2009 Mazda Tribute left rear door you join the black and yellow wires to bypass. I searched for this everywhere and couldn't find it. I had to eeny meeny miney mo. Now it's on the internet.
Get into a shop Soon or-- a dealer-- if money is no concern
Snow & Cold time is here for most folks
Need to have the ENTIRE vehicle in the best condition
possible-- for the winter --reguardless of cost
If that fluid is full and it will not move at all forward or reverse then either an axle has failed eighter right front or left front (usually would see fluid leaking out or hear a noise) or more than likey either the pump inside the transmission has failed or somehting internal like the chain or input clutch or drum. Its going to have to get to a shop to see how deep inside the transmission the problem is.
If the trans doesn't engage into gear when selected that is more of a mechanical problem rather than electrical. There has been a service bulletin for that type of concern.
You will want to have the transmission checked by a trans shop or dealership to have an estimate of the repairs. Here is what it states.
A/T - Gear Engagement Time Information
INFORMATION Bulletin No.: 03-07-30-007E Date: May 05, 2008 Subject: Engagement Time of Electronically Controlled Transmissions in General Motors Vehicles (Garage Shifts, Park to Reverse, Neutral to Drive, Neutral to Reverse, Park to Drive, Delayed Engagement) Models: 2000 - 2002 Chevrolet Camaro 2000 - 2005 Chevrolet Corvette 2000 - 2002 Pontiac Firebird 2004 - 2006 Pontiac GTO 2000 - 2008 All GM Light Duty Trucks 2003 - 2008 HUMMER H2 2006 - 2008 HUMMER H3 2005 - 2008 Saab 9-7X
with 4L60-E (RPO M30) or 4L65-E (RPO M32) Automatic Transmission
Supercede: This bulletin is being revised to add the 2008 model year to the trucks. Please discard Corporate Bulletin Number 03-07-30-007D (Section 07 - Transmission/Transaxle).
Park/Neutral to Reverse or Drive (commonly called garage shift) engagement times may be different from what many customers might be accustomed to especially if they have recently traded for a General Motors vehicle.
Normal Park/Neutral to Reverse or Drive engagement time will be in the vicinity of one (1) second if the automatic transmission fluid (ATF) is above 0°C (32°F). When the ATF is colder than 0°C (32°F), the engagement time will become longer the colder the transmission fluid. A time limit factor cannot be placed on proper engagement times because the factors that affect transmission operation are many.
At the moment of engine start, for economy and emission requirements, the transmission line pressure is maintained at low levels. This allows a lower cold idle engine RPM (the colder the oil is, the higher the energy level (engine torque output) required to pressurize the oil).
When the driver moves the shift lever from "Park/Neutral" to "Reverse" or any "Drive" range, the following actions must occur for the powertrain control module (PCM) to determine at what pressure to control the transmission line pressure.
The module will look at the following items: 1. The voltage readings of the engine coolant temperature sensor (ECT). 2. The voltage reading of the transmission fluid temperature sensor (TFT). 3. Whether or not air conditioning is requested. 4. Movement of the shift lever and controls engine RPM based on the gear position selected. The module will adjust the engine RPM in response to the torque requirements needed to increase transmission line pressure.
When the module determines the status of the above items, the module will apply the appropriate signal to the PWM pressure control solenoid, thereby controlling the application of the required clutch(es) depending on the driver's selection.
Controlling transmission apply pressures allows the transmission to engage in a smooth manner, thus reducing the potential of abrupt/harsh engagement of the transmission.
All of the above actions happen very quickly; however, the resultant time interval may be approximately one second.
When determining if shift times are excessive, the exact conditions that the vehicle was in at the time the extended garage shift occurred must be duplicated. The following are several possible conditions. ^ Was the vehicle outside or in a heated garage? ^ What was the temperature of the environment at the time of the occurrence? ^ Length of time the vehicle sat unused, such as overnight or a weekend, etc.? A vehicle that has been driven to the service facility cannot be tested for this concern because the transmission, the engine oil and the coolant are no longer at the temperature they were when the customer experienced the condition.
No attempts to repair should occur unless the condition can be duplicated under the conditions the customer experienced.
