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by Chuck Hansen
Figure 1
Do you honestly
believe that ever y
solenoid removed
from ever y transmission is totally
wor n out? Ever y
single solenoid?
66
6/17/03
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Page 65
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65
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Figure 2
Types of Solenoids:
Lets take a look at 3 types of solenoids. Sticking with the 4L60E we will
examine the simple on/off shift solenoid, the 3-2 solenoid which is a pulse
width modulated type solenoid and the
force motor which is a balanced spool
valve type solenoid.
Shift Solenoids
Simple on/off solenoids: Figure
1 shows a GM 4L60E SHIFT solenoid.
They have a GM list price of about
$23.91 each and are extremely simple
in operation. Apply current and the
solenoid stops oil flow. Take away current and the oil is allowed to flow.
The moving elements of the GM
4L60E solenoid consist of a plunger,
spring and metering ball. It is actually
the action of the metering ball against
the polycarbonate nozzle seat that controls the oil flow. This particular solenoid is a normally open solenoid. Oil
constantly flows through the nozzle and
around the ball while the solenoid is
open. When the solenoid is energized it
pushes the ball against the seat thus cutting off oil flow. The entire process
takes a fraction of a second with total
movement of approximately .050 thousandths of an inch.
With only a small amount of movement and with the constant flow of oil
its easy to see why these solenoids can
last so long. Probably the most susceptible part of this solenoid is the nozzle
and O-ring.
How can you judge when to
replace one of these solenoids? Do you
start by checking the cars speedometer
or perhaps look in the sump for metal.
Thats ok if you want but there is
always that gray area, isnt there? You
can tell some things just by looking at
them, but how can you be sure?
Assuming there is no obvious damage to the nozzle and O-ring. I would
start with a simple on/off test measuring leakage (to make sure it works at
all), flow (to check that it isnt clogged)
and the ability of the solenoid to energize under pressure (to make sure the
solenoid mechanically can hold pressure when energized). Its that simple.
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Page 72
In reality probably
the weakest item in
the solenoid is the
diaphragm, spool
valve and sleeve.
all there is an increased chance for one
to wear out. In reality probably the
weakest item in the solenoid is the
diaphragm, spool valve and sleeve.
This solenoid is mainly influenced by
the vehicles throttle. Wear will be
more dependent on the type of driving
the vehicles operator has done as compared to the miles on the odometer.
Thats to say that if a vehicle has
200,000 highway miles on it, chances
are the EPC is probably ok. You may
also find one with low mileage, a New
York Cab for instance, with high wear
due to constant starting and stopping.
I know you have all heard or read
somewhere or other that since this solenoid operates at 292.5 cycles per second that its going to wear out really fast
but relax. It is physically impossible
for the solenoid spool valve and push
rod to move that fast. In reality its
movement is closely related to the vehicle throttle movement and if you really
examine its operation it tends to float in
oil - balanced between oil pressure,
spring tension and its electromagnetic
field.
Some suggest that this solenoid
should be replaced when the unit is
metaled up or there is a lot of heat and
damage involved. If you examine the
last 2 PWM solenoids we have discussed you will quickly see that they
both utilize a 40-micron screen on their
input and output side. If you think a bit
of metal can get through these screens
then you probably have little to no faith
in planned parenthood.
Finally, you probably want to
know how to tell a good used EPC solenoid from a bad one. Here is how:
72
Conclusion:
Every solenoid you pull out of a unit is not bad and doesnt
have to be tossed away. Most modern transmission solenoids are designed to last a long time. Only YOU can decide
whether to reuse a solenoid or not. Strictly looking at miles
on the odometer or whether or not the transmission has had
a catastrophic failure isnt a very scientific way to find bad
solenoids. The most accurate method is to employ a good
solenoid tester and carefully evaluate how well the solenoid
is operating under carefully controlled conditions.
The bottom line is that YOU can save your shop considerable money by using carefully tested used solenoids.
The amount of money your shop saves on each job will
allow it to be more competitive and for the shops earnings to
increase. This means more money for the shop and hopefully more for you. Dont forget the jackpot is yours; all you
need to do is claim it!
Writer:
Chuck Hansen is the President of Zoom Technology, Inc. His company has been
manufacturing automatic transmission test equipment for 19 years. Chucks backround is in electrical engineering, manufacturing and marketing. He holds a BS in
Business Administration, an AAS in Computer Science and a Certificate of Pro-efficiency in Electrical Engineering Technology.