2005 ATRA Seminar Manual

2005 ATRA. All Rights Reserved.
2005 TECHNICAL SEMINAR

2
This manual has been developed by the Automatic Transmission Rebuilders Association
(ATRA) Technical Department to be used by qualified transmission technicians in con-
junction with ATRAs technical seminars. Since the circumstances of its use are beyond
ATRAs control, ATRA assumes no liability for the use of such information or any dam-
ages incurred through its use and application. Nothing contained in this manual is to
be considered contractual or providing some form of warranty on the part of ATRA. No
part of this program should be construed as recommending any procedure which is
contrary to any vehicle manufacturers recommendations. ATRA recommends only
qualified transmission technicians perform the procedures in this manual.
This manual contains copyrighted material belonging to ATRA. No part of this manual
may be reproduced or used in any form or by any means graphic, electronic or me-
chanical, including photocopying, recording, electronic or information storage and
retrieval without express written permission from the ATRA Board of Directors.
Public exhibition or use of this material for group training or as part of a school curricu-
lum, without express written permission from the ATRA Board of Directors is strictly
forbidden.
ATRA and the ATRA logo are registered trademarks of the Automatic Transmission
Rebuilders Association.
Portions of materials contained herein have been reprinted with permission of General
Motors Corporation, Service Technology Group.
Portions of materials contained herein have been reprinted with permission of Ford
Motor Company.
Portions of materials contained herein have been reprinted with permission of Daimler
Chrysler Corporation.
2005 ATRA, Inc. All Rights Reserved. Printed in USA.
The
Automatic Transmission Rebuilders Association
2400 Latigo Avenue
Oxnard, CA 93030
Phone: (805) 604-2000 Fax: (805) 604-2005
http://www.atra.com
3
Dennis Madden
Chief Executive Officer
Welcome to the 2005 ATRA Technical Seminar!
This year marks another milestone in the evolution of the ATRA technical seminar.
Because again the ATRA seminar manual has been developed and printed in full color!
Having worked on several seminar manuals myself I know what it takes to produce a
seminar. Lance Wiggins and the ATRA Technical staff have really pulled out all the
stops again; another sign of the new things coming out of the New ATRA.
This seminar, along with everything else at ATRA is a group effort, with a lot of effort in
the background that nobody ever sees. I could not be more delighted with the staff here
at ATRA.
ATRA is changing all the time: with the new items like the 3-year Golden Rule war-
ranty, to give your customer that added peace of mind; point-of-sale items to make your
shop look even more professional; Nation-wide advertising and referral services, getting
more consumers into ATRA Members shops. These are just a few of the changes youve
seen in the past year, and its only the beginning.
On behalf of the ATRA staff, and the ATRA Chapters that work so hard to bring you this
seminar, welcome.
Sincerely,
Dennis Madden,
ATRA, CEO
4
Lance Wiggins
Technical Director
ATRA is proud to be celebrating another year serving the automatic transmission repair
industry. A lot of changes have taken place over the last year and its because of those
changes that technical training has become an integral part of todays transmission
repair industry. Its just not possible anymore to get by with a measure of common
sense and a decent technical aptitude. To remain profitable, todays technicians need
up-to-date training on an ongoing basis.
To that end, ATRA is pleased to present its 2005 Technical Seminar. Packed with count-
less hours of research and development, writing, editing, photography and layout, this
years seminar will stand out as one of the most demanding and useful technical train-
ing programs ever developed for this industry.
Once again, this years technical manual has been produced in full color. With over 300
pages of up-to-the-minute technical information, the 2005 Technical Seminar Manual
will remain a valuable resource long after the seminar is just a memory.
Were confident that youll find this years seminar presentation and technical manual
both informative and profitable. In fact, were so sure youll be satisfied with what you
learn in this program, we guarantee it!
So, on behalf of the entire ATRA staff, the international board of directors, and all of the
ATRA members worldwide, wed like to thank you for helping to make our over 50 years
memorable.
Lance Wiggins
Technical Director
5
ATRA Technical Team (continued)
Pete Huscher
Technical Advisor
David Skora
Senior Technician,
Semimar Speaker
Mike VanDyke
Technical Advisor
and Seminar
Speaker
Shaun Velasquez
Web Designer
Larry Frash
Technical Advisor,
Seminar Speaker,
Design Artist
Mike Brown
Technical Advisor
Randall Schroeder
Senior Technician
and Seminar Speaker
Steve Garrett
Technical Advisor, Seminar
Speaker, Service Engineer
Kelly Hilmer
Director of Online
Weldon Barnett
Technical Advisor
Reese Blalock
Spanish Technical
Advisor
6
ATRA Staff
Its difficult enough getting the seminar book researched, writ-
ten, pictured, edited, and printed let alone getting it out to the
seminar attendees. This is where the ATRA Staff comes in.
Chief Executive Officer: Dennis Madden
GEARS Managing Editor: Rodger Bland
GEARS Magazine: Frank Pasley
Jeanette Troub
Paul Morton
Julia Garcia
Director of Finance Sharon Bowman
Membership : Jody Wintermute
Rosa Smith
Valerie Mitchell
Vanessa Velasquez
Kim Brattin
Jim Spitsen
Bookstore Manager: Mike Helmuth
ATRA Bookstore: Kim Paris
Without the ATRA team, it would be very hard to accomplish
the task at hand. Please enjoy the seminar.
Lance Wiggins
ATRA, Technical Director
v
7
ATRA would like to thank the following
companies for their continued support!
iv
International Lubricants Inc. ....................... O B C
Transgo ................................................... 211
Rostra Precision Controls Inc...................... 17
Axi om ................................................... 263
Precision International ............................... 95
Raybestos Powertrain................ ......92,96,187,264
TransTec ................................................... 8-9
Teckpak-Fitzall Catalog ............................. 212-219
Superior Transmission Parts....................... I FC
Schaffer Test Products Inc. ......................... 11
HGM Auto Electronics Inc. ........................ 93
Sonnax Industries Inc. ................................ 18,187
Transtar Industries Inc. ............................... 10
Alto Products Corp. ................................... I BC
Dacco Inc. ................................................. 94
The Aftermarket Business
Of Freudenberg-NOK
The global leader in the automatic
transmission rebuild kit market.
Manufacturing quality transmission
rebuild kits since 1978.
Currently servicing over 104 units, and
cataloging 1,000 rebuild kit numbers.
First to market with rebuild kits for
new model applications.
Producing over 2.6 million transmission
rebuild kits annually.
Primary packager of transmission
& engine kits for original equipment
manufacturers globally.
Sealing components engineered to
improve aftermarket performance
when the results of the original design
prove to be less than optimal.
Full-time staff of product development/
technical support personnel with
actual prior aftermarket experience.
ISO 9002 certified facility.
The global leader in the automatic
transmission rebuild kit market.
Manufacturing quality transmission
rebuild kits since 1978.
Currently servicing over 104 units, and
cataloging 1,000 rebuild kit numbers.
First to market with rebuild kits for
new model applications.
Producing over 2.6 million transmission
rebuild kits annually.
Primary packager of transmission
& engine kits for original equipment
manufacturers globally.
Sealing components engineered to
improve aftermarket performance
when the results of the original design
prove to be less than optimal.
Full-time staff of product development/
technical support personnel with
actual prior aftermarket experience.
ISO 9002 certified facility.
Automatic Transmission Overhaul Kits
Automatic Transmission Overhaul Kits
11617 State Route 13 Milan, OH 44846
Phone (419) 499-2502 Web: www.TransTec.com
O-rings &
D-rings:
The Freudenberg and NOK group
companies manufacture O-rings and D-
rings for automotive applications on a
worldwide basis, an advantage we use to incorporate the OEM design,
materials and resources of these seals into our kits.
Lip Seals:
The majority of lip seals contained
in TransTec kits are manufactured by Freudenberg-NOK plants and
exclusive to our kits. We have supplied lip seals via the IPC group
to automotive manufacturers for over 40 years. TransTec kits for
import applications contain original NOK lip seals, a claim no other
kit maker can make.
Metal Clad Seals:
Globally, Freudenberg-NOK manufac-
tures more precision-molded radial
shaft seals than all other manufacturers combined. TransTec alone
has sold over 3 million NOK seals for domestic applications since
they were first introduced in 1999. NOK brand oil seals are used
exclusively in TransTec kits no other transmission kits have them.
Bonded Pistons:
Bonded pistons are manufactured
using a very precise molding process to create smooth, exacting
rubber sealing surfaces bonded to metal pistons. Freudenberg was
a pioneer in molding bonded pistons for European applications.
NOK is the dominant supplier for Asian applications, and
Freudenberg-NOK is an OE supplier of these domestically. The
sealing surface of these pistons performs the same function as
previous separate-seal designs, so bonded pistons should always
be replaced during a rebuild.
Teflon
and Vespel
are registered trademarks of E.I. du Pont de Nemours & Company. TransTec
,
Corteco
and Duraprene
are registered trademarks of Freudenberg-NOK. PEEK

TM
is a trade-
mark of Victrex PLC.
YOUR NOLOGY SPECIALIST
tec
Gaskets:
Paper gaskets included in TransTec
kits are manufactured by our
Freudenberg-NOK Necedah plant (formerly known as Farnam). This QS-
certified plant also supplies virtually all domestic OEMs with many of
their paper gasket requirements used in automotive transmission and
engine applications. Look for the TransTec name on these paper gaskets.
Its your assurance of quality.
For applications using bonded valve body plates,
we supply bonded gaskets with metal cores. You
get the same OE-quality gaskets in TransTec
overhaul kits that we supply to OEMs.
The manufacturing process used for our sili-
cone beaded gaskets utilizes leading-edge
technology to provide superior sealing.
Pan gaskets made of cork and rubber are high quality and manufac-
tured by OE suppliers. Duraprene
fibrous material pan gaskets are also

offered as an alternative for installer preference. Our molded rubber pan
gaskets are formed around a plastic core for more stability; a proprietary
process which Freudenberg-NOK developed for its current OEM
customers. These gaskets feature torque-limiting inserts to help avoid
over-torquing.
Sealing Rings:
TransTec kits use Freudenberg-NOK
manufactured PTFE (Teflon
) rings.
The QS-certified manufacturing plant
is a pioneer in PTFE machined ring design. A machined ring
involves a more exacting manufacturing process that results in
components that seal better. With over 28 different compounds to
choose from, complex formulas are used to ensure superior sealing
in a broad range of sealing applications. In addition, TransTec is the
aftermarket leader using state-of-the-art materials including
Vespel
, PEEK
TM
and other synthetics. For applications requiring
metal, we use only OEM-quality rings.
Highest Quality Components in TransTec Overhaul Kits
Highest Quality Components in TransTec Overhaul Kits
Its Whats Inside That Counts!
Were so confident in our world-class
seals that we mold our initials into them.
Look for these RMA (Rubber Manufactur-
ers Association) codes on our seals.
IPC FN
NOK CFW
WH Y T R A N S T A R ?
Building our business by helping you build yours.
More than 70% of my business comes from

referrals and repeat customers. So for me,
saving a couple of bucks on cheap parts is out
of the question. One dissatisfied customer can
really hurt my business. I know that Transtars
internal quality control team will provide me
with the best possible products, and that
theyll continue to be competitively priced.
Because my reputation matters, I invest in

new technology and equipment. Because my
reputation matters, I hire the best people in
the industry. Because my reputation matters,
I choose Transtar as my partner. Great parts,
great people and 30 years of experience. We
know we can count on Transtar.
TRANSTAR INDUSTRIES, INC.

7350 YOUNG DRIVE
CLEVELAND, OHIO 44146
WWW.TRANSTARINDUSTRIES.COM
800-359-3339
Because
my reputation
matters.
Because
my reputation
matters.
GENERAL MOTORS GENERAL MOTORS GENERAL MOTORS GENERAL MOTORS GENERAL MOTORS 11
2005 ATRA. All Rights Reserved
Schaffer
12
GENERAL MOTORS GENERAL MOTORS GENERAL MOTORS GENERAL MOTORS GENERAL MOTORS
Displacement on Demand...................... 20
New Fluid ............................................... 22
NV246/263/126/226 4X4 Applications:
4WD Inoperative, 4WD Indicator
Lights Flashing, Possible DTCs Set ....... 23
NV246/263:
Fluid Leak .............................................. 24
NV233:
Low Fluid Level ...................................... 25
LCT 1000:
PRNDL Flashes or Goes Blank............... 26
No Forward Movement ........................... 28
Erratic or No Shift Condition, Possible
DTC P0700, P0500 and TCCM Codes...... 29
Intermittent Neutral condition, Wont
Move Forward or reverse, No DTCs ....... 30
Running Changes for 2003-2004
Solenoid Harness ................................... 31
P3 Ring Gear .......................................... 32
C-1 Drum and Piston Assembly ............. 33
C-2 Piston............................................... 34
C-2 Clutch Shaft Seal Rings .................. 35
Valve Body.............................................. 36
Separator Plate ...................................... 38
NSBU ..................................................... 40
T-6 Bearing, P-3 Sun Gear and P-3
Carrier Assembly ................................... 41
Fluid Leaking from the Extention
Housing .................................................. 42
LCT 1000, 4L60E/65E, 4L80E/85E W/ 4.3L,
4.8L, 5.0L, 5.7L, 6.0L, 7.4L, 8.1L
OD OFF Light Inoperative ...................... 45
Sudder, Miss, Surge, No TCC, Cruise
Control may be Inoperative, Possible
DTCs ..................................................... 46
Noise when Stopping or when
Accelerating from a Stop........................ 55
Tow/Haul Mode Intermittent, Does
Not Function .......................................... 56
APP Sensor Circuit concerns W/ 4.8L,
5.3L, 6.0L, 8.1L Engines ........................ 60
4L60/65/70E 2005 Updates
Updates .......................................... 61
Shortening of the Reverse
Boost PR Valve Line-Up ................. 62
Stator Support Sleeve Passages ..... 63
Input Speed Sensor ........................ 64
Turbine Shaft ................................. 65
4L60E
P0741 Set, Hard Shifts, Cruise
Control Inoperative......................... 66
4L60/65E
Intermittent Neutral in the
Overdrive Range............................. 68
Poor Acceleration ........................... 69
Code P0756 Set, Erratic Shifting ... 70
5L40E
Speedometer Fluctuation, Shifting
Concerns ........................................ 72
5L40/50E
Transmission Overheats ................ 74
Adaptive Learning .......................... 75
4T65E Updates
Thrust Washer, Park Gear,
Accumulator Pistons ...................... 77
Noise, Wont Move, Possible DTC
and Hard Shifts.............................. 78
Burnt 2
nd
Clutches, Burnt
4
th
Clutches .................................... 79
Fluid Leaking from the Reverse
Servo Area ...................................... 80
Fluid Leak at the Left axle Area .... 81
4T80E
Manual Valve Clip .......................... 82
P0741 ............................................. 83
Harsh Shifts ................................... 86
Case Cover Spacer Plate ................ 88
Case Cover Spacer Plate Gasket .... 89
Toque Converter Clutch ................. 90
Control Valve Spring and Enable
Spring ............................................. 91
G M
Table of Contents
Torqshift
6.0L Diesel No Start, Misfire
Codes .................................................. 100
Erratic Line Pressure ......................... 104
Harsh Shifts Caused by the
Wrong Fluid......................................... 105
Harsh Shifts, Solenoid Harness
Damage ............................................... 106
Internal Transmission Wiring
Harness and/or Solenoid Body
Replacment ......................................... 107
Harsh Disengagement When
Shifting from Reverse to Park ............. 108
No Crank/No Start with Low
TR-P Voltage........................................ 109
E4OD/4R100
Check Ball Identification and
Symptom Chart1989-On...................... 110
5R55N/W/S
Check Ball Locations .......................... 126
Solenoid Applications .......................... 128
Valve Body Separator Plate
Identification....................................... 129
5R55N
Valve Body Exploded View .................. 134
5R55SW/S
Valve Body Exploded View .................. 136
5R55N
Component Application Chart ............. 138
5R55N/W/S
Vehicle Application Chart ................... 140
5R55W/S
Component Application Chart ............. 141
2002 Computer Pin Chart for
Explorer/Mountaineer ........................ 143
2003-2004 Computer Pin Chart for
Explorer/Mountaineer ....................... 146
4R44/55E, 5R44/55E
TCC Slip Codes .......................... 156
5R55E
Gear Noise, Whine in 1
st
and
2
nd
Gear...................................... 157
4F27E
TCC Engagement........................ 158
End Cover Failure....................... 159
End Cover Interchange ............... 162
AX4S/AX4N
TCC Does Not Engage ................. 168
Pump Shaft Wear ....................... 170
Converter Regulator Valve .......... 171
Internal Wiring Harness ............. 173
Poor Pump Performance ............. 174
TCC Solenoid ............................. 178
Torque Converter Hub Bushing
Turbine Shaft Seal ..................... 179
O/D Light Inoperative, Code
P1870 ........................................ 181
Erratic Mainline Pressure Rise ... 182
ZF6HP26
New Transmission ...................... 183
Component Application Chart .... 185
5R55W
Slipping 2
nd
/5
th
Gears, Binds on
the 2-3 Shift ................................... 149
Erratic Shifts.................................. 150
TCIL Illuminated, Code P0713,
Multiple Codes ............................... 153
Broken Flexplate, Vibration at
Idle, Vibration while
Driving ....................................... 155
Ford
Table Of Contents
14
ALL
Transfer Case Recall ........................................................................................ 190
Control Module Diagnosis ................................................................................. 191
Recalibration Procedures ................................................................................. 192
Cool Down Test Entry ....................................................................................... 193
Level Number-Rear Wiper LED......................................................................... 194
41TE/42LE
Solenoid Electrical Code Diagnostics ............................................................... 195
Battery Voltages ............................................................................................... 197
Charging Voltages............................................................................................. 198
TCM and Relay Identification ........................................................................... 199
Jumper Test at the Module .............................................................................. 200
Jumper Test at the Relay ................................................................................. 201
Solenoid Ground Voltage .................................................................................. 202
Solenoid Amperage ........................................................................................... 203
41TE, 42RLE, 45RFE
Solenoid Code ................................................................................................... 204
42RE, 46RE
1996-1999 RE Transmissions ........................................................................... 205
No Upshift from 2nd Gear on Grades ............................................................... 206
Intermittent Harsh Reverse ............................................................................. 207
45RFE
Soft Shifts ......................................................................................................... 208
No Converter Charge After Rebuild .................................................................. 209
Slip Shifts, Failsafe .......................................................................................... 210
Chrysler
Table Of Contents
Aisin Warner
Applications and Internal Component Identification ............................... 246
Component Application Chart ................................................................ 247
Pressure Tap Locations ........................................................................... 248
Manual Code Retrieval ........................................................................... 249
DTC Definitions...................................................................................... 251
Wiring Diagram...................................................................................... 252
CAN Communication .............................................................................. 253
Revolution and Turbine Speed Sensor Identification and Testing............ 257
Park/Neutral Position Switch Testing ..................................................... 259
Solenoid and A/T Temperature Sensor Testing....................................... 260
Fluid Fill and Check Procedure .............................................................. 262
4L30E
3
rd
Clutch Checkball Missing ................................................................... 222
D 3 2 Checkball Missing.......................................................................... 223
3
rd
Clutch Quick Dump Checkball Missing .............................................. 223
Reverse Clutch Checkball Missing ........................................................... 224
Pressure Taps .......................................................................................... 225
2
nd
Clutch Pressure ................................................................................. 226
4
th
Clutch Pressure .................................................................................. 226
Servo Apply Pressure............................................................................... 226
Pressure Tap Circuits .............................................................................. 227
Input Sprag Rotation ............................................................................... 228
3
rd
Clutch Drum Disassembly .................................................................. 229
3
rd
Clutch Pressure Plate Installation....................................................... 232
Binds in 2
nd
Gear..................................................................................... 233
Center Support Washers ......................................................................... 234
Machining the Center Support ................................................................ 235
Computer Types ...................................................................................... 236
Type 1 and 2 Computer Code Retrieval .................................................... 237
Type 1 Diagnostic Codes.......................................................................... 238
Type 5 and 6 Diagnostic Codes (except BMW) .......................................... 243
I mport
Table Of Contents
16
BAXA, MAXA, B7XA
No 2-3 Shift On the Rack After
Rebuild ........................................ 266
Ac ura
1995-2004 Vehicle Application
Chart .......................................... 267
Honda/Acura
General Information ..................... 269
Pressure Testing........................... 270
Shaft Bearing Snaprings .............. 271
Clutch Packs ................................ 272
Piston Flapper Valves.................... 273
Drum Cracks (ALL) ....................... 274
TCC and Axle Seals are
Directional ................................... 275
Shaft Bushings and Tubes............ 276
Valve Body End Plugs ................... 278
OBD II Diagnostics ....................... 279
DTC Definitions............................ 280
Poor Shift Quality After Overhaul . 281
Worn Feed Tube and Bushing ...... 283
Noise in 1
st
and 2
nd
Gear ............... 284
B7TA/B7XA
Popping/Snapping/Grinding in
Reverse ........................................ 287
CPC Solenoid Feed Pipes.............. 288
5 Speed External Electrical
Component Identification ............. 289
MC L A
No Reverse ................................... 290
2003 Accord
DTC U1055, shift Position
Indicator....................................... 291
BGFA, B7WA, B7VA, 5 Speed
PCM Replacement with Exchange
Transaxle ..................................... 292
BAYA/MAYA
Updated PCM Software ................. 293
A4RA/B4RA/M4RA
Checkball and Relief Valve
Locations...................................... 294
M4VA
CVT External Components.............. 296
CVT Pressure Taps.......................... 297
Valve Body Assembly ...................... 298
Case Passage Air Test ..................... 300
Pulleys and Belt ............................. 301
General Overhaul Procedures ......... 302
Start Clutch Drum Assembly .......... 303
Start Clutch Problems .................... 305
Whining/Gear Noise in Reverse...... 308
No Reverse ..................................... 309
Start Clutch Relearn Procedure ...... 310
Road Test Chart ............................. 312
Jatco 5 Speed
Applications and Designations ...... 314
Jatco 5 Speed Mazda Applications
Component Application Chart ....... 315
Application Chart .......................... 316
DTC Identification ......................... 317
Valve Body Solenoid ID.................. 318
Solenoids, Sensors and Case
Connectors .................................... 319
Fluid Fill and Check ...................... 321
Mazda Specifications ..................... 322
Jatco 5 Speed Volkswagen Applications
DTC Identification VAG DTCs........ 323
Electrical Component Identification
Solenoids, Sensors, and Case
Connectors .................................... 325
Fluid Fill and Check ...................... 329
Case Passage Air Test Identification330
Valve Body to Case Seals ............... 331
Valve Body Assembly ..................... 332
Pressure Taps ................................ 336
Lube Failure.................................. 339
Disassembly : End Cover Section... 340
Reverse and High Clutch Drums ... 342
Pump ............................................ 343
Sprag Rotation .............................. 344
I mport
Table Of Contents
Rostra
Automatic Drive P.O. Box 440 Bellows Falls, Vt 05101 802-463-9722 800-843-2600 fax: 802-463-4059 www.sonnax.com info@sonnax.com
S
o
n
n
a
x

2
0
0
5
SC-4L80E
4L80-E
Sure Cure
Kit
FIXES 2
ND
GEAR STARTS, NO 4
TH
,
CODES 68, 85, 86, 87
Note: Many of these parts fit other applications.
4T65-E
TCC Regulated Apply Valve
FIXES TCC SLIP, CODE 1870
*84754-34K
SATURN TAAT
Pressure Regulator Valve Sleeve
and Separate OEM-Sized Valve
FIXES DELAYED OR
HARSH REVERSE ENGAGEMENT
AND HIGH LINE PRESSURE
*95200-05K
95200-06
Solve problems.Stop comebacks.
