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JCB 214s shuttle shift, 4wd after 15-20minutes of operation transmission won't move in forward direction. Have replaced lay shaft/main shaft solenoid valve. 4wd was staying engaged all the time, replaced brake pedal switch, 4wd solenoid valve. 4wd circuit is working properly now. Transmission still seizing up after 15-20 minutes. Transmission oil seems to be over heating.

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SOURCE: Buick 2000 Le Sabre-transmission does not engage in any gear.

Try unplugging the electrical connection on the transmission to lock it in 3rd. It might get you moving. Although the transmission is going to need rebuilt or replaced.

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SOURCE: 2003 CHRYSLER 300M SPECAIL REPLACED VALVE BODY AND

Needs to relearn shift stratagies. May need scan tool help If trans shop did work take it back. Don't forget to use the right fluid. Even trans shops don't care.



Posted on Sep 28, 2009

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SOURCE: 1997 transmission Slow Acceleration

not sure if this is the answer yet but i have the same problem with the same codes i work at an auto parts store and a few of the techs that are customers have lead me in the direction of changing the ignition switch, i am doing it today will let you know if it solves the problem

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SOURCE: My 2005 Nissan Xterra will not engage the Reverse

i have the same problem 2005 xterra 4x2 giving pretty much all the code you posted but i did and tried everything possible to fix it myself with a little success but still ( Engine Light ) comes on with the last code P1757 front breake soleniod i did change the front passenger sensor but now the light came on again i believe the driver side need to replace as well ..... but weird the whining noise from the engine still there sound like i am going 120mph but actually im going 30mph only initiall problem was fixed by replacing the Transmission Oil 5 qrt S type from nissan dealer it did help for at least few months but then the problem came back... i also replace the Transmission Revolution speed sensor by doing that id just eliminate the code to pop up... i love my xterra but im getting really fraustrated everytime i see her in my garage colleccting dust not running.. dont want to spent a fortune rather thingking about trading it anyway like id said you might thingking replacing the Transmission oil that would maybe solve the issue.... GOOD LUCK....

Posted on Jun 12, 2010

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JCB 214S will not shift down in 1st or 2nd gear from 3rd or 4th.


Greetings, I read your question and I think Reliable-Store can help you in this. Here's the site link.
Jcb Service Manuals

Jul 26, 2016 | Cars & Trucks

1 Answer

Where is location of shift solenoid a located on 05 cobalt?


The shift solenoid valves are two identical, electronic exhaust valves that control upshifts and downshifts in all forward gear ranges. These valves are normally open. These shift solenoid valves work together in a combination of ON and OFF sequences in order to control the positions of the 1-2, 2-3, and 3-4 shift valve trains. The TCM monitors numerous inputs to determine the appropriate solenoid state combination and transmission gear for the vehicle operating conditions.
Remove the transmission side cover. Refer to Control Valve Body Cover Replacement . Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301).
Remove the PNP switch. Refer to Park/Neutral Position Switch Replacement . Remove the transmission upper side cover bolts. Install the engine support fixture. Refer to Engine Support Fixture in Engine Mechanical. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in General Information. Remove the left front tire and wheel. Refer to Tire and Wheel Removal and Installation in Tires and Wheels. Remove the left inner fender liner. Refer to Front Fender Liner Replacement in Body Front End. Remove the wheel drive shaft from the transmission. Refer to Wheel Drive Shaft Replacement in Wheel Drive Shafts. Remove the power steering gear mounting bolts. Refer to Steering Gear Replacement in Power Steering. Remove the frame. Refer to Frame Replacement in Frame and Underbody.
This is a tough repair an needs special tools to do it . your best bet is take it to AAMCO

Dec 04, 2015 | 2005 Chevrolet Cobalt

1 Answer

Changed starter and now transmission won't engage in reverse. What happened?


is the level of fluid ok ? im afraid your transmission went bad not because of the starter change but it just happen at that time

Jan 10, 2012 | 2003 Kia Sedona

2 Answers

Got. A 2003 f150 4x4 got problems with 4 wheel drive locking in and stay in drive shaft turning front wheels not


Operationally vacuum shifts the front axle between 2WD and 4WD mode. The GEM ( Generic Electronics Module ) applies ground to the solenoid needed for the mode selected on the switch ( for ESOF ) or when the transfer case shift lever is moved ( MSOF ).The contact plates in the transfer case signal the GEM that the transfer case is engaged, and the Vacuum solenoids need to be activated ( either 2WD to 4WD or 4WD to 2WD ).

