in A4WD does TC motor just turn clockwise as needed in response to slippage?
OK, but can you turn clockwise to a position that is not "spring loaded", or does the TC motor just hold this position to give 4Hi?
Well, went by the stealer to see if they could do a diagnostic on the TC. With virtually no one in a large service area, I was told that I would have to make an appointment and MAYBE they could get to it in about 2 weeks. Did they send everybody home for Covid? Don't they work far enough apart? I work for a regional grocery chain and all hands are on deck!Ok. I hope this means that the TC is not toast. Maybe just sensor or TCCM?
LtBl at C1 A6 gave 1.9v not 4 as expected, don't know what this means.
Will check that again, wouldn't be the first time I got confused on color. Maybe take another trip to U-Pullit and get a switch.That means you have either a bad switch or bad connection(s) somewhere between the TCCM and the switch. Switch return voltages should be close to these readings...
4Lo 1.59
Neutral 0.85
2Hi 4.06
A4WD 3.22
4Hi 2.42
Will check that again, wouldn't be the first time I got confused on color. Maybe take another trip to U-Pullit and get a switch.
On a related subject, I took apart the original TC motor. 4 levels of reduction gears and 1 missing tooth gumming up the works. The gearbox was dry, not a sign of any lube of any kind.
Your neutral reading on the used unit is a little high, possibly from lack of selection resulting in a bit more resistance in the path.
maybe somewhat expected as possibly "power ratings" and other requirements (ie. isolation, back feeding, etc). One (heavier) for power feeding requirements and the other for signals.And here is an unexpected finding while examining the TCCM. Tabletop testing of resistances on a couple of these revealed the two grounds of the device are not directly shared internally. Between the two grounds I measured 82.2k on one unit and 83.9k on the other unit. Once installed these two grounds are connected through the vehicle chassis using two different attachments. The larger C3-A goes to sp201 at right front of lower console and the C1-B8 goes to G102 in the engine compartment by the rear of the fuseblock.
So when evaluating TCCM troubles one needs to verify two different chassis ground points.
maybe somewhat expected as possibly "power ratings" and other requirements (ie. isolation, back feeding, etc). One (heavier) for power feeding requirements and the other for signals.
here can be seen the adhesion to the heatsink on the 2003...enough good contact to leave impressions. The replaced 2002 was devoid of any such marks...
I think that might be sort of an "over specification" (return voltage range). IF the resistance and reference voltage is "spec'd", then "electrical math" has set the rest. Further, the resistance test can be done "unplugged" along with the reference voltage while any other might need to "impinge" on the wiring via potentially "less than good connectivity" (depending on the technique used).
Your plunger moved the full range but did nothing since the fork was broken