Troubleshooting Ford 6R80, 6R140 2-3 shift quality issues - Transmission Digest

Troubleshooting Ford 6R80, 6R140 2-3 shift quality issues

We are all too familiar by now with the numerous band numbers on Ford 6R80 and 6R140 transmissions. We know that — unless you are programming in a new calibration code — it is best to replace a solenoid with the exact same band number as what was taken out of that position on the valve body. Knowing which solenoid could be at fault can get tricky at times, and pinpointing an exact solenoid based on a specific complaint may cause you to pull the valve body a few times, which is no fun. ATF running down your arms and into your armpits can get irritating.

For today’s transmission repair tale, the complaint we have is related to the 2-3 shift. The shift sometimes flares and sometimes has a quick bind-up. Immediately after installing the transmission, we reset the adapts and did the 20–25 stop-and-start road test going from first all the way up to sixth gear, then came down to a stop 20 times, which usually fixes an adaptation problem. Our situation now is that we still have the same complaint; it is like it can’t make up its mind.

The first thing to do is to look at an apply chart, where we see that the 1-2-3-4 clutch is on in first gear and the 2-6 clutch comes on in second gear. Then for the 2-3 shift, the 3-5-R clutch comes on as the 2-6 is released. Reviewing this data, we see that during a 2-3 shift, the 3-5-R is applied, but the 2-6 must release at the same time. Now that we know this, we understand that both the 3-5-R and 2-6 solenoids are in question.

After driving this vehicle a little longer — and paying attention to the 2-6 apply — we notice that the 1-2 shift is sometimes a little slow, then at times it has a bump at the end of it. During our road test, we record the upshift transitions on the scan tool and they look normal. Figure 1 shows the beginning of the 2-3 upshift (the figures shown here are from a 6R80 application, but 6R140 is similar).

Figure 1.

Notice that the “C” solenoid (NL) for the 2-6 clutch amperage is 1.0 Amp and solenoid PSI (not kPa) is low. The “B” solenoid (NH) amperage for the 3-5-R clutch drops to .564 mA, and the “B” solenoid pressure builds to 14.6 PSI. Figure 2 shows the “C” solenoid amperage dropping off and the pressure dropping to 0.

Figure 2.

Figure 3 shows that the completed 2-3 shift solenoid “B” amperage is .073 and solenoid “B” pressure is near 50 PSI. The “C” solenoid amperage and pressure stay low while in third gear.

Figure 3.

After reviewing this data, the electronics prove to be working correctly, as we see that the “C” solenoid is fully off just before the “B” solenoid is fully off, and this pattern proves to be consistent. In this situation, we choose to change both the “C” 2-6 solenoid and the “B” 3-5-R solenoids so that we only have to pull the valve body off once, as this seems to be more of a solenoid mechanical problem. See Figure 4 for solenoid locations for both 6R80 and 6R140.

Figure 4.

Another consideration is clutch clearances: Be careful not to tighten clutch packs up too much, as this can also cause a binding condition. Stick closely to the OE specifications, or else this issue can cause you to have to remove the transmission right after installing it into a vehicle.

After replacing both the “C” 2-6 and “B” 3-5-R solenoids, resetting adapts and going through the 20 stop-and-start road test, the problem is resolved. It is important to look at an apply chart and really get a good feel on a road test to make sure that diagnosis is not going to cost more time. Sometimes it may be more than one solenoid causing shift complaints, or even a clearance issue inside of the transmission.

Read more columns from the TASC Force Tips series here.

You May Also Like

Sometimes, a diagnostic code is all you need

With ATSG having the opportunity to help shops solve problems, sometimes we get faced with some real doozies. A shop will call and give us a laundry list of DTCs, leaving us to think someone must have a bulkhead connector unplugged. We then go through the arduous task of deciding which codes prompted other codes

With ATSG having the opportunity to help shops solve problems, sometimes we get faced with some real doozies. A shop will call and give us a laundry list of DTCs, leaving us to think someone must have a bulkhead connector unplugged. We then go through the arduous task of deciding which codes prompted other codes to set—we’re actually diagnosing diagnostic codes themselves at that point. So, when an issue comes up on our help line with codes that actually tell the story, it makes for a nice change, as well as a quick pathway to a repaired vehicle.

10L80 and 10R80 pump gear differences

You may have seen an article in the August 2023 issue of Transmission Digest called “GM 10L80: A new kind of pump noise,” which goes over how the front cover housing in the 10L80 is fitted with a converter drive gear and idler gear. The idler gear drives the pump’s driven gear, and is press

Shift Pointers: What to do when the 62TE TRS tab breaks

How frustrating it is when on a hot summer day, as you go to open a nice cold can of your drink of choice, and the tab breaks off? You are outside, away from any tools to remedy the problem quickly. It now requires a MacGyver mentality looking around at the resources available to get

Going the extra mile: Proving your transmission repair suspicions

A 2003 Honda Pilot with a five-speed three-shaft transmission came into our shop with a customer concern that the vehicle had no power, and the “D” light was flashing. I first did a scan for codes to see what it came up with, and the scan tool returned four DTCs: P1298 (ELD voltage high), P0135 (H02S

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

Ford 10-speed 10R series transmissions utilize four two-wire, Hall-effect sensors — TSS, ISSA2, ISSAB 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. Related Articles

Other Posts

Shift Pointers: Failures caused by incorrect tire sizes

For years ATSG has produced a wide range of issues related to improper tire sizes on vehicles. Even under-inflated tires have been known to cause issues. Problems such as premature failure with an active 4WD transfer case will occur with incorrect tire sizes. Related Articles – Valve body and component suppliers: A comprehensive list –

Sonnax introduces new piston for ZF, Ford six-speed transmissions

Sonnax highlights its new high-strength billet aluminum piston (part no. 95984-01), which is designed to provide additional strength in ZF 6HP26 and Ford 6R60/75/80 transmissions. According to Sonnax, die-cast ZF 6HP26 and Ford 6R60/75/80 pistons commonly crack at the outer diameter of the apply area due to manufacturing defects and/or high stress areas, which is

Understanding lube flow control valves in Toyota/Lexus UA/UB80 transmissions

The Toyota/Lexus UA80 and UB80 transmissions first came out in 2017 in Highlanders and Siennas. The UA80 is used in V6 applications, and the UB80 is paired with four-cylinder versions. They have been called Toyota New Global Architecture type transmissions, and alternately referred to as the “Direct Shift 8AT” eight-speed automatic transmission. This transmission was

How reading through service bulletins can turn a technician into the customer’s hero

Over the last 28 years of being a technician, I have developed the habit of checking for and reading technical service bulletins at the forefront of the diagnostic process, especially when an unfamiliar vehicle exhibiting blatant or straightforward concerns comes into the shop. I have found many valuable nuggets of information while reading over these