So, do you still not work on fuel-control systems?įrom the symptoms that I’ve mentioned, it is easy to see how you could waste a lot of time on diagnosis of problems that appear to be caused by the valve body, solenoids, accumulator, or a clutch or band. It is a major input for electronic pressure control that will result in elevated line pressure. It can cause coast-downshift clunks, especially as the vehicle is coming to a stop. It can deliver an incorrect signal at higher engine speed, which can create shudder that could be mistaken for torque-converter-clutch (TCC) problems. It can create an erratic or incorrect signal on initial take-off, which can cause an elongated shift. When a MAF sensor malfunctions, it can do so in a very subtle way. You might be thinking at this point, “So what does this mean to me? I don’t work on fuel systems.” Don’t be so quick to say “not me.” This engine-load device is responsible for long-term fuel trim and for injector pulse rate. Since the inception of OBD-II, Ford vehicles with EEC-V computer control systems have used the mass-air-flow (MAF) sensor as a primary input for fuel-system control.
In other words, today’s transmission technicians are rapidly becoming electrical and drivability technicians, because these “other” systems (that is one of the choices on your scan-tool menu) directly affect how a transmission performs. The transmission business is very different today, and technicians find themselves having to deal with a number of vehicle operating systems that they once thought would never concern them.
Notice that the preceding paragraph starts with “once upon a time,” which is how a fairy tale begins. Once upon a time in a transmission shop, transmissions were built and installed and the vehicles road tested and delivered – life was good.
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