Lift and support the front of the truck so the front wheels are off the ground ( take safety precautions, chock wheels, jack stands, etc )
Key on, engage 4x4 and try to turn the front drive shaft.
- If it turns it is a problem with the transfer case.
- If it doesn't it is a front axle engagement problem ( this is what you seem to have, the transfer case is engaged and will drive the front shaft mine was a key on engine off test ).

- If the front drive shaft does not turn :
•With the truck running ( with front wheel back on the ground ), switch from 2WD to 4WD and back again, the vacuum shift motor should move the lever on the front axle.
sscullys_185.jpg
-- If the vacuum shift motor does not move:
1.Check for vacuum on the lines while shifting between modes. Pink vacuum line is 2WD mode, Light Blue vacuum line is 4WD.
2.Check the fuses for the 4WD system and the solenoids.
3.Check the vacuum lines from the vacuum shift motor to the solenoids on the firewall.
sscullys_187.jpg
4.Check the vacuum lines from the solenoids to the vacuum reservoir box behind the battery.
5.Check the vacuum reservoir box for cracks.
6.Typical solution is the vacuum lines ( to the solenoids or to the vacuum shift motor ) are cracked or the vacuum shift motor has a cracked diaphragm and has water in it.
7.Could be the shift plate contacts in the transfer case are corroded / not making good contact, and not activating the solenoids.
sscullys_186.jpg

Usually the case is cracked vacuum lines from the solenoids, the next common is a cracked vacuum reservoir box, and 1 time I have seen the mount for the vacuum disconnect motor broken ( motor floating free so it could not push against the axle )
sscullys_188.jpg

Aug 28, 2011 | 2003 Ford F150 Regular Cab

1 Answer

I have a 2002 ford f150 xlt fx4 4.6l engine. 2 door reg cab. i have a 4 wheel drive shift lever. the 4 wheel will only engage on rare occasion and only after pulling into 4 low then to 2 high then back...


For the 2002 MY ( this is in the 2006 Section, just want to call it out to others that might find the solution, this does not apply to the 2006 MY )

Operationally vacuum shifts the front axle between 2WD and 4WD mode. The GEM ( Generic Electronics Module ) applies ground to the solenoid needed for the mode selected on the switch ( for ESOF ) or when the transfer case shift lever is moved ( MSOF ).The contact plates in the transfer case signal the GEM that the transfer case is engaged, and the Vacuum solenoids need to be activated ( either 2WD to 4WD or 4WD to 2WD ).


Lift and support the front of the truck so the front wheels are off the ground ( take safety precautions, chock wheels, jack stands, etc )
Key on, engage 4x4 and try to turn the front drive shaft.
- If it turns it is a problem with the transfer case.
- If it doesn't it is a front axle engagement problem.

- If the front drive shaft does not turn :
•With the truck running ( with front wheel back on the ground ), switch from 2WD to 4WD and back again, the vacuum shift motor should move the lever on the front axle.
{ picture of shift motor }
-- If the vacuum shift motor does not move:
1.Check for vacuum on the lines while shifting between modes. Pink vacuum line is 2WD mode, Light Blue vacuum line is 4WD.
2.Check the fuses for the 4WD system and the solenoids.
3.Check the vacuum lines from the vacuum shift motor to the solenoids on the firewall.
4.Check the vacuum lines from the solenoids to the vacuum reservoir box behind the battery.
5.Check the vacuum reservoir box for cracks.
6.Typical solution is the vacuum lines ( to the solenoids or to the vacuum shift motor ) are cracked or the vacuum shift motor has a cracked diaphragm and has water in it.
7.Could be the shift plate contacts in the transfer case are corroded / not making good contact, and not activating the solenoids.
sscullys_148.jpg

- If the front drive shaft turns:
For MSOF systems
-- Check that the shift linkage on the transfer case is moving when the lever is moved from 2W to 4H and 4L.

