Here is the information that I was able to gather in a few short runs... Don't worry, I have all the necessary extenstions needed to safely do this while driving.
On Pin 4, TCC signal from PCM, this is what I got.
Gears 1-2 = 85-90 mV
Gears 2-3 = 85-90 mV
Gear 3-4 = 300 mV
At the shift point for 4th, the meter would peak out and then settle, after the shift, to a little above the 300mv range. When slowing to a stop, with brake applied, the voltage would drop back to 85-90mV range once the RPMs reached 1250. If you coasted to a stop, voltage would not drop until you applied the brakes. When this voltage drop occurs, you do feel what feels like a down shift. Presumably, this is the torque converter unlocking. (?)
On Pin 6, Shift Solenoid Power In,
Gears 1-2 = 175mV
Gears 2-3 = 175mV
Gear 3-4 = 14V
While in Park at idle, 175mV - 180mV.
When car is put into drive and you begin moving, voltage drops slightly to 150mV range. Ok! But here is the thing that I noticed during this test. After reaching 4th gear and the voltage reached 14V, soon after, the meter would peak out, the chugging would happen, the tranny would seemingly downshift, RPMs would raise about 250 RPMs and then the voltage would settle back to 175mV. It seems like I am loosing the signal from the PCM at this point.
I am wondering if my Turbine Speed Sensor could have something to do with this. I pulled the connecter on it last weekend and found all sorts of sand and grit in there. Not just around the inside of the connecter, but also in the ports for the connecters. I cleaned it out the best I could. I of course reset the computer.
Any thoughts on what I have gathered so far. Are there some other things that I might could check using the above method?
Thanks
