These are code references, not a list of confirmed faults on every vehicle. Read the source and applicability notes, then match the exact vehicle, year, engine and scan report.

Rod-three high is a waveform-quality fault on the VREF2 group

Rod-three intermittent diagnosis evaluates signal timing

Shift Fork D Position Circuit

Rod-four plausibility depends on learned position and even-side speed checks

Rod-four circuit low can mean missing transitions or low duty

Rod-four circuit high has two distinct digital-signal routes

Rod-four intermittent feedback is a frequency-window check

Shift Fork A Position Sensor Incorrect Neutral Position Indicated

Shift Fork B Position Sensor Incorrect Neutral Position Indicated

Shift Fork C Position Sensor Incorrect Neutral Position Indicated

Shift Fork D Position Sensor Incorrect Neutral Position Indicated

Shift Fork A Stuck

Shift Fork B Stuck

Shift Fork C Stuck

Shift Fork D Stuck

Rod-one drift can be detected directly or through repeated correction

Repeated rod-two corrections can explain an unrequested-movement code

Rod-three drift uses even-side gear evidence and correction history

Rod-four unrequested movement can be a persistent control burden

Shift Fork Position Sensor A/B Correlation

Shift Fork Position Sensor C/D Correlation

Clutch-one pressure discharge performance means pressure below the model here

Clutch-two low pressure must be compared with what the model expects

Clutch-one charge performance includes excess pressure near the hold state

Clutch-two pressure charge performance depends on its control state

Clutch A Pressure Engagement Performance/Too Low

Clutch B Pressure Engagement Performance/Too Low

Clutch A Pressure Disengagement Performance/Too Low

Clutch B Pressure Disengagement Performance/Too Low

Shift Fork A Actuator Circuit/Open

Shift Fork A Actuator Performance

Shift Fork A Actuator Circuit Low

Shift Fork A Actuator Circuit High

Shift Fork B Actuator Circuit/Open

Shift Fork B Actuator Performance

Shift Fork B Actuator Circuit Low

Shift Fork B Actuator Circuit High

Shift Fork E Position Circuit

Why rod 5 position can disagree with an engaged gear

Low digital output from transmission rod 5

When rod 5 feedback stays high instead of pulsing

Rod 5 pulse frequency outside its valid window

Shift Fork E Position Sensor Incorrect Neutral Position Indicated

Shift Fork E Stuck

Unrequested rod 5 movement and repeated correction

Clutch A Pressure Engagement Too High

Clutch A Pressure Disengagement Too High

Clutch A Engagement Time Performance/Too Slow

Clutch A Engagement Time Too Fast

Clutch A Disengagement Time Performance/Too Slow

Clutch A Disengagement Time Too Fast

Mazda CW6A-EL oil-pump shift-valve diagnosis

Clutch A Stuck Engaged

Clutch B Pressure Engagement Too High

Clutch B Pressure Disengagement Too High

Clutch B Engagement Time Performance/Too Slow

Clutch B Engagement Time Too Fast

Clutch B Disengagement Time Performance/Too Slow

Clutch B Disengagement Time Too Fast

Clutch B Performance/Stuck Disengaged

Clutch B Stuck Engaged

Shift Fork A Calibration Not Learned

Invalid transmission learn data at initialization

Electric/Auxiliary Transmission Fluid Pump Motor Torque Out Of Range

Engine Disconnect Clutch Actuator Circuit/Open

Engine Disconnect Clutch Actuator Circuit Range/Performance

Engine Disconnect Clutch Actuator Circuit Low

Engine Disconnect Clutch Actuator Circuit High

Engine Disconnect Clutch Excessive Slippage

Engine Disconnect Clutch Temperature Too High

Engine Disconnect Clutch Stuck Open

Engine Disconnect Clutch Engagement Fault

Engine Disconnect Clutch Stuck Closed

Park Lock/Pawl Actuator Circuit

Park Lock/Pawl Actuator Circuit/Open

Park Lock/Pawl Actuator Circuit Low

Park Lock/Pawl Actuator Circuit High

Pacifica park-pawl performance and the 2017 hybrid update

Engine Disconnect Clutch Actuator Control Circuit Driver Current/Temperature Too High

Shift Fork B Calibration Not Learned