I am going to take a SWAG that it is 1 of 2 places, both cases the front drive shaft is locking into place.

1. The front vacuum shift motor is not moving ( vacuum or vacuum line issue ).
2. The contact plates for the shift motor are not making contact and are not signalling the GEM that the transfer case state has been changed.

I'd start with the front axle off the ground test, and see which way to go, before you start repalcing items.

Mar 27, 2011 | 2006 Ford F-150

1 Answer

KinlogworksI have A 2003 F-150 Super Crew. I have only used th4 wheel drive a few dozen times. about a mounth ago i switched it into 4 high and nothing happened. problem also in 4 low. any advise?


Operationally vacuum shifts the front axle between 2WD and 4WD mode. The GEM ( Generic Electronics Module ) applies ground to the solenoid needed for the mode selected on the switch ( for ESOF ) or when the transfer case shift lever is moved ( MSOF ). The contact plates in the transfer case signal the GEM that the transfer case is engaged, and the Vacuum solenoids need to be activated ( either 2WD to 4WD or 4WD to 2WD ).

Lift and support the front of the truck so the front wheels are off the ground ( take safety precautions, chock wheels, jack stands, etc )
Key on, engage 4x4 and try to turn the front drive shaft.
- If it turns it is a problem with the transfer case.
- If it doesn't it is a front axle engagement problem.

- If the front drive shaft does not turn :
•With the truck running ( with front wheel back on the ground ), switch from 2WD to 4WD and back again, the vacuum shift motor should move the lever on the front axle.
{ picture of shift motor }
-- If the vacuum shift motor does not move:
•Check for vacuum on the lines while shifting between modes. Pink vacuum line is 2WD mode, Light Blue vacuum line is 4WD.
•Check the fuses for the 4WD system and the solenoids.
•Check the vacuum lines from the vacuum shift motor to the solenoids on the firewall.
•Check the vacuum lines from the solenoids to the vacuum reservoir box behind the battery.
•Check the vacuum reservoir box for cracks.
•Typical solution is the vacuum lines ( to the solenoids or to the vacuum shift motor ) are cracked or the vacuum shift motor has a cracked diaphragm and has water in it.
•Could be the shift plate contacts in the transfer case are corroded / not making good contact, and not activating the solenoids.
{ Picture of Vacuum diagram )

- If the front drive shaft turns:
•For ESOF system
-- Check the fuses for the transfer case, engine compartment fuse panel, 17 & Cab fuse panel fuses 13 and 23 ( verify with owners manual, 97-97 & 99-03 MY can be slightly different on some items ).
-- Try hitting the transfer case with a dead blow hammer ( do not use a metal hammer, it can damage the transfer case ) to see if the transfer case shift motor is hung up .
-- Check the transfer case connector, to make sure the connector pins are clean and making good contact.
•For MSOF systems
-- Check that the shift linkage on the transfer case is moving when the lever is moved from 2W to 4H and 4L.

Jan 18, 2011 | 2003 Ford F150 Regular Cab

1 Answer

2003 F-150 regular cab automatic transmission and the 4WD will not engage.


Operationally vacuum shifts the front axle between 2WD and 4WD mode. The GEM ( Generic Electronics Module ) applies ground to the solenoid needed for the mode selected on the switch ( for ESOF ) or when the transfer case shift lever is moved ( MSOF ).The contact plates in the transfer case signal the GEM that the transfer case is engaged, and the Vacuum solenoids need to be activated ( either 2WD to 4WD or 4WD to 2WD ).