4L60-E
TCC Regulator Valve Kits
FIXES 1870 SLIP CODE, LOW
TCC APPLY PRESSURE
*77754-03K
*77754-04K
4L60-E
Actuator Feed Limit Valve Kit
FIXES WRONG GEAR STARTS,
SOLENOID CODES,
CLUTCH/BAND FAILURE
*77754-09K
34200-10K
4L80-E
Actuator Feed Limit Valve Kit
FIXES WRONG GEAR STARTS,
SOLENOID CODES,
CLUTCH/BAND FAILURE
*34200-16K
*33000-02
4T40-E
TCC Regulator
Apply Valve Sleeve
FIXES NO TCC APPLY,
SOFT OR SLIPPING APPLY
D E S I G N E D T O S A V E
4L80-E
Self-Regulating Reverse Boost
Valve & Sleeve
PREVENTS BROKEN CASE,
SERVO OR CLUTCH PISTON
*Requires Tooling
G M
Secti on
20
A new engine control system was introduced for the 2005 model year that is
responsible for fuel economy gains of around 8%. Known as DOD (displacement
on demand), the upgraded control system is available on the new generation IV
small block 5.3L application. The new engine is available in T-truck applications
such as the Chevrolet Trailblazer EXT, GMC Envoy XL, and Envoy XUV. The
engine is also available in the Buick Rainer for the 2005 model year but the DOD
system has been disabled. The Gen IV 5.3L engine with DOD hardware is sold
under RPO code LH6 and it will carry a VIN M engine designation. Several fea-
tures have been added to allow DOD operation such as:
A new engine block, with relocated knock sensors, cam sensor and engine
oiling system
An addition of a VOLM (Valve Lifter Oil Manifold) which contains a series of
4 ground side controlled On/OFF normally closed solenoids. The VOLM is
located under the intake manifold
Updated DOD valve lifters on cylinders 1,4,6 and 7. The updated lifters are
used for both the intake and exhaust valves for the effected cylinders.
An updated camshaft
Updated E40 PCM and a stand alone TCM
A brake booster vacuum sensor was added to prevent DOD operation if
vacuum is too low
Updated TCM and PCM calibrations to enable and enhance DOD operation
New DTCs for the DOD solenoids
Displacement On Demand
( DOD)
DOD Operati on:
DOD operation is designed to improve fuel economy by disabling up to 4 cylin-
ders during constant highway speed driving. To enable DOD operation the follow-
ing must occur:
x Transmission in 3
rd
or 4
th
gear
x Engine oil pressure between 25 and 75 PSI
x Steady throttle and load
x Engine speed 900-3000 RPM
x Engine oil temperature 68-302F (20-150C)
x System voltage 11-18 volts
DOD will be disabled if:
x Manifold/brake booster vacuum to low
x APP position too high or rate of throttle rate of change is too high
x System voltage out of range
x VSS, MAP, BBV, ECT, EOP,CPS, DOD, Trans, Misfire DTCs are set
x DOD has been active for 10 minutes (It will be disabled for 1 minute)
Displacement On Demand
( DOD)
The firing order of the LH6 engine is 18726543. The DOD system can disable
every other cylinder in the firing order, 1-7-6-4. During operation, the PCM will
ground the DOD solenoids. This action will allow hydraulic pressure into the
special DOD lifter disabling the hydraulic lifter operation. The valves and
pushrods will maintain contact with the lifters but the valves will not open. In
addition the PCM will shut off the fuel injectors for those cylinders. The ignition
system will remain active to keep the spark plugs conductive and prevent fouling
once the DOD system is disabled. The DOD system can operate up to 10 minutes
at a time. The system will then be disabled for 1 minute and then reactivated as
long as the enable criteria are met. Since there is no indicator lamp telling the
customer DOD is active, DOD operation should be transparent.
22
New fluid is now available from GM for use in all years and models of Hydramatic
transmissions. Dexron III Type H contains several enhancements including
changes in the oxidation inhibitor package that is added to the fluid. The
upgrades improve the fluids ability to withstand todays more demanding
environment. All GM Dexron fluid and fluids that carry the GM Dexron license
will be required to meet the new specification by January 2005.
New Fluid
Updated Dexron III Fluid
4WD inoperative, 4WD switch indicator lamps flashing, possible DTCs include
P0700, P0836, P0500, C0327, C0500 C0550 in the different modules. Any or all
of the above DTCs may be set in any combination. A grinding noise from the front
axle area may also be heard or felt.
Several different areas may cause the above condition, they include:
Code C0550, if this code is present the Transfer Case Control Module will
need to be replaced
Chafed TCCM wiring harness at the park brake cable release spring area
Pin tension, connector crimp concerns at the encoder motor ( pins A, B, C,
D, E, F and G, TCCM ( Connector C1 pins B2, A7 (common problem),
Connector C2 pins A8, Connector C3 pins A, B, C, D Connector C151 Pins
A, F, G, E, Connector C154 pins A, B and C and the under hood relay
center.
TCCM (G110), Engine (G103) (G104 and G107 on the back of the engine,
it is common for these to be loose) and Body grounds. Check ground G201
(part of splice pack SP201) and ground G102.
If the condition has persisted for any length of time always check the front
axle wiring as well as the condition of the shift sleeve teeth in the front axle
assembly.
If DTC C0327 sets only when a shift to 4HI is commanded inspect the fluid
for contamination. If the fluid has metal in it remove the T-Case,
disassemble and inspect the unit for damage
If none of the above items seem to be addressing the problem the cause is likely
an encoder sensor. Prior to removing the encoder motor assembly, make sure the
transfer case is in Neutral (NV246) or 2WD HI (NV263). If the unit will not shift,
remove the transfer case fuse (generally marked TREC 30 Amp) located in the
under hood fuse block (UBEC). After reinstalling the fuse, the T-case will gener-
ally shift allowing you to attain the desired position. If the unit is a 2003 or later,
update the TCCM software prior to returning it to the customer.
4WD Inoperative, 4WD Indicator Lights Flashing, Possible
DTCs Set
K/T Truck NV246/NV263/
NV126/NV226 Applications
24
One of the most common concerns regarding the New Venture NV246 and
NV263 applications is fluid leakage. In many cases the customer fails to notice
the fluid leakage until the unit has been run low on fluid, and is extensively
damaged.
Two basic concerns may cause the customer complaint, they are:
The clip that holds the oil pump in the case is missing or broken. If the clip
is missing or broken, the flanges of the pump will rub on the slots in the
case until a hole has opened up in the case allowing the leak to occur.
Many times you will find parts of the clip stuck to the magnet.
Inspect the case closely where the oil pump flanges ride, if a hole is present
replace the case half. The clip can now be purchased as part number
12470059.
Rear case porosity is the other main issue. If porosity is found, replace the
case half.
NV246/NV263
Transfer Case Fluid Leak
A hole from the Oil Pump
Clip is visible from the
outside of the case
Inside veiw of the case
2001-2004 Blazer, Sonoma, S-10, Envoy, Trailblazer, Jimmy applications
equipped with the NV 233 (RPO NP1) 2 speed electric shift transfer case may
exhibit the following concern:
1. Transfer case appears to loose fluid but no external leaks are present
2. A/C operation has declined over time
3. Fluid is found when you remove some vacuum lines
Fluid from the transfer case may be entering the vehicles vacuum system through
the transfer case switch. This will lead to HVAC mode switch failure (RPO C60 A/
C system), which may cause the customer to believe that the A/C system is
faulty. In most cases when the HVAC mode switch finally fails the HVAC system
may stick in one mode. This means the customer will not be able to change
modes as they change control settings on the HVAC control panel (HVAC mode
switch)
Clean or replace all of the effected vacuum lines. Replace the HVAC control head
and install the updated transfer case vacuum switch. The updated switch was
released for production and service as of 8-4-04 under part #89059420
NV233
Low Fluid Level
2001-2004 T-Truck 4L60E
26
There are several items that will cause the PRNDL to flash, with some indicating a
problem is present while others indicate that no problems are present. The TCM
has inhibited a transmission function because the customer may have com-
manded the transmission to do something that could lead to damage.
Flashing PRNDL indicates a problem present:
1. PRNDL (park/neutral) switch or its circuits may be faulty
2. Trim A/B solenoid or their circuits faulty
3. Input/Output speed sensor or their circuits faulty
4. Lack of line pressure at start up (possible low fluid level)
5. A clutch is slipping or a clutch has failed to apply
6. Sticking shift valves
Flashing PRNDL normal condition customer generated:
1. High engine RPM garage shift engagements into a forward range or reverse
(TCM will also command the transmission to neutral)
2. Reverse to drive or drive to reverse gear change (like a parking lot
maneuver) with the throttle at greater than 25% (TCM will also command
the transmission to neutral)
3. Transfer case was shifted to Neutral while the transmission was in drive or
reverse. The TCM will keep the transmission engaged until the vehicle
comes to a stop. Once stopped the TCM will command neutral. If the driver
moves the shift lever in/out of drive or reverse at this point the PRNDL will
flash.
4. Output RPM is greater than 300. If the customer moves the shift lever
from a forward range to reverse or from reverse to a forward range the
PRNDL will flash.
5. Operating the unit at low ambient temperatures (-49F -45C) (TCM will also
command the transmission to neutral)
LCT 1000
PRNDL Flashes or Goes Blank
LCT 1000
PRNDL Flashes or Goes Blank
Blank PRNDL may be caused by:
1. Fault in PRNDL switch (Park Neutral switch) or its circuits
2. PRNDL switch out of adjustment
3. Lack of communication between the PCM and TCM at power up. If the
display is blank the TCM will command the appropriate forward or reverse
range based on PSM/PSA values
(continued)
28
A no forward or a slipping in all/some forward gears condition also the PRNDL
may flash and ratio or speed sensor DTCs such as P0721, P0731, P0732, P0733,
P0734, P0746, P0776, P1720, P1721, P1723 or P1724 may be set in any combi-
nation or there may not be any DTCs set at all (depending on the severity of the
condition.)
The C1 clutch piston may have started to delaminate. Remove the piston and
inspect it to see if chunks of the seal are loose or missing. Replace the C1 piston.
LCT 1000
No Forward Movement, Possible DTCs
LCT 1000 applications may experience any or all of the following conditions:
1. P0700 Set
2. SES light on
3. Transmission performance issues
4. TCCM DTCs set
5. Premature ABS operation
6. Problems communicating with the TCM
Several items can cause the above concerns including:
1. Circuit 2470 (yellow wire) class 2 data line is open. This circuit is connected
through connector C-100 and can cause different symptoms depending whether
the fault is present prior to cycling the key to the on position or if the problem is
only present after the engine is running. In either case you may experience diffi-
culty communicating with the TCM and you may find a P0700 DTC stored in the
PCM. Inspect the terminal at connector C-100, terminal R for damage as well as
being backed out of the connector. Connector C-100 is located in the IP to engine
harness under the UBEC (Underhood fuse box). If the pin is backed out reposi-
tion the harness to reduce harness stress (Fig C100)
2. Grounds: Check/clean and secure G110 (located on the left frame rail front
cab mounting bracket) Clean/check and secure G102. (located on the lower right
side of the engine) Clean/Check and secure G103 on the gas applications. (Lo-
cated at the left front of the engine)
LCT 1000
Erratic or No Shift Condition, Possible DTC P0700, P0500 and
TCCM Codes
30
Some Allison LCT 1000 applications may experience a condition where the
vehicle tends to drop into neutral at low road speeds intermittently. At normal
road speeds the condition typically does not occur. This condition likely occurs
when the customer has placed the transmission into gear while the vehicle is
stopped and then attempts to move the vehicle forward or backward. Typically the
transmission will engage into the selected gear and as the vehicle moves a few
feet it will drop out of gear and into neutral. Reselecting forward or reverse will
have no effect until the ignition is cycled at which time the vehicle may function
properly or it may again act as described above. Typically NO DTCs are set
To isolate the cause of this concern the technician will generally need to take a
snapshot/movie when the concern is present. Graph the snapshot/movie so you
can monitor the parameters closely. Pay very close attention to the VSS/ISS
signals. Note if the VSS signal dropped out at the time the condition occurred.
Even the slightest dropout of the VSS signal may cause the concern. On some
LCT 1000 software applications the VSS DTCs have been Masked but the
default action for the condition may still be present. This means the if the VSS
signal drops out, even for a split second, the transmission will be commanded to
neutral but no DTCs will be recorded. The cause of this condition is generally the
VSS sensor, although wiring and pin connections may also cause the concern. If
in doubt replace the sensor.
LCT 1000
Intermittent Neutral Condition, Wont Move Forward or
Backward, No DTCs
Actual
snapshot of the
condi ti on
LCT 1000
A new harness was introduced for the 2003 model years. The harness was length-
ened 15mm for trim solenoid B. In addition, the trim solenoid connectors were
redesigned to improve retention. The updated harness can be identified by the
red connectors for the trim solenoids. The updated harness will back service
previous models/years. The harness is available under GM and Allison part num-
ber 29541371.
Solenoid Harness up to 2003
New internal wiring harness to accommodate the introduction of Solenoid G.
GM and Allison part number 2953972
New Solenoid Harness 2004-On
32
LCT 1000
Some P-3 ring gears had a chamfer in the snap ring retaining groove area. Under
load the snap ring can break or wear. If the condition is found, update the ring
gear and snap ring with Allison part number 29537311.
P-3 Ring Gears
(continued)
LCT 1000
A new C-1 Drum and Piston Assembly has been released to improve fill times. The
updated assembly can be identified by the dam and the part number that is
stamped into the casting. The updated GM/Allison part number is 29537993.
This assembly will back service previous applications. This update took effect with
build date S/N 6310089106 (Indianapolis) S/N 6320006057 (Baltimore).
C-1 Drum and Piston Assembly
(continued)
Previous Design Updated Design
Drum
Drum
34
LCT 1000
A new C-2 piston is available and is sold under Allison and GM part number
29539653. The updated piston design does not have a bleed hole in it to improved
clutch fill times. The updated piston will not currently back service the previous
applications (01-02). At the present time an updated calibration is not available to
allow this interchange.
C-2 Piston
(continued)
2002 and Earlier 2003-On
LCT 1000
The C-2 clutch shaft seal rings have been changed from a butt cut design to a lap
design to improve shift quality (especially in cold temperatures). This change
corresponds with the C-2 piston change. The lap design seals are sold under
Allison part number 29538940. A basic seal/gasket kit with the lap seals in-
cluded is available from Allison and GM under part number 29541532.
C-2 Clutch Shaft Seal Rings
(continued)
Sealing Rings
36
LCT 1000
This new Valve Body includes a line pressure solenoid (Solenoid G) Allison and
GM part number 29541572 (Complete assembly) Solenoid G Modulated main
valve body only, includes solenoid G (Auxiliary valve body), Allison part number
29539797. Solenoid G only, GM and Allison part number 29536833.
Valve Body
An updated Valve Body (complete assembly) was implemented to improve fuel
economy by reducing pump load, reduce pump noise at idle and to improve cooler
flow. The Valve Body will back service if it is installed as an assembly although
line pressure solenoid (G) will not function on 01-03 applications. DO NOT at-
tempt to interchange body/spacer plate parts from former to late design appli-
cations. The old valve body part number has been superceded by the updated
design. The updated harness is designed to fit the new valve body.
The Control Main Valve and its 2 springs will back service previous model/year
applications. The valve land configuration was updated to help stabilize the valve
position. The largest land is now 4.5mm in length rather than 3.5mm as was used
on the previous design. The updated valve and its springs will back service previ-
ous model/year applications. Do not interchange early and late spring/valve
combinations.
The main regulator valve will also interchange with previous year/model applica-
tions. Allison and GM part number 29531323 was not changed for the C/K
pickup applications. The part number 295 31323 valve can be identified by a
single groove machined on the valve, at the end with the large land. Other com-
mercial applications did update the main regulator valve and it can be identified
by the 3 grooves machined around the valve on the large land end.
(continued)
NOTE: The 2004 valve body upgrades apply to the 8.1L (RPO L18) gas and 6.6L (RPO LLY)
Dura Max Diesel applications but not to the 6.6L (RPO LB7) Dura Max Diesel application.
LCT 1000
Running Changes for 2003-2004 (continued)
Valve Body
2004-On Valve Body
2001-2003 Valve Body
Solenoid G
38
LCT 1000
Running Changes for 2003-2004 (continued)
This is the original separator plate identification for 2001-2003.
Original Seperator Plate 2001-2003
LCT 1000
A new separator plate designed to be used with solenoid G, Allison part number
29539793.
New Seperator Plate 2004-On
(continued)
40
LCT 1000
An updated NSBU switched has been released for all 2004 LCT 1000 applications.
The updated switch uses only one 12 pin connector and will be common with
many other GM rear drive applications. The new switch has eliminated the metal
alignment strap. The new switch will NOT back service previous applications. The
updated switch is available under Allison part number 29541852 and GM part
number 24221125.
NSBU
(continued)
LCT 1000
T-6 Bearing, P-3 Sun Gear, and P-3 Carrier Assemnbly
The T-6 bearing, P-3 sun gear and P-3 carrier assembly was updated as a late
2003 early 2004 product change. The load carrying capacity of the bearing was
increased due to durability concerns. When the bearing was updated, the location
of the pilot groove for the bearing in the P-3 sun gear also changed. In addition
the machining for the undercut on the P-3 carrier changed. The update was in-
cluded in units built after build dates 6310220802 (Indianapolis) and
6320127996 (Baltimore).
The P-3 carrier, P-3 sun gear, and the T-6 bearing will interchange if they are
installed as a package. The former T-6 bearing will still be available under the old
part number 29531089. If the sun or carrier requires replacement on an older
model unit all the updated parts must be installed as a package. The update
Allison parts numbers are as follows: P-3 sun gear 29540499, P-3 carrier assem-
bly 29540500, T-6 bearing 29539501.
NOTE: Always double check the part numbers before ordering. Numerous updates have
occurred with many of the part numbers. GM is adding Allison part numbers as a common
practice, so check the Allison part number with your local GM suppliers, you may find the
part now available from your local GM source.
(continued)
P-3 Carrier Assembly
P-3 Sun Gear
T-6 Bearing
42
Some LCT 1000 applications may exhibit fluid leakage from the extension hous-
ing 4wd adapter area.
Typically the cause of the leakage is a crack in the extension housing adapter.
Several areas may cause the extension housing to leak. They include:
1. A faulty U-joint
2. Excessive drive shaft U-joint working angle
3. Drive shaft balance
4. Excessive drive shaft runout
5. A bent or damaged drive shaft
6. Carrier bearing damaged or faulty
It should be noted that most of the above will apply to not only the rear prop shaft
but also the front prop shaft.
Inspect both drive shafts for the items listed above. Repair the root cause of the
concern prior to installing another 4wd adapter housing. The 4wd adapter hous-
ing has been updated to a more robust design that is more resistant to vibration.
The updated design was released in August 2004 for the 2005 model applications.
The updated design will back service all 2001 and later LCT 1000 applications.
The updated GM part number is 29542109.
LCT 1000
Fluid Leaking from the Extention Housing
Previous design Updated design 29542109
2001-2004 LCT 1000
FORMER
P/N 29536409
CURRENT
P/N 29542109
ADDITIONAL
MATERIAL
ADDITIONAL
MATERIAL
LCT 1000
Use the service procedure outlined in a factory service manual to replace the rear
extension housing, torque converter relief spring and the lube regulator spring in
the front support assembly.
Notice: Do not attempt to replace the transmission extension housing with the
transmission in the vehicle. Several internal components are held in place by the housing and
they will come out of alignment during reassembly. Attempting to do so will result in the
following conditions:
Displacement of eighteen (18) clutch springs
Damage to C5 clutch plates
Damage to P-2 & P-3 thrust bearings
Improper transmission end play
Notice: Failure to diagnose and repair the cause of the driveline imbalance may result in a
repeat cracked extension housing.
2001-2004 LCT 1000
(continued)
44
LCT 1000
2001-2004 LCT 1000
Use caution when removing, installing, servicing or moving the transmission in
order to prevent personal injury.
Use the service procedures provided in your manual before attempting to install
the updated extension housing.
Important: After completing this modification, the transmission control module
(TCM) shift adapts must be relearned for proper transmission operation. For
model year 2001 using the Tech 2
TM
, select Special Functions (F2), Transmission
Output Controls (F1), Preset All Tap Cells, Disconnect the Tech 2
TM
. This action
will reset all clutch adaptives and required the vehicle to be driven. For model
years 2002 and 2003, follow the procedure outlined in Corporate Bulletin Num-
ber 02-07-30-032 to quickly relearn the transmission shift adapts.
(continued)
Caution: The Allison
TM
1000 Series (M74) transmission has a dry weight of approximately 150
kg (330 lbs). The torque converter has a dry weight of approximately 29 kg (63 lbs).
OD disable/off light no longer functions. The transmission may appear to
function correctly with no other symptoms present. This condition may have
occurred after the Insturment Panel Cluster (IPC) was replaced.
The lamp is controlled by the IPC through input on most applications from the
BCM via serial data. In some applications the BCM monitors input from the
TOW/HAUL momentary contact switch to signal not only tow/haul programming
activation/deactivation but also to disable OD operation when in tow/haul mode.
Some applications will disable OD without alerting the driver as the vehicle was
not equipped with an OD disable/off light. If your vehicle is equipped with an OD
disable lamp several items may cause the concern including:
x A faulty tow/haul switch
x Circuit 553 Lt Blue BCM pin B11 open
x Wrong instrument cluster was installed
x The new instrument cluster was not programmed after installation for the
specific application
Prior to performing repair work, make sure the IPC was not replaced. If the IPC
had been replaced, reprogram the cluster. If the IPC had not been replaced use
the service manual information to isolate the cause of the inoperative lamp.
LCT 1000, 4L60E/65E,
4L80E/85E
OD OFF Light Inoperative
46
4.3L, 4.8L, 5.0L, 5.3L, 5.7L, 6.0L, 7.4L, 8.1L
LCT 1000, 4L60E/65E,
4L80E/85E
Shudder, Miss , Surge, No TCC, Cruise may be Inoperative,
Possible DTCs
Several areas can cause transmission/engine related concerns on truck applica-
tions. In most instances you will note misfire on the appropriate cylinder by
monitoring the misfire counters with your scan tool. If a misfire DTC is set, TCC
will not function and in many cases the cruise control will also be disabled. If a
DTC is not set, the customer may comment regarding a TCC related shudder or a
surge complaint that they feel is related to the transmission. If all basic proce-
dures have been followed to isolate the cause of the concern and you are unable
to isolate the cause, refer to the following information. Areas of common concern
include:
HVS Driven Gear
HVS (Distributor)
Fuel Pressure Regulator
Poppet Nozzle
Intake Manifold Gasket
Valve Springs and Valve Guids
Module/Coil Assembly
4.3L, 5.0L, 5.7L, 7.4L
LCT 1000, 4L60E/65E,
4L80E/85E
Possible DTCs
HVS Driven Gear
With the throttle in the float position you will typically feel the surge/miss start-
ing to occur. As long as you hold the throttle steady, the condition will continue.
As soon as you step on the throttle or release and reapply the throttle, the condi-
tion may be gone. The condition will not occur again unless you accelerate and
then decel to the float position. This means this condition cannot be duplicated in
the stall for diagnosis. Typically you will note the misfire counters increasing on
different cylinders each time the condition occurs. You may note that the cam
retard value is out of spec or it appears to change on its own as the vehicle is
operated. (Generally cam retard on V-8 engines should be 0+-2 degrees and V-6
less than 10 degrees)
The cause of this condition is generally the gear on the bottom of the High Volt-
age Switch (HVS) Distributor. The gear teeth will start to wear sharp which leads
to slack between the cam gear and the HVS gear.
To repair the condition, replace the HVS driven gear.
(continued)
48
LCT 1000, 4L60E/65E,
4L80E/85E
Possible DTCs
HVS (Distributor)
This condition is not related to engine load and may or may not be able to be
duplicated in the stall for diagnosis. Typically the miss/surge will be picked up by
the misfire counters on your scan tool. The misfire will be predominate on one
cylinder with the cylinders before and after the problem cylinder (in the firing
order) also showing some misfire. In addition you will typically note that the cam
retard value is out of spec or it appears to change on its own as the vehicle is
operated. (Generally cam retard on V-8 engines should be 0+-2 degrees and V-6
should be 0 but must be less than 10 degrees) In rare cases you may also find a
P1345 or a P0340 set.
If you have a vehicle with the above concern, remove the HVS cap and grab a hold
of the rotor. Apply firm pressure to the rotor in ALL directions. If excessive move-
ment is found the HVS bushings are worn and the HVS (distributor) will need to
be replaced. Replace the HVS and adjust the Cam Retard (if adjustable on your
application) to the specs listed above.
(continued)
4.3L, 5.0L, 5.7L, 7.4L
LCT 1000, 4L60E/65E,
4L80E/85E
Possible DTCs (continued)
Check for wear in this area
4.3L, 5.0L, 5.7L, 7.4L
50
5.0L 5.7L, 7.4L
LCT 1000, 4L60E/65E,
4L80E/85E
Possible DTCs
Fuel Pressure Regulator
5.0L, 5.7L, 7.4L SFI CPI applications, 4L60/65E 4L80/85E Miss, surge on #4
cylinder with a possible P0300 and/or P0304 being set. This concern is many
times intermittent and may not be related to engine load.