Road test the vehicle following the steps below until the vehicle engine and transmission temperatures are at normal operating temperatures. This is approximately 16 km (10 mi) of driving. 1. In a safe manner, bring the vehicle to a complete stop. 2. Place the shift lever in Neutral and wait five seconds. 3. Place the shift lever in Drive. A delayed engagement of approximately one (1) second will occur. THIS IS NORMAL. This time may be extended if the engine RPM is above the base idle, controlled by the driver's foot rather than the control module. 4. Drive the vehicle for a distance of not less than a tenth of a mile (160 m). 5. In a safe manner, bring the vehicle to a complete stop. 6. Place the shift lever in Neutral and wait five seconds. 7. Place the shift lever in Reverse. A delayed engagement of approximately one (1) second will occur. THIS IS NORMAL. This time may be extended if the engine RPM is above the base idle, controlled by the driver's foot rather than the control module. 8. Place the shift lever in Neutral and wait five seconds. 9. Place the shift lever in Drive. A delayed engagement of approximately one (1) second will occur. THIS IS NORMAL. This time may be extended if the engine RPM is above the base idle, controlled by the driver's foot rather than the control module.
If an out of line condition (excessively long time, over two seconds, to engage a gear) is observed, the following components within the transmission should be inspected for the cause of the concern. ^ Forward clutch piston seals (delay to drive) ^ Forward accumulator piston and seal for damage (delay to drive) ^ Low and reverse clutch piston seals (delay to reverse) ^ Reverse input clutch piston seals (delay to reverse) ^ Stator shaft to reverse input drum seals (delay to reverse)
Is the security light on in the instrument cluster ? Sounds like anti-theft system problem . The anti-theft does not disable the fuel pump ,turns off the fuel injectors , nor does it disable the starter . So it's probably not the anti-theft system . Your best bet (if you know how ) test power and ground circuits using voltage drop testing , hook up a professional scan tool an do a full system scan of all the modules on the vehicle . Your probably not aware of the sophisticated electronics on that vehicle . BCM - body control module ,Immobilizer Description and Operation
The immobilizer system functions are provided by the body control module (BCM). When an ignition key is inserted into the ignition lock cylinder and the ignition is switched ON, the BCM supplies battery voltage to the theft deterrent exciter module. The transponder embedded in the head of the key is energized by the theft deterrent exciter module which is surrounding the ignition lock cylinder. The energized transponder transmits a signal that contains its unique value, which is received by the theft deterrent exciter module. The BCM monitors the theft deterrent exciter module for the transponder value. The BCM then compares this value to a value stored in memory, the learned key code. If the value is correct, the BCM sends the fuel enable password via serial data to the engine control module/powertrain control module (ECM/PCM). If the transponders value is incorrect the BCM will send the fuel disable password to the ECM/PCM via the serial data circuit. The components of the immobilizer system are as follows:
• BCM
• Theft deterrent exciter module
• ECM/PCM
• Ignition key (Transponder)
• Security indicator
Power Mode Description and Operation
Power to many of this vehicle's circuits are controlled by the module that is designated the Power Mode Master (PMM). This vehicle's PMM is the Body Control Module (BCM). The PMM controls which power mode (Run, Accessory, Crank, Retained Accessory Power, or Off) is active.
Serial Data Power Mode
On vehicles that have several control modules connected by serial data circuits, one module is the power mode master (PMM). On this vehicle, the PMM is the body control module (BCM). The PMM receives 3 discrete ignition switch signals to differentiate which power mode will be sent over the Serial Data circuits. The table below illustrates the state of these inputs in correspondence to the ignition switch position:
Relay Controlled Power Mode
The body control module (BCM) uses the discrete ignition switch inputs ignition 1, ignition 3 and crank to distinguish the correct power mode. Once the BCM has determined the power mode selected by the vehicle operator it will energize the Ignition relay, Run relay and retained accessory power (RAP) relay, depending on which power mode is selected.