Lift and support the front of the truck so the front wheels are off the ground ( take safety precautions, chock wheels, jack stands, etc )
Key on, engage 4x4 and try to turn the front drive shaft.
- If it turns it is a problem with the transfer case.
- If it doesn't it is a front axle engagement problem.

- If the front drive shaft does not turn :
•With the truck running ( with front wheel back on the ground ), switch from 2WD to 4WD and back again, the vacuum shift motor should move the lever on the front axle.
{ picture of shift motor }
-- If the vacuum shift motor does not move:
•Check for vacuum on the lines while shifting between modes. Pink vacuum line is 2WD mode, Light Blue vacuum line is 4WD.
•Check the fuses for the 4WD system and the solenoids.
•Check the vacuum lines from the vacuum shift motor to the solenoids on the firewall.
•Check the vacuum lines from the solenoids to the vacuum reservoir box behind the battery.
•Check the vacuum reservoir box for cracks.
•Typical solution is the vacuum lines ( to the solenoids or to the vacuum shift motor ) are cracked or the vacuum shift motor has a cracked diaphragm and has water in it.
•Could be the shift plate contacts in the transfer case are corroded / not making good contact, and not activating the solenoids.
sscullys_111.jpg

- If the front drive shaft turns:
•For ESOF system
-- Check the fuses for the transfer case, engine compartment fuse panel, 17 & Cab fuse panel fuses 13 and 23 ( verify with owners manual, 97-97 & 99-03 MY can be slightly different on some items ).
-- Try hitting the transfer case with a dead blow hammer ( do not use a metal hammer, it can damage the transfer case ) to see if the transfer case shift motor is hung up .
-- Check the transfer case connector, to make sure the connector pins are clean and making good contact.
•For MSOF systems
-- Check that the shift linkage on the transfer case is moving when the lever is moved from 2W to 4H and 4L.

Jan 10, 2011 | 2003 Ford F150 Regular Cab

2 Answers

4wd does not work


Electronic Shift On the Fly (ESOF) Operation
The ESOF system is an electronic shift 4x4 system that allows the operator to choose between two different 4x4 modes as well as 2-wheel drive. The operator can switch between 2WD and 4WD HIGH mode at speed. To engage or disengage LOW Range, the vehicle speed must be less than 5 kph, the brake depressed, and the transmission must be in NEUTRAL.

The transfer case is equipped with an electromagnetic clutch which is located inside the case. This clutch is used to spin up the front drive-line when shifting from 2WD to 4x4 High mode at speed. When the control switch on the instrument panel is turned, the generic electronic module (GEM) recognizes that a shift has been requested and activates the electromagnetic clutch and the relays which power the transfer case shift motor. When the shift motor reaches the desired position as determined by the contact plate position inputs to the GEM, power to the shift relays and motors will be removed. When the transfer case front and rear output shafts are synchronized, the spring loaded lockup collar mechanically engages the main-shaft hub to the drive sprocket. Finally, the front axle collar is engaged and the electromagnetic clutch is deactivated.

Shift Between 2WD and 4x4 HIGH:
Shifts between 2WD and 4x4 HIGH can be made at speed. Listed below are the inputs and outputs needed by the GEM to execute a change between any of these modes.

Feature Inputs:
*4WD Mode Switch (Various resistances).
*Contact Plate Position Inputs A, B, C, D (grounded when closed, open circuit when open).

Feature Outputs:
*4x4 Shift Motor Relay Outputs
*Transfer Case Clutch Relay (grounded when relay is on, open circuit when relay is off).
*4x2/4x4 Vacuum Solenoid (grounded when activated, open circuit when deactivated).
*Cluster Indicators (ground when activated, open circuit when deactivated).

Shifting Into/Out of 4WD LOW:
When shifting into or out of 4WD LOW, the GEM requires that the vehicle speed be less than 5 kph, the brake is applied, and the transmission is in NEUTRAL.

