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VSS THE PROPER DIAG...

S
S
V
y
M
V

ehicle speed sensors come in

different shapes, sizes and
designs. But they all have one
common purpose: To provide the com-

Figure 1

Figure 2A

!
z
t
r
e
H

puter with a signal to indicate road speed.

In this issue of GEARS, were going to
look at some of the more common speed
sensors and learn how they work.

by Lance Wiggins

Almost every manufacturer has a

sensor to measure road speed. The computer uses these sensors to determine
shift points and overall transmission
timing. Think of the VSS (Vehicle
Speed Sensor) as the transmissions
governor, and the TPS (Throttle
Position Sensor) as the throttle valve
cable. These sensors are crucial to proper engine and transmission operation.
As the throttle signal increases, the
vehicle speed will usually increase, too.
When the TPS and VSS signals reach a
predetermined level, the computer
commands the shift. Then the process
starts all over again.
If a speed sensor is acting up, you
can run into a number of different drivability conditions: harsh or soft shifts,
erratic shifts or shift points you may
even have a car that stalls the engine
when you put the trans into gear. Ratio
codes are another common problem
that can be caused by a faulty sensor.
Most vehicle speed sensors generate an AC signal, but there are some
that generate DC. Some vehicles have a
remote module that converts the AC
signal into DC; others have that module
built inside the powertrain or transmission control module.
AC-generating speed sensors usually have only two wires going to them
(figure 1). You can test these sensors
with a scope or DMM. The AC signal
voltage should rise with road speed and
can reach 20 or more volts. These sensors are permanent magnet generators.
In the example used here (figure 2a,
2b), the vehicle speed sensor is located
on the differential housing, and it creates a signal based on movement from
GEARS September 2002

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VSS the proper diag My VSS Hertz!

Some vehicles
have a remote
module that converts the AC signal into DC; others
have that module
built inside the
powertrain or
transmission
control module.

Figure 2B

the exciter wheel around the differential carrier.

To check this type of sensor, connect your positive meter or scope lead
to one wire and the negative lead to the
other wire (Fig 3a, 3b, 3c). In addition
to signal voltage, you should also
check the signal frequency; an example
can be at 55 MPH, sensor frequency
will be about 125 Hz. If the frequency
or voltage appears to fluctuate erratically during the test, the sensor or pickup may be bad, or the gears driving the
sensor may be loose or damaged. In
either case, the erratic signal will cause
a driveability problem, and the damaged component will need to be
repaired or replaced.

Figure 3A

Figure 3B

Figure 3C

GEARS September 2002

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VSS the proper diag My VSS Hertz!

Figure 4B
Figure 4A

These DC-generating sensors can

also be tested using
a scope or DMM.
The DC signal
should rise with
road speed, just as
the AC sensor did.
Figure 5A

DC-generating speed sensors usually have three wires going to them

(figure 4a, 4b) (see sidebar on page
12). These sensors can also be tested
using a scope or DMM. The DC signal
should rise with road speed, just as the
AC sensor did. The difference here is
the DC sensor will only increase in frequency. Voltage will always switch on
and off, between zero and reference
voltage (figure 5a, 5b). On todays cars,
these sensors are typically Hall Effect
sensors.
Vehicle computers are digital
devices: They have no way of reading
an AC signal directly. For the computer
to use an AC signal, it must be converted to a DC signal. Modules that convert
AC to a DC signal can be located inside
the computer itself, or they may be
remote.

Figure 5B

GEARS September 2002

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VSS the proper diag My VSS Hertz!

Some remote modules are in the
instrument cluster, such as the ones on
Ford products. Ford uses a PSOM
(Programmable Speedometer Odometer) (figures 6a, 6b), which converts

the AC signal to DC and distributes it to

other modules around the vehicle
including the PCM.
GM uses a DRAC (Digital Ratio
Adapter Controller or Speed Buffer)

Figure 6A

Figure 6B

Figure 7A

10

(figures 7a, 7b). The DRAC module is

usually mounted under the dash, but in
later-model vehicles theyre built into
the PCM. Both the PSOM and DRAC
can be reprogrammed to adjust the signal for different size tires and various
differential ratios.
Some import vehicles use a combination meter (speedometer) to do the
conversion. These are similar to the
Ford PSOM, but they cant be reprogrammed.
To diagnose a VSS correctly, you
must understand the conditions that are
taking place. For example, we recently
received a call on a 1997 Ford truck
with an E4OD and a 5.4L engine. The
truck would stall whenever you put it
into gear. This is a fairly common call
to the Helpline. Invariably the technician tells us, The converter is locking
up when I put the transmission in gear.
This is his interpretation of the problem, and it would be valid if there
were a pump problem.
So the first thing we always ask is
whether there were any codes stored in
memory. All too often the answer is
No. Next, we ask: Does the transmission stall in reverse? Answer:
Yes.
Since theres no fluid going to the
TCC solenoid in reverse, there are only
a few things that can cause this specific
condition:

Figure 7B

Worn pump
Sump screen sucking air
Input shaft is too long
VSS signal incorrect for conditions
If the pump
clearance is excessive, the amount of
fluid going to the
release side of the
converter is reduced
to where it cant hold
the clutch from
applying. The easiest
way to test this is to
check the cooler flow.
Remove the cooler
line and start the
vehicle. If cooler
flow increases when
you put the transmission into drive or
GEARS September 2002

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VSS the proper diag My VSS Hertz!

reverse, the pump is causing the problem.
If the screen is sucking air, the reason for the lockup is the same: There
isnt enough pressure to hold the clutch
off.
If the input shaft is too long, it
could force the clutch forward against
the lid of the converter when you bolt
the unit into the vehicle. But before we
pull cooler lines or remove the transmission, lets check the data screen on
the scan tool, and pay close attention to
the VSS signal (figure 8a, 8b).
On this truck, the VSS signal read
123 MPH whenever you put the trans
into drive or reverse. Since this
occurred while the truck was still in the
shop, we have to assume this is an
incorrect speed signal.
The next question is, can the VSS
cause the converter clutch to come on
and stall the engine? Sure, but at this
point with the VSS showing 123 MPH,
who cares! The bigger question is, will
shutting down the fuel injectors cause
the vehicle to stall? Okay, I think we all
know that answer to that one!
The point is, there are a number of
different drivability problems that will
affect the transmission operation and
the overall driveability. So the next time
you receive a vehicle that stalls when
you put it into gear, make sure the VSS
isnt causing that problem and save
yourself from a VSS that Hertz!

Figure 8A

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D i d Yo u K n o w . . .
Most of the DC sensors used on
todays cars are Hall Effect sensors.
These sensors consist of a magnet and
solid state pickup to develop a signal. A
trigger wheel with shutters and windows rotates between the magnet and
the pickup. When a shutter is aligned
between the magnet and pickup, the
voltage drops to zero; when a window
is aligned, the voltage jumps to reference voltage.
But not all DC vehicle speed sensors are Hall Effect-style. Early GM
vehicles used an optical sensor, but they
were never used with computer-controlled transmissions.
12

Figure 8B

Early
computerized
Toyota
transaxles used a reed switch sensor: As
a magnet rotated past the sensor, the
contacts closed, creating a pulsing DC
voltage signal for the computer to use
to measure vehicle speed.
And recently, a new type of DC
sensor began showing up on the scene
called a Magneto-Resistive speed sensor. These sensors combine an AC, variable reluctance-type of sensor with the
electronics to convert the signal to a DC
pulse. The sensor uses a signal wheel or

reluctor, just like an AC permanent

magnet sensor does. But instead of an
AC signal, the sensor creates a DC,
on-and-off signal.
One way to recognize these sensors
is, with the key on, engine off, one of
the sensor wires will have battery voltage to it. Depending on the system, the
sensor may also have a ground wire, or
it may use a case ground. And, of
course, itll have a signal wire to
provide the DC signal to the computer.

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