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Sedans Mitsubishi Diamante Mitsubishi Diamante Maintenance and Repair
82 messages, Last post on Nov 22, 2009 at 10:17 AM
You are in the Mitsubishi Diamante Forum. Your Hosts are pat & karens
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Replying to: tmicciche (Jun 20, 2006 9:48 am)
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Replying to: mrcamf (Jul 09, 2006 7:38 pm) |
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Replying to: mrcamf (Jul 09, 2006 7:38 pm) |
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HEY WHATS THE PROBLEM WITH THESE CARS? I'VE GOT A 92 DIAMONTE WITH THE SAME PROBLEM. I WAS TOLD THAT THE TRANNY WAS IN "LIMPMODE" IT IS STUCK IN ONE GEAR THAT ALLOWS THE CAR TO BE DRIVEN IN THE MAJORITY OF THE ODOMETER SPEEDS AT A HIGHER RPM. TALK ABOUT SUCKING HIGH GAS PRICES!!! IVE WORKED ON CARS FOR 15 YEARS AND NEVER CAME CROSS THIS ONE. A TRANNY SPECIALIST TOLD ME HES GUESSING THE PROBEM IS ELECTRICAL WITHOUT TAKING IT APART. "TCU"???????IS IT? IS THIS UNIT INSIDE OR OUT THE TRANNY? SOMEONE NEEDS TO COME UP WITH THE SOLUTION TO THIS PROBLEM WE ALL NEED HELP!!! IF ANYONE GOT ANY ANSWERS PLEASE! PLEASE! SEND ME AN EMAIL AT HLGRAMJR YAHOO.COM
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Transmission Control Unit A Transmission Control Unit is a device that controls modern electronic automatic transmissions. A Transmission Control Unit generally uses sensors from the vehicle as well as data provided by the Engine Control Unit to calculate how and when to change gears in the vehicle for optimum performance, fuel economy and shift quality. Electronic automatic transmissions have been shifting from purely hydromechanical controls to electronic controls since the early 1990’s. Since then, development has been iterative and today designs exist from several stages of electronic automatic transmission control development. The evolution of the modern automatic transmission and the integration of electronic controls have allowed great progress in recent years. The modern automatic transmission is now able to achieve better fuel economy, reduced engine emissions, greater shift system reliability, improved shift feel, improved shift speed and improved vehicle handling. The immense range of programmability offered by a Transmission Control Unit allows the modern automatic transmission to be used with appropriate transmission characteristics for each application. Input Parameters The typical modern Transmission Control Unit uses signals from engine sensors, automatic transmission sensors and from other electronic controllers to determine when and how to shift. Vehicle Speed Sensor (VSS) This may also be known as an output speed sensor (OSS). This sensor sends a varying frequency signal to the Transmission Control Unit to determine the current shaft speed of the output shaft or differential in a typical vehicle. The Transmission Control Unit uses tire size, gear ratios and final drive ratio to calculate the current vehicle speed. Turbine Speed Sensor (TSS) This may also be known as an input speed sensor (ISS). This sensor sends a varying frequency signal to the Transmission Control Unit to determine the current shaft speed of the input shaft or torque converter. The Transmission Control Unit uses this shaft speed to determine slippage across the torque converter and potentially to determine the rate of slippage across the bands and clutches. Transmission Fluid Temperature (TFT) This may also be known as Transmission Oil Temperature (TOT). This sensor determines the fluid temperature inside the transmission. This allows the Transmission Control Unit to modify the line pressure and solenoid pressures according to the changing viscosity of the fluid based on temperature. This can provide for more appropriate shifing in extreme temperatures and allow for temperature failsafe systems to take control. Output Parameters The typical modern Transmission Control Unit sends out signals to shift solenoids, pressure control solenoids, torque converter lockup solenoids and to other electronic controllers. Shift Solenoid Modern electronic automatic transmission have electrical solenoids which are activated to change gears. These solenoids range from very simplistic control in older automatic transmission designs to extremely complicated in very new automatic transmission designs. The way in which the soleniod is activated and when it is activated is chosen by the manufacturer of the transmission and can vary greatly from vehicle to vehicle. Pressure Control Solenoid Modern electronic automatic transmissions are still fundamentally hydraulic. This requires precise pressure control. Older automatic transmission designs may only use a single line pressure control soleniod which modifies pressure across the entire transmission. Newer automatic transmission designs often use many pressure control solenoids and sometimes allow the shift solenoids themselves to provide precise pressure control during shifts by ramping the solenoid on and off. The shift pressure affects the shift harness and shift speed. Torque Converter Clutch Solenoid (TCC) Most electronic automatic transmissions utilize a TCC solenoid to lock the torque converter electronically. Once locked, the torque converter no longer applies torque multiplication and will spin at the same speed as the engine (assuming the converter is fully locked). This provides a major increase in fuel economy and modern designs attempt to provide partial lockup in lower gears to improve fuel economy further. This entry is from Wikipedia, the leading user-contributed encyclopedia. It may not have been reviewed by professional editors (see full disclaimer) |
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Where is the internal Check Engine Light connection? Auto zone offers free Check Engine Analysis, but could not locate the connection to plug in their "meter". Does anyone know where it is located? I was told the the Check Engine light can come on if the gas cap is not fully tight. In that case once the cap has been tightened will the check engine light go off or does it have to be reset? |
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Replying to: deaven (Aug 22, 2006 6:16 pm) Back to the heater core guys.. Yeah, I have a 2000 LS and I also had to replace my heater-core at about 60K.. Not a cheap fix.. especially in the dead of winter.. Anyone know how much work it takes to replace the front rotors.. I replaced the pads last fall with lifetime ceramics, but I know the rotors need to be swapped.. LOTS-O-GRINDING.. Muchos gracias..
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One more note, my rig also has an intermittant issue with on/off ramps.. It will seem to under-steer (from the back), if I make any sort of movement when continuing through an on/off ramp. I am not going excessivly fast, but it seems to want to sway left to right, sort of from the back.. almost to the point of loosing control.. And if I drive on Ice or snow, it seems to want to come out from under me, (fish tail of sorts) Could I guess at it? sure, maybe the rear struts, wheel drag, tires?? any help would be appreciated..
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Replying to: diamoney (Sep 05, 2006 12:57 pm)
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Replying to: Mr_Shiftright (Sep 06, 2006 3:20 pm)
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