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Do you have manual for electronic torque sensor 44598

I need to know what the buttons do?

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2008 HHR Power Steering works only once in a while need help trouble shooting


Electronic power steering . Do you know anything about automotive electronic's ? Electronic power steering control module , sensor inputs an output control ? DTC'S - diagnostic trouble codes . Electrical testing ? Do you have a professional type scan tool to check input an output data , codes ?
Power Steering System Description and Operation (Non-Turbo)
The electric power steering (EPS) system reduces the amount of effort needed to steer the vehicle. The system uses the body control module (BCM), power steering control module (PSCM), torque sensor, discrete battery voltage supply circuit, EPS motor, serial data bus, and the instrument panel cluster (IPC) message center to perform the system functions. The PSCM, torque sensor, not the EPS motor are serviced separately from each other or from the steering column. Any EPS components diagnosed to be malfunctioning requires replacement of the steering column assembly, also known as the EPS assembly.
Torque Sensor
The PSCM uses a torque sensor as it's main input for determining the amount of steering assist. The steering column has an input shaft, from the steering wheel to the torque sensor, and an output shaft, from the torque sensor to the steering shaft coupler. The input and output shafts are separated by a torsion bar, where the torque sensor is located. The sensor consists of a compensation coil, detecting coil and 3 detecting rings. These detecting rings have toothed edges that face each other. Detecting ring 1 is fixed to the output shaft, detecting rings 2 and 3 are fixed top the input shaft. The detecting coil is positioned around the toothed edges of detecting rings 1 and 2. As torque is applied to the steering column shaft the alignment of the teeth between detecting rings 1 and 2 changes, which causes the detecting coil signal voltage to change. The PSCM recognizes this change in signal voltage as steering column shaft torque. The compensation coil is used to compensate for changes in electrical circuit impedance due to circuit temperature changes from the electrical current and voltage levels as well as ambient temperatures for accurate torque detection.
EPS Motor
The EPS motor is a 12-volt brushed DC reversible motor with a 61-amp rating. The motor assists steering through a worm shaft and reduction gear located in the steering column housing.
Power Steering Control Module (PSCM)
The PSCM uses a combination of torque sensor inputs, vehicle speed, calculated system temperature and the steering calibration to determine the amount of steering assist. When the steering wheel is turned, the PSCM uses signal voltage from the torque sensor to detect the amount of torque being applied to the steering column shaft and the amount of current to command to the EPS motor. The PSCM receives serial data from the engine control module (ECM) to determine vehicle speed. At low speeds more assist is provided for easy turning during parking maneuvers. At high speeds, less assist is provided for improved road feel and directional stability. The PSCM nor the EPS motor are designed to handle 61 amps continuously. The PSCM will go into overload protection mode to avoid system thermal damage. In this mode the PSCM will limit the amount of current commanded to the EPS motor which reduces steering assist levels. The PSCM also chooses which steering calibration to use when the ignition is turned ON, based on the production map number stored in the BCM. The PSCM contains all 8 of the steering calibrations which are different in relation to the vehicles RPO's. The PSCM has the ability to detect malfunctions within the EPS system. Any malfunction detected will cause the IPC message center to display PWR STR (or Power Steering) warning message.

DTC C0000
DTC C0176
DTC C0460
DTC C0475 (with LNF)
DTC C0475 (without LNF)
DTC C0545 (without LNF)
DTC C0545 (with LNF)
DTC C0561
DTC C056D
DTC C056E
DTC C0845
Your best bet ,take it to a qualified repair shop .

Jul 07, 2017 | Cars & Trucks

2 Answers

Where is the torque converter sensor located on the transmission?


Eric, The TTC Torque Converter Solenoid is located behind the side cover which has to be removed to access. I will post links for you.
"I hope this helped you out, if so let me know by pressing the helpful button. Check out some of my other posts if you need more tips and info."

