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If shift solenoid A is bad, that explains limp mode --- now you're in the same position as I mentioned previously, in that the next step is to confirm loom/wiring integrity from TCU to gearbox connector with a multimeter (the TCU cannot detect a broken wire, which can happen ..ie; rodent damage, loom rubbed through)...and then finally measure resistance (at the gearbox connector) for shift solenoid A ... ...once you confirm shift solenoid A is bad (open circuit, really low or greater than 40ohm resistance), then it's a job ; you have buy a complete solenoid set, get under the car and drop transmission oil pan, and remove valvebody assembly (the solenoids sit on top), replace solenoid set, and reassemble....it's not exactly a fun task, but readily doable. -
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I only use rubber also. I have an intense distrust of silicone for coolant.
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Clamp meter will probably tell you lies. PWM DC looks a bit like AC (because the voltage is going up and down rapidly), but it is not AC because the voltage never goes negative and the current never reverses direction. But because it looks like AC, and it is happening at high frequency, at can cause wierd reactive effects. Just be warned that you might learn things that are....confusing. Because they aren't necessarily real.
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By cabramatta · Posted
Appreciate the detailed response! It's all new technology to me and your suggestion for reducing DC and finding sweet spots seems like a great approach. I'll chuck a clamp meter on it at the same time and figure out whats happening at different settings to get a good understanding. Will report back with my findings when I get around to it to help anyone in the future that will be in the same situation as me 😁
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