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Once I got back to the shop, I accessed the TCM and started with powers and grounds. My original theory was that there was a problem with the TCM as failures on these vehicles are high. I went back to the shop and performed some pinpoint tests. SSC was working also but had the same anomaly as the other two solenoids. Now turn your attention to what SSC looks like. The breakdown in the circuit for SSB was like what I saw on SSA. This gave me a good idea of what patterns to expect when it was operating correctly.
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Since this vehicle was not setting the code cold, I performed a KOEO self-test. I connected to as many similar solenoids, especially known good ones, to get a clean performance comparison. I connected my scope to the three shift solenoids to monitor their actions. The owner authorized further testing to find the root cause of the problem. As usual, the vehicle did not act up or reset the DTC on the initial road test. The A/T light is coming on.” This one had stored a DTC of P0753 (SSA electrical fault).
This 2011 Mazda 3, 2.5 liter, with FS5A-EL transmission had the stated concern, “Vehicle will jerk and not shift. Our second vehicle did require the scope for diagnosis and some extended time to identify, analyze, and determine the direction of repairs. We then replaced the TCM, and the vehicle began working properly. I scoped the powers and grounds to verify they weren’t the cause of the issue. What’s up with that?” I pulled into a parking lot and studied the movie. Wait, I thought, “I have been driving well over 10 minutes. While I was driving, I noticed the “run time” PID showed a little over two minutes.
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I reviewed the movie and then narrowed down the PIDs I wanted to concentrate on. Since I didn’t know what I was specifically looking for yet, I had almost all the available PIDs listed on the scan tool. After a long drive with the transmission at operating temperature, it downshifted abruptly and then started working again. At this point, I drove it one more time with the scan tool connected. On the initial road test, the concern did not reoccur. This vehicle was not setting any diagnostic trouble codes. It was presented with the following concern: “Vehicle would downshift on the highway and the A/T light would come on.” The scope was not the primary tool to diagnose this vehicle, although I did use it to verify data. Our first example is a 2010 Mazda 3, 2.0-liter engine, with the FS5A-EL transmission. Intermittent issues with DTCs can be hard to diagnose, but an intermittent issue without DTCs can be an even bigger nightmare. We’ve had our share of Mazda vehicles come to our shop with intermittent issues sometimes with DTCs, and sometimes without. Lately, we have seen our share of ECMs and TCMs failing, and the following stories are examples of such computer failures and how using a scope in the diagnostic process helped determine the cause.
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That was long before I learned how to utilize a scope to see what was happening with the system I was working on. I always tried to do my due diligence and eliminate everything else as a possible cause before replacing the computer, but sometimes that wasn’t enough, and I would miss something along the way. There was a time in my career when replacing a computer was touch and go. He is an ASE Certified Master Technician with L1 advanced level diagnostics certification. Kevin has been in the automotive field for 24 years, specializing in engine, transmission and electrical diagnostics. Kevin is a Diagnostician at our Liberty, MO Certified Transmission location.
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