http://i33.photobucket.com/albums/d61/bon2k/misc5/DSC01802.jpg

1997 Buick LeSabre TCC sensor location Google Search

Trans Troubles Hard shifting gt frothy fluid Drivetrain

98 Buick Park Ave Ultra 3800 Series II Input and Output Speed Sensor...

Apr 04, 2016 | 1997 Buick LeSabre

1 Answer

Where is the vaccum modular for transmition on the mercury sable 1999 3.0 dohc


Doesn't have one . all electronically controlled . An it was a vacuum modulator valve.
Transaxle Electronic Control System Electronic System Description
Shift timing, shift feel (line pressure) and torque converter clutch control in the AX4S are controlled electronically by the powertrain control module (PCM) (12A650) and its input/output network. The transmission control is separate from the engine control strategy in the powertrain control module, although some of the input signals are shared. Some input signals come from the engine-related sensors, for example, mass air flow sensor (MAF sensor) (12B579) and engine coolant temperature sensor (ECT sensor) (12A648) to give the powertrain control module an idea of the load and climate under which the engine is operating. Some other inputs are based on driver inputs, such as accelerator pedal position which is related to the powertrain control module by the throttle position sensor (TP sensor) (9B989). Still other inputs are provided by the transaxle itself, from sensors such as the vehicle speed sensor (VSS) (9E731), transmission range (TR) sensor (controlled by the placement of the selector lever) and the transmission fluid temperature sensor. Using all of these input signals, the powertrain control module can determine when the time and conditions are right for a shift or torque converter clutch application. The powertrain control module can also determine the line pressure needed to optimize shift feel. To accomplish these functions, the powertrain control module controls five electronic solenoids - three on/off solenoids for shifting, one pulse-width modulate solenoid for torque converter clutch control and an electronic pressure control (EPC) solenoid for line pressure control.

Mar 22, 2016 | Mercury Cars & Trucks

1 Answer

I need help asap 2003 Expedition code p0171 and code p0712 i have and idea of the 1st code but whats the secound code i really need help i dont want to take it to a shop where there going to charge me alot...


P0700 Transmission Control System

P0701 Transmission Control System Range/Performance

P0702 Transmission Control System -Electrical

P0703 Torque Converter/Brake Switch B Circuit

P0704 Clutch Pedal Position Switch -Circuit Malfunction

P0705 Transmission Range Sensor/Switch Circuit Malfunction (PRNDL Input)

P0706 Transmission Range Sensor/Switch Circuit Range/Performance

P0707 Transmission Range Sensor/Switch Circuit Low Input

P0708 Transmission Range Sensor/Switch Circuit High Input

P0709 Transmission Range Sensor/Switch Circuit intermittent

P0710 Transmission Fluid Temperature Sensor Circuit

P0711 Transmission Fluid Temperature Sensor Circuit Range/Performance

P0712 Transmission Fluid Temperature Sensor Circuit Low Input

P0713 Transmission Fluid Temperature Sensor Circuit High Input

P0714 Transmission Fluid Temperature Sensor Circuit Intermittent

P0715 Input/Turbine Speed Sensor Circuit

P0716 input/Turbine Speed Sensor Circuit Range/Performance

P0717 Input/Turbine Speed Sensor Circuit No Signal

P0718 Input/Turbine Speed Sensor Circuit Intermittent

P0719 Torque Converter/Brake Switch B Circuit Low

P0720 Output Shaft Speed Sensor Circuit

P0721 Output Shaft Speed Sensor Circuit Range/Performance

P0722 Output Shaft Speed Sensor Circuit No Signal

P0723 Output Shaft Speed Sensor Circuit Intermittent

P0724 Torque Converter/Brake Switch B Circuit High

P0725 Engine RPM Input Circuit

P0726 Engine RPM Input Circuit Range/Performance

P0727 Engine RPM Input Circuit No Signal

P0728 Engine RPM Input Circuit Intermittent

P0729 Gear 6 Incorrect Ratio

P0730 Incorrect Gear Ratio

P0731 Gear 1 Incorrect Ratio

P0732 Gear 2 Incorrect Ratio

P0733 Gear 3 Incorrect Ratio

P0734 Gear 4 Incorrect Ratio

P0735 Gear 5 Incorrect Ratio

P0736 Reverse Incorrect Ratio

P0737 TCM Engine Speed Output Circuit

P0738 TCM Engine Speed Output Circuit Low

P0739 TCM Engine Speed Output Circuit High

P0740 Torque Converter Clutch Solenoid Circuit

P0741 Torque Converter Clutch Solenoid Circuit Performance or Stuck Off

P0742 Torque Converter Clutch Solenoid Circuit Stuck On
P0743 Torque Converter Clutch Solenoid Circuit Electrical
Now i dont know a lot about automatics especially modern ones with all this fancy electronics thats used nowdays but i think its a fault with the temperature sensor for the gearbox.But where its located and what it looks like i have no idea it could even be mounted inside the gearbox .Sorry not a very good answer from a mechanic but?? very few of our europeon cars come with auto transmission .Evan when i do know whats wrong i cannot buy the parts for the gearbox as only re-con boxes supplied by the dealer so best advice is to try a specialist in auto box repairs only .PS some of my best students when i used to teach mechanics many moons ago were the girls so no excuses like iam only a girl please