Ignition 1 Relay
The relay uses a Hot At All Times B+ power source derived from the underhood electrical center. The ignition 1 relay supplies a power signal to the following circuits when the Run or Crank power mode is selected:
• AC clutch relay
• ABS STG angle sensor
• Antilock brake system (ABS) yaw sensor
• Auxiliary power drop connector
• Crank relay
• Cruse control switch
• Electronic brake control module (EBCM)
• Engine control module (ECM)
• HVAC module
• Ignition control module (ICM)
• Instrument panel cluster (IPC)
• Sensing and diagnostic module (SDM)
• Transmission solenoid circuit
Fail-Safe Operation
Since the operation of the vehicle systems depends on the power mode, there is a fail-safe plan in place should the power mode master (PMM) fail to send a power mode message. The fail-safe plan covers those modules using exclusively serial data control of power mode as well as those modules with discrete ignition signal inputs.
Serial Data Messages
The modules that depend exclusively on serial data messages for power modes stay in the state dictated by the last valid PMM message until they can check for the engine run flag status on the serial data circuits. If the PMM fails, the modules monitor the serial data circuit for the engine run flag serial data. If the engine run flag serial data is True, indicating that the engine is running, the modules fail-safe to RUN. In this state the modules and their subsystems can support all operator requirements. If the engine run flag serial data is False, indicating that the engine is not running, the modules fail-safe to OFF-AWAKE. In this state the modules are constantly checking for a change status message on the serial data circuits and can respond to both local inputs and serial data inputs from other modules on the vehicle.
Discrete Ignition Signals
Those modules that have discrete ignition signal inputs also remain in the state dictated by the last valid PMM message received on the serial data circuits. They then check the state of their discrete ignition input to determine the current valid state. If the discrete ignition input is active, battery positive voltage, the modules will fail-safe to the RUN power mode. If the discrete ignition input is not active, open or 0 volts, the modules will fail-safe to OFF-AWAKE. In this state the modules are constantly checking for a change status message on the serial data circuits and can respond to both local inputs and serial data inputs from other modules on the vehicle.
WE do not have a clue as to the shape of your vehicle , was it well maintained or is it a POS ? Checking for DTC'S - diagnostic trouble codes in all the modules on the vehicle , no cheap code reader will do this .
do you know what wiring diagrams are ? service repair information ?
https://www.youtube.com/watch?v=efKoWifdcag&t=2180shttps://www.youtube.com/watch?v=j5GaBCPQ4Bchttps://www.youtube.com/watch?v=jxKco2D9i-0&t=804s
If you want to play auto mechanic you better learn what's involved .
Hi there's this website something like reliable-store and it is very amazing for manual for repairing servicing anything
someone on fixya recommended it to me and I thank him even today
They have full manuals and it's verrrrry cheap and mine
I got free in offers
3rd time I bought it, I also had an issue with the file so the girl replaced it in 30 mins
there is one website more but i don't remember its name it was 2 years back bitman something link this
Try these out brother
Sounds like a bad ignition switch.....Do not put a lot of trinkets on Your Key Ring.....The additional weight swinging, around could trigger Anti-Theft Function in The ECU disabling the Vehicle.... The ignition switch is very expensive and should be replaced by a Dealer..............
The best solution you'll get from books at www.reliable-store.com
These are books containing info on repair, service, troubleshooting, parts info, assembling dissemble, removal, error/fault codes, wiring dia grams and everything on any vehicles cars, atv, trucks. forklifts, boats, excavators etc
Could be many things, I will give you some advice like:
1- Spark plugs wire leaking to ground.
2- Injector bad fuel pressure.
3- Injector leaking
4- To be more precise Make a good engine tune-up
5- Like:
Change all spark plugs (Adjust air gap)
Air filter
Fuel filter
Clean with combustion chamber cleaner the throttle plate on both side
Hope it helps.
I suggest you try one of those instant download manuals. My nephew bought one for me when my car broke and we could fix it all
by ourselves with the manual at www.reliable-store.com . This website is very good for this.
?Try it.
Hi, Yes you have an air lock in your system, you may get this sorted by 1/. Removing one of the cooling hoses & try to blow with air.
2/. Drain all the system then put your heater on inside the vehicle & have the engine running & refill the system Start to do this from a cold engine. Please leave me feed back: Malcolm Campbell, Thanks.
You will need to gain access to the side pan to change the solenoid (big job)
