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Closeout (long): CGB light - 94 900S V-6 Automatic
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Posted by Schuhe [Email] (more from Schuhe) on Sat, 26 Feb 2005 20:33:58 Share Post by Email
In Reply to: Check gear box light - 94 900S V-6 Automatic, Schuhe, Thu, 20 Jan 2005 18:40:47
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Got this one fixed. Had to go by faith from our Chat collegue Buck.
I replaced the #1 shift solenoid. CGB light has not returned. It had been coming in after about 3 minutes into a drive cycle. I did not notice any shifting problems prior to the CGB light coming on.
The old solenoid resistance is equal to the new solenoid's (~14 ohms) with a new specification (per my Mitchell manual) of 13 ohms. So, other than the code P1853 indicating #1 solenoid short to battery voltage, I was stumped to be sure of this. We never found the solenoid shorted, it was intermittant.
I put the car on jack stands and jacked the engine slightly with a hydrulic lift and wooden block. Drained the tranny ATF (got just over 4 quarts), removed the tranny temperature sensor, and tranny cooler lines (ATF comes out). Removed the battery cable from the front engine/tranny mount and started to take off the tranny mount and valve body cover. This is close quarters and needed much patience.
Got the excellent suggestion to lower the subframe to gain some room. Removed both front bolts from the subframe, the two bolts about midway back, and got the driver side bolt partway out. Passenger side bolt on the subframe wouldn't budge on my effort, but I got enough room without it. The subframe lowered about 8 inches in front.
Continued with removing the tranny mount (rubber was broken so I ordered the replacement from eeuroparts.com (site sponsor!)). Removed the tranny vent hose from the top of the valve body cover. I found this easier to do after removing the battery and battery plate from the vehicle.
Remove the remaining valve body cover bolts (these are different lengths at different spots so label them as soon as they are in hand).
I was able to pry the cover off carefully starting on the lower driver's side (it appears to have a notch specially cast).
A little screw holds the solenoid in place. A picture froma manual and the wire colors help with with solenoid is the #1. Also, the new solenoid had a mounting tab. Just match the units. Pull the solenoid toward the passenger side to pop it out. I put some ATF fluid on the new solenoid tip to help it slide in better. The securing screw was harder to install than remove. Use "The Force" to visualize how it should go, then gently screw it in.
Clean the valve body sealing surfaces well of old sealant. There is no gasket here, so you'll need sealer something for this kind of joint. Several had suggested anaerobic sealant which I could not find. I used a Permatex product that indicated it was for transmission joints, etc, that did not have gaskets.
Practice putting the valve body cover back on before putting on the sealing schmootz. There are two alignment pins to help. I found the best approach was from the driver's side of the subframe.
Put on the schmootz and plop the cover on the transmission. Reinstall valve body cover bolts and tighten.
Installing the tranny mount was difficult due to the reach to get the bolts back and, by now, the engine had moved about half the bolt hole forward and everything goes back together askew. Put the bolts in loosely on the cover-to-bracket, bracket-to-mount, and mount-to-car locations before you tighten this stuff up. Once everything is properly threaded, keep going around to draw the engine aignment back. Perfect, home stretch now.
Put everything back, battery cable, cooler lines, drain plug (cleaned off right?), tranny vent and temperature sensor. I used a small bit of sealer on the drain plug and temperature sensor to avoid leakage.
Bring up to subframe and tighten. Use some thread locker as desired (blue).
REFILL the tranny with ATF. I used 4 quarts to start and filled through the oil dipstick. Installed battery. After a brief run, I checked for leaks (none) and smiled with no yellow CGB light on.
Ran the car for another 1/2 hour to warm the ATF, and checked fluid levels.
This was one of the biggest jobs I've atempted in 15 years (kids, wife, etc.) and was satisfied. The most worrisome part was not being sure the solenoid was the problem.
Sometimes, you gotta go with those who know. Thanks Buck.
Schuhe.

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