Honda Pressure Switches

Once again as a team, Rostra has made an astonishing breakthrough in engineering.  We are very happy to introduce to the market several new pressure switches for Honda 5 speed transmissions.

For those of you who are new to the transmission side of things, a pressure switch in layman’s terms serves as a monitoring device that communicates with the transmission control unit to ensure that ample pressure is in the circuit that operates the clutch pack.  These pressure switches are mounted external of the transmission and replaced quite frequently.

Case quantity of 6.

• 50-1028:  Honda 5 Speed Pressure Switch, Threaded, Stepped, 38 PSI, Green connector.
  Applications:  97-01 Prelude, 98-02 Accord.
  Transmissions:  BAXA, MAXA, B7XA, M6HA.
  
• 50-1029:  Honda 5 Speed Pressure Switch, Threaded, Stepped, 33 PSI, Black connector.
  Applications: 98-02 Accord, 99-04 Odyssey, 03-07 Pilot.
  Transmissions:  BAXA, MAXA, B7YA, B7TA, BYBA, BVGA, BLVA, PVGA, PVLA.

  

• TBA:  50-1030:  Honda 5 Speed Pressure Switch, Threaded, Stepped, 27 PSI, Beige connector.
  Applications:  98-02 Accord, 99-04 Odyssey, 03-07 Pilot.
  Transmissions:  BAXA, MAXA, B7XA, B7XY, B7TA, BYBA, BVGA, BLVA, PVGA, PVLA.

For any questions or concerns please contact Tom Eibel at 910-291-2500, or Scott Kirkendall at 910-291-2548 and thank you again for choosing Rostra Precision Controls.

A4Bf3 Solenoid Kit

Hey again guys, hope all is going well!  I want to inform you all about Rostra’s product re-release of the Hyundai A4Bf3 solenoid kit.  This kit has 6 solenoids with a case connector, and is wonderfully displayed for easy color identification.

Rostra # 52-9023

Each wire is pre-wired to a thru case connector.

Each solenoid has an independent ground

Heavy duty wire insulation protection.

Every solenoid is calibrated and tested 100% for all functional characteristics.  The following describes each different wire color, resistance, and solenoid description.

• White, 22 Ohm, Shift C
• Blue, 3 Ohm, Pressure Control Solenoid B
• Black, 3 Ohm, Pressure Control Solenoid A
• Red, 3 Ohm, Damper Control Solenoid
• Brown, 22 Ohm, Shift B
• Yellow, 22 Ohm, Shift A

Applications for this product are Hyundai Accent, Elantra, and Tiburon.

• Accent:  A4AF3, A4Bf3, 2000-on, Domestic/Global.
• Elantra:  A4bF2, 2000-02, Domestic; A4Af3, A4BF3, 2001-on, Global.
• Tiburon:  A4BF2, 2000-02, Domestic.

Valve Body Not Included

For more information regarding this product, please contact Tom Eibel at 910-291-2500 or Scott Kirkendall at 910-291-2548.  You can also visit us online at www.rostratransmission.com

JF506E Transmission Solenoids

Rostra Precision Controls has done it once again!  We now have available electronic components for the JF506E/09A/5F31J automatic transmissions.  These engineering assembly versions are the latest and cover from 1999-on.

Mazda applications:

52-0423

Neutral Shift

52-0422

Reduction Timing

Volkswagen/Land Rover/Jaguar applications:

52-0418

Shift A

52-0433

Shift A

The JF506E Transmission Solenoids listed above are only a few of what Rostra Precision Controls has to offer.

Rostra Customer Applications Menu

Hello everyone! Rostra Precision Controls is proud to offer a FREE customer applications menu, that’s right FREE!!

This menu was created with the customers in mind to help compare parts and identify vehicle applications.

Finding parts for your vehicle has never before been this easy!

Lets take a closer look shall we?

Front View

Using this menu, the customers will be able to easily choose the correct vehicle application and parts.

Back View

For a free Customer Applications Menu, contact our Rostra team members Tom Eibel or Suzie Lossman at 910-291-2500, or visit us online at www.rostratransmission.com

We will also be handing these flyers out at the ATRA Powertrain expo in San Antonio, Texas.

As always, Rostra Precision Controls appreciates your continued support.

Toyota U-Series Solenoids

Hello! did you know that Rostra Precision Controls offers the best transmission products for your automotive needs?

