Six Ways from Sunday: Diagnosing ZF6 & Ford 6R60/80 TC-Related Drivability Concerns

当扫描仪指示已经获得工作温度并且TCM正在控制锁定电磁阀时，WK压力应落到0到2 psi（0到.13 bar）之间。零压力表示完全涂抹，在1.5到2 psi下，TCM允许轻微的滑动速度降低噪音，振动和粗糙度（NVH）。请注意，这些单位不使用GM中看到的连续滑动速率。为了改善燃油经济性，ZF6家族通常尽早将转换器离合器全面施加，在2-3次移位之后，在完成1-2班后的许多实例之后不久。

How do you know if the converter is in partial slip or full lockup? Compare the TCC solenoid amperage to WK pressure. The TCC solenoid is a normally vented or normally open solenoid. As amperage increases, TCC apply increases and WK pressure drops. An effective way to check if the converter clutch is slipping is to monitor engine RPM and turbine or input RPM on the scanner. If WK pressure is zero, those two RPM sensors should match each other. Some tools retrieve data on “Torque Converter Amplification”; once the converter is fully applied and there is zero WK pressure, amplification should also be zero.

有六种一般症状，源于WK异常，你每天都会遇到他们的工作周。这些是：

• TC Slip
• 部分释放
• TCC/Solenoid/Ratio Codes
• Harsh Shifts
• Flare Shifts
• Rough Idle in Reverse

The first three are expected symptoms, but the last three may be a surprise to some technicians so we’ll look into those a bit further.

Harsh Shifts:The converter releases on a coast 2-1 downshift and some high-throttle, hard 3-2 events. WK pressure and the solenoid info in the scanner will indicate when it is released. If WK does not increase beyond 2 to 5 psi during 2-1 or forced 3-2, the shifts will occur on a locked clutch and feel harsh.

Flare Shifts:Typical converter strategy is full apply after the 2-3 shift and no TCC slip during shifts. Watch the solenoid signal with a scanner and monitor WK pressure. If WK is above zero when it should not be, that shift will feel like a flare as RPM spins up due to converter slip.

反向粗略闲置：Is the rough idle only in Reverse? If yes, is WK low, such as 50 to 60 psi? If WK is low, then the converter clutch is not releasing properly due to a low pressure source or pressure loss. If WK is normal and the engine idles rough, then the converter lining is suspect. Before condemning the lining, verify the engine mounts are not blown. Then drive with the scanner and monitor slip under high-torque conditions. If WK is normal and the solenoid command is low, consider the converter.

如果WK压力测试超出范围，或者冷却器流量不正确，请在故障排除时考虑以下内容：

As previously noted, line pressure is a priority, so bore wear at the main regulator valve (SYS.DR-V) will rob converter feed. Once at operating temperature, WK oil leaves the converter and returns to the valve body. At the valve body, converter internal pressure is controlled by the converter release regulator valve (WK-V), and the bypass clutch control valve (WD-V) acts as the switch. Fluid exiting the converter is controlled by a lubrication control valve (SCHM-V). The solenoid pressure regulator valve (DR.REO-V) supplies a regulated pressure to all solenoids. This includes the TCC solenoid, so if the solenoid regulator bore is worn, all solenoid output will either be too high or too low. Problems with any of these items will alter WK pressure. Vacuum test these valve bores, and if worn — as they commonly are — service them or obtain a remanufactured valve body.

The TCC solenoid (Figure 2）通过使用上述TC阀来控制WK。已知该螺线管磨损或被污染。事实上，这些单位中的所有调节螺线管都有问题。机械而不是电气故障是ZF6家族中螺线管问题的共同罪魁祸首。这些螺线管可以很容易地真空测试以确认故障。

A Ford Note

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Bob Warnke是Sonnax技术发展的副总裁和Sonnax TASC Force(Technical Automotive Specialties Committee), a group of recognized industry technical specialists, transmission rebuilders and Sonnax Industries Inc. technicians.