Apr 22, 2013 | Cars & Trucks

1 Answer

2005 Ford Explorer V6 goes into fail safe mode with wrench


It should be noted that the ETC system includes a warning indicator (wrench light) on the instrument cluster that illuminates when a fault is detected. Faults are accompanied by DTCs and may also illuminate the malfunction indicator lamp (MIL).
Torque Based Electronic Throttle Control (ETC)
Overview
The Generation II (Gen II) torque based electronic throttle control (ETC) is a hardware and software strategy that delivers an engine output torque (via throttle angle) based on driver demand (pedal position). It uses an electronic throttle body, the PCM, and an accelerator pedal assembly to control the throttle opening and engine torque. The ETC system replaces the standard cable operated accelerator pedal, idle air control (IAC) valve, 3-wire throttle position sensor (TPS), and mechanical throttle body.
Torque based ETC enables aggressive automatic transmission shift schedules (earlier upshifts and later downshifts). This is possible by adjusting the throttle angle to achieve the same wheel torque during shifts, and by calculating this desired torque, the system prevents engine lugging (low RPM and low manifold vacuum) while still delivering the performance and torque requested by the driver. It also enables many fuel economy/emission improvement technologies such as variable cam timing (VCT) (deliver same torque during transitions).
Torque based ETC also results in less intrusive vehicle and engine speed limiting, along with smoother traction control.
Other benefits of ETC are:
  • Eliminate cruise control actuators.
  • Eliminate idle air control (IAC) valve.
  • Better airflow range.
  • Packaging (no cable).
  • More responsive powertrain at altitude and improved shift quality.
  • DO you know what electronic throttle control is ?
014 Electronic Throttle Operation

Oct 15, 2017 | 2005 Ford Explorer

1 Answer

I have two liftmaster garage doors. both of them have the same problem. when it is cold (50F or colder), when you press the button for the doors to close (iether from the remote or the wall switch) the...


You can re-post and see if a paid expert picks up the question.
It sounds like a peculiar situation with both doors doing something odd and identical.

You can buy new sensors for $20 and try on one door.
But why would both sensors give out same time and both do it only when temperature is below 50?

The cold weather factor seems to point to a battery-operated device that is not functioning.
Except same thing happens when you push wall button.
The sensors are not battery operated.
And what would be battery operated half-way through the closing sequence?

A bind in the door ... you can add grease to the track and replace individual wheels ... but why low temperatures? The wheels and track wouldn't change that much between 50 and 80 degrees.
Disconnect the door and see if it raises and lowers satisfactorily by hand, and that should eliminate a bind in the door.
But why would both doors bind? It would be odd if one door did that.

The problem sounds like it's in the electronics... but opener brands have unique circuit boards that require testing each part.
Usually circuits boards are just thrown out and new board installed, but finding replacement board and installing would probably be more expensive than new opener.
Certainly you must have the manual from 5 years ago.
Is there a parts drawing or troubleshoot section in manual?

Nov 20, 2010 | liftmaster Chamberlain Garage Door Opener...

1 Answer

Sensor open left side not getting cold and torque sensor says hold ultra button for three seconds


This is going to be a project:
1, the hold for 3 second on the ultra button is for the filter in the back which needs to be clean, then machine needs to know that it is clean so that it can reset counter for the next 3 months.
2, The torque sensor is behind the unit covered by the white or black plastic cover under the powder unit, you will see 2 screws holding cover on. The reason it is getting the error is because the 2 pins on the auger shaft are covered in product or the sensor card is damaged(most likely it is the product issue). You will need to perform a shaft seal maintenance on the machine.

Aug 25, 2010 | Bunn Margarita Machine Ultra 2 Slush...

3 Answers

Rear cluch not working


Depends on what model and components you have:

{ ...
ENGINE TORQUE DISTRIBUTION – DIRECTING THE FLOW OF POWER
In an all-wheel-drive vehicle, engine power can be directed to all four wheels. Subaru Symmetrical AWD differs slightly from model to model in how it directs power to the wheels, depending on its transmission.

MODELS WITH FIVE-SPEED MANUAL TRANSMISSION – CONTINUOUS ALL-WHEEL DRIVE: A viscous-type locking center differential and limited-slip rear differential help distribute torque – normally configured at a 50/50 split front to rear. If wheel speed differs between front and rear axles, the center and/or rear differentials lock up to help distribute power to the wheels with the most traction.

MODELS WITH FOUR-SPEED AUTOMATIC TRANSMISSIONS – ACTIVE ALL-WHEEL DRIVE: An electronically controlled variable transfer clutch and limited-slip rear differential distribute power to where traction is needed. Sensors monitor parameters such as wheel slippage, throttle position, and braking to help determine torque distribution and direct it to the wheels with optimum traction.

