Diagnosing Ford 10R60, 10R80 and 10R140 series speed sensor issues - Transmission Digest

Diagnosing Ford 10R60, 10R80 and 10R140 series speed sensor issues

Ford 10-speed 10R series transmissions utilize four two-wire, Hall-effect sensors — TSS, ISSA, ISSB and OSS — for providing speed signals to PCM or TCM. They are supplied nine volts by a PCM or TCM and assist in the control of clutch apply/release timing that is used in determining shift quality, including TCC.

Here are three conditions that you may experience with these sensors:

  1.  TSS and ISSA sensor locations may be swapped during repair.
  2.  OSS and ISSB sensor locations may be swapped during repair.
  3.  You may discover that the embedded magnets in the P2 planet have deteriorated.

Figure 1 shows the correct speed sensor locations.

Figure 1.

Diagnosing these conditions

It may seem overwhelming when suddenly the transmission is in a Neutral state and you have a code appear with MIL light on. However, the necessary clues to fix these conditions are usually present in the scanner data.

Connectors are different for each sensor so only location can be swapped. The scanner is your best mode of diagnosis: Simply pull up all the transmission PIDs (221+) and select specific PIDs below.

  • Engine Speed (RPM)
  • Turbine Shaft Speed-Raw (RPM) “TSS”
  • Intermediate Shaft SpeedA-Raw (RPM) “ISSA”
  • Intermediate Shaft SpeedB-Raw (RPM) “ISSB” – Typically available on engine data for some odd reason, but not usually necessary for this diagnosis.
  • Output Shaft Speed (OSS)-Raw (RPM) “OSS”
  • Gear Commanded
  • Gear Ratio Measured
  • Vehicle speed (MPH)
  • Shift Type – There will be two “Shift Type” PIDs. Pick the “second” one, it will have data of the commanded condition and FMEM state.

Note: CDF drum issues cause ratio errors as well; this article is only about speed sensor issues.

For the first condition of TSS being swapped with ISSA, RPMs will be present on ISSA in Park and Neutral, but zero RPM on TSS, which is incorrect and opposite of the normal state. Code P0716 will quickly appear when a gear is selected, and the unit will usually be in a commanded Neutral state with MIL on. Normal operation is: TSS will have RPMs in Park/Neutral, and in Reverse or Drive it will have zero RPM. ISSA and ISSB do not have RPM when the vehicle is stationary. 

With the second condition of the OSS and ISSB locations being swapped, the vehicle will typically drive and shift at first, but soon multiple gear ratio codes will appear and the MIL light will be on. “Shift Type” may indicate FMEM state as well as gear-commanded PID. Normal operation OSS should have unit correct ratios when dividing ISS by OSS using calculator or the PID gear ratio measured. If you are diagnosing a specific gear range, use the same methods.

Figure 2 shows the PID gear ratios.

Figure 2.

The third condition is a faulty TSS RPM reading caused by magnets breaking apart on the P2 planet. The vehicle may only drive a short distance of 40 to 100 ft., leaving little to go on. Gear ratio codes and a Neutral state may be present also. After clearing codes, a short Snap-on scanner movie is all you get, and you can typically see incorrect ratio in first gear, after which it goes into a Neutral condition to protect itself. This could be an indication that the P2 planet magnets that serve as the trigger mechanism for the TSS Hall-effect sensor have broken apart, especially when most other parts have been replaced previously and location of sensors has been verified. You can use an ABS test strip to check the P2 planet magnets (see Figure 3). These strips are available via Amazon.

Figure 3.

Thank you to Gregory Jelvik at AA Allstar Transmission in Tucson, AZ, and others for images and data.

Jim Mobley is a Sonnax technical communication specialist. He is a member of the Sonnax TASC Force (Technical Automotive Specialties Committee), a group of recognized industry technical specialists, transmission rebuilders and Sonnax Transmission Co. technicians.

Read more stories from our TASC Force Tips series here.