We here at Rostra have worked very hard to bring to you the re-release of the U-Series solenoids for your Toyota application vehicle.  From the U140E to the U341F, Rostra has you covered.

Transmission: U140E, U140F, U240E, U241E

U140E : Toyota Camry, 2002-04, V6 3.0L

U140F : Highlander, 2001-07, L4 2.4L; V6 3.0L

U240E: Celica GTS, 2000-06, L4 1.8L(180 HP)

U241E: Highlander, 2001-07, L4 2.4L

Rostra # 52-0377

Used for both Lock-up and DSL function.  Original solenoid usually has brown connector.

Rostra # 52-0388

Used for shift control.  Identified as SS3, or S4 Shift.  Bracket assures proper orientation.  Black connector.

Transmissions: U150E, U151E

U151E: Avalon, 2005-07, V6 3.5L

Camry, 2003-08, V6 3.0L and 3.3L

Camry Solara, 2004-08, V6 3.3L

Highland

er, 2008, V6 3.5L

RAV4, 2006-09, V6 3.5L

Rostra # 52-0414

New linear solenoid for line pressure control.

Rostra # 52-0415

New linear shift solenoid fits both SL2, and SL3 locations.  Use 2 per transmission

Rostra # 52-0416

New Linear shift solenoid.

Transmissions: U340E, U341E, U341F

U340E: Scion, 2004-06 L4 1.5L

Echo, 2000-06, L4 1.5L

U341E: Celica GT, 2000-06, L4 1.8L (140 HP)

Matrix, 2000-09, L4 1.8L(126 HP)

Rostra # 52-0385

New Lock-up solenoid for U-Series Applications

Chrysler governor pressure solenoid issues

Be sure to check all grounds when replacing the solenoids and sensors on Dodge trucks.  This has always been a weak point in the vehicles electronic system and any poor connection in the system will throw a code that relates to a failed gov pressure solenoid or sensor.  We get calls on this nearly every day.  Double check the grounds and replace anything that looks questionable.  Adding additional ground points will never hurt.

Toyota A 245 SLT Solenoid Identification

Toyota  A-245- A-246  SLT ( EPC) solenoid for controlling line pressure.  2 different versions are available  2002 and 2003 use the solenoid with large pins in the connector, Rostra part number 52-0403. 2004 and up applications have small pins in the electrical connector, Rostra part number 52-0419. The two are not interchangable.

52-0403 Solenoid:

52-0403 has large pins 2002,2003

52-0419 solenoid:

52-0419 has small pins 2004 & up

Electrical Signals and terms

Activation voltage (also known as Pull in voltage)-The voltage required to make the solenoid armature move full stroke.  When testing solenoids,  use 8 volts, 8 volts at room temp =12 volts at hot temperature
Hertz-(or frequency) – A term used for PWM solenoids. Hz means cycles per second. A solenoid run at 64 hz will be turned on and off 64 times a second.
The duty cycle represents what % of time the solenoid is actually on during that 1/64th of a second cycle.
Peak and hold signal (modified PWM signal)- Solenoid is turned on for brief period of time, long enough to move armature.  Supply voltage is then dropped  to keep armature in the upstroked position. It takes much less energy to keep the armature upstroked, like pushing a car. Once it is rolling it takes less energy to keep it moving. This greatly reduces electrical consumption, and reduces solenoid heat generation. The hold portion of the signal will have a varying duty cycle to control solenoid output. For example, AX4S early model pwm 1.3 ohm solenoid would consume over 110 watts of power if treated like on/off valve. Try holding a 100watt light bulb in your hand!  Many early low ohm peak and hold solenoid have been converted to higher ohm replacements with slower activation signals.
Current Averaging Signals-Vary frequency and duty to keep the current supplied to the solenoid within a given range. Problems with vehicle voltage levels can cause havoc with EPC solenoids.

Peak and hold illustration

Peak and Hold Hydraulic response-What is happening in the VB.
The peak and hold signal is shown in the box upper left. Solenoid fired with 12 volts. Then held to 3 volts. The duration of the 3 volt hold time gradually increases with duty cycle.
Pressure Profile The pink line is the feed oil. The light blue line is the inductive trace of the solenoid itself. The yellow line is the pressure in the oil circuit controlled by the solenoid. This solenoid bleeds off pressure to the pressure control valve in the VB. Black line is the average pressure in the circuit.