Feature Inputs:
*4WD Mode Switch (Various resistances).
*Contact Plate Position Inputs A, B, C, D (grounded when closed, open circuit when open).
*VSS Sensor (Sinusoid Signal: 0.7V-20V, 2.2 Hz/mph).
Brake Input (battery voltage when brake is depress, open circuit when not activated).
*Transmission Range Sensor (grounded when transmission is in NEUTRAL, open circuit otherwise).
8Start/Clutch Depressed Input

Feature Outputs:
*4x4 Shift Motor Relay Outputs
*4x2/4x4 Vacuum Solenoid (grounded when activated, open circuit when deactivated).
*Cluster Indicators (grounded when activated, open circuit when deactivated).

4WD Mode Switch
A rotary switch allows the vehicle operator to choose between 2WD, 4WD HIGH, and 4WD LOW modes of 4x4 operation.

GEM Module
The Generic Electronic Module (GEM) controls the operation of the 4x4 system

Vehicle Speed Sensor
The vehicle speed sensor (VSS), mounted in the rear of the transfer case, informs the GEM of the vehicle speed.

Transfer Case Shift Motor Sense Plates

The shift motor sense plate, an integral part of the electric shift motor, informs the GEM to the positions of the transfer case

Transmission Range Sensor
Located on the left side of the transmission, this sensor informs the GEM when the transmission is in the NEUTRAL position.

Electric Shift Motor
The electric shift motor, mounted externally at the rear of the transfer case, drives a rotary cam which moves the mode fork and range fork within the transfer case to select between the 2WD, 4WD HIGH, and 4WD LOW positions.

4x4/4x2 Vacuum Solenoids
These two solenoids are attached to the upper RH side of the engine compartment dash, and alternately route vacuum to the vacuum motor which engages/disengages the center axle disconnect collar in the front axle assembly.

4x4 Shift Motor Relay
A module containing two relays which under the control of the GEM, shift the transfer case shift motor between the 2WD, 4WD HIGH, and 4WD LOW modes.

Transfer Case Clutch Relay
An electromechanical relay is used to activate the transfer case clutch within the transfer case.

Good luck and hope this helps,but start with the simple and check the fuses and wire harness. Both white/light blue stripe wires should have 12V in run. The GEM will ground the left side (closest to engine) solenoid to disengage the front axle. It will ground the the right side solenoid (closest to fender) to engage the front axle. If the GEM doesn't see Neutral it will not let the truck come out of 4Lo. If the GEM had water leaking on it it may well be the root of the problem. The shift motor only has power when the GEM sends it a signal to move the shift lever. Once the shift is completed the motor shuts off. There are 2 wires that control the shift motor. A yellow and an orange. The GEM alternates between 12v and Ground to these wires to control which way the motor turns. The GEM uses the transfer case shift relay module to control the power to the motor. There are contact plates inside the shift motor assembly that indicate the position that the shift lever is in. This is what the GEM used to know what the T-case is doing. Any one of these components can fail.







Jan 10, 2010 | 2002 Ford Explorer

1 Answer

Shift solenoid not engaging overdrive which


    The valve body contains six solenoid valves:
  • three PWM solenoid valves (pulse width modulation solenoid valves,
  • two shift solenoid (on/off) valves,
  • one main regulating valve (variable force solenoid).
The individual clutches and bands are supplied pressure from the PWM solenoid valves and the shift solenoid (on/off) valves and thus the gears are shifted.
The PWM solenoid valves allow direct actuation of the clutches and bands to ensure extremely smooth gear shifting through precise pressure regulation.
The shift solenoid (on/off) valves switch the hydraulic path to the clutches and bands, reducing the number of required modulating valves.
The main regulating valve (variable force solenoid) ensures that sufficient hydraulic pressure is available in all operating conditions.
PWM solenoid valves 1-3 PWM solenoid valves 1, 2 and 3 control the pressure to the bands and clutches.
Shift solenoid (on/off) valves 1 and 2 The shift solenoid (on/off) valves switch the different oil passages in the valve body to direct the pressure to the individual clutches and bands.
The use of the shift solenoid valves are needed for direct actuation of the individual clutches and bands.
Main regulating valve The main regulating valve (variable force solenoid) controls the required main line pressure for the individual transmission ranges.
The main line pressure is controlled dependent on the current engine load.
----------------------------------------------------------------------------------------------------
Electronic synchronous shift control (ESSC)
Control of shift operations
During a shift operation certain elements are released while others are actuated. Ideally this process takes place simultaneously (synchronously) to avoid jerky gear shifting.
The time for the shift operation should remain within the time limits provided.
When the shift operation is controlled conventionally, the pressure build up and reduction at the shift elements are set and defined for ideal conditions (synchronous shifting).
As there is no way of influencing the control in the event of different levels of wear in the shift elements, when the transmission has been used for a fairly high mileage it is possible that the pressure build up and reduction may no longer be synchronous.
The result or premature pressure reduction at the element to be switched off is an unwanted rise in the turbine shaft speed as the element to be switched on cannot transmit the input torque.
The result of delayed pressure reduction at the element to be switched off is an unwanted decrease in the turbine shaft speed as both shift elements transmit the input torque. In the process the torque is transmitted to the transmission housing through internal locking.
In both cases a **** will be felt during the shift operation.
In addition, wear in the shift elements leads to a lengthening of the shift operation. Therefore, shifting takes longer when the transmission has accumulated a higher mileage.
Control of shift operations with ESSC In the 4F27E automatic transmission electronic synchronous shift control (ESSC) is used.
ESSC monitors the shift operations and is able to adapt to the wear in the shift elements over the life of the transmission.
This is possible since the shift elements are actuated by modulating valves.
The system monitors the shift time whether the shift operation is synchronous.
If the PCM detects a deviation from the stored values for the shift time and synchronization of the shift operation, the pressure build up or reduction is adapted accordingly.
Throttle position (TP) sensor The TP sensor is located on the throttle body.
It supplies the PCM with information about the position of the throttle plate.
It also detects the speed of actuation of the throttle plate.
The PCM uses the signals for the following functions among other things:
  • to determine the shift timing,
  • to control the main line pressure,
  • to control the torque converter lock-up clutch,
  • for kickdown.
In case of absence of the TP signal the engine control uses the signals of the MAF and IAT sensors as a substitute signal. The main line pressure is increased and hard shifts may occur.
Mass air flow (MAF) and intake air temperature (IAT) sensor The MAF sensor is located between the air cleaner housing and the air intake hose leading to the throttle housing.
The IAT sensor is incorporated in the housing of the MAF sensor.
The MAF sensor in conjunction with the IAT sensor provides the PCM with the primary load signal.
The PCM uses the signals for the following functions among other things:
  • to control the shift operations,
  • to control the main line pressure.
If the MAF sensor fails, the signal of the TP sensor is used as a substitute.
Crankshaft position (CKP) Sensor The CKP sensor is located on the engine/transmission flange.
The CKP sensor is an inductive sensor which provides the PCM with information about the engine speed and position of the crankshaft.
The signal is used for the following functions among other things:
  • to control the torque converter lock-up clutch,
  • to check the torque converter slip,
  • to control the main line pressure.
No substitute signal is available for the CKP sensor. If the signal is not present, the engine stops.
Turbine shaft speed (TSS) sensor The TSS sensor is located in the transmission housing over the transmission input shaft.
The TSS sensor is an inductive sensor which senses the speed of rotation of the transmission input shaft.
The signal is used for the following functions:
  • to control the shift operations,
  • to control the torque converter clutch,
  • to check the torque converter slip.
If the TSS sensor fails, the signal of the output shaft speed (OSS) sensor is used as a substitute signal.

Dec 17, 2009 | 2003 Ford Focus

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