On this application, the fuel pressure regulator vacuum port points toward #4
intake runner. If the fuel pressure regulator fails, a miss may result on #4 cylin-
der. Inspect the fuel pressure regulator and replace as necessary.
(continued)
To the Intake Manifold
4.3L, 5.0L, 5.7L
LCT 1000, 4L60E/65E,
4L80E/85E
Possible DTCs
Poppet Nozzle
Miss/Surge at light to moderate throttle with the problem more noticeable when
TCC is applied. Misfire DTCs are generally not present although you may see
some random misfire on your misfire counters. This condition feels exactly like
the TCC regulator valve train concerns that have been so prevalent for so many
years. In most cases you will find that the customer has had work performed on
the engine, fuel system or the engine electrical system. If you are experiencing
the concern remove the intake manifold and inspect the poppet nozzle position in
the intake manifold. In most cases you will find that someone has mixed up a pair
of poppet nozzles as they are positioned in the intake/cylinder head. If the
nozzles are delivering fuel at the wrong time the affected cylinders will be lean
resulting in the concern. To repair simply reinstall the poppet nozzles, into their
correct cylinder position.
(continued)
Typical Poppet Nozzles
52
4.3L, 4.8L, 5.0L, 5.3L, 5.7L, 6.0L, 7.4L, 8.1L
LCT 1000, 4L60E/65E,
4L80E/85E
Possible DTCs
Intake Manifold Gasket
Miss/surge worse typically during engine warm up. On these applications the
miss/surge may/may not cause misfire DTCs. The concern is generally worse at
low engine rpm such as when TCC is applied or even when TCC is not applied
during in town driving. The cause of the concern is generally the intake manifold
gasket. Do not use carb or brake cleaner to help isolate this specific concern.
Brake and carb cleaners can swell the gasket on this engine family enough to
make the problem go away for some time, but it will return which will lead to
increased diagnosis time. Use soapy water to isolate the outside of the intake and
propane to isolate gasket problems inside the engine. Generally the gasket will
leak at one of two locations, the right front corner or the center of the manifold on
the left side. Remove the manifold and inspect the gasket if it has been leaking
you will typically see the gasket is dry and clean in the area of the leak. Replace
the gasket and torque to specifications.
(continued)
4.3L, 4.8L, 5.0L, 5.3L, 5.7L, 6.0L, 7.4L, 8.1L
LCT 1000, 4L60E/65E,
4L80E/85E
Possible DTCs
Valve Springs and Valve Guides
Miss/surge at high road speeds or at higher engine RPMs. This concern is gener-
ally at engine rpms above 3000 (road speed generally above 60 MPH) with or
without TCC applied. Although several things can cause this concern, 2 areas are
common causes when conventional diagnostic strategies are not helpful. Both
concerns can be isolated by performing a RUNNING compression test at the
suspect engine speed. Normal running compression is generally 50 psi or greater.
If in doubt compare the running compression on the cylinder in question to other
the cylinders. If the running compression is low, inspect for broken or weak valve
springs and for valves sticking in their guides. Neither of these concerns can be
isolated with a vacuum gauge as vacuum gauge diagnostics are only accurate at
normal high engine vacuum scenarios. Replace the damaged springs or resize the
valve guide to attain proper clearance.
(continued)
54
4.8L, 5.3L, 6.0L, 8.1L
LCT 1000, 4L60E/65E,
4L80E/85E
Possible DTCs
Module/Coil Assembly
This concern typically goes away as the vehicle reaches full operating tempera-
ture. All of these engine families use the coil on plug design ignition system.
During diagnosis you may note that you are intermittently missing spark on one
of the cylinders. Replace module/coil assembly.
(continued)
Some 1996-2004 truck and SUV 4WD/AWD applications equipped with the
4L60E,4L65E, LCT 1000, 4L80E, 4L80EHD or the 4L85E transmission may ex-
hibit a clunk, pop, thud or squawk noise as the vehicle is coming to a stop or the
noise may occur as the vehicle is pulling away from a stop. The noise is generally
pronounced and is intermittent in some cases. In some instances this condition
may have been corrected for a short period by installing GM slip yoke lubricant.
The drive shaft yoke may be sticking or binding on the transfer case output shaft.
The yoke is slipping then grabbing on the output shaft causing a noise that can
be heard and in many cases felt by the operator.
Prior to attempting to permanently repair the condition make sure your vehicle is
actually displaying the condition listed above and not one of the conditions listed
below:
Launch shudder or vibration (99-2003 X Cab short box) correct with up-
dated prop shaft # 15071486 and pinion yoke #15071485
Downshift clunk on a coast down below 15mph (2003 K/N Trucks with 6.0L
Vin U or N and 4L65E (M32) and a NR3 or NR4 transfer case. This condition is
typically corrected with a PCM software update. The updated program commands
the transmission to make a 3-1 downshift at low speeds rather than a 3-2, 2-1
downshift pattern as it was originally calibrated to do. Check the GM calibration
web site to see if it is available for your application. : http://calid.gm.com
To correct the condition install a Nickel Plated slip yoke. Refer to the informa-
tion below to determine which part number is required for you application.
LCT 1000, 4L60E/65E,
4L80E/85E
Noise when Stopping or when Accelerating from a Stop
YEAR SERIES BODY STYLE 2 WHEEL/4WHEEL PART NUMBER
1996-2004 1500 Series (New and Old body style) 4WD/AWD X Cab Short Box # 12477702( Includes u-joint)
1999-2004 2500 Series (New body style) 4WD/AWD X Cab Short Box # 12477704 (Includes u-joint)
1999-2004 1500 Series (New and Old body style)
4WD/AWD Reg cab and SUV 4WD/AWD 1996 and
later Reg cab and Suburban/Escalade EXT/ Yukon
XL and Escalade ESV # 12479383 (With out U-joint)
1999-2004 1500 Series (New body style) AWD/4WD Tahoe/Yukon/Escalade # 12479384 (With out U-joint)
1999-2004 2500 HD/3500 Series (New body style) AWD/4WD # 12479385 (With out U-joint)
2001-2004 2500 HD/3500 Series (New body style) 4WD 6.6L/8.1L LCT 1000 #89058876 (With out U-joint)
1999-2004 2500/3500 Series (New body style)
AWD/4WD (New body style) 6.0L X cab/Crew cab
short box #89058878 (Includes U-joint)
2004-2005 2500 HD/3500 Series
Build date after 2-2004 6.6L/8.1L LCT 1000 Reg
cab, X cab, long box, short box # 89058880 (Includes u-joint)
56
The tow/haul mode feature was introduced during the 1999 model year with
other applications coming during later years. The feature is standard equipment
on many 4L60E/65E/80E/85E and LCT applications. The tow/haul feature is
most effective when the vehicles actual gross combined weight (GCWR) is at least
75% of the vehicles rated GCWR. Operating in tow/haul mode when the vehicle is
not loaded can result in a slight reduction in fuel economy but it will not lead to
transmission related failures. The tow/haul system will provide the following
features:
x Reduce shift frequency at a given engine and vehicle load (Shift cycling/
hunting)
x Eliminate closed throttle upshifts to reduce shift cycling/hunting as the
throttle is reapplied
x Increase the shift points for the transmission allowing the engine to operate
within its power band when the vehicle is loaded or towing
x Command TCC ON during lower gear operation (some as low as 2
nd
gear
under certain load and temperature conditions)
On most applications, the system is controlled by a switch mounted in the end of
the shift lever. Other applications will use a switch mounted in the dash of the
vehicle. The BCM feeds signal voltage to the switch. The switch is normally open
(normally open momentary contact) so if the customer is not activating the switch
the BCM will see voltage on circuit 553. If the customer presses the switch the
voltage on circuit 553 will be pulled low. This signals the BCM to command the
PCM via serial data that tow/haul is desired or if tow/haul was active, the BCM
will command the PCM to disable the tow/haul feature. In addition the BCM via
serial data commands the IPC to illuminate the tow/haul light in the dash of the
truck. Tow/Haul will cycle off when the ignition is cycled.
Tow/haul mode will affect the upshift as well as the transmissions downshift
points. Typically the MPH effect on shifts will vary with which gear is being
commanded. As an example an unloaded 2001 K-truck 6.0L 4L80E application
on level ground will perform as follows:
LCT 1000, 4L60E/65E,
4L80E/85E
Tow/Haul Mode Intermittent, Does not Function
C/K/G/M/L/S/T Trucks
LCT 1000, 4L60E/65E,
4L80E/85E
TOW/HAUL DISABLED 20%
THROTTLE OPENING
1-2 SHIFT 13 MPH
2-3 SHIFT 24 MPH
3-4 SHIFT 32 MPH
TCC APPLIED 4th GEAR
TOW/HAUL ENABLED 40%
THROTTLE OPENING
1-2 SHIFT 25 MPH
2-3 SHIFT 42 MPH
3-4 SHIFT 72 MPH
TCC 3rd GEAR
TOW/HAUL ENABLED 20%
THROTTLE OPENING
1-2 SHIFT 21 MPH
2-3 SHIFT 36 MPH
3-4 SHIFT 55 MPH
TCC APPLIED 3rd GEAR
TOW/HAUL DISABLED 40%
THROTTLE OPENING
1-2 SHIFT 26 MPH
2-3 SHIFT 40 MPH
3-4 SHIFT 70 MPH
TCC 3rd GEAR
58
LCT 1000, 4L60E/65E,
4L80E/85E
Some customers may comment that the tow haul feature is not working or that it
works only intermittently on their vehicle. This concern is quite common on fleet
vehicle applications.
Two common causes for the above concern are:
x A faulty tow/haul switch
x A open in circuit 553 (LT BLUE) or circuit 1850 (black) (Fig Tow/haul) The
open is generally located in the steering column just behind the gear shift
lever boot but above connector C201. In some instances the wires are
actually torn in half by the retainer on the column which may have come
loose, while others are simple wiring fatigue failures due to the constant
movement of the shifter in and out of gear or the tilting of the steering
column.
Test the tow/haul switch. If the tow/haul switch is good, inspect and repair
circuit 553 or circuit 1850
(continued)
LCT 1000, 4L60E/65E,
4L80E/85E
Tow/Haul Mode Intermintent, Does not Function
(continued)
60
Truck applications equipped with drive by wire (TAC) throttle systems may
experience one or more of the following symptoms:
SES light on, Reduced power light on, lack of engine power
Any combination of the following APP/TP sensor DTCs set P1514, P1515,
P1516, P1518, P0120, P0220 or P2135
APP/TP sensor DTCs P1285, P1286 or P2133 set after repairs have been
performed
If the vehicle is setting any combination of the following DTCs P1514, P1515,
P1516, P1518, P0120, P0220 or P2135 and you are unable to correct the concern,
inspect the TAC control motor circuit #581 (Yellow wire) and circuit 582 (brown
wire) for damage. Inspect circuit 581/582 pin tension, connector crimps, and for
damage to wiring. Generally damage occurs to the wiring within 1 foot of the
throttle body. Wiring that is broken inside the insulation has also been found as
a cause for this concern.
If the vehicle is setting any combination of the following DTCs P1285, P1286 or
P2133 after repairs have been performed, the wrong part number APP sensor
assembly may have been installed. As was covered in the 2003 ATRA seminar,
the part number for the APP assembly changed because the number of
potentiometers within the sensor changed from 3 sensors (part number
15177923) to 2 sensors (part number 15120405) on later applications. The
update to the APP sensor occurred during the 2003 model year on some
applications with other applications coming on line during 2004 and 2005. In
addition you may find that the shop manual schematics and diagnostics for your
application may not show the updated sensor design. If your vehicle is equipped
with the 2 sensor APP design you must use the correct schematics and diagnostic
procedures to properly diagnose your application.
LCT 1000, 4L60E/65E/
4L80E/85E
APP Sensor Circuit Concerns with 4.8L, 5.3L, 6.0L, 8.1L
Engines
A major update is planned for the 4L60E/65E applications for the 2006 model
year. The introduction of an input speed sensor (ISS) on some models will be
fully implemented for the 2006 model year. As with other changes in the past,
some of the changes will be pulled forward into the mid 2005 model year applica-
tions in preparation for the roll out of the completed ISS system. In addition a
new model transmission will be introduced in 2006 using the same technology,
the 4L70E. The addition of the ISS system will make input speed calculations a
much simpler process while leading to more accurate diagnosis of transmission
related concerns.
Several hardware changes will need to occur in order to implement the ISS sys-
tem. Many of the changes will occur in stages. Some of the changes are required
to make room for the new input speed sensor while others are required to make
the ISS function. The updates include:
x Shortening of the Reverse Boost PR valve line-up
x Casting changes within the pump assemble to relocate the S3 bore boss
x Casting changes relocating the TCC release bore
x Update/change Stator support sleeve passages
x Update/change the turbine shaft. The shaft will receive reluctor teeth for
sensor operation. In addition the location of the seal rings on the turbine
shaft will be repositioned
x Adding an Input speed sensor and updating/changing the vehicle and
transmission wiring harness (On applications not using an ISS the sensor
hole will be filled with a plug)
x Enable shift control features in the software that were not fully utilized in
previous applications
x 2 DTCs were added for the ISS system P0716 and P0717
4L60E/4L65E/4L70E
2005 Updates
62
4L60E/4L65E/4L70E
2005 Updates
Shortening of the Reverse Boost PR valve line-up
Casting changes within the pump assemble to relocate the S-3 bore boss
Updated valve and
single spring
Spring pocket to
reduce build issues
Previous TCC control valve and springs
Revised S-3 bore
with updated PR boost,
reverse boost valves to make
room for ISS
Note: PR valve train can no
longer be serviced without
Removing the pump
(continued)
4L60E/4L65E/4L70E
2005 Updates
Update/change Stator Support Sleeve Passages
(continued)
64
4L60E/4L65E/4L70E
2005 Updates
ISS connector
The addition of an Input Speed Sensor created the updated/changes in the trans-
mission wiring harness. In applications not using an ISS, the sensor hole will be
filled with a plug.
(continued)
Input Speed Sensor
4L60E/4L65E/4L70E
2005 Updates
15 teeth added, seal
rings relocated
2.5mm
Update/change to the turbine shaft. The shaft will receive reluctor teeth for sen-
sor operation. In addition the location of the seal rings on the turbine shaft will
be repositioned
(continued)
Turbine Shaft
66
Bravada, Envoy, Trailblazer and Rainier applications with the 4.2L engine and a
4L60E transmission may set an intermittent P0741 DTC.
CAUSE/REPAIR:
P0741 will set if:
TP value between 20-90%
Gear ratio is between .89 and 1.02 (3
rd
gear)
TCC duty cycle is greater than 75%
No TP, VSS, Shift solenoid DTCs are set
No TCC P0742 DTC set
TCC slip exceeds 130 RPM for more than 20 seconds
If a P0741 is set the PCM will:
Illuminate the MIL
Command maximum line pressure
Command TCC off
Inhibit 4
th
gear if in hot mode
Inhibit cruise control operation
Freeze adapts
Several items can cause this DTC to set including:
A sticking/damaged TCC converter clutch valve
A faulty/damaged TCC apply solenoid
A faulty/damaged TCC PWM solenoid
Worn/sticking/damaged regulator apply isolator valve train
Leakage within the TCC circuit
A faulty Torque converter
Calibration Level
If you are working on a T-truck application, check the calibration level of your
vehicle with your scan tool before inspecting for valve, solenoid or leakage issues.
An updated calibration is available for some model years that corrects false
P0741, P0335 and P0606 in one calibration download. The calibration numbers
for this update are Trans; 12597046 Operating; 12597031. Refer to the GM cali-
bration web site to see if and updated calibration is available for your application.
http://calid.gm.com
4L60E
P0741 Set, Hard Shifts, Cruise Control Inoperative
T- Truck Appl i cati ons
2004/05 Trailblazer, Bravada, Envoy and Rainier applications may exhibit any or
all of the following symptoms:
P0741 set
SES light on
Hard shifts
Cruise inoperative
An updated transmission calibration is available to address the above concerns.
Use the GM web site to determine if your vehicle applies to the calibration
change. Install the updated calibration. The updated calibration was installed at
the plant, in all 4.2L T-truck applications starting September 23
rd
2004.
4L60E
T-Truck 4.2L
P0741 Set, Hard Shifts, Cruise Control Inoperative (continued)
68
4L60E/65E applications may exhibit a neutral condition when attempting to
accelerate from a stop with the vehicle in OD range. In some instances the con-
cern may also be associated with an engine flare and then an engagement bump
complaint as the vehicle tries to accelerate from a stop. In most instances the
condition is intermittent and generally very hard to duplicate.
Several items may cause the above concern such as:
Shifter cable condition and adjustment (Common)
A loss of pressure in the forward clutch circuit
Debris in the valve body (Common)
A faulty forward sprag clutch (Not common)
Broken/missing pump priming spring
Low roller clutch faulty (Not common)
If the concern can be duplicated note the following:
Is line pressure normal while the condition is present? If it is low, inspect
the pump for missing priming springs.
Are the PSM/PSA values indicating the unit is in OD range while the condi-
tion is present (A= High, B=Low, C=Low)? Does moving the shifter in and out of
gear correct the condition? What is the physical condition of the shifter cable?
Look for corrosion especially in the areas where the cable halves come together. If
the PSM values are not correct, inspect the condition of the rooster comb detents,
manual valve linkage and shifter cable adjustment.
If no problems are found or if the problem cannot be duplicated, inspect the valve
body for debris and adjust the shifter cable. Upon installation of the valve body,
be sure the valve body is moved as close to the front of the transmission as pos-
sible before torquing the valve body bolts.
4L60E/65E
Intermittent Neutral in the Over Drive Range
1994-2005 4L60E/65E applications may exhibit any or all of the following con-
cerns:
Poor acceleration at lower speeds, such as when accelerating from a stop
Surge during acceleration
Ping/Detonation at idle with the transmission in gear
Higher than normal transmission temperatures during in town driving
Possible P0101(MAF), P0106 (MAP) or P0121(TP) set
Stall speed lower than would be expected for the appropriate engine and
transmission package
Depending on the extent of damage, the concerns may be intermittent
Check for driveability issues that could lead to the above concern. If none are
found, inspect the stator support splines on the front of the pump for damage.
Improper hardening of the splines can lead to damage which can result in the
above symptoms. If the splines are found to be damaged replace the pump or the
pump half containing the support, torque converter and fully flush and flow check
the cooler.
4L60E/4L65E
Poor Acceleration
1994-2005 4L60E/65E
70
4L60E/4L65E
P0756 is one of the DTCs that is used to determine if a mechanical/hydraulic
problem is present in the transmission. To set a P0756 the following must occur:
P0756 Will set if:
The PCM commands the transmission into 1
st
gear
The gear ratio indicates the transmission is not in 1st gear with a measured
ratio indicating the unit is in 3
rd
or 4
th
gear
The above conditions are met for more than 1 second
(Creating a 4-3-3-4 shift pattern)
OR
The PCM commands the transmission into 2
nd
gear
The gear ratio indicates the transmission is not in 2
nd
gear with a measured
rd
or 4
th
gear
The above conditions are met for more than 2 seconds
OR
The PCM commands the transmission into 3rd gear
The gear ratio indicates the transmission is not in 3rd gear with a measured
st
or 2
nd
gear
The above conditions are met for more than 2 seconds
OR
The PCM commands the transmission into 4th gear
The gear ratio indicates the transmission is not in 4th gear with a measured
st
or 2
nd
gear
The above conditions are met for more than 1 second
Command 3
rd
gear
Command Maximum line pressure
Inhibit TCC
Freeze adapts
Illuminate the MIL
Code P0756 Set, Erratic Shifting
C/K/N Truck and Y car
Several items can cause a P0756 including:
x A faulty/damaged/stuck/cracked 2-3 shift solenoid
x A damaged 2-3 shift solenoid O-ring
x Debris plugging or restricting AFL feed oil at orifice # 29 in the spacer plate
x Damaged/stuck 2-3 shift valve
x Damaged/stuck 2-3 shuttle valve
x Damaged/stuck 4-3 sequence 3-4 relay valves
x Damaged 3-4 clutch
x Calibration update needed for a false P0756 DTC
Check for a calibration update for this concern (new calibration available for T
Truck GMC Canyon and Chevrolet Colorado) Check the GM calibration web site to
see if an updated is available for your application. http://calid.gm.com If none are
found inspect and repair the valves, spacer plate and solenoids as listed above.
4L60E/4L65E
Code P0756 Set, Erratic Shifting (continued)
C/K/N Truck and Y car
72
Some Cadillac applications equipped with the 5L40E may exhibit any or all of the
following symptoms:
Transmission fails to upshift
Transmission shift points erratic
Transmission downshifts without customer commanding the shift
Speedometer drops out/fluctuates
VSS DTCs Set
Inspect the output VSS wiring for damage. Typically the damage will result from
the VSS harness coming in contact with the exhaust around the catalytic con-
verter area. Repair and reposition the harness
5L40E
Speedometer Fluctuation, Shifting Concerns
Cadillac Applications
5L40E
Speedometer Fluctuation, Shifting Concerns (continued)
Cadillac Applications
74
Some 5L40E or 5L50E applications may experience a transmission over heat
condition. The IPC or DIC may display a message to the customer indicating that
the transmission is overheating and instructing the customer to bring the engine
to an idle. In addition a P0218 may be set.
The transmission fluid bypass valve may be stuck in the closed position. To
determine if the valve is malfunctioning, remove the return line and check the
flow rate. The fluid bypass valve starts to open at 152F (67C) and should be fully
open at 168F (76C). If flow is low or zero remove the bypass valve and inspect it
for the presence of a black rubber sleeve. If the sleeve is not present or if the valve
appears to be malfunctioning replace the transmission bypass valve. If the valve is
operating properly, inspect the transmission oil cooler for restrictions.
TransmissionFluid By-Pass Valve
The Transmission Fluid Bypass Valve is part of the heavy duty cooling system for
the 5L40E/5L50E transmission.
The Transmission Fluid Bypass Valve starts to open at 152F (67C) and should be
fully open at
168F (76C)
5L40E/50E
Transmission Overheats
The 5L40E and 5L50E applications use a Bosch controller that utilizes an
adaptive strategy to assure proper shift feel and clutch durability over the life of
the transmission. Like other Hydramatic applications, the 5L40E/50E controllers
store adaptive information which must be cleared if the transmission has been
replaced or if repair work has been performed on the unit. Clearing adapts can be
performed using one of two methods:
x Using a scan tool (recommended)
x Disconnecting the battery (not recommended)
Several different types of adaptive memories are used on the 5L40E/50E
including:
x Power on upshift
x Coast down shift
x Quick fill pulse pressure adapt
x Ec coast adapt
x Garage shift adapt
x Steady state adapt
(Note: Power on upshift, Coast down shift, Quick fill pulse and Ec coast adapt
strategies are not functional if transmission temperatures are below 122F/
50C
Unlike most GM transmissions, the Bosch controller applications like the 5L40E
and 5L50E utilize software that allows for a Quick learn process to reduce the
amount of time it takes for the adapts to learn their proper values. Three of the
adaptive strategies can be learned by operating the vehicle in a specific driving
sequence they are:
Garage Shifts
During the warm up transition (initial transmission temp below 165F/75C)
perform 3 garage shifts at 68F/20C intervals from Neutral to Reverse and then
Neutral to Drive. Pause after each engagement for at least 5 seconds. To clarify,
the technician will perform 3 N-D and 3 N-R engagements for every 68F/20C
temperature change as the transmission temperature increases toward normal
operating temperature.
5L40E/50E
Adaptive Learning
76
Power on Upshifts
The transmission temperature must be at least 158F/70C to learn power on
upshift adapt values. Once the transmission has reached the proper temperature
repeat the following upshifts 1-2, 2-3, 3-4, 4-5 at least 3 times at each of the
following throttle openings, 15%, 30%, 45%, 60%, 80% and 100% (NOTE: Some
upshifts at higher throttle settings may not be feasible due to speed limit laws)
Coast Downshifts
Select manual shift mode to command the shift while meeting the following
criteria:
With the throttle at 0%
In Manual 5th gear, repeat a 5th gear to 4th gear coasting downshift every
30kph/18mph to cover all the speed range
In Manual 4th gear, repeat a 4th gear to 3rd gear coasting downshift every
In Manual 3rd gear, repeat a 3rd gear to 2nd coasting downshift every
In Manual 2nd gear, repeat a 2nd gear to 1st gear coasting downshift every
Once all the above maneuvers have been completed, move the selector into the
standard position and increase your speed to achieve 5
th
gear. Remove your foot
from the accelerator and apply the brake while bringing the vehicle to a stop
(repeat this braking phase 2 times). Evaluate the shifts and if needed repeat the
above steps.