MODELS WITH FIVE-SPEED AUTOMATIC TRANSMISSION – VARIABLE TORQUE DISTRIBUTION ALL-WHEEL DRIVE: As with Active All-Wheel Drive, an electronically controlled variable transfer clutch distributes power, but through a planetary-type center differential and a viscous-type limited-slip rear differential. Torque distribution is normally configured at a performance-oriented rear-wheel-biased 45/55 split front to rear. Sensors monitor the same parameters as for Active All-Wheel Drive.

WRX STI, WITH SIX-SPEED MANUAL TRANSMISSION – DRIVER CONTROLLED CENTER DIFFERENTIAL (DCCD) ALL-WHEEL DRIVE: The STI uses an electronically managed multi-plate transfer clutch and a mechanical limited-slip differential in conjunction with a planetary-gear-type center differential to control power distribution between the front and rear wheels. Featuring manual and three automatic modes, DCCD is normally configured at a 41/59 split front to rear. Sensors monitor parameters such as wheel slippage, steering angle, throttle position, and braking to help determine torque distribution and direct it to the wheels with optimum traction. DCCD also features a limited-slip helical front and Torsen® rear differential. ... }

And what are the symptoms? How do you know the coupling to the rear is not working?

Jun 05, 2010 | 1995 Subaru Legacy

2 Answers

Steps to replace a knock Sensors?


I had to do this last summer. First I went to Advanced Auto. They
read the code for me. One of them was bad, but I went ahead and
replaced both. I purchased a manual for the steps, two knock sensors
and a gasket set. About 170 dollars total. You will also need a torq
wrench in inch pounds. Take your time, keep it clean. Make sure
you clean the manifold and engine head surfaces where the gasket
seats. Use a non metallic scraper, and if need be solvent to loosen
any old gasket material. I found that laying saturated rags on the
head surface and leaving them set a few hours helped the most.
You can also get the steps and torque specs from either Advance
auto or Auto Zone(then you don't need the manual).
Use patience when tightening the manifold bolts, you should
torque them in the sequence given(in the manual or online) and
you have to do it twice, first time at half torque, then the second at
full torque. If you over tighten you can crack the manifold.
Good luck
Art LeDoux, Stillman Valley Illinois

Dec 24, 2009 | 2001 Chevrolet Suburban

1 Answer

2001 ESPACE 2.0L AUTO NO REVERSE HELP PLEASE


your trans has lectronic controls to operate the shifting of your trans. If there is a defect, a fault code will be stored in the computer, called a DTC. You need to have someone with a scan tool check for the fault code. It is likely a solenoid that is not working or stuck.

Get the codes first. Autozone can run the test for free on engines, maybe trans codes too. Call your local Autozone or big parts store and ask them.

----------
SECTION 307-01: Automatic Transaxle/Transmission 2001 Escape Workshop Manual
DESCRIPTION AND OPERATION Transaxle Description The CD4E automatic transaxle is a four-speed, front wheel drive automatic transaxle with electronic controls for:
  • Electronic pressure control (EPC) solenoid for shift quality.
  • Shift scheduling.
  • 3-2 shift timing.
  • Coast braking.
  • Torque converter clutch control.
The transaxle features a four element torque converter with a torque clutch and a geartrain that includes:
  • Compound planetary gearset.
  • Chain drive.
  • Planetary gearset final drive.
  • Pinion and side gear differential.
The hydraulic control system of the transaxle has five solenoids that control:
  • Shift feel, through line pressure control.
  • Shift scheduling, through shift valve positioning control.
  • Modulated application of the torque converter clutch.
  • Timing of 3-2 shifts.
  • Engine braking during coast operation.
----------------------------
Solenoid Valve Body Assembly The solenoid valve body assembly contains the transmission fluid temperature sensor (TFT) sensor, as well as five PCM controlled output devices:
  • Electronic pressure control (EPC) solenoid.
  • Shift solenoid A (SSA).
  • Shift solenoid B (SSB).
  • 3-2 timing/coast clutch solenoid (3-2 T/CCS).
  • Torque converter clutch (TCC) solenoid.
---------------------------------
You may need your PCM, Powertrain Control Module reflashed by a Ford Dealer.
Try disconnecting your battery for 1/2 hour and then reconnect and see what happens. It will run a little rough and shfit hard until it relearns your engine/trans characteristics.
Let us know results of tests and DTC codes if you get them.

May 04, 2009 | Renault Sportwagon Cars & Trucks

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