You May Also Like

Shift Pointers: A 10R140 with a classic drivability complaint

A 2021 F-350 6.7L Super Duty using the 10R140 beast of a transmission recently came into Precision Auto Repair not upshifting when pulling a load only. On light throttle it would upshift, but not as high as tenth gear. Once the throttle was depressed it would downshift and no longer upshift. It displayed similar symptoms

Figure 2.

A 2021 F-350 6.7L Super Duty using the 10R140 beast of a transmission recently came into Precision Auto Repair not upshifting when pulling a load only. On light throttle it would upshift, but not as high as tenth gear. Once the throttle was depressed it would downshift and no longer upshift. It displayed similar symptoms to when the wrong tire size is used with vehicles that have highly sensitive curve recognition programs. In these applications (such as a BMW), when wheel speed signals indicate the vehicle is in a turn, it will prevent any shifting. If tire sizes are wrong, it can deceive the computer’s logic system in this way preventing an upshift with medium to heavy throttle. But that is not the case here. This is a 10R140 with a classic drivability complaint.

6R80 whirring noise: TCC slip or engine surge?

About a month ago, we at Certified Transmission received a 2015 Ford Expedition 4WD at the shop. It was equipped with a 3.5L Turbo V6 engine and a 6R80 transmission. The complaint read, “RPMs fluctuate up and down and there is a whirring noise.” The vehicle was brought to us by one of our wholesale

The torque converter can of worms: Lockup and aftermarket programming

Lockup torque converters have been around now for some time. They came into production around the time when fuel mileage demands were put into effect by the government, and the auto manufacturers needed to do something to better connect the fluid coupling (torque converter) of the automatic transmission to the motor. By doing this, OEMs

tascfeature-1400
The Subaru mystery burn

The Subaru TR580 transmission is known for having torque converter clutch solenoid failures. An example of this can be seen in Figures 1 (above) and 2 (below). Related Articles – Ford 6R80 shift solenoid ‘E’ resistance change: How to tell the difference – Allison 1000 geartrain bind-up – How to get around non-serviceable GM 6T70/75

Tech-Speak-May-Figure-1-1400
Shift Pointers: Where’s that fluid leak coming from?

A 2016 Honda CRV 2.4L (Figure 1), using a BLJA CVT 4WD transmission (Figure 2) comes in to a shop with a customer complaint of a leak. Related Articles – Shop Profile: AAction Transmissions begins a new era by trying to reach a new generation of customers – Watch out for high pressure in GM

Other Posts
Sonnax highlights 1350 Series three-bolt adapter flange yoke kit

Sonnax highlights its three-bolt adapter flange yoke kit for the following transmissions: 6L80, 6L90, 8L90, 10L80 units, TR6060, TR3160 manual units. It also fits 2005–2006 Pontiac GTO (differential side). Related Articles – Toledo Trans-Kit adds transmission kits for Aisin A466, RE6R01A – Toledo Trans-Kit overhaul kits now available for GM 9T series – PRT adds

Sonnax introduces Ford 6R center support sleeve

Sonnax has introduced a hardened steel center support sleeve for Ford 6R60, 6R75 and 2009–later 6R80 transmissions. According to the company, users can restore proper hydraulic control and prevent future wear in these transmissions caused by the 3-5-R “B” clutch housing sealing rings by machining 2-6 “C” clutch housing bore (center support) and installing this

Sonnax introduces Ford 10R140 TCC signal damper piston kit

Sonnax has introduced a new drop-in TCC signal damper piston kit for Ford 10R140 transmissions. The company says users can correct circuit pressure variation in these units by replacing the worn OE damper with this kit (part no. 105740-07K). This kit includes an O-ringed sleeve and no reaming is required. Related Articles – Torque converter

Sonnax-105740-07K-1400
Sonnax introduces oversized cooler/lube flow control valve kit

Sonnax highlights its oversized cooler/lube flow control valve kit for Toyota UA/AB transmissions. Sonnax says users can recover hydraulic control and restore cooler/lube performance in Toyota/Lexus UA80E, UA80F, UB80E, UB80F transmissions by reconditioning the bore and installing this kit (part no. 168740-08K). Related Articles – Alto releases 68RFE low-reverse sprag assembly – Berkeley Standard introduces