How it works:
12 volts applied is indicated by the spikes. Yellow, oil pressure starts to fall cause solenoid is open Voltage drops to zero. (kink in curve shows when armature has closed the seat.) Pressure starts to rise again. As the hold portion of the signal gets longer, the armature stays open longer, letting more oil bleed out and the system pressure gets lower.

Profiling solenoids

In Rostra’s hydraulic testing laboratory, valve body environments are reproduced within specially designed test fixtures. Control signals are measured on test vehicles and accurately reproduced using our custom electronic drivers. Data is collected on solenoid performance under all conditions to guarantee the solenoid will always work.

Profiling Solenoids: A Normally Closed solenoid

• Response time-how long does it take solenoid to operate? ( in milliseconds)
  Measured by the current rise of coil (light blue). The dip in the light blue curve is when the armature bounces off the stop. ( Some vehicle computer measure this inductive spike to indicate solenoid operation.)
• Source Pressure – Oil pressure value from pump (dark blue)
• Feed Pressure – The pressure feeding the solenoid before the orifice restriction in the valve body separator plate.
• Control pressure - The pressure measured between separator plate orifice, and solenoid port. This is the pressure that controls the shift valve. (pink)

Sequence of events:

1. Solenoid is off. Feed pressure and control pressure are the same as the source pressure.
2. Solenoid is turned on. Once the armature moves, as seen in the coil rise (light blue), the control pressure pressure falls.
3. When solenoid is shut off, the control pressure builds back up

.

Notice the problem here?
This solenoid had reduced stroke due to contamination, ball never fully off seat., all of the pressure could not bleed off.

Profiling solenoids: A Normally Open 3 way shift solenoid AX4S
Top Left Rostra sample:

• Electrical response time (light blue)
• Source from pump (dark blue)
• Feed pressure to solenoid (TV pressure axode) (pink)
• Control pressure to shift valve (red)
• Sequence of events:
  1. Source Feed and control pressures are all the same.
  2. Solenoid is energized, and the control pressure bleeds to exhaust allowing shift valve to move.
  3. When solenoid is shut off feed pressure and control pressure rise simultaneously as the hydraulic circuit is re-charged with oil pressure

Top right: OE sample
Bottom right: Other after-market solenoid

Solenoid problems: Wear

Wear

Wear Issues:
Wear is the second leading cause of solenoid failure.

Two types of wear:
Abrasion
Caused by repeated pounding of solenoid components. Accelerated by contamination, and material changes due to heat and chemicals in ATF.
Shows up in Seat areas. This solenoid face was originally flat. After 1 million PWM cycles the seat is badly worn. (3000 vehicle miles). A poor material selection was made by the MFG of this solenoid.
Spring pockets and areas of contact with the spring see considerable wear. Springs twist as the are compressed. This rotating, grinding action, as well as the repeated loading will cause the spring to dig its own pocket. Spring loads change, solenoid may loose it’s holding or closing ability.
Sealing faces, especially in EPC type solenoids. Spool valve edges get rounded pass too much oil, ability to regulate pressure goes south. Nissan EPC solenoids can wear out in as little as 40,000 miles. A lack of armature guidance causes the armature to hit not square wit h seat. Allowing for excessive oil leakage.
Fatigue
Seat areas, especially plastics, subject to creep, a gradual deformation and movement of plastic due to loss of material strength, from repeated loading. E40D on/off solenoids suffer this. Large ball, much surface area.
Springs loose their load handling ability with repeated cycles. Special materials should be used.

Some wear is normal.

Contamination will greatly increase wear.
Heat influences wear, especially in plastics. Impact resistance goes down with increased temp.
Proper material selection is required.
Solenoid testing in the shop can not determine the wear, or life expectancy of the solenoid.
Photos illustrate before and after shots.
Poor workmanship, tool drag mark on seat, gives a poor seal to begin with.
Same seat after cycling. Note out of round hole. Poor armature guidance, note wear, up to .015 a soft steel was used, good for magnetics, awful for seat wear.
Plastic vs metal
Plastics work well for on/off applications, not too good for PWM. Special hardened magnetic steels should be used in seat areas for best life. Also synergistic coating works well. Polymer impregnation into first few thousandths of metal
On/off 500,000 clean cycles…. 80 thousand miles
PWM 300,000,000 cycles… 80 thousand miles
Wear will result in:

• Increased armature stroke
• Longer solenoid response times
• Sealing problems
• Changes in solenoid performance

Solenoid failure analysis graph

The graph shows how excessive wear changes the solenoids ability to control output pressure. Poor material selection, and improper machining were the cause.