5L40E/50E
Adaptive Learning (continued)
Several changes have been implemented for the 4T65E application, they include:
Thrust washer #691 Part #24200584 that was changed to a thrust bearing,
part number 24214159. This change was designed to improve high mileage dura-
bility and reduce metal contamination. The updated part will back service previ-
ous years and models
Park gear, bearing and sun gear shaft were updated. This updated design
will enhance in car service of the final drive by making it harder for the park gear
bearing to become mispositioned. The park gear now has a deeper pocket, while
the sun shaft had a collar added to it. In addition, the bearing is now thicker. The
parts will back service only if they are used as a complete package. Do not inter-
mix/interchange the updated and the previous design components. Two kits are
planned to allow back service of the update. AWD applications will use one of the
kits while all FWD applications will use a different kit part number.
During the 2005 model year, the Pontiac Grand Prix GXP will be fitted with
the Gen III 5.3L V8. To upgrade the 4T65E to a GM V-8 application several items
were changed including; The bottom pan, the case, the filter, a modified channel
plate and sleeve, Redesigned drive and driven sprocket support bearings Up-
graded single sided 4
th
clutches and 4
th
clutch shaft, Upgraded forward band with
new material and anchor location, HD ceramic shot peened carriers, planetaries
and bearings, HD ceramic shot peened final drive and updated calibrations for
the V-8 application.
As a mid 2005 change all 4T65E applications will use phoenolic 1-2,2-3
accumulator pistons. The updated pistons will back service previous applications.
4T65E
2005 Updates
Thrust Bearing
78
A grinding/growling type noise, which may change in intensity as the unit shifts
through the gears, depending on the extent of damage. In addition, the unit may
even exhibit hard shifts and a P1811 (max adapt ) DTC may be set. In some cases
the unit will not move if the failure is extreme enough.
As the unit is disassembled for inspection, the amount of damage found can vary
greatly. If you find a lot of metal particulate in the pan the damage will likely be
greater. The root cause of the problem is input sun/carrier bearing #671. A thick-
ness variation concern with the bearing races lead to cracks in the bearing races
and ultimately bearing failure. In many cases the bearing needles and the race
materials migrate into the planetaries which leads to extensive damage.
PART NUMBERS
# 668 Input sun gear 24204098
# 672 Input carrier 24204430
# 675 Reaction sun and shell 24205127
# 674 Thrust bearing 8646504
# 676 Thrust bearing 8649353
4T65E
Noise, Wont Move, Possible DTC and Hard Shifts
1999-2003 4T65E applications
4T65E applications may have burned 2
nd
and/or 4
th
clutches as well as the symp-
toms that result from damaged clutches.
The accumulator bore taper may be too deep (Improper machining) resulting in
over travel of the 1-2 or 3-4 accumulator piston into the tapered area. When the
piston seal contacts the tapered area, the seal may become damaged leading to
pressure loss in the affected circuit. Pressure loss in the circuit will result in
damage to the appropriate clutch.
Inspect the accumulator housing bores for damage and equal bore taper depth. If
the taper is excessive in one of the suspect bores or if the bore is damaged replace
the accumulator housing.
4T65E
Burnt 2nd Clutches, Burnt 4
TH
Clutches
80
2002-2004 4T65E applications may exhibit leakage from the reverse servo area
when the transmission is exposed to cold temperatures (Lower than 20F -7C).
As the transmission temperature increases, the leak will typically decrease or be
eliminated completely.
An updated seal and cover is available under GM part number 24207376.
Currently the updated seal is not available separately from GM. Install the
updated parts.
4T65E
Fluid Leaking from the Reverse Servo Area
Many technicians have been mislead into believing that the leak is being caused
by the axle seal or by the valve body side cover seal. In many instances the leak is
actually being caused by seal #59 which seals the side cover to the channel plate.
Remove the seal and inspect it closely as you roll it with your fingers and you will
generally notice a small cut or nick in the seal.
4T65E
Fluid Leak at the Left Axle Area
82
Some technicians have expressed concerns with finding the clip that connects the
manual valve without buying the complete assembly. The valve clip is available
under GM part number 24209439
4T80E
Manual Valve Clip
Some 4T80E applications may set a DTC P0741. In this instance, this concern
may/may not be intermittent.
P0741 will set if:
x No TP, VSS, ISS, IMS, TCC PWM, DTCs are set
x P0742 is not set
x The transmission is in 3
rd
or 4
th
gear
x TFT 20-133C (68-271F)
x TP between 10-50%
x Engine calculated torque is between 43-215 N-m (32-159 lb ft)
x TCC is commanded full on
x TCC Slip speed is excessive. Slip thresholds (rationality checks) are as
follows:
SLIP RPM TORQUE lb ft
48 0
80 48
200 95
252 143
271 191
280 239
x The above conditions are present for more than 5 seconds
x Illuminate the MIL on the 2
nd
consecutive failure/trip (TYPE B DTC)
x Inhibit 4
th
gear if in hot mode
x Disable TCC
P0741
4T80E
84
P0741
4T80E
Several items can cause a P0741 to set including:
x TCC Control valve stuck or damaged
x TCC regulator valve worn or sticking
x TCC feed limit valve worn or sticking
x TCC enable valve stuck or damaged
Lack of 3
rd
gear oil feed to the TCC PWM solenoid
x Drive sprocket support bushing damaged/worn
x Faulty TCC PWM solenoid (Refer to previous ATRA seminar manuals
regarding quality spill issues with these solenoids) (COMMON)
x Improper/outdated calibration (Refer to previous ATRA seminar manuals or
the GM web site http://calid.gm.com. Calibration updates have been made
to some applications to address this issue. As discussed and demonstrated
in previous ATRA seminars, always check your calibration level before
attempting other repairs for this concern. (COMMON)
x Worn/damaged drive sprocket support seal rings (# 34, 35, 409, 412). In
addition inspect the 2 case cover seals (34, 35) for uneven wear. (Unit may
have some axle seal seepage in addition to the P0741 DTC) Inspect the drive
sprocket support (#400) for wear in the bearing race area. (Drive sprocket
support part number 8681071) Inspect the case cover (33) for damage due
to the sprocket support bearing failure. If any of the above are found
replace the case cover. (Case cover part number 24229131) The case covers
on some 98-04 application may have machining issues allowing the case
cover bore to be improperly positioned when compared to the case cover
dowel position. (COMMON)
x A faulty Torque converter (COMMON ON VCC APPLICATIONS) See Previous
ATRA seminar books to see if your model code uses a VCC converter)
(continued)
P0741
4T80E
(continued)
Worn/damaged drive sprocket support seal rings (# 34, 35, 409, 412). In addition
inspect the two case cover seals for uneven wear. (Unit may have some axle seal
seepage in addition to the P0741 DTC) Inspect the drive sprocket support (#400)
for wear in the bearing race area. (Drive sprocket support part number 8681071)
Inspect the case cover (33) for damage due to the sprocket support bearing fail-
ure. If any of the above are found replace the case cover. (Case cover part number
24229131) The case covers on some 98-04 application may have machining is-
sues allowing the case cover bore to be improperly positioned when compared to
the case cover dowel position.
86
Some 4T80E applications may experience a hard shift condition which may/may
not be followed by various driver information messages. Upon inspection, the
technician may find that a P0748 (DTC 76) DTC is set in the PCM memory. PCM
DTC P0748 (DTC 76) will set if:
x Command PCS amperage varies from actual PCS amperage by more than
0.05A
x The condition is present for longer than 1 second
x P0730 and/or P1811 DTCs are not set
If a P0748 (DTC 76) sets the PCM will:
x Command maximum line pressure
x Freeze adapts
x Display a service vehicle soon, service transmission message on the DIC
Several items may cause the a P0748 (DTC 76) including:
x An open, short to ground or short to voltage in circuit 1229 (Blue/White)
x An open or short to ground in circuit 1228 ( Red/Black)
x A faulty PCS- Replace the PCS
x Oil intrusion into the transmission pass thru connector. Remove the
connector and inspect for fluid contamination. If fluid is present, install the
updated harness. NOTE: This concern may also lead to other DTCs as well
as other symptoms
x On some PCM applications the PCS driver circuit (QDM) also is used to
operate the fuel injectors. On some of those applications engine oil has
been getting into the injector harness causing the DTC to set. Inspect the
injector harness and connectors then measure the injector resistances to
be certain a shorted injector or damaged/contaminated harness is not
responsible for your concern. Replace and repair as necessary
x Some PCM applications have experienced circuit board solder joint issues.
This issue was addressed on 9-6-04 for both production as well as
remanufactured PCM applications. If you are unable to find the root cause
for your concern and your PCM was manufactured prior to the above date
replace the PCM
4T80E
P0748 (Formerly DTC 76) DTC Set
Harsh Shifts
The major change for the 4T80E application for the mid 2005 model year is the
elimination of the VCC (Viscous Converter Clutch) for all models. The upgrade is
scheduled for the 1
st
quarter 2005. Replacing the VCC converter is a new Ec
Torque converter. (TCC converters will still be available on some applications as in
previous years) It should be noted that the update to an Ec system is designed
for VCC as well as some of the TCC applications. In addition it is imperative that
the updated parts/gaskets not be intermixed with parts/gaskets for the other
designs. To facilitate such a change several changes were required including:
x New Ec converters for all VCC applications
x Updated calibrations to enable Ec operation. In addition the new
calibration will change parameters required for setting 4 DTCs (P0741,
P0742, P2763 and P2764)
x An updated Case Cover Spacer Plate. Four Orifice dimensions were
changed and an Id hole was added to the NEW plate in the Left corner to
act as a quick identification marker when compared to the prior VCC
application spacer plate. Three Orifice dimensions were changed and an Id
hole was added to the NEW plate in the Left corner to act as a quick
identification marker when compared to the prior TCC application spacer
plate. The new spacer plate will service VCC and TCC applications. The
updated spacer plate will be available in a kit to allow the technician to
update prior VCC applications to an Ec application.
x An updated Case Cover Spacer Plate Gasket. One passage change was
required for the Ec application gasket. The updated gasket is included in
the service kit to update prior VCC applications
x An updated Valve Body Gasket. One passage change was required for the
Ec application gasket. The updated gasket is included in the service kit to
update prior VCC applications
x An updated converter clutch control valve spring and TCC enable spring are
used on all Ec applications. Both the TCC control spring and the TCC
enable spring are now the same spring tension and dimensions.
The update kit is available under part number 24233678 (Some TCC applications
such as export models) 24233679 (VCC applications)
4T80E
Updates 2005
88
4T80E
Updates 2005
An updated Case Cover Spacer Plate. Four Orifice dimensions were changed and
an Id hole was added to the NEW plate in the Left corner to act as a quick identifi-
cation marker when compared to the prior VCC application spacer plate. Three
Orifice dimensions were changed and an Id hole was added to the NEW plate in
the left corner to act as a quick identification marker when compared to the prior
TCC application spacer plate. The new spacer plate will service VCC and TCC
applications. The updated spacer plate will be available in a kit to allow the tech-
nician to update prior VCC applications to an Ec application.
(continued)
Case Cover Assembly Spacer Plate
(TCC ) Current Design
Case Cover Assembly Spacer Plate
(TCC ) New Design
Case Cover Spacer Plate
4T80E
Updates 2005
An updated Case Cover Spacer Plate Gasket. One passage change was required
for the Ec application gasket. The updated gasket is included in the service kit to
update prior VCC applications
(continued)
Case Cover Spacer Plate Gasket
90
4T80E
Updates 2005
An updated Valve Body Gasket. One passage change was required for the Ec
application gasket. The updated gasket is included in the service kit to update
prior VCC applications
(continued)
Valve Body to Spacer Plate Gasket
4T80E
Updates 2005
An updated converter clutch control valve spring and TCC enable spring are used
on all Ec applications. Both the TCC control spring and the TCC enable spring
are now the same spring tension and dimensions.
The update kit is available under part number 24233678 (Some TCC applications
such as export models) 24233679 (VCC applications)
(continued)
Valves and Springs
964 East Market St., Crawfordsville, IN 47933 Toll Free: 800-729-7763 Fax: 765-364-4576 www.raybestospowertrain.com
Raybestos developed the Z Pak
single-sided clutch system to solve the problem

of 3-4 clutch pack failure in the 4L60E. Other Z Pak solutions are coming soon.
Suitable for every rebuild including four-wheel drive, heavy duty and commercial
uses, Z Pak adds torque capacity and improves cooling to increase the life
and durability of the clutch pack. Thats the Raybestos Solution.
controller, they are
tunable to provide
high performance
for a variety of
applications.
In 1996,
disappointed with
the available
controllers on the
market, the three
founders of HGM
Automotive
Electronics began
the development of
the COMPUSHIFT.
After hundreds of
thousands of
dollars in
engineering and
development
expenses and hundreds of hours of road testing in
many different vehicles, COMPUSHIFT was born.
The HGM product line is continually being
enhanced and widened to support more
transmissions and specialty applications.
All HGM Automotive Electronics products are
designed and built in the USA.
CUSTOMER SUPPORT SERVICES
Tech Hotline . . . . . . . . . . . . . . . . . . . .877-744-3887
Web site: www.compushift.com
Dealers in Norway, Australia, Canada and the
United States
ADMINISTRATION
Mike Hoy . . . . . . . . .310-465-0220 or 877-744-3887
CATEGORY
Standalone electronic transmission controller to
retrofit electronic transmissions into other vehicles.
Supports 4L80-E, 4L60-E, 4L60-E transaxle,
AODE, 4R70W, E4OD, 4R100
PRODUCTS
Complete installation kit
COMPANY PROFILE
In the 1980s most automobile manufacturers
recognized the inherent advantages of a computer-
controlled automatic transmission. Government-
mandated automobile efficiency and emissions
standards, combined with the requirement for
drivability and durability from customers, placed a
high demand on the engine and transmission
controls.
Fortunately for the aftermarket enthusiasts, the
transmissions that were developed are strong,
versatile and offer great flexibility, provided that an
appropriate controller is used. Without a controller,
these transmissions are literally brain-dead. With a
COMPUSHIFT
by HGM Automotive
Electronics Inc.
24009 Hawthorne Blvd.
Torrance, CA 90505
Phone: 310-465-0220
Toll Free: 877-744-3887
Web site: www.compushift.com
S
u
p
p
l
i
e
r

P
r
o
f
i
l
e
s
COMPUSHIFT is a 20 MIP
DSP based computer that
was custom designed by
HGM Automotive
Electronics Inc. as an
Electronic Transmission
Controller. COMPUSHIFT
is NOT a modified factory computer, and it does NOT need a
laptop or PC to be completely programmed. COMPUSHIFT is
designed and manufactured in the United States. The CPU is
manufactured by an ISO 9000 certified, high-reliability
aerospace manufacturer using the latest computer
automated multilayer surface-mount manufacturing
technique. Every unit is tested in a custom designed ATE
station, and all components are military temperature rated. A
complete thermal, worst-case and stress analysis has been
performed upon The COMPUSHIFT unit.
Acculink TPS
New construction
DACCO'S PERFORMANCE PLUS TORQUE CONVERTERS LAP THE FIELD FOR
STREET, COMPETITION, AND COMMERCIAL APPLICATIONS. WHETHER IT'S DIRT
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MENT. BASED UPON PERFORMANCE REQUIREMENTS, FEATURES AVAILABLE
INCLUDE FURNACE BRAZING, BEARING PACKAGE, STEEL SPLINES, BALLOON
PLATES, DOUBLE REINFORCING, HARD STATOR OR DIODE STATOR, MOUNTING
STUD REINFORCEMENT, BALANCING AND HEAVY DUTY MULTIPLE CLUTCH UNITS
WITH BILLET MOUNTING COVER. IF YOU WANT THE COMPETITIVE ADVANTAGE,
LOOK TO PERFORMANCE PLUS AND ENGAGE THE POWER!
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1-800-44-DACCO www.daccoperformance.com
THERES ONLY
ONE LEAK
YOUR
CUSTOMERS
SHOULD HAVE
TOPULL OFF
THE ROAD FOR.
The last thing you or your customers want on a
rebuilt transmission is a front seal leak. But thats a
messy problem with many popular trucks and SUVs.
Unfortunately, the original silicone rubber used on
the OE front pump seal isnt as compatible as it
should be with their new fluid. So they may leak
at low mileage, particularly under
heavy stress.
A better solution
Enter Precision Internationals exclusive Viton
rubber front seal (#16601EV). It holds up where the OE style
fails, offering superior durability and
wear resistance under high
temperatures and the most
demanding applications.
Trust Precision
You can find our Viton seal in several of our
thoroughly tested transmission repair kits.
As an industry leader, Precision International
is constantly monitoring the OEMs for
product changes and updates.
And our technical advisory
group is excellent at solving
problems before they become
one for you.
For more information, contact
your local distributor or
Precision International today.
Precision Internationals Exclusive Viton
Rubber Front Seal

Is The Solution For Front Pump Seal Leaks On Many Popular Trucks And SUVs.
The Problem Solvers.
210 Knickerbocker Ave., Bohemia, NY 11716
(631) 567-2000 Fax (631) 567-2640 Toll Free: 800-872-6649
Florida Office:
455 Lakeview Drive, Coral Springs, FL 33071
(954) 509-9950 Fax (954) 509-9945
E-mail: sales@transmissionkits.com
www.transmissionkits.com
Raybestos developed the new X-32 friction material to solve the problem of extreme heat and
wear that results from high-energy loading in certain problematic clutch packs, high stress driving
conditions and heavy duty vehicles. X-32 is standard equipment on the Z Pak single-sided
clutch system. Use of the X-32 material was found to measurably increase clutch pack
performance and durability. Thats the Raybestos Solution.
FORD FORD FORD FORD FORD
97
F ORD
Secti on
Its the quickest, simplest way to find those hard-to-find fixes! Access ATRA Online from any computer with an internet connection
and gain access to all of ATRAs technical information in one central location...the ATRA Tech Center. Email the ATRA technicians
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technicians, fewer hours spent on customers vehicles and much happier returns on your investment.
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www.atraonline.comor call (805) 604-2000
www.atraonline.com
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GEARS Magazine
Technical
Management
Classified
Career Center
100
Vehicles equipped with the 6.0L engine may exhibit a no start or engine misfire
codes. Multiple root causes can create these symptoms, including the Fuel Injec-
tion Control Module (FICM).
There are a couple of areas to look, at the wiring and the FICM. If the FICM is
suspected to be the root cause, refer to the following procedure to verify the FICM
is at fault before replacement.
NOTE: Verify the scanner has the latest level and the vehicle is updated to the latest
calibration. Calibration issues and related Powertrain components can also cause this
problem.
The most common symptoms of a failed FICM are a no start or multiple misfire
codes that can not be removed. Diagnostic codes U0105 and/or P0611 may also
be present. Symptoms other than these are not likely to be caused by the FICM.
If the FICM is replaced, it will not contain the necessary software. It must be programmed
prior to use.
Check for FICM wiring harness for chafing. Perform a wiggle test to verify the
integrity of the connections at the FICM and injectors. Its common to see DTCs
P2614 and P2617 as a result of wire chafing. It is often necessary to push on the
engine/injector harness to duplicate a ground out condition. Ensure the FICM
connectors are fully seated. If any wire chafing is noted, repair as necessary and
evaluate the vehicle. If the condition is corrected, return the vehicle to customer.
If no wiring chafes are located proceed with the following pages.
NOTE: Some common chafing locations are:
1. The upper left valve cover
2. Valve Cover Bolt areas
3. Near the intake bolts
4. Under and near the FICM
TorqShi f t
6.0L Diesel No Start, Misfire Codes
101
Set up your scanner to test the FICM power and grounds by selecting these PIDS:
1. FICM_VPWR
2. FICM_LPWR
3. FICM_MPWR
4. B+
Monitor PIDS for the following values:
FICM_VPWR: FICM vehicle power from ignition switch voltage = battery voltage
FICM_ LPWR: FICM logic power from fuse, FICM relay voltage = battery voltage
FICM_MPWR: Internal FICM power voltage = 47-50 volts
B+: Battery Voltage
If all of the above readings are within range, proceed with the following pages.
If any of the above are out of range, disconnect the three FICM connectors and
inspect condition of connector, pins, and wiring at the connector, paying close
attention for wiring chafes. Repair any issues and evaluate the vehicle, if the
condition is corrected return the vehicle to the customer.
6.0L Diesel No Start, Misfire Codes (continued)
TorqShi f t
102
TorqShi f t
103
TorqShi f t
PIN Circuit Circuit Function PIN Circuit Circuit Function
1 574 (BK/PK) Ground 17 Not Used
4 876 (DG/LG)
Fuel Injector Control Module (FICM) Power
Relay, Switched Power 20 Not Used
5 54 (LG/YE) Fuel Delivery Command 21 Not Used
6 Not Used 22 574 (BK/PK) Ground
7 1717 (VT/OG)
Voltage Supplied in Start and Run (Overload
Protection) 23 876 (DG/LG)
Fuel Injector Control Module (FICM)
Power Relay, Switched Power
8 814 (WH/BK)
Fuel Injector Control Module (FICM) Power
Relay, Switched Power, Fuse Feed 24 876 (DG/LG)
9 878 (PK/YE) Powertrain Control systems, Communications 25 876 (DG/LG)
10 56 (DB/OG) Cylinder Idenification 26 574 (BK/PK) Ground
11 Not Used 27 3098 (RD/YE)
Power Relay, Control
12 Not Used 28 Not Used
13 Not Used 29 Not Used
14 Not Used 30 69 (RD/LG) CAN Bus 2H
15 Not Used 31 70 (LB/WH) CAN Bus 2L
16 Not Used 32 57 (BK) Drain Wire
If the condition is still present use your voltmeter to check the following:
Check for B+ voltage at pin 27 of connector 1388c with the KOEO. If there is no
voltage present, or low voltage is present, check circuit 3098 for a open. If B+ is
present, jumper pin 27 of connector 1388c to a good battery ground.
Check for B+ voltage at pins 4, 7, 8, 23, 24, 25. If no or low voltage is found at any
pin, repair as necessary.
If B+ is present at all pins, replace the FICM and return vehicle to customer.
NOTE: If the FICM is replaced it will not contain software, it must be programed prior to
use.
Pin 27
104
TorqShi f t
Erratic Line Pressure
A failed solenoid can cause line pressure to bounce from 20 to 200 psi. Symptoms
include erratic shift patterns, harsh shifts, soft shifts, flare shifts. The TorqShift
transmission has a shift strategy system which allows the PCM to adjust the
pressure of the transmission, allowing the transmission to shift the same way
every time. To properly diagnose the solenoid, use your scanner and pressure
gauge simultaneously. Compare the two reading to determine if the PCM is the
cause or if the solenoid has failed.
Pressure Control Solenoid Failure
(PCA)
Line Pressure
Control Solenoid
(SSPC- B)
Overdrive Control
Sol enoi d
(SSPC- A)
Coast Clutch Control
Pressure Solenoid
(SSPC- E)
Low/Reverse
Control Solenoid
(SSPC- D)
Direct Control
Sol enoi d
(SSPC- C)
Intermedi ate
Control Solenoid
(2)Two 3C3Z-7J136-AA (Coast and the Direct Clutch Solenoids)
(4)Four 3C3Z-7J136-BA (L/R, Intermediate, O/D, TCC Solenoids)
(1)One 4C3Z-7G383-AA (Line Pressure Control Solenoid)
TCC Control
Sol enoi d
105
TorqShi f t
Harsh Shifts Caused by the Wrong Fluid
You must use Mercon SP ATF. Using Mercon V may cause harsh shifts, overheat-
ing, possible delayed engagements, and erratic shifts. These symptoms can be
evident within the first test-drive.
Mercon SP ATF
106
TorqShi f t
Harsh Shifts
Harsh shifts may be caused by the solenoid body harness being damaged. You
may not see codes associated with this concern. Using your scanner, check the
command from the PCM to the solenoid, if the PCM command to the solenoid is
correct, remove the pan and check the solenoid harness.
Solenoid Body Harness Damaged
107
TorqShi f t
Internal Transmission Wiring Harness or Solenoid Body
Replacement Service Tip
Super Duty F-Series or Excursion
Earlier Solenoid Body and Harness
with Switches
Updated Solenoid Body and Harness
without Switches
The new solenoid harness does not have pressure switch connectors and is no
longer required. The new harness supersedes all harnesses. A PCM reprogram is
recommended.
108
Some 2003-2004 Super Duty F-Series or Excursion vehicles built before 11/14/
2003 with a 6.0L diesel engine and TorqShift transmission may exhibit a harsh
disengagement when shifting from reverse to park. A clunk may also be heard
during this disengagement. To correct this condition, replace the original solenoid
body manual valve with a redesigned part 4C3Z-7D376-AA. To perform this repair,
first remove the solenoid body assembly. Replace the manual valve with the rede-
signed valve. Use a new solenoid body-to-case gasket (3C3Z-7C155-DA) during
reinstallation, clean and reuse the bottom pan gasket, and top off with Mercon SP
transmission fluid.
TorqShi f t
2003 Super Duty F-Series or Excursion
Harsh Disengagement When Shifting From Reverse to Park
109
Torqshi ft
Some 2003-2004 Super Duty F-Series or Excursion vehicles equipped with a 6.0L
DIT and Torqshift transmission may exhibit a no crank/no start. DTCs P1705 (TR
circuit not indicating park/neutral during self test) P0706 (TR-P sensor frequency
fault) and P0707 (TR-P sensor circuit duty cycle low input) may be present. If low
voltage is found at the transmission range position sensor (TR-P) Pin 21 (3-4 volts)
circuit 371, electrically disconnect the cooling fan clutch and retest the voltage. If
the voltage now reads battery voltage and the vehicle cranks and starts, verify with
a short test drive that the codes do not return. Do not service the transmission or
replace the transmission range position sensor (TR-P) for this condition. Refer to
the appropriate wiring diagram and service manual section to diagnose and ser-
vice the cooling fan.
No Crank/No Start with Low TR-P Voltage
2003 Super Duty F-Series or Excursion Equipped with 6.0L DIT
Th e
Transmission
Range Sensor is
internal and
located on the
manual shaft.
110
E4OD/4R100
Check Ball Identification and Symptom Chart
Repeated failures are caused by only two types of problems: parts or technique.
If a part is causing the failure, it should be no surprise that using the same no-
good part causes the same failure.
If the problem is technique, it means a process you are doing is actually causing
the failure. An example would be drilling out a separator plate hole, changing the
servo size, or leaving a checkball out. Sure, there are valid reasons for making
modifications.
Checkballs are one of those technique issues: yeah, leave that checkball out for a
better 2-3 shift. Weve all heard it, and weve all done it at one point or another,
sometimes successfully, sometimes were not so sure. But what we can be sure of
is what those little checkballs do, and what effect leaving them out will have.
Early 1989 E4ODs
The first E4OD had 16 checkballs.
Late 1989 E4ODs
The second release of the E4OD was during the mid-year production. This change
omitted CB3, CB4 and CB5. These are orificing checkballs for the intermediate,
overdrive and direct accumulators. When these checkballs were omitted, so were
the separator plate holes where they seated.
Leaving these checkballs out on an early 1989 model will cause a slide-bump
during the shifts. Leaving the check balls in will cause no problem in late 89.
1990 1993 E4ODs...
In 1990, Ford omitted CB12 and BS5. BS5 was a shuttle for direct clutch oil and
would shuttle between the direct clutch accumulator feed and engagement con-
trol valve feed. This ball didnt do anything in reverse, and wasnt needed for third
because the engagement control valve blocked fluid flowing back through the
system.
CB12 worked with BS5 in that it was part of the direct clutch feed circuit. It sim-
ply forced any oil on one side of BS5 to go through the engagement control valve
during the apply, and then allowed for a quick drain of the circuit during release
(reverse only).
111
E4OD/4R100
Check Ball Identification and Symptom Chart (continued)
1990 1993 E4ODs...(continued)
After the spearator plate hole for CB12 was eliminated, there was no more need
for BS5. These two checkballs are a matched set; that is, it either has both or
neither. If you install them on models that dont use them its no big deal; they
wont interfere with anything.
If you leave out the BS5 on models that require it, direct clutch oil will leak from
the CB12 plate hole in third gear regardless of whether you install the CB12
ball. When they eliminated CB12 they got rid of the hole in the plate for it. If your
plate doesnt have a hole for CB12, leave both balls out (CB12 and BS5).
If you leave out CB12 on models that use it, itll bypass the engagement control
valve during reverse engagements, resulting in a more aggressive engagement in
reverse.
1994 1995 E4ODs
Some 94-95 repair manuals labeled CB13 as CB12 in the hydraulics and in the
check ball ID section. The function of this ball has always been the same. Its still
the same ol checkball in the lower valve body section thats been around since
the beginning.
1996 On E4ODs
The changes in 1996 include two checkballs that were added (CB15 and CB16)
and BS6 was moved from the case to the lower valve body. This change was to
prime the low/reverse circuit in 1
st
gear, park and neutral.
Moving BS6 to the lower valve body put it near the SS2 (shift solenoid 2) circuit,
so low/reverse clutch oil would dump when SS2 came on for the shift to 2
nd
. In
addition, the 1-2 manual transition valve prevents SS2 oil from reaching the 1-2
shift valve until the low/reverse clutch is fully drained. CB16 is part of that cir-
cuit.
If you forget to install CB16, you may not realize it for a while. Thats because itll
only leak low/reverse oil in manual low; reverse will be fine. BS6 was eliminated
on some models and the reverse circuit to it was eliminated. But if you leave it out
on models that use it, the transmission will shift 1-4, or in some cases (depending
on condition of SS2) youll get a 1-3-4 shift. Some models dont use BS6, but it
wont cause any problem if you accidentally install it, because the hole in the
separator is oblong, so the ball wont seal the hole. If the plate has two holes over
the bath tub you must use a check ball in that location. If the plate has one hole,
do not install a check ball.
112
E4OD/4R100
1996 On E4ODs
The CB15 is used in the exhaust circuit of the L/R modulator valve. The idea is
that anytime you block off a regulator valve exhaust circuit itll open fully to line
(or whatever is feeding the circuit). So in park or neutral the L/R modulator valve
primes the L/R clutch circuit, and CB15 allows the L/R modulator valve exhaust
circuit to drain.
When you go to reverse, reverse oil begins to flow through the circuits, pushing
CB15 into the L/R modulator valve exhaust, and BAM! the low/reverse clutch
applies. Applying the L/R clutch before the direct clutch in reverse makes for a
much smoother apply. The L/R clutch will still apply if you leave out CB15, but
not as quickly, so you may get a bang going from park to reverse.
The Rest of the Checkballs
So far weve only talked about the checkballs that have changed over the years.
Lets do a quick rundown on the ones that havent changed:
CB1: Blocks manual 2 and L oil going to the 4-3-2 manual timing valve from
leaking through the reverse circuit. Leave it out and itll dump line oil out of the
manual control valve.
CB6: Orificing checkball for the direct clutch exhaust. During a 3-2 kickdown it
forces direct clutch oil to drain through an orifice, slowing the release. If you leave
it out, youll get a clunk on a 3-2 kickdown.
CB7: Orificing checkball for the overdrive clutch exhaust. During a 4-3 kickdown
it forces overdrive clutch oil to drain through an orifice, slowing the release. If you
leave it out, youll get a clunk on a 4-3 kickdown.
CB8: Orificing checkball for the coast clutch apply. If you leave it out, youll get a
clunk when the coast clutch applies for engine braking.
CB9: Orificing checkball for intermediate servo apply. If you leave it out, the inter-
mediate band will apply more aggressively during a manual 3-2 downshift.
CB14: Orificing checkball for intermediate clutch release. If you leave it out youll
get a clunk on the 2-1 kickdown.
113
E4OD/4R100
The Rest of the Checkballs
BS1: Shuttles between reverse oil and manual 2/low oil to stroke the coast clutch
shift valve. If you leave it out, line oil dumps through the manual control valve in
all of these ranges not to mention the coast clutch wont apply for engine brak-
ing, except in drive when you cancel OD.
BS2: Shuttles between SS2 oil and manual 2 oil to stroke the 1-2 shift valve and
L/R modulator valve. If you leave it out, the transmission will shift from 1
st
to 4
th
.
That is, when the computer commands 2
nd
it stays in 1
st
. When it commands 3
rd
, it
goes to 4
th
(just like BS6 on 1996-98 model E4ODs). The problem is, if the SS2 is
stuck off itll cause the same thing, so be careful. One more thing, depending on
the condition of SS2, and well it flows, you may get a 1-3-4 shift.
BS3: Shuttles between reverse/manual 2 oil and the coast clutch solenoid to
stroke the coast clutch shift valve. If you leave it out, you wont have any engine
braking when you cancel overdrive. Youll also lose engine braking in reverse,
manual 2 and manual low, just like leaving out BS1.
114
E4OD/4R100
Ball Location Early 1989 Late 1989 1990-93 1994-95 1996-on 4R100
CB1 X X X X X X
CB3 X {1}
CB4 X {1}
CB5 X {1}
CB6 X X X X X X
CB7 X X X X X X
CB8 X X X X X X
CB9 X X X X X X
CB12 X X
CB13 X X X {2} X X X
CB14 X X X X X X
CB15 X X
CB16 X X
BS1 X X X X X X
BS2 X X X X X X
BS3 X X X X X X
BS5 X X {3}
BS6 {4} X X X X X {5} X {5}
All Checkball Locations For E4OD and 4R100
{1} CB3, CB4, CB5 (See early 89 check ball location page) If the plate has seats
for these check balls, a ball must be installed.
{2} Some 94-95 manuals labeled CB13 as CB12 in the hydraulics and in the
check ball ID section. The function of this ball has always been the same.
{3} 5/16 steel ball in late 89
{4} 89-95-BS6 Check ball was located in the case. 96-on BS6 was moved to the
upper Valve body. (Also see note #5)
{5} The BS6 check ball was deleted in some models. If the plate has two holes
over the bath tub you must use a check ball in that location. If the plate has one
hole, do not install a check ball.
115
E4OD/4R100
Ball Location Comments Complaint
CB1 Low line in Manual 2 and L
CB3 1-2 Slide Bump
CB4 3-4 Slide Bump
CB5 2-3 Slide Bump
CB6 Harsh 3-2 kickdown
CB7 Harsh 4-3 Kickdown
CB8 Clunk when applying the coast clutch
CB9 Harsh manual 3-2 coastdown shift
CB12 1994-95 Aggressive forward engagement
CB13 Except '94-95 Aggressive forward engagement
CB14 Harsh 2-1 Kickdown
CB15 96-on Bump into Reverse
CB16 96-on Repeat Low/Reverse Clutch Failure
BS1
BS2 Shifts 1-4*
BS3 No coast clutch apply
BS5 89 only Slips in third and fourth, Burnt Direct Clutch
BS6 1989-95 Low line in Reverse and Manual 2
BS6 1996-on some models Low line in Reverse and Manual 2, Shifts 1-4*
*Can shift 1-3-4 depending on the condition of SS2
No Coast clutch apply. Low line in Reverse, Manual 2 &L.
The coast clutch will work in Drive when you cancel OD
Common Complaint Associated to Missing or Damaged Check Balls
116
Early 1989
E4OD/4R100
*
CB3, CB4, CB5
If the plate has seats for these check balls, a ball must be installed.
117
E4OD/4R100
Early 1989
118
E4OD/4R100
Late 1989
*
CB3, CB4, CB5 (See early 89 check ball location page)
If the plate has seats for these check balls, a ball must be installed.
119
E4OD/4R100
Late 1989
120
E4OD/4R100
1990-1995
121
E4OD/4R100
1990-1995
Some 94-95 manuals labeled CB13 as CB12 in the hydraulics and in the check
ball ID section. The function of this ball has always been the same.
122
E4OD/4R100
Check Ball Identification and Symtom Chart (continued)
1996-On
Some manuals labeled CB 14 and CB 9 incorrectly.
123
E4OD/4R100
Check Ball Identification and Symtom Chart (continued)
1996-On
The BS6 check ball was deleted in some models. If the plate has two holes over
the bath tub you must use a check ball in that location. If the plate has one hole,
do not install a check ball.
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126
5R55N/W/S
Checkball Locations
5R55N
Check ball locations are important. The 5R55N tansmission only uses two check
balls and one limit valve. Take note of the locations and always replace the check
balls during reassembly.
127
5R55N/W/S
Checkball Locations (continued)
5R55W/S
Not every 5R55W/S transmission has a third check ball. If you mismatch the
separator plate you can cause serious failure to the transmission.
If you have two holes in the plate over the bath tub area, it will require a check ball. If
your separator plate has only one hole then, no check ball should be installed.
128
5R55N/W/S
Solenoid Applications
5R55N ONLY:
(2000-2002)
XW4Z-7G391-AC (Engineering Part Number XW4P-7G391-AE)
5R55W/S:
(2002-2003 ONLY)
1L2Z-7G391-AE (Engineering Part Number 1L2P-7G391-AF)
5R55S:
(2004)
4L2Z-7G391-AA (Engineering Part Number 4L2P-7G391-AA)
NOTE: Due to the different solenoid transfer functions and calibrations do not use this
solenoid body for 2002-2003 5R55W/S models .
Not every solenoid body is the same. When replacing the solenoid body, be sure
to reference the part numbers with the correct model.
129
ValveBody Separator Plate Identification
5R55N/W/S
Year Model Transmission Engine Separator Plate Part Number
2002 T-BIRD 5R55N V8-3.9L XW4Z-7Z490-AA
2003-2004 T-BIRD 5R55S V8-3.9L 3W4Z-7Z490-AA (11/18/02-07/14/03)
2004-2005 T-BIRD 5R55S V8-3.9L 4W4Z-7Z490-AA (AFTER 07/14/03)
2005 MUSTANG 5R55S V6-4.0L V8-4.6L 4W4Z-7Z490-AA (AFTER 07/14/03)
1999-2001 S-TYPE JAGUAR 5R55N V6-3.0L V8-4.0L
2002-2003 EXPLORER/MOUNTAINEER 5R55W/S V6-4.0L V8-4.6L 1L2Z-7Z490-AB
2004-2005 EXPLORER/MOUNTAINEER 5R55S V6-4.0L V8-4.6L 4L2Z-7Z490-AA
2003-2005 AVIATOR 5R55S
TRANS ID(3L2P-E,
3L2P-F)
1L2Z-7Z490-AB
2004-2005 AVIATOR 5R55S
TRANS ID(4L2P-E,
4L2P-F)
4L2Z-7Z490-AA
2003-2005 LINCOLN LS 5R55S V6-3.0L V8-3.9L 3W4Z-7Z490-AA
2000-2002 LINCOLN LS 5R55N V6-3.0L V8-3.9L XW4Z-7Z490-AB
2000 LINCOLN LS 5R55N
TRANS ID (XW4P-A,
XW4P-B)
XW4Z-7Z490-AA (REPLACED BY A NEW
VALVE BODY PER FORD PART# 2W4Z-
7A100-AA)
Vehicle Application Chart
130
Valve Body Separator Plate Identification
5R55N/W/S
2002 T-Bird, 2000-2002 Lincoln LS Only
XW4Z-7Z490-AB
131
5R55N/W/S
2002-2003 Exploer/Mountaineer, 2003-2005 Aviator
1L2Z-7G490-AB
132
5R55N/W/S
2004-2005 Explorer/Mountianeer, 2004-2005 Aviator
4L2Z-7Z490-AA
133
5R55N/W/S
2003-2004 T-Bird, 2003-2005 Lincoln LS
3W4Z-7Z490-AA
134
5R55N
Valve Body Exploded View
135
5R55N
Valve ID Valve Description
1 Manual Valve
2 Select Valve
3 Modulator Valve
4
Forward Engagement Control Valve
5 TCC Back Pressure Valve
6
(A) TCC Modulator Control Valve
(B) TCC Modulator
7
TCC Control Valve
8 (A) Thermo Valve Assembly
(B) Fluid Cooler Bypass Valve
9 (A) Coast Clutch Control Valve
(B) Overdrive Servo Control Valve
10 Modulator Valve
11 4-3 ISR Downshift Control Valve
12 4-3 Prestroke Intermediate Band Control Valve
13 (A) Reverse Engagement Valve
(B) High Clutch Control Valve
14 Reverse Modulator Valve
15 Rear Servo Control
16 (A) Booster Valves
(B) Main Regulator Valve
17 (A) Reverse Inhibition Valve
(B) Solenoid Regulator Valve
136
5R55S/W
137
5R55S/W
Valve ID Valve Description
1 Manual Valve
2 Rear Servo Control Valve
3 RS ISA Select Valve
4
Forward Engagement Control Valve
5 Overdrive Servo Control Valve
6
(A) TCC Modulator Control Valve
(B) TCC Modulator
7 (A) Thermo Valve Assembly
(B) Fluid Cooler Bypass Valve
(C) TCC Control Valve
8 (A) Coast Clutch Valve
(B) TCC Back Pressure Valve
9 VFS2 Modulator Valve
10 Intermediate Servo Release Valve
11 Direct Clutch Control Valve
12 Reverse Modulator Valve
13 Reverse Engagement Valve
14 VFS1 Modulator Valve
15 (A) Booster Valve
(B) Main Regulator Valve
16 (A) Converter Rielief Valve
(B) Solenoid Regulator Valve
138
5R55N
Component Application Chart
Overdrive
Band
Intermediate
Band
Reverse
Band
Forward
Clutch
Intermediate
Clutch Direct Clutch Coast Clutch
REVERSE
A
3
A
3
Ac
2
1st
A
3
2nd
A
3
A
3
3rd
A
3
A
3
4th
A
3
A
3
A
3
5th
A
3
A
3
A
3
A
3
1st
a
Ac
2
A
3
Ac
2
2nd
a
A
3
Ac
2
A
3
3rd
a
A
3
A
3
Ac
2
4th
a
A
3
A
3
A
3
Ac
2
MAN. 3rd
Ac
2
A
3
A
3
Ac
2
MAN. 2nd
A
3
Ac
2
A
3
MAN. 1st
Ac
2
A
3
Ac
2
Band and Clutch Application Chart A
3 A= Applied
a (overdrive canceled)
2 Ac= Applied to carry coast torque
139
Drive Coast Drive Coast Drive Coast
REVERSE
H
5
OR
6
NE
7
NE
7
YES
1st
H
5
OR
6
H
5
OR
6
NE
7
NO
2nd
OR
6
OR
6
H
5
OR
6
NE
7
NO
3rd
H
5
OR
6
OR
6
OR
6
H
5
OR
6
NO
4th
H
5
OR
6
OR
6
OR
6
OR
6
NO
5th
OR
6
OR
6
OR
6
OR
6
OR
6
YES
1st
a
H
5
OR
6
H
5
OR
6
NE
7
YES
2nd
a
OR
6
OR
6
H
5
OR
6
NE
7
YES
3rd
a
H
5
OR
6
OR
6
OR
6
H
5
NE
7
YES
4th
a
H
5
OR
6
OR
6
OR
6
OR
6
Yes
MAN. 3rd
H
5
OR
6
OR
6
OR
6
H
5
NE
7
YES
MAN. 2nd
OR
6
OR
6
H
5
OR
6
NE
7
YES
MAN. 1st
H
5
OR
6
H
5
OR
6
NE
7
YES
5
Band and Clutch Application Chart B
O/D One-Way Clutch Low One-Way Clutch Engine
Braking
Intermediate One-way
Clutch
H 5 =Hold
OR 6 =Overrunning
NE 7 =No Effect
5R55N
140
5R55N/W/S
Year Model Transmission Engine
2000-2002 T-BIRD 5R55N V8-3.9L
2002-2005 T-BIRD 5R55S V8-3.9L
1999-2001 S-TYPE JAGUAR 5R55N V6-3.0L V8-4.0L
2002 EXPLORER/MOUNTAINEER 5R55W/S V6-4.0L V8-4.6L
2003-2005 EXPLORER/MOUNTAINEER 5R55S V6-4.0L V8-4.6L
2002-2005 LINCOLN LS 5R55S V6-3.0L V8-3.9L
2000-2001 LINCOLN LS 5R55N V6-3.0L V8-3.9L
2005 MUSTANG 5R55S V6-4.0L V8-4.6L
5R55W/S
5R55N
141
5R55W/S
Overdrive
Band
Intermediate
Band Reverse Band
Forward
Clutch Direct Clutch Coast Clutch
REVERSE
A
a
A
a
Ac
b
1st
A
a
2nd
A
a
A
a
3rd
A
a
A
a
4th
A
a
A
a
5th
A
a
A
a
A
a
1st
c
A
a
2nd
c
A
a
A
a
3rd
c
A
a
A
a
4th
c
A
a
A
a
Ac
b
MAN. 3rd
Ac
b
A
a
Ac
b
MAN. 2nd
A
a
Ac
b
A
a
MAN. 1st
Ac
b
A
a
Ac
b
Band and Clutch Application Chart A
A a = Applied
Ac b = Applied to carry coast torque
(D) c = Position (overdrive canceled)
142
Drive Coast Drive Coast
REVERSE
H
a
OR
b
NE
c
NO
1st
H
a
OR
b
H
a
OR
b
NO
2nd
OR
b
OR
b
H
a
OR
b
NO
3rd
H
a
OR
b
OR
b
OR
b
NO
4th
H
a
OR
b
OR
b
OR
b
NO
5th
OR
b
OR
b
OR
b
OR
b
YES
1st
d
H
a
OR
b
H
a
OR
b
YES
2nd
d
OR
b
OR
b
H
a
OR
b
YES
3rd
d
H
a
OR
b
OR
b
OR
b
YES
4th
d
H
a
OR
b
OR
b
OR
b
Yes
MAN. 3rd
H
a
OR
b
OR
b
OR
b
YES
MAN. 2ND
OR
b
OR
b
H
a
OR
b
YES
MAN. 1ST
H
a
OR
b
H
a
OR
b
YES
Band and Clutch Application Chart B
Direct One-Way Clutch Low One-Way Clutch Engine
Braking
5R55W/S
H a =Hold
OR b =Overrunning
NE c =No Effect
(D) d = Position (overdrive canceled)
143
5R55W/S
2002 Computer Pin Charts for Explorer/Mountaineer
4.6L Explorer/Mountaineer
KOEO Hot Idle 30 MPH 55 MPH
FPM A02 .1/OFF VBAT/ON VBAT/ON VBAT/ON DCV/OFF-ON
ILC A08 0 9 9 9 DCV
FEPS A13 0.1 0.1 0.1 0.1 DCV
PATSIN A14 VBAT VBAT VBAT VBAT DCV
4X4(L) A23 VBAT/OFF VBAT/OFF VBAT/OFF VBAT/OFF DCV/OFF-ON
BPS A28 VBAT/OFF .1/ON (E) VBAT/OFF VBAT/OFF DCV/OFF-ON
SCMA A29 VBAT VBAT VBAT VBAT DCV
DCV/
OPEN-CLOSED
MAF V A31 0 .7-.9 1.2-1.4 1.5-2 DCV
SCMB A36 VBAT VBAT VBAT VBAT DCV
BPP A40 .1/OFF VBAT/ON (E) .1/OFF .1/OFF DCV/OFF-ON
TCS A41 .1/OFF VBAT/ON (G) .1/OFF .1/OFF DCV/OFF-ON
SCMC A46 VBAT VBAT VBAT VBAT DCV
ACDS A47 0.1 0.1 0.1 0.1 DCV
ACCS A50 .1/OFF VBAT/ON (A) .1/OFF .1/OFF DCV/OFF-ON
1.7-3.5/120-50 1.7-3.5/120-50 1.7-3.5/120-50 1.7-3.5/120-50
(K) (K) (K) (K)
FTP V/FTP A52 2.6/0 2.6/0 2.6/0 2.6/0 DCV/IN-H2O
SCCS A57 5 5 5 5 DCV
TR V/TR B09 0/PARK 0/PARK 2/OD 2/OD DCV/MODE
TR 4 B10 0 0 VBAT VBAT DCV
HCDS B21 0 200 620 1185 Hz
TFT B23 .5-2.4/210-110 .5-2.4/210-110 .5-2.4/210-110 .5-2.4/210-110 DCV/DEG
885-1000/
2100-2400
DCV/DEG
OSS B26 0 0 460/1250 Hz/RPM
.1/OPEN .1/OPEN
IAT A51
ACP V/ACP A30 .1/OPEN .1/OPEN
Sensors/Inputs
PCM Pin/PID
only
Measured/PID Values
Units Measured/PID
144
5R55W/S
O2S12 B28 0.1 (D) (D) (D) DCV
O2S22 B29 0.1 (D) (D) (D) DCV
CHT C40 .6 or 3.7/194 .6 or 3.7/194 .6 or 3.7/194 .6 or 3.7/194 DCV/DEG
DPFEGR C41 .95-1.10 .95-1.10 .95-4.65 .95-4.65 DCV
O2S21 C44 0 switching (C) switching (C) switching (C) DCV
O2S11 C45 0 switching (C) switching (C) switching (C) DCV
KS1 C51 0 0 0 0 DCV
KS2 C52 0 0 0 0 DCV
CID C53 0 6 12-Nov 16 Hz
CKP C55 0 400 800 970-1050 Hz
TPV C57 .53-1.27 .53-1.27 1.3-1.5 1.5-1.8 DCV
CPP/PNP PID ON ON OFF OFF OFF/ON
FLI PID 50 50 50 50 %
GEAR PID 1 1 4 5 GEAR
LOAD PID (L) 16-23 20 25 %
MISF PID OFF OFF OFF OFF OFF-ON
NO RETARD/
RETARD
RPM PID 0 890 1350 1650 RPM
VSS PID 0 0 30 55 MPH
EVAPCV A06 0 0-10/0-100 0-10/0-100 0-10/0-100 Hz/%
VSO A07 0 0 65 125 Hz
WAC A09 VBAT/OFF .1/ON (A) VBAT/OFF VBAT/OFF DCV/OFF-ON
TPO A10 15-Jan 15-Jan 1.4/18 1.8/20 DCV/%
PATSOUT A11 11.3 11.8 11.8 11.8 DCV
EVAPPDC A12 0 0-10/0-100 0-10/0-100 0-10/0-100 Hz/%
ACF A19 0.1 0.1 0.1 0.1 DCV
PATSIL A22 11.3 11.8 11.8 11.8 DCV
PATSTRT A39 0.1 0.1 0.1 0.1 DCV
SCC A45 VBAT VBAT VBAT VBAT DCV
FP A58 VBAT/0 .1/100 .1/100 .1/100 DCV/%
SS1 B01 .1/ON .1/ON VBAT/OFF VBAT/OFF DCV/OFF-ON
Actuators/
Outputs
PCM Pin/PID
only
Measured/PID Values
Units Measured/PID
NO RETARD NO RETARD OCTADJS PID NO RETARD NO RETARD
145
5R55W/S
SS2 B02 VBAT/OFF VBAT/OFF VBAT/OFF VBAT/OFF DCV/OFF-ON
SS3 B03 VBAT/OFF VBAT/OFF VBAT/OFF .1/ON DCV/OFF-ON
SS4 B04 .1/ON .1/ON .1/ON .1/ON DCV/OFF-ON
TCC B05 VBAT/0 VBAT/0 VBAT/0 .2/100 DCV/%
EPC B07 5.8 7.6 10.3 10.6 DCV
EPC3 B12 5.9 7.7 12.3 VBAT DCV
EPC2 B13 8.2 10 8.2 10.8 DCV
HTR12 B15 .2/ON (P) .2/ON (P) .2/ON (P) .2/ON (P) DCV/OFF-ON
HTR22 B16 .2/ON (P) .2/ON (P) .2/ON (P) .2/ON (P) DCV/OFF-ON
CDD C01 VBAT VBAT VBAT VBAT DCV
INJ1 C02 0 3.3-3.8 5.1 7-Jun mS
HTR11 C07 .1/ON (P) .1/ON (P) .1/ON (P) .1/ON (P) DCV/OFF-ON
HTR21 C08 .1/ON (P) .1/ON (P) .1/ON (P) .1/ON (P) DCV/OFF-ON
IAC C09 VBAT/0 9.8/28 8.4/45 7.7/65 DCV/%
INJ5 C11 0 3.3-3.8 5.1 7-Jun mS
CDE C12 VBAT VBAT VBAT VBAT DCV
CDC C13 VBAT VBAT VBAT VBAT DCV
INJ2 C14 0 3.3-3.8 5.1 7-Jun mS
EGRVR C16 VBAT/0 VBAT/0 VBAT/0 10.8/40 DCV/%
INJ6 C21 0 3.3-3.8 5.1 7-Jun mS
CDF C22 VBAT VBAT VBAT VBAT DCV
CDB C23 VBAT VBAT VBAT VBAT DCV
INJ3 C24 0 3.3-3.8 5.1 7-Jun mS
INJ7 C29 0 3.3-3.8 5.1 7-Jun mS
CDG C30 VBAT VBAT VBAT VBAT DCV
CDA C31 VBAT VBAT VBAT VBAT DCV
INJ4 C32 0 3.3-3.8 5.1 7-Jun mS
INJ8 C37 0 3.3-3.8 5.1 7-Jun mS
CDH C38 VBAT VBAT VBAT VBAT DCV
CHTIL PID OFF OFF OFF OFF OFF-ON
FUELPW1 PID 0 3.3-3.8 5.1 7-Jun mS
LONGFT1 PID (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 %
LONGFT2 PID (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 %
MIL PID OFF OFF OFF OFF OFF-ON
SHRTFT1 PID 0 (-)10-(+)10 (-)10-(+)10 (-)10-(+)10 %
SHRTFT2 PID 0 (-)10-(+)10 (-)10-(+)10 (-)10-(+)10 %
SPARKADV PID 0 16-Dec 30 28-33 DEG
TCIL PID OFF OFF OFF OFF OFF-ON
KAPWR A44 VBAT VBAT VBAT VBAT DCV
VPWR A32 VBAT VBAT VBAT VBAT DCV
VREF A20 5 5 5 5 DCV
Actuators/
Outputs
PCM Pin/PID
only
Measured/PID Values
Units Measured/PID
146
5R55S
2003-2004 Computer Pin Charts for Explorer/Mountaineer
ACDS B3 0.1 0.1 0.1 0.1 DCV
APP1 B5 4 4 3.4-4.0 2.9-4.0 DCV
BPS B7 VBAT/OFF .1/ON (E) VBAT/OFF VBAT/OFF DCV/OFF-ON
BPP B8 .1/OFF VBAT/ON (E) .1/OFF .1/OFF DCV/OFF-ON
FTP V/FTP B9 2.6/0 2.6/0 2.6/0 2.6/0 DCV/IN-H2O
IAT B16 1.7-3.5/120-50
(K)
1.7-3.5/120-50
(K)
1.7-3.5/120-50
(K)
1.7-3.5/120-50
(K)
DCV/DEG
APP2 B17 1.5 1.5 1.4-1.9 1.4-2.4 DCV
FPM B21 0.1 0 - VBAT 0 - VBAT 0 - VBAT DCV
4WD MC SW B22 VBAT VBAT VBAT VBAT DCV
ILC B24 0.7 9 9 9 DCV
ACP V B26 VBAT VBAT VBAT VBAT DCV
TCS B27 .1/OFF VBAT/ON (G) .1/OFF .1/OFF DCV/OFF-ON
APP3 B28 0.9 0.9 .9-1.3 .9-1.8 DCV
4WDSW RTN B29 0 0 0 0 DCV
MAF V B32 0 .7-.9 1.2-1.7 1.5-2.4 DCV
PATSIN B42 VBAT VBAT VBAT VBAT DCV
FEPS B44 0.1 0.1 0.1 0.1 DCV
OSS T3 0 0 460/ 1250 885-1000/ 2100-
2400
Hz/RPM
HCDS T4 0 0 713 1315 Hz
4WD_POS1 T7 VBAT VBAT VBAT VBAT DCV
TSS T15 0 360/670 713/1300 985/1800 Hz/RPM
TR 1 T16 0 0 VBAT VBAT DCV
O2S22 T22 0.1 (D) (D) (D) DCV
O2S12 T24 0.1 (D) (D) (D) DCV
TR3 V/TR3 T27 0/PARK 0/PARK 1.6/OD 1.6/OD DCV/MODE
TFT T29 .5-2.4/210-110 .5-2.4/210-110 .5-2.4/210-110 .5-2.4/210-110 DCV/DEG
TP1 E19 4.1 4.4 4.1 4 DCV
KS2 E21 0 0 0 0 DCV
CID E25 0 6 12-Nov 16 Hz
TP2 E29 1.2 0.8 1.1 1.2 DCV
Sensors/Inputs
PCM Pin/PID
only
Measured/PID Values
Units
Measured/PID
147
5R55S
O2S11 E30 0 switching (C) switching (C) switching (C) DCV
O2S21 E31 0 switching (C) switching (C) switching (C) DCV
KS1 E32 0 0 0 0 DCV
CHT E33 .6 or 3.7/194 .6 or 3.7/194 .6 or 3.7/194 .6 or 3.7/194 DCV/DEG
CKP E34 0 400 800 970-1050 Hz
FRP V/FRP E37 3.0/40 2.8/40 2.8/40 2.8/40 DCV/PSI
DPFEGR E44 .25-1.30 .25-1.30 .25-4.65 .25-4.65 DCV
FLI (H) PID 50 50 50 50 %
GEAR PID 1 1 4 5 GEAR
LOAD PID (L) 16-23 20 25-37 %
RPM PID 0 630-750 1465 1726 RPM
VSS PID 0 0 30 55 MPH
VSO B1 0 0 67 125 Hz
PATSTRT B2 0.1 0.5 0.5 0.5 DCV
FP B12 8.4 2.5 2.8 2.8 DCV
EVAPCV B13 VBAT/ 0 VBAT/ 0 VBAT/ 0 (S) VBAT/ 0 (S) DCV/ %
WAC (ACCR) B25 VBAT/OFF .1/ON (A) VBAT/OFF VBAT/OFF DCV/OFF-ON
PATSOUT B31 VBAT VBAT VBAT VBAT DCV
4WDT_IL B33 0.1 0.1 0.1 0.1 DCV
4WDL_IL B46 VBAT VBAT VBAT VBAT DCV
EVMV B34 0 0 500-900 (F) 500-900 (F) mA
PATSIL B37 11 13 13 13 DCV
EPC T11 6 8 10 10 DCV
EPC2 T23 8 10 10 10 DCV
EPC3 T34 6 8 VBAT VBAT DCV
SS1 T42 .1/ON .1/ON VBAT/OFF VBAT/OFF DCV/OFF-ON
SS2 T43 VBAT/OFF VBAT/OFF VBAT/OFF VBAT/OFF DCV/OFF-ON
SS3 T44 VBAT/OFF VBAT/OFF VBAT/OFF .1/ON DCV/OFF-ON
SS4 T45 .1/ON .1/ON VBAT/OFF .1/ON DCV/OFF-ON
TCC T46 VBAT/0 VBAT/0 VBAT/0 .2/100 DCV/%
HTR12 T47 12.0/OFF (P) .2/ON (P) .2/ON (P) .2/ON (P) DCV/OFF-ON
HTR22 T48 12.0/OFF (P) .2/ON (P) .2/ON (P) .2/ON (P) DCV/OFF-ON
4WD_CLUTCH T49 0.5 0.2 0.2 0.2 DCV
CDA (CYL1) E1 VBAT VBAT VBAT VBAT DCV
INJ1 E2 0 3.3-3.8 5.1 7-Jun mS
INJ2 E3 0 3.3-3.8 5.1 7-Jun mS
INJ3 E4 0 3.3-3.8 5.1 7-Jun mS
INJ4 E5 0 3.3-3.8 5.1 7-Jun mS
EGRVR E6 VBAT/0 VBAT/0 (V) (V) DCV/%
Sensors/Inputs
PCM Pin/PID
only
Measured/PID Values Units
Measured/PID
148
5R55S
INJ5 E8 0 3.3-3.8 5.1 7-Jun mS
INJ6 E9 0 3.3-3.8 5.1 7-Jun mS
INJ7 E10 0 3.3-3.8 5.1 7-Jun mS
INJ8 E11 0 3.3-3.8 5.1 7-Jun mS
CDD (CYL2) E12 VBAT VBAT VBAT VBAT DCV
CDB (CYL3) E24 VBAT VBAT VBAT VBAT DCV
CDG (CYL4) E35 VBAT VBAT VBAT VBAT DCV
CDF (CYL5) E38 VBAT VBAT VBAT VBAT DCV
CDE (CYL6) E39 VBAT VBAT VBAT VBAT DCV
CDC (CYL7) E42 VBAT VBAT VBAT VBAT DCV
CDH (CYL8) E43 VBAT VBAT VBAT VBAT DCV
TACMP E47 3.8 VBAT VBAT VBAT DCV
TACMN E48 3.8 VBAT VBAT VBAT DCV
HTR11 E49 12.0/OFF (P) .1/ON (P) .1/ON (P) .1/ON (P) DCV/OFF-ON
HTR21 E50 12.0/OFF (P) .1/ON (P) .1/ON (P) .1/ON (P) DCV/OFF-ON
CHTIL PID OFF OFF OFF OFF OFF-ON
LONGFT1 PID (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 %
LONGFT2 PID (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 %
MIL PID OFF OFF OFF OFF OFF-ON
SHRTFT1 PID 0 (-)10-(+)10 (-)10-(+)10 (-)10-(+)10 %
SHRTFT2 PID 0 (-)10-(+)10 (-)10-(+)10 (-)10-(+)10 %
SPARKADV PID 0 16-Dec 30-35 28-35 DEG
TCIL PID OFF OFF OFF OFF OFF-ON
KAPWR B45 VBAT VBAT VBAT VBAT DCV
VPWR B35,36 VBAT VBAT VBAT VBAT DCV
VREF B40, T40 5 5 5 5 DCV
ETCVREF B4, E18 5 5 5 5 DCV
Actuators/ Outputs
PCM Pin/PID
only
Measured/PID Values Units
Measured/PID
149
5R55W
Slipping 2nd/5th Gears, Binds on the 2-3 Shift
The symptom may be erratic. Before removing the transmission, always check the
pressures to determine the cause of the problem. If the pressures are normal,
check the O/D servo bore for premature wear. Side loading causes the Servo to
wear the bore excessively.
Overdrive Servo Bore Wear
150
5R55W
Erratic Shifts
Erratic shifts after an overhaul may be caused by a relearn strategy. DO NOT
remove the transmission and attempt to make any repairs until you thoroughly
drive the vehicle. Dont be alarmed if you have to drive the vehicle for up to 4
hours.
Many concerns will be associated with the transmission:
No upshift without lifting the throttle
2-3 flare 3-4 and 4-5 OK
1-2 shift late and harsh
2-3 flare and on time
When the battery has been disconnected, or a new battery installed certain trans-
mission operating parameters may be lost. The powertrain control module (PCM)
must relearn these parameters. During this learning process you may experience
slightly firm shifts, delayed, or early shifts. This operation is considered normal
and will not affect the function of the transmission. Normal operation will return
once these parameters are stored by the PCM.
An adaptive learning strategy in the PCM controls the shift feel and timing on the
transmission. This feature is designed to increase durability and provide consis-
tent shift feel over the life of the vehicle. As a result of the battery being discon-
nected, the transmission may have firm and/or soft shifts. This operation is con-
sidered normal and will not affect the function or durability of the transmission.
Once the vehicle is at operating temperature it may take several shifts at that
same operating condition before the transmission will operate properly. Over
time, the adaptive learning process will fully update the operation of the trans-
mission. The more varied the driving habits the longer it may take.
Drive Cycle Recommendations:
1. Most OBDII monitors will complete more readily using a steady foot
driving style during cruise or acceleration modes. Operating the throttle in
a smooth fashion will minimize the time required for monitor completion.
2. Fuel tank level should be between 1/2 and 3/4 fill with 3/4 fill being the
most desirable.
3. The Evaporative Monitor can only operate during the first 30 minutes of
engine operation. When executing the procedure for this monitor, stay in
part throttle mode and drive in a smooth fashion to minimize fuel slosh.
Disconnected Battery
Drive Cycle Procedure
151
5R55W
Erratic Shifts (continued)
OBDII Monitor Exercised Drive Cycle Procedure Purpose of Drive Cycle Procedure
Drive Cycle Preparation 1. Install scan tool. Turn key on with the engine
off. Cycle key off, then on. Select appropriate
Vehicle & Engine qualifier. Clear the continuous
diagnostic trouble codes (DTCs) and reset the
emission monitors information in the powertrain
control module (PCM).
Bypass engine soak timer. Resets OBDII
Monitor status.
2. Begin to monitor the following PIDs: ECT,
EVAPDC, FLI (if available) and TP MODE. Start
vehicle WITHOUT returning to Key Off.
3. Idle vehicle for 15 seconds. Drive at 64 Km/h
(40 MPH) until ECT is at least 76.7C (170F).
Prep for Monitor Entry 4. Is IAT within 4.4 to 37.8C (40 to 100F)? If
not, complete the following steps, but note that
step 14 will be required to "bypass" the EVAP
monitor and clear the P1000.
Engine warm-up and provide IAT input to the
PCM.
HEGO 5. Cruise at 64 Km/h (40 MPH) for at least 5
minutes.
Executes the HEGO monitor.
EVAP 6. Cruise at 64 to 128 Km/h (45 to 65 MPH) for 10
minutes (avoid sharp turns and hills). NOTE: To
initiate the monitor TP MODE should = PT,
EVAPDC must be > 75%, and FLI must be
between 15 and 85%.
Executes the EVAP monitor (If IAT is within 4.4
to 40C (40 to 120F).
Catalyst 7. Drive in stop-and-go traffic conditions. Include
five different constant cruise speeds, ranging
from 32 to 112 Km/h (20 to 70 MPH) over a 10
minute period.
Executes the Catalyst Monitor.
EGR 8. From a stop, accelerate to 72 Km/h (45 MPH)
at 1/2 to 3/4 throttle. Repeat 3 times.
Executes the EGR Monitor.
SEC AIR/CCM (Engine) 9. Bring the vehicle to a stop. Idle with
transmission in drive (neutral for M/T) for 2
minutes.
Executes the ISC portion of the CCM.
152
5R55W
Erratic Shifts (continued)
OBDII Monitor Exercised Drive Cycle Procedure Purpose of Drive Cycle Procedure
CCM (Trans) 10. For M/T, accelerate from 0 to 80 Km/h (0 to
50 MPH), continue to step 11. For A/T, from a
stop and in overdrive, moderately accelerate to 80
Km/h (50 MPH) and cruise for at least 15
seconds. Stop vehicle and repeat without
overdrive to 64 Km/h (40 MPH) cruising for at
least 30 seconds. While at 64 Km/h (40 MPH),
activate overdrive and accelerate to 80 Km/h (50
MPH) and cruise for at least 15 seconds. Stop for
at least 20 seconds and repeat step 10 five times.
Executes the transmission portion of the CCM.
Misfire & Fuel Monitors 11. From a stop, accelerate to 104 Km/h (65
MPH). Decelerate at closed throttle until 64 Km/h
(40 MPH) (no brakes). Repeat this 3 times.
Allows learning for the misfire monitor.
Readiness Check 12. Access the On-Board System Readiness
(OBDII monitor status) function on the scan tool.
Determine whether all non-continuous monitors
have completed. If not, go to step 13.
Determines if any monitor has not completed.
Pending Code Check and
EVAP Monitor "Bypass"
Check
13. With the scan tool, check for pending codes.
Conduct normal repair procedures for any
pending code concern. Otherwise, rerun any
incomplete monitor. If the EVAP monitor is not
complete AND IAT was out of the 4.4 to 37.8 C
(40 to 100 F) temperature range in step #4, or
the altitude is over 2438 m. (8000 ft.), the EVAP
"bypass" procedure must be followed. Proceed to
Step 14.
Determines if a pending code is preventing the
clearing of P1000.
EVAP Monitor "Bypass" 14. Park vehicle for a minimum of 8 hours.
Repeat steps 2 through 12. DO NOT REPEAT
STEP 1.
Allow the "bypass" counter to increment to two.
153
Part Number Part Name
1L2Z-7C078-AB Transmission Wiring Harness
Vehicles equipped with a 5R55W transmission and DTC P0713 may have water
intrusion in the transmission solenoid body connector.
Check the transmission solenoid body connector for signs of water intrusion. If
water intrusion is present, replace the Transmission Wiring Harness with part
number 1L2Z-7C078-AB. A new harness has been released to prevent this condi-
tion.
5R55W
TCIL Illuminated, Code P0713, Multiple Codes
2002 Explorer/Mountaineer
An adaptive learning strategy in the PCM controls the shift feel and timing
on the transmission. This feature is designed to increase durability and provide
consistent shift feel over the life of the vehicle. As a result of the battery being
disconnected, the transmission may have firm and/or soft shifts. This operation is
considered normal and will not affect the function or durability of the transmis-
sion. Once the vehicle is at operating temperature it may take several shifts at
that same operating condition before the transmission will operate properly. Over
time, the adaptive learning process will fully update the operation of the trans-
mission. The more varied the driving habits the longer it may take.
NOTE:
154
12. Torque the solenoid body connector screw to 5 N-m (44 lb-in). DO NOT
OVERTIGHTEN.
13. Reroute the new harness onto the transmission.
14. Attach to the PTEC connector.
15. Lower the vehicle off of the hoist.
16. Pull the transmission harness back up from below.
17. Reroute the wiring along the dash panel and attach in the retainers.
18. Reconnect the transmission connector to PTEC, center pocket. Torque the
PTEC connector screw at 6 N-m (53 lb-in).
19. Raise the vehicle on the hoist to install one pushpin for the harness at
the back of the engine that is not accessible at Step 17.
20. Lower the vehicle off of the hoist.
21. Reconnect the battery.
22. Verify the repair.
5R55W
TCIL Illuminated, Code P0713, Multiple Codes (continued)
To replace the harness:
1. Disconnect the battery.
2. Remove the transmission connector from the Powertrain Electronic
Controller (PTEC), center pocket.
3. Remove the transmission harness from the retainers along the dash panel.
4. Ensure the transmission wiring harness is loosened at the rear of the
engine.
5. Attach a length of wire or string to the PTEC connector to assist in pulling/
routing of the new transmission wiring harness back up from below the
vehicle.
6. Raise the vehicle on the hoist.
7. Pull the transmission harness down from above leaving the wire/string in
place.
8. Remove the old transmission harness from the rest of the transmission.
9. Carefully clean around the solenoid body connector prior to disconnecting to
prevent contamination from getting into the connector.
10. Blow out the solenoid body connector to ensure it is dry.
11. Lubricate the O-rings in the solenoid body connector with dielectric grease
to ease assembly.
Harness Replacement Procedure
155
5R55N/W/S
Broken Flexplate, Vibration at Idle, Vibration while Driving
A special tool must be used when installing the adapter plate to the torque con-
verter. In order to correctly install the special service tool, use one round hole and
one oblong hole. Rotunda Part #307-403
Using two oblong holes will
cause damage to the
transmission
156
4R44/55E, 5R44/55E
TCC Slip Codes
Always verify you have the correct EPC and TCC solenoid. The conception that the
updated solenoid will work for all years is wrong. Only use the correct solenoid for
the correct year, refer to the list below.
TCC Solenoids
1995-1996 Explorer, Ranger, Aerostar
F5TZ-7F037-AA
1997-Only Aerostar
1997-2001 4DR Explorer
1997-2003 Explorer Sport
1997-2005 Explorer Sport Trac, Ranger
EPC Solenoids
1995-1996 Explorer, Ranger, Aerostar
F5TZ-7H144-A
1997-Only Aerostar
1997-2001 4DR Explorer
1997-2003 Explorer Sport
1997-2005 Explorer Sport Trac, Ranger
XL2Z-7G383-AA
XL2Z-7G136-AA
157
5R55E
Gear Noise, Whine in 1st, 2nd and Third Gear
Vehicles equipped with a 5R55E automatic transmission and 4.0L engine, may
exhibit a gear whine type of noise in 1st, 2nd and 3rd gear ONLY. This may be
caused by the Reverse and Forward Planetary assemblies and/or the driveshaft.
Verify that only these conditions exist and no DTCs are present. If other condi-
tions are present and DTCs exist they must be diagnosed and serviced first. Once
all other conditions are serviced and only the 1st, 2nd and 3rd gear whine are
still present, refer to the following Service Procedure. Using the chart provided,
select the parts that need to be replaced.
Replace the Forward and Reverse Planetary assemblies.
Some 2001-2003 Rangers, 2001-2003 Explorer Sport/Sport Trac
PART NUMBER PART NAME
XL2Z-7D006-AA Reverse Planetary Assembly
XL2Z-7A398-AA Forward Planetary Assembly
2L2Z-4602-AA Driveshaf t
2001-2003 Ranger Forward and Reverse Planetaries
2001-2002 Explorer Sport built prior to
8/12/02
Forward and Reverse Planetaries
Only and NO Driveshaft
2001-2002 Explorer Sport Trac 4x4
built prior to 8/12/02
Forward and Reverse Planetaries
Only and NO Driveshaft
2001-2002 Explorer Sport Trac 4x2
built prior to 8/12/02
Forward and Reverse Planetaries and
Driveshaft
2002 -2003 Explorer Sport Trac 4x2,
built 8/12/02 thru 10/18/02
Driveshaft Only
Application and Component Replacement Chart
158
4F27E
TCC Engagement Concerns
The turbine shaft bushing clearance is critical, the bushings are used to separate
the T/C F (TCC release) and T/C R (TCC apply) oil circuits. Worn bushings allow
TCC apply oil pressure to leak into the TCC release circuit, causing partial TCC
release and TCC slip codes.
159
4F27E
Mazda and Ford use two different types of End Covers. Madza End Covers have
Hard Coat Anodized Aliminum Ring Lands. Ford End Covers have Steel Ring
Lands. Mazda End Covers tend to fail in the Ring Land area because of the thin
Anodized suface.
End Cover Failure
Hard Coat Anodized
Aluminum Ring Lands
wear in this area
160
4F27E
End Cover Failure (continued)
Normal rebuilding procedure should include upgrading the Mazda type End
Cover to the Ford type End Cover. This can be done with minor modifications.
Hard Coat Anodized
Aluminum Cover
(Mazda Applications)
Pressed on Steel Sleeve
(Ford Applications)
161
When using a Ford cover on a Mazda application, the cooler return line must be
relocated from the case to the end cover.
Mazda cases
have the cooler
return line
located in the
case
This Mazda
fitting will NOT
thread into the
Ford cover
4F27E
End Cover Failure (continued)
162
4F27E
End Cover Interchange
Mazda Cover
Ford Cover
XS4Z-7222-BA
YS4Z-7D273-AA
3/8 Fitting Adapter
(sold separately)
The first step is to install a 3/8 fitting adapter to the Ford cover.
163
4F27E
End Cover Interchange
Mazda Case Fitting
3/8 Cooler Line
Using a piece of 3/8 cooler line, cut and bubble flare the tubing to match the
length of the original Mazda case fitting.
164
4F27E
End Cover Interchange (continued)
Mazda cover Ford cover
165
4F27E
Reverse Clutch Rings
YS4Z-7D020-AA
Direct Clutch Rings
YA4Z-7D019-AA
When useing the Ford cover always use the Ford Rings.
166
4F27E
End Play -0.010-0.019
0.062 ............. XS4Z-7G262-FB
0.068 ............. XS4Z-7G262-FC
0.075 ............. XS4Z-7G262-FD
0.083 ............. XS4Z-7G262-FE
0.091 ............. XS4Z-7G262-FF
0.098 ............. XS4Z-7G262-FG
When replacing hard parts, always check the end play. End play can be adjusted
by replacing the selective washer.
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168
AX4S/AX4N
TCC Does Not Engage
For DTC P0741 and P1744, check the resistance at the TCC solenoid. Make sure
you have the right solenoid in place.
If the PCM commands the TCC ON and the TCC does not engage and you see a
major slip on the PIDs though your scanner, try to kill the engine in the stall.
With the transmission commanded third gear and the parking brake applied,
command the TCC ON.
*If the Transmission kills the engine check the command from the PCM.
*If the Transmission does not kill the engine there are other areas you will
need to check
NOTE: If the TCCRAT PID data is incorrect, the incorrect transaxle or drive and driven
sprockets may have been installed in the vehicle
169
TCC Does Not Engage (continued)
AX4S/AX4N
If the Torque converter clutch does not engage when being commanded and/or
Diagnostic Trouble Codes (DTC) P0741 or P1744 stored in memory, there may be
many different problems associated with this. One of the more common problems
is the bypass clutch control valve stuck in the bore.
When you start your diagnosis, use a scan tool to monitor PIDs to help determine
the proper steps to take for service.
The torque converter clutch may not engage if one or more of the following condi-
tions exist:
1. Low Pressure
2 Stuck Converter Regulator Valve
3. Stuck Solenoid Regulator Valve
4. Stuck Bypass Clutch Control Valve
5. Stuck Pressure Failsafe Valve
6. Poor Pump Performance
7. Worn Pump Shaft or Damaged Pump Shaft Seals
8. Pump Shaft Internal Sleeve Loose (rattles)
9. Turbine Shaft Seals Damaged or Missing
10. Incorrect Torque Converter Clutch (TCC) solenoid
11. TCC Solenoid Mechanically Stuck or Electrically Inop
12. Damaged Internal Wiring Harness
13. Incorrect Gear Ratio (Wrong Sprockets)
14. Damaged or Worn Stator Support
15. Worn Torque Converter Hub Bushing
16. Torque Converter Clutch Worn or Damaged
17. Worn Bypass Clutch Contol Valve Bore
18. Worn TCC Regulator Valve Bore
Use a scan tool to monitor the following PIDs:
1. TCC = Commanded Duty Cycle for the TCC Solenoid
2. TCCMACT = Actual slip across the TCC, measured in RPM
3. RPM = Actual engine speed
4. TSS_SRC = Actual turbine shaft speed
5. TCCRAT = Speed/Gear ratio of torque converter/transaxle
170
Check for pump shaft wear or damaged seals
AX4S/AX4N
Always inspect the pump shaft ring area, also look inside the shaft and make sure
it has a inner tube and plug.
Make sure the
scarf cut seals
are installed
correctly
171
Inspect the converter regulator valve, solenoid regulator valve, bypass clutch
control valve and pressure failsafe valve
AX4S/AX4N
AX4N
172
Inspect the converter regulator valve, solenoid regulator valve, bypass clutch
control valve and pressure failsafe valve
AX4S/AX4N
AX4S
173
Inspect the internal wiring harness for damage
AX4S/AX4N
174
Poor Pump Performance
AX4S/AX4N
Poor Pump Performance can be caused by wear or by not replacing the Teflon
wiper, rubber spring, and rubber O-ring.
Inspect the wiper
surface for wear
Inspect the
surface for wear
Check the pin
for side wear
Always replace
the Teflon
wiper and
Rubber spring
Always replace the
rubber O-ring
Check the Pin pivot area of
the Slide for wear
175
AX4S/AX4N
The distance between the wiper groove in the slide and the wiper surface of the
pump body changes depending on the position of the slide. Always replace the
rubber spring and Teflon wiper during rebuild.
Measurement of
the slide in the
max position of
its travel
Measurement of
the slide in the
center position of
its travel
176
AX4S/AX4N
As the slide moves, the angle of the wiper surface changes. This causes the Teflon
wiper to flex the rubber spring. Over time this becomes loose.
Slide in the max
position of its
travel
Slide in the
center position
of its travel
177
AX4S/AX4N
There are no factory specifications for pump clearances from Ford.
Rotor clearances should be
0.0015-0.003
Slide clearance should be
0.002-0.004
178
TCC Does Not Engage
AX4S/AX4N
Check the TCC Solenoid
Vehicle Year Date Resistence
Taurus/Sable 1986-1990 20-40 ohms
Continental 1988-1990 20-40 ohms
Taurus/Sable 1991 21-36 ohms
Continental 1991-1996 0.98-1.6 ohms
Taurus/Sable 1992-1997 0.98-1.6 ohms
Windstar 1995-1998 Thru (9-8-97) 0.98-1.6 ohms
Continental 1997-2002 13-24 ohms
Taurus/Sable 1998-2003 13-24 ohms
Windstar 1998-2003
From (9-9-97) until the
End of Production
13-24 ohms
Always check
the resistance
of theTCC
Solenoid to
make sure you
have the
correct one.
The new TCC solenoid has a blue connector, the old solenoid is white. Do not
interchange these solenoids, some calibrations have problems with the different
solenoids and TCC ratio error codes will be present.
179
TCC Does Not Engage
Inspect theTorque Converter Hub Bushing and Stator Support for wear
AX4S/AX4N
Inspect the Torque Converter Hub Bushing and the Stator Support for abnormal
and excessive wear. If the Stator Support is worn and/or broken, check the
torque converter splines in the bottom of the converter and the Stator Support
splines. Both of the splines should have equal amount of teeth.
Torque Converter:
Hub outside diameter: 1.991 (surface for the lip seal contact)
Bushing inside diameter: 1.657 (surface for the Stator Support)
Stator Support:
Shaft outside diameter: 1.652 (surface to TC bushing contact)
Bushing inside diameter: 1.079 (surface for the Turbine Shaft contact)
Turbine Shaft:
Outside diameter: 1.076-1.077 (surface for the Stator Support contact)
180
TCC Does Not Engage
Inspect Turbine Shaft seals
AX4S/AX4N
The Turbine Shaft Seal is used to seal the apply side of the TCC. A worn, dam-
aged, or missing seal will cause a slipping TCC application or a no TCC apply.
181
O/D Light Inoperative, Code P1780
A blown fuse in the engine compartment fuse box may be associated with this
concern. Check for a chaffed wire in the steering column.
AX4S/AX4N
Models with an O/D cancel switch on the column are common, however finding a
wiring diagram is not as common. Most late model Ford systems use a Multiplex
system to communicate. The O/D cancel circuit is part of this system. When the
user applies the switch, the command goes to the Instrument Cluster. From the
Instrument Cluster the multiplex system tells the PCM to switch the solenoids to
the third gear signal.
Check Fuse # 14
182
Erratic Mainline Pressure Rise
AX4S/AX4N
1996 Tauras/Sable, 3.0L 2V
Erratic line pressure can be caused by many thing, reprogramming the PCM or
replacing the EPC Solenoid may not fix this problem. However, some 1996 model
years with 3.0L 2V Taurus/Sable PCMs may not be able to be reprogramed using
the factory scan tool (NGS). PCM part number F6DF-12A650-BF, F6DF-12A650-
JD, F6DF-12A650-DF, & F6DF-12A650-KD were released with the same HEX file
name programmed into the PCM. The F6DF-12A650-BF PCM can be reprogramed
with the factory scan tool. PCM with part numbers F6DF-12A650- JD/DF/KD
may not be able to be reprogramed with the factory scan tool. All four of these
PCMs can be reprogramed using the July 98 or later program. If the factory scan
tool is unable to reprogram the PCM it is neccessary to replace the PCM assem-
bly.
EPC Solenoid
183
This transmission uses planetary gears with hydraulic electronic controls.
The transmission control module (TCM) and the main control valve body
units form a composite element that is installed as a single unit inside the
automatic transmission.
This transmission has the following features:
Six forward speeds
Torque converter with an integral converter clutch
Electronic shift and pressure controls
Single planetary gear set
Double planetary gear set
Two fixed multi-disc clutches
Three multi-plate clutches
All hydraulic functions are directed by electronic solenoids to control:
Engagement feel.
Shift feel.
Shift scheduling.
Modulated torque converter clutch (TCC) applications.
This transmission has a mechatronic unit also referred to as a transmission
control module (TCM) which contains:
Turbine shaft speed (TSS) sensor
Output shaft speed (OSS) sensor
An internal P, R, N, D selector shaft position sensor
Transmission fluid temperature (TFT) sensor
ZF6HP26
Expedition/Navigator
184
Engine power reaches the transmission by a torque converter with an integral
converter clutch. The six forward gears and one reverse gear are obtained from
single planetary sets.
This automatic transmission is a six-speed electronically controlled transmission
comprising the basic elements of a TCM, main control valve body unit, torque
converter, one solenoid valve and six pressure regulators. Gear selection is
achieved by the control of automatic transmission fluid flow to operate various
internal clutches. The TCM operates the electrical components and provides for
the control of gear selection shift pressure which increases refinement and torque
converter slip.
In the event of a system fault, the TCM also provides for failure mode effect man-
agement (FMEM) to maintain maximum functional operation of the transmission
with a minimum reduction in driver, passenger or vehicle safety. In the event of a
total loss of control or electrical power, the basic transmission functions PARK,
REVERSE, NEUTRAL and DRIVE are retained. Also third or fifth gear is retained
by the hydraulic system. The gear retained is dependent upon the gear selected
at the time of the failure.
ZF6HP26
185
ZF6HP26
Gear
SS A
(EDS1)
SS B
(EDS2)
SS C
(EDS3)
SS D
(EDS4)
PC A
(EDS5)
TCC
(EDS6)
SS E
(MV1)
REV
(MV3)
a
PARK X
a
REVERSE X X
a
b
NEUTRAL X
a
First gear
manual
X X
a a
Second gear
manual
X X
a a
Third gear
manual
X X
a a
First gear
D6/D4
X X
a a
Second gear
D6/D4
X X
a a
Third gear
D6/D4
X X
a a
Fourth gear
D6/D4
X X
a a
X
Fifth gear
D6/D4
X X
a a
X
Sixth gear
D6/D4
(Overdrive)
X X
a a
X
Solenoid Application Chart
186
ZF6HP26
Gear Forward (A) Direct (B)
Intermediate
(C)
Low/
Reverse (D)
Overdrive
(E)
PARK X
REVERSE X X
NEUTRAL X
First gear
(M) manual
X X
Second gear
manual
X X
Third gear
manual
X X
First gear
D6/D4
X X
Second gear
D6/D4
X X
Third gear
D6/D4
X X
Fourth gear
D6/D4
X X
Fifth gear
D6/D4
X X
Sixth gear
D6/D4
X X
Clutch Application Chart
Automatic Drive P.O. Box 440 Bellows Falls, Vt 05101 802-463-9722 800-843-2600 fax: 802-463-4059 www.sonnax.com info@sonnax.com
S
o
n
n
a
x

2
0
0
5
SC-4R100HD
4R100
Sure Cure
Kit
FIXES CODES 62, 628, 1740,
POOR 2-3, 3-4 SHIFTS
Note: Many of these parts fit other applications.
A4LD
Manual Shaft/Case Repair Sleeve
FIXES FLUID LEAKS FROM
MANUAL SHAFT CASE SEAL
5R55N
4-3 Pre-Stroke Valve Spring
FIXES NO 4TH OR 5TH GEAR
56947J-S1
Real solutions,real savings.
RWD CHRYLSER
Cooler Line Adapter Kit
FIXES OIL LEAKS DUE TO
CRACKED CASE
22000-01K
CD4E
Bypass Clutch Control Kit &
Pressure Regulator Valve
FIXES CODES 628/1744/1740,
TCC SLIP OR NO LOCKUP,
LOW CONVERTER CHARGE
*73840-MK
22771-09
22771A-02K
AODE/4R70W
Main Pressure Regulator Valve
FIXES PREMATURE
CLUTCH/BAND FAILURE
76948-01
76948-09
36424-04K
E4OD
Line-to-Lube
FIXES CONVERTER OVERHEAT,
HIGH LINE PRESSURE, CODE 62, 628
D E S I G N E D T O S A V E
CHRYSLER
RWD
Lube Regulated
Manual Valve
FIXES CONVERTER DRAINBACK,
DELAYED ENGAGEMENTS,
CONVERTER BUSHING FAILURE
*56361-01K
*22179-02 (Chrysler)
* Requires Tooling
Raybestos has added OE quality solenoids to its product line to solve the problem
of annoying, costly comebacks. Raybestos solenoids are validated by hot oil
testing beyond a million cycles and are durable under the most severe operating
conditions such as temperature extremes, vibration and contamination, greatly
reducing the risk of solenoid failure. Thats the Raybestos Solution.
CHRYSLER CHRYSLER CHRYSLER CHRYSLER CHRYSLER
189
Chrysler
Secti on
190 CHRYSLER CHRYSLER CHRYSLER CHRYSLER CHRYSLER
Light duty trucks and sport utility vehicles equipped with Electric Shift 4-wheel
drive. The electric shift transfer case may not fully engage into gear when the
operator moves the transfer case selector switch. This could cause the transfer
case to end up in the neutral position unexpectedly and allow the vehicle to roll if
the parking brake is not fully applied. Vehicles built between manufacture dates:
JUL 1999 through JAN 2001. Chrysler has a recalibration for the transfer case
control module that is for this specific concern Campaign No: 01V077000. This is
a recall campaign so there should be no dealer charge for the module relearn.
Transfer Case Issues - Recall
2001 Durango and 2001 Dakota
4X4 Trucks Unexpectently Rolling When in Park
191
The flowing fault is very common and easily fixed. Although it is technically an
HVAC concern, the wide variety of symptoms may lead technicians into hours of
frustrating diagnosis in other systems.
Symptoms
The following symptom combinations in the following list occur primarily through
the late 1990s Minivans (NS Body) after a module replacement or extended
power loss. If you replace the HVAC control head or the battery is removed/dead
for an extended period of time, the wiper and A/C status indicator LEDs will be
flashing. There will be no trouble codes stored, and normal diagnostics will not
lead to a solution.
Rear Wiper and Intermittent Wiper LEDs flash simultaneously: This
condition indicates that the A/C control head calibration diagnostics have
failed. Repeat the calibration procedure in this article.
A/C and RECIRC LEDs flash simultaneously: This condition indicates that
the A/C control head calibration diagnostics have failed the cooldown test.
Repeat the cooldown test in this article.
A/C, RECIRC, Rear Wiper and Intermittent Wiper LEDs flash
simultaneously: This condition indicates that the A/C control head calibra
tion diagnostics have failed. Repeat the calibration procedure in this article.
Rear Wiper and Intermittent Wiper LEDs flash simultaneously: This
condition indicates that the A/C control head calibration diagnostics and
the cooldown test have failed.
The primary reason this fault is difficult to diagnose is that it isnt really a fault. It
is usually just an indication that the HVAC control head had lost calibration
information or requires initial calibration.
Control Modules
Module Diagnostics
Module Calibration Fault Example
Control Modules
Module Diagnostics
To enter the recalibration procedure, perform the following steps:
With the engine running, set the blower motor to HIGH
Set the mode position to PANEL
Open all A/C outlets
Set the temperature to COLD (both sliders if equipped)
Depress WASH and REAR WIPER buttons simultaneously for 5 seconds
The module has entered calibration and diagnostic mode when all LEDs illumi-
nate. The following will occur during test:
All LEDs will illuminate for 5 seconds
REAR WIPER and INTERMITTENT LEDs will flash alternately while the test
is running
A/C and RECIRC LEDs will flash alternately if the test then enters to
cooldown test
When the REAR WIPER LED alone is flashing, the test has completed and
passed
Press the WIPER button to exit this mode
This test is actually running the actuators in the system back and forth to cali-
brate the actuator and feedback relationships.
Recalibration Procedure
193
The cool down test should automatically run with the calibration test, but can
also be run separately be completing the following steps:
With the engine running, set the blower motor to HIGH
Set the mode position to PANEL
Open all A/C outlets
Set the temperature to COLD (both sliders if equipped)
Depress WASH and A/C buttons simultaneously for 5 seconds
The test is running if the A/C and RECIRC LEDs are alternately flashing. If the
LEDs are flashing simultaneously, the test has failed.
Once both tests have been run, the LEDs should no longer be flashing. In other
words, this procedure clears the flashing LEDs, since the LEDs are only flashing
as an alert that the control head is not properly calibrated. If the LEDs continue
to flash in any order, then the module has stored trouble codes.
Note: If the cooldown test is initiated with a cold evaporator, the test will fail. First run the
engine with the blower on HIGH and the A/C off for 3 minutes prior to the test.
HVAC Flash Codes
If the calibration or cooldown tests fail, the LEDs will flash out codes. The REAR
WIPER LED flashing indicates the level of the code, and the INTERMITTENT LED
indicates the code. After the test is complete, the level 1 codes will automatically
be displayed. Pressing the WASH button advances to the next level.
Note: While this is useful information, this procedure is almost always used just to calibrate
the module to clear the blinking LEDs. It is not common for codes to result from this
procedure. In any case, it is nice to know that the self diagnostics are so thorough, and can
help you in the event of a real fault.
Control Modules
Module Diagnostics
Cool Down Test Entry
Control Modules
Module Diagnostics
The following list shows the mode indicated by the number of Rear Wiper LED
flashes:
1: Fail Codes
2: Mode Potentiometer Test
3: Blend/Passenger Potentiometer Test
4: Evaporator Probe
5: Driver Potentiometer
In level 1, the number of INTERMITTENT WIPER LED flashes indicates the follow-
ing:
0: (Not flashing) Passed all test
1: Mode Actuator did not reach defrost position
2: Mode Actuator did not reach panel position
3: Blend/Pass Actuator did not reach cold stop
4: Blend/Pass Actuator did not reach hot stop
5: Evaporator Probe open
6: Evaporator Probe shorted
7: Driver Actuator did not reach cold stop
8: Zone/Driver Actuator did not reach heat stop
9: Control Head internal failure
Level Number Rear Wiper LED
195
Code 41 (P0750) L-R Solenoid
Code 42 (P0755) 2-4 Solenoid
Code 43 (P0760) OD Solenoid
Code 44 (P0765) UD Solenoid
Solenoid codes are electrical specific codes.
Hydraulic influences will not set these codes.
Diagnosing solenoid codes can be simplified by isolating the parts of the wiring
circuit that are involved as well as the components (transmission relay, solenoid
body, battery, wiring, and control module) and harness connectors that affect
these conditions. Battery condition as well as battery cables and clamp ends must
be good at all times (engine off and engine running).
Check procedures:
Clean the battery posts or pads (even if they look clean). Recheck for codes.
If codes do not reappear you are done.
Check for battery voltage (engine not running 12.6 minimum) directly on
the posts, then the clamps
Check for charging voltage (engine running with as many loads on as
possible ie; head lights on high beam, dome light on, fan motor running on
high fan, radio on) voltage should be 13.0 to 14.8.
Locate the transmission control module and transmission relay (disconnect
transmission control module and jump the relay coil power wire energizing
the relay and check for switched voltage to match keep alive memory voltage
at the computer connector). If there is a voltage drop through the
transmission relay, change the relay with a NEW relay and retest.
41TE/42LE
Solenoid Electrical Code Diagnostics
Unplug the transmission relay
Install a jumper wire in system voltage terminal and switched voltage
terminals of the transmission relay receiver
Check for voltages as they originate at battery, through relay, to switched
battery voltage terminals and down through the solenoid pack, as they work
there way to the ground pins plugging into the computer connector (un
plugged)
Check amperage draw on solenoid ground locations of the computer connec
tor locations using the DVOM on amperage scale to energize each of the
solenoids (important: only check the solenoid ground wires in this fashion)
If the originating battery voltage is confirmed at all test points and all 4 solenoids
check out with exact same amperages than you must check powers and grounds
at the transmission control module (cranking ignition voltage, running ignition
voltage, and computer grounds). If all circuits check out, suspect a faulty control
module.
NOTE: Refer to the reference pages located in the back of this 2005 Seminar Manual.
41TE/42LE
Solenoid Electrical Code Diagnostics (continued)
197
41TE/42LE
Check the battery voltage (engine not running) directly on the posts. Also check
the battery voltage at the clamps, minimum voltage should read 12.45V (70% to
capacity charged battery)
Acceptable Battery Voltage
Unacceptable and needs to
be charged and retested or
repl aced
41TE/42LE
Check the charging voltage (engine running with as many loads on as possible
ie; head lights on high beam, dome light on, fan motor running on high
fan, radio on), voltages should read between 13.0V and 14.8V. A system over-
charging/undercharging can cause codes to set.
199
41TE/42LE
Locate the transmission control module and the transmission relay.
41TE/42LE
Disconnect the transmission control module connector and jump the relay coil
power wire energizing the relay (note: use pin 56 has a battery voltage source).
Check for switched voltage to match the keep alive memory voltage at the com-
puter connector. If there is a voltage drop through the transmission relay, change
the relay with a NEW relay and retest.
201
Unplug the transmission relay. Install a jumper wire/lead in system voltage ter-
minal and switched voltage terminals of the transmission relay receiver.
5 Common
Relay Receivers
41TE/42LE
41TE/42LE
Check the solenoid ground pin voltages to confrim battery voltages as they origi-
nate at the battery. Solenoid ground control pins are 19, 20, 59, and 60.
203
41TE/42LE
Check amperage at the solenoid ground supply locations of the computer connec-
tor locations using the DVOM on amperage scale to energize each of the solenoids
(Important: only check the solenoid ground supply wires in this fashion)
DTCs P0755, P0750, P0760, P0765, P0770, and P2706 indicating solenoid
electrical faults that can be PCM related caused in manufacturing. Check the
manufacturing date on the module serial number attached to the front of the
module. An example of this number is MODULE S/N T65EH2353D55N6. The
manufacture date code is shown in the 6
th
through 9
th
digits in this numbers. The
plant that the module is built in will be the 5
th
digit. If the date code is between
H(2313) and H(2393), the fault is likely to be the module. These modules were
built at the (H) Huntsville plant. This only pertains to these modules. Always
confirm electrical checks discussed earlier in this handout.
41TE, 42RLE, 45RFE
Solenoid Codes
2004 Dakota, Ram Truck, Pacifica, Stratus/Sebring, Neon, PT Cruiser Caravan/Voyager/
Town&Country, and Voyager (International Markets)
205
Some vehicles may exhibit an MIL illumination with a DTC P1763 (Governor
Pressure Sensor Volts to High). Symptom may be slower than normal vehicle
accelerations because the transmission may have temporarily entered its third
gear LIMP IN mode as a result of the DTC. The limp mode may clear when the
driver cycles the key on/off. This problem may not be detected after the code is
cleared and car is road tested. This is caused by an increase in line pressure.
Valve body machining process changed at the beginning of production date JAN
1, 1998. This condition occurred most often with vehicles that were built between
JAN 1, 1998 through DEC 18, 1998. If earlier units have a valve body change, this
condition can occur depending on the year of the valve body production. If this
concern is experienced, there are calibration updates for the PCM to help com-
pensate for the higher pressures (stock valve body only). New software changes
are (96Call8, 97Call8, 98Call2, and 99Call4).
Note: This code can occur if valve body recalibrations are made by aftermarket
products that increase driving line pressures over 100 psi. Calibration updates
will not compensate when this has been done.
19961999 RE Transmissions
Governor Pressure Sensor Voltage too High DTC P1763
A no upshift from second gear on grade acceleration may be caused by computer
calibration issues. This is caused by the module not allowing governor pressure to
rise properly with road speed. Verify that the PCM/TCM has the latest version of
software loaded.
42RE
No Up Shift From 2
nd
Gear On Grades
2002 2003 Dakota
207
1999 2000 Ram Van, Dakota, Ram Truck, Durango, and Grand Cherokee may
experience an intermittent harsh engagement into reverse (more sensitive as oil
temperature reaches operating temperature). The reverse check ball has been
changed from a steel ball to a torlion plastic ball to seal orifice oil feeding the
reverse servo. The new plastic ball and plate part numbers are as follows:
Rear Servo Check Ball ....................................... 52118261
Valve Body Separator Plate (42RE) ..................... 52118272
Valve Body Separator Plate (46RE) ..................... 4617196AB
42RE/46RE
Intermittent Harsh Reverse
04617196AB
52118272
Erratic soft shift concerns with possible slip codes. Shift feel changes on each
upshift pattern. Possible cause: Line pressure transducer. The line pressure
transducer can be checked for accuracy using special Miller Tool #8259. This tool
and any other Miller tool can be ordered by calling SPXMILLER Tools at
1(800)801-5420. Failure of the pressure transducer mounted on the side of the
transmission case (externally) can cause erratic pressures in the transmission.
Pressure is set at a base line value of 100 psi to 120 psi. Inspect for possible
cracks and leaking sealing rings on transducer. Replace when damaged.
45RFE
Soft Shifts / Erratic Shifts
Part Number
4799758
209
A no converter charge after rebuild can be caused by missing or improperly
torqued retaining screws (2 torex screws) holding the wear plate to oil pump.
These screws are covered up when bolting the pump and stator assembly
together.
Proper oil pump torque is:
2 (two) plate retaining screws 40 in lbs.
29 (twenty nine) pump body screws 40 in lbs.
6 (six) pump body to case bolts 250 in lbs.
45RFE
No Converter Charge After Rebuild
(2) Torx Screws Pan Head M5X0.8X12.60
Part Numder 6503 232
The accumulator retaining plate on the valve body is commonly breaking loose
and blowing the accumulators out of the valve body. The cause (answer from
Chrysler Tech) is improper torque on the retaining screws allowing them to back
out. When repairing the valve body and accumulator plate, it is important to use
lock tight (blue) on the retaining screws to prevent them from backing out caus-
ing failure again. Plate screw retaining torque is 40 in lbs.
45RFE
Slip Shifts / Failsafe
211
TransGo
4L30E 4L30E 4L30E 4L30E 4L30E 213
Fitzall 2
214
4L30E 4L30E 4L30E 4L30E 4L30E
Fitzall 3
4L30E 4L30E 4L30E 4L30E 4L30E 215
Fitzall 4
216
4L30E 4L30E 4L30E 4L30E 4L30E
Fitzall 5
4L30E 4L30E 4L30E 4L30E 4L30E 217
Fitzall 6
218
4L30E 4L30E 4L30E 4L30E 4L30E
Fitzall 7
4L30E 4L30E 4L30E 4L30E 4L30E 219
Fitzall 8
220
4L30E 4L30E 4L30E 4L30E 4L30E
4L30E 4L30E 4L30E 4L30E 4L30E 221
4L30E
222
4L30E 4L30E 4L30E 4L30E 4L30E
Checkball Location
A bindup or slip condition in 4
th
gear may be caused by a missing or leaking 3
rd
Clutch Checkball. When this Checkball is missing, 1-2 Servo release pressure can
leak in 4
th
gear causing the 1-2 band to apply.
3rd clutch
checkball
3rd Clutch Checkball Missing
4L30E 4L30E 4L30E 4L30E 4L30E 223
Checkball Location
D 3 2 Shuttle Ball
3rd Clutch Quick Dump Ball
(continued)
A missing D 3 2 Shuttle Ball will cause low mainline pressure in D4 and Manual
Low and have normal pressure in D3 and Manual 2.
A missing 3rd Clutch Quick Dump Ball will cause a 3-2 down shift clunk or bind
on the 3-2 down shift.
D 3 2 Shuttle Ball Missing:
3rd Clutch Quick Dump Ball Missing:
224
4L30E 4L30E 4L30E 4L30E 4L30E
Checkball Location
2 Holes = Ball
1 Hole = No Ball
Reverse Shuttle Ball
(continued)
A missing Reverse Shuttle Ball will cause a no lockup condition in all forward
ranges. In Reverse, a missing Reverse Shuttle Ball can cause the 2nd Clutch to
partially apply, burning the 2nd Clutch and possibly causing a bind in Reverse.
Reverse Shuttle Ball Missing:
4L30E 4L30E 4L30E 4L30E 4L30E 225
Pressure Taps
Idle Stall
Drive 45-55 150-160
Reverse 65-75 210-225
Pressures:
Line Pressure Tap
Servo Release
Pressure
Pilot Drill: 1/8
Tap Drill: Q or 21/64
Tap: 1/8 NPT
The Servo Release Pressure should be equal to mainline pressure in 3rd and 4th
gears and zero in all other gears including Park and Neutral.
226
4L30E 4L30E 4L30E 4L30E 4L30E
Line Pressure Taps
Servo Apply Pressure
2nd Clutch Apply Pressure
4th Clutch Apply Pressure
Pilot Drill: 1/8
Tap Drill: Q or 21/64
Tap: 1/8 NPT
The 2nd Clutch pressure should be equal to mainline pressure in 2nd, 3rd and
4th gear and zero in all other gears including Park and Neutral.
2nd Clutch Pressure:
4th Clutch Pressure:
The 4th Clutch pressure should be equal to mainline pressure in 4th gear and
zero in all other gears including Park and Neutral.
Servo Apply Pressure:
The Servo Apply pressure should be equal to mainline pressure in all forward
ranges and zero in Park, Reverse and Neutral.
4L30E 4L30E 4L30E 4L30E 4L30E 227
Pressure Tap Circuits
Servo Release
Pressure
Servo Apply
Pressure
2nd Clutch Apply
Pressure
4th Clutch Apply
Pressure
When you are drilling the pressure taps, take notice of the correct circuit loca-
tions prior to drilling.
228
4L30E 4L30E 4L30E 4L30E 4L30E
Sun Gear Freewheels
Counter Clockwise
Hold
Hold
Input Sprag Rotation
No Reverse, No Drive Engagement, Bind in 2nd Gear
If you install the Input Sprag incorrectly or if the sprag has failed; the symptoms
that will follow are no reverse, no drive engagement and a bind in 2nd gear.
Check the transmission in all ranges, if you have Manual Low, look for the Sprag
as the root of the problem.
4L30E 4L30E 4L30E 4L30E 4L30E 229
3rd Clutch Drum Disassembly
Tools and Procedures
The correct tool for disassembling the 3rd Clutch Drum assembly is expensive
and most technicians do not have this tool. Unfortunately the only other method
is using a pick and putting your finger tips and thumbs in jeopardy. The following
procedure is an easy inexpensive way around harming yourself.
The Bobby pins may have to
be ground in the location
shown to fit between the
drum and the plate.
Install the
Bobby pins here
230
4L30E 4L30E 4L30E 4L30E 4L30E
Install several Bobby pins around the 3rd Clutch Drum.
In order to remove the sprag assembly to gain access to the clutches you must
first remove the internal snap ring holding the sprag race assembly to the drum.
To do this, start with one end of the snap ring, push in on the snap ring with a
scribe and slide a bobby pin between the drum and the snap ring, keeping that
portion of the snap ring out of the groove. Work your way around the drum in-
stalling several bobby pins until the snap ring is completely out of the groove.
Tools and Procedures (continued)
4L30E 4L30E 4L30E 4L30E 4L30E 231
Pry the Sprag Race out with two screw drivers.
Once you have all of the Bobby pins in place, simply use two screw drivers to pop
the race out of the drum.
Tools and Procedures (continued)
232
4L30E 4L30E 4L30E 4L30E 4L30E
The 3rd Clutch Cushion Plate should be installed as shown for proper operation.
If the 3rd Clutch Cushion Plate is installed incorrectly a harsh 3rd gear will occur.
There is no factory specifications for clutch clearance.
Try to maintain 0.008-0.010 per disc.
3rd Clutch Cushion
Plate is beveled as
shown
3rd Clutch Drum Assembly
Pressure Plate Installation
4L30E 4L30E 4L30E 4L30E 4L30E 233
NOTE:
The offset hole MUST
face down
This hole must line up
with the 3rd Clutch
Feed Circuit
3rd Clutch Feed
Binds in 2nd Gear
Bushing Installation
Installation of the 3rd Clutch Bushing is very important. If the feed hole is not
aligned properly, 3rd clutch failure will occur. It will also cause a bind in 2nd due
to the 3rd clutch staying on.
234
4L30E 4L30E 4L30E 4L30E 4L30E
0.064 Yellow 8-96013-761-0
0.070 Red 8-96013-762-0
0.077 Black 8-96013-763-0
0.084 White 8-96013-764-0
0.094 Green 8-96013-765-0
0.100 Blue 8-96013-766-0
Center Support Washer
Isuzu Washers
Center Supports that use a no-tab style thrust washer tend to fail because the
plastic washer is allowed to spin on the support. If you choose to machine the
no-tab style Center Support you can use the 3 tab washers and they are more
adjustable for endplay. These washers are also used for the Pump to adjust Over-
drive housing endplay.
Main Case Endplay
0.014-0.031
O/D Case Enplay
0.004-0.030
Refer to the Blue
Print on the
following page
4L30E 4L30E 4L30E 4L30E 4L30E 235
120 Degrees
7/16 Diameter
0.200 Deep +/- 0.010
1.190 Radius
+/- 0.005
Center Support Washer
Do not use a drill press to machine the Center Support. It should only be ma-
chined on a milling machine. Use this schematic as a reference to machine the
Center support area for the three tab washer.
Isuzu Washers (continued)
236
4L30E 4L30E 4L30E 4L30E 4L30E
Type 1
1990-1993 Isuzu Rodeo and Trooper
Type 1b
1992-1995 BMW w/4L30E
Type 2
1994-1995 Isuzu Rodeo, Trooper, Amigo and Honda Passport
Type 3
1996-1999 Isuzu Rodeo, Trooper, Amigo, Vehicross, Honda Passport and
Acura SLX
Type 4
2000-up Isuzu Rodeo, Trooper, Amigo, Vehicross, Honda Passport and
Acura SLX
Type 5
1997-1998 Cadillac Catera
Type 6
1996-2001 BMW w/4L30E
1999-2001 Cadillac Catera
Computer Types
4L30E 4L30E 4L30E 4L30E 4L30E 237
1990-1991 Isuzu Troopers
used a two-terminal diagnostic
connector. To display codes,
simply jump the two terminals
together.
1992-1995 Isuzu Troopers
have a three-terminal diagnos-
tic connector. To display codes,
jump the two outer terminals
together.
Computer Type 1 & 2
Manual Code Retrieval
Ground the Yellow w/Black stripe
wire on the 2 or 3 pin connector
238
4L30E 4L30E 4L30E 4L30E 4L30E
17 1-2/3-4 Solenoid shorted to ground
21 TPS Voltage too high
22 TPS Voltage too low
23 Engine coolant switch voltage high
25 1-2/3-4 Solenoid open or shorted to B+
26 2-3 Solenoid shorted to ground
28 2-3 Solenoid open or shorted to B+
29 TCC Solenoid shorted to ground
31 No engine RPM signal
32 Force Motor circuit amperage too low (Less than 0.095A)
33 Force Motor circuit amperage too high (Higher than 1.5A)
34 Band Apply Solenoid open or shorted to B+
35 Band Apply Solenoid open or shorted to ground
36 TCC Solenoid open or shorted to B+
39 No VSS
41 Gear ratio error
43 Solenoid ground supply circuit open, shorted to ground or shorted to B+
46 Down shift error
48 Low battery voltage (Below 9.0V)
49 High battery voltage (Above 16V)
55 EPROM failure
56 Transmission range switch input incorrect
65 Trans Temp sensor shorted to ground
66 Trans Temp sensor open or shorted to B+
77 Kickdown switch stuck closed (shorted to ground)
Type 1
Codes
4L30E 4L30E 4L30E 4L30E 4L30E 239
11 No VSS
13 No engine RPM signal
15 Trans Temp Sensor open or shorted to B+
16 Trans Temp Sensor shorted to ground
21 TPS Voltage too high
22 TPS Voltage too low
23 TPS connector disconnected
25 Low battery voltage (Below 9.0V)
26 High battery voltage (Above 16V)
31 1-2/3-4 Solenoid open or shorted to ground
32 2-3 Solenoid open or shorted to ground
33 TCC Solenoid open or shorted to B+
34 Band Apply Solenoid open or shorted to ground
35 Force Motor open or shorted
36 Solenoid B+ supply circuit open or shorted to ground
37 Torque management serial line fault
41 1-2/3-4 Solenoid shorted to B+
42 2-3 Solenoid shorted to B+
43 TCC Solenoid shorted to ground
44 Band Apply Solenoid shorted to B+
46 Solenoid B+ supply circuit shorted to B+
51 Engine Coolant Switch open, shorted to ground or shorted to B+
52 Kickdown Switch stuck closed (shorted to ground)
53 Transmission range switch input incorrect in P, N or R position
55 Brake Switch open or shorted to ground
56 Brake Switch shorted to B+
61 Gear ratio error
62 Downshift protection
63 EPROM failure
64 TCC valve stuck on
65 TCC valve stuck off
82 Shift or Band Apply Solenoids faulty during driving
Type 2
Codes
240
4L30E 4L30E 4L30E 4L30E 4L30E
P0218 Transmission fluid over temp
P0560 System voltage malfunction
P0705 Transmission range switch illegal position
P0706 Transmission range switch performance
P0711 TFT sensor performance
P0712 TFT sensor circuit low
P0713 TFT sensor circuit high
P0719 Brake switch stuck on
P0722 Output speed sensor
P0723 Output speed sensor intermittent
P0724 Brake switch stuck off
P0730 Gear ratio error
P0742 TCC stuck on
P0748 Force motor electrical fault
P0751 SSA (1-2/3-4 solenoid) stuck on or stuck off
P0753 SSA (1-2/3-4 solenoid) electrical fault
P0756 SSB (2-3 solenoid) stuck on or stuck off
P0758 SSB (2-3 solenoid) electrical fault
P1790 ROM check sum error
P1792 EEPROM check sum error
P1835 Kickdown switch stuck on
P1850 Band apply solenoid electrical fault
P1860 TCC solenoid electrical fault
P1870 Transmission component slipping
Type 3
Codes
4L30E 4L30E 4L30E 4L30E 4L30E 241
P0502 No VSS signal
P0562 System voltage low
P0563 System voltage high
P0601 PCM/ECM memory checksum
P0602 PCM/ECM programming error
P0604 PCM/ECM RAM error
P0606 Internal performance
P0711 TFT sensor performance
P0719 Brake switch stuck on
P0723 Output speed sensor intermittent
P0724 Brake switch stuck off
P0742 TCC stuck on
P0751 SSA (1-2/3-4 solenoid) stuck off
P0752 SSA (1-2/3-4 solenoid) stuck on
P0756 SSB (2-3 solenoid) stuck off
P0757 SSB (2-3 solenoid) stuck on
Type 4
Codes
242
4L30E 4L30E 4L30E 4L30E 4L30E
P1120 TPS1 circuit
P1220 TPS2 circuit
P1221 TPS1-TPS2 correlation (circuit performance)
P1271 APS1-APS2 correlation (circuit performance)
P1275 APS1 circuit
P1280 APS2 circuit
P1285 APS3 circuit
P1790 ROM check sum error
P1792 EEPROM check sum error
P1835 Kickdown switch stuck on
Type 4
Codes
4L30E 4L30E 4L30E 4L30E 4L30E 243
P0560 System voltage malfunction
P0601 TCM internal error
P0703 Brake switch circuit
P0725 Engine RPM signal
P0727 Engine RPM signal
P0742 TCC stuck on
P0751 SSA (1-2/3-4 solenoid) stuck off
P0752 SSA (1-2/3-4 solenoid) stuck on
P0756 SSB (2-3 solenoid) stuck off
P0757 SSB (2-3 solenoid) stuck on
P1560 TCM voltage interrupted
P1600 Transmission power relay circuit (Solenoid B+ supply)
Type 5 & 6 (Except BMW)
Codes
244
4L30E 4L30E 4L30E 4L30E 4L30E
P1625 Transmission power relay circuit (Main Case Solenoid B+ supply)
P1705 P/N output circuit from ECM to TCM (not the trans range sensor)
P1740 Torque management circuit
P1743 TPS signal invalid from ECM to TCM
P1760 Keep alive power circuit fault
P1740 Torque management circuit
P1792 Engine coolant circuit
P1800 Transmission power relay circuit (Main Case Solenoid B+ supply)
P1835 Kickdown switch stuck on (info from ECM on some models)
P1844 TCS torque reduction request circuit
P1845 Gear ratio output to ABS
P1890 ECM to TCM data input circuit (TPS data incorrect on some models)
P1895 Engine torque delivered circuit (TCM to traction control module)
U2100 CAN bus circuit
Type 5 & 6 (Except BMW)
Codes
245
AISIN WARNER AISIN WARNER AISIN WARNER AISIN WARNER AISIN WARNER
Aisin
Warner
Section
246
1 Converter Housing 10 B5 Brake 19 Input Shaft
2 2nd Brake 11 Transaxle Case 20 Oil Pump
3 One-Way Clutch No.2 12 U/D Clutch 21 One-Way Clutch No.1
4 Control Valve Assembly 13 U/D Brake 22 2nd Coast Brake
5 Side Cover 14 Final Gear 23 Torque Converter
6 1st and Reverse Brake 15 Differential Case 24 Main Rear Planetary Gear
7 Forward Clutch 16 Output Shaft 25 Main Front Planetary Gear
8 Direct Clutch 17 Counter Driven Gear 26 U/D Rear Planetary Gear
9 Transaxle Case Cover 18 Counter Drive Gear 27 U/D Front Planetary Gear
Nissan
Applications and Internal Component ID
Aisin Warner:
RE5F22A:
2004 and newer Maxima V6
2005 and newer Altima
247
Nissan
248
Nissan
Pressure Tap Locations
Engine Speed: D, M positions Reverse
Idle 48-57 psi 73-88 psi
WOT Stall 186-202 psi 247-287 psi
Line Pressure in
1st, 2nd, and
Reverse
Forward
Clutch
Pressure
Lube
Direct
Clutch
Pressure
4-5
Clutch
Pressure
4-5
Clutch
Pressure
Forward
Clutch
Pressure
249
Nissan
Preliminary Test:
1. With the selector lever in Park, start the engine and warm it to operating
temperature.
2. Turn the ignition switch to the Off position, then turn the switch in cycles
On, Off, On, Off (ending in the Off position).
3. Wait 10 seconds.
4. Turn the ignition switch to the On position (do not start engine).
5. The A/T Check indicator should come on for about 2 seconds. If the A/T
Check indicator does not come on, check the CAN bus circuits from the
TCM to the instrument cluster, power and ground to A/T control module
and the A/T Check indicator lamp and circuits.
* The short blinks indicate codes that are not set and the long blinks indicate codes that are
set. Example: If all of the blinks are short except for the 8th, 12th, and 23rd, it means you
have codes 8, 12 and 23 set.
250
Nissan
Manual Code Retrieval (continued)
Code retrieval procedure:
Note: Step 7 must be performed within 2 seconds of completing step 6
(turning ignition switch On)
1. Set the Parking Brake
2. Turn the ignition switch to the Off position
3. Push the shift lock release button
4. Move the selector lever from the P to the D position.
5. Make sure the accelerator pedal is fully released (closed throttle)
6. Depress the brake pedal
7. Turn the ignition switch to the On position
8. Move the selector lever to the N position, then release the brake pedal.
9. Move the selector lever to the D position, then depress the brake pedal.
10. Release the brake pedal.
11. Depress the accelerator pedal fully, then release it
The A/T Check indicator should now flash, indicating any self-diagnosis codes
that are set.
Codes are cleared by turning the ignition switch off after the code retrieval procedure has
been performed.
* The short blinks indicate codes that are not set and the long blinks indicate codes that are
set. Example: If all of the blinks are short except for the 8th, 12th, and 23rd, it means you
have codes 8, 12 and 23 set.
251
Nissan
DTC Identification
OBDII
DTC
P0500 15 Vehicle speed signal from instrument cluster
P0613 TCM internal malfunction
P0705 11 PNP switch signal fault
P0710 12 ATF temperature sensor circuit fault
P0711 ATF temperature sensor no signal change (not rational)
P0717 2 Turbine speed sensor signal loss or out of range
P0722 1 Vehicle speed sensor (revolution sensor) signal loss or out of range
P0726 14 Engine speed signal fault (from ECM)
P0731 17
1
st
gear ratio error
P0732 18
2
nd
gear ratio error
P0733 19
3
rd
gear ratio error
P0734 20
4
th
gear ratio error
P0735 21
5
th
gear ratio error
P0744 24 TCC performance (TCC slip)
P0745 3 PC solenoid A (line pressure) electrical circuit fault
P0750 6 Shift solenoid A electrical circuit fault
P0755 7 Shift solenoid B electrical circuit fault
P0760 8 Shift solenoid C electrical circuit fault
P0762 22 Shift solenoid C stuck on (performance fault)
P0765 9 Shift solenoid D electrical fault
P0770 10 Shift solenoid E electrical fault
P0775 4 PC solenoid B electrical circuit fault
P0780 23 Shift performance fault (incorrect gear, long shift, slipping)
P0795 5 PC solenoid C electrical circuit fault
P0797 25 PC solenoid C stuck on (performance fault)
P0826 Manual mode switch signal fault
P0882 TCM power loss (power/ground fault, battery/charging fault, battery disconnected)
P1726 13 Electronic throttle control system fault
U1000 16 CAN communication line (CAN bus fault)
Flash
Code
Cause
252
Nissan
Wiring Diagram
The transmission control module wiring diagram below shows some of the same
components and circuits that you would find in previous year models. If you look
closely, you will notice that some sensors you would find on earlier vehicles, such
as the TPS, are not present. The overview of the CAN bus network covered in the
next couple of pages will help you understand which modules these sensor sig-
nals go to, and how the sensor data is communicated between modules.
253
Nissan
CAN Communication
There are some quick tests you can perform on the Nissan CAN bus network
without even using a scan tool or DMM. Using this type of test procedure can help
you quickly determine if there is a problem and narrow down where the problem
may be located.
For example, looking at the CAN data transfer charts on the following pages, you
can determine which modules are transmitting specific data information, and
which are receiving (T for the transmitting module, R for the receiving mod-
ule).
Verifying the network between the ECM and the Unified Meter and A/C Amp.
The Engine Speed Signal is transmitted over the CAN bus network by the ECM,
and received by the Unified Meter and A/C Amp (instrument cluster module).
Test 1:
