found puzzling when I was checking this out is that the voltage at the TCU was high for some reason. Anyway, This modification just raises the line pressure some and the TCU still does the adjusting in proportion to the TPS and the power light doesn't come on. An easy mode that doesn't mess anything up. |
#24
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That's what I was getting at - the higher voltage or lower resistance and how/why it changed. I don't see anything wrong with what you did, I was just curious about the direction of change. Alternator output voltage high - over 14.2vdc?
Beav |
#25
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The resistance across solenoid A is spec'ed at 1.5 to 4.5 ohms. That is a hugh spread Mine measured 4.7 ohms. Take that into account with specified voltage drop 1.5 to 3.0 and dropping resistor spec of 9 to 15 ohms and I think there is a big spread on what one gets for line pressure at idle and how it varies as the throttle is depressed. Fully depressed throttle yields .5 volts (that is 1/2 V). The opening of the solenoid "A" is proportional to the voltage. So it can go from 1.5 to .5 or 3.0 to .5 and that is a 100% change in volatge at idle. |
#26
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Now to me it would seem a lot easier and more reliable to include a line pressure sensor and allow the TCU to 'learn' new values. Then again I'm not an engineer or programmer.
Maybe you know something that I'm missing, but a 'duty cycle' valve, to me anyway, means that it regulates pressure by frequency of cycles. Being a solenoid it's either on or off. Is it that you're seeing a voltage change as an indication of cycling rate changes? I guess this is all moot as your problems are solved, I just found it interesting. Now I can see why you were interested in checking your TPS. I kinda came in at the end of it and assumed you were in it for an engine problem. Beav |
#27
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SVX_Commuter,
Are you sure it's spec'd at 1.5 to 4.5 ohms? I remember someone mentioning 6 to 9 ohms, and that's what I followed when I repaired my solenoid A. From what you have said, is it safe to assume that the lower the ohms, the higher the line pressure? I think I have mine at about 10 ohms. I didn't have a transmission problem last winter, but this winter when my tranny's cold, it's VERY slow to engage 3rd gear. It drops to the correct rev when it disengages from 2nd and prepares to shift into 3rd, but just kinda hovers there for a second or so before it shifts into 3rd. I'm wondering whether I can raise the line pressure a bit to see if it helps, but without disconnecting the solenoid A, since I can't stand what the tranny does coasting in 3rd gear either when I disconnect it. Any input is appreciated. VK Quote:
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#28
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zollinw.....
this last time i purchased them locally and they are not oem. if these go out i will go ahead and spend the $250ea. for oem. even if i have to replace them every year i dont care because it will only amount to $500 buck a year. big deal.
__________________
1994 SVX, true dual Magnaflow exhaust, K&N filter, 17" Enkei RS6 wheels, Bridgestone Potenza RE730 225/45/17 rubber, zinc plated cross-drilled rotors with yellow painted brake calipers. B&M tranny cooler rated at 19,000 GVW. GC springs and Koni strut inserts installed and the car is lowered two inches all the way around!! "Too much fun to drive!" |
#29
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Thanks, I didn't know if aftermarket was available. Bill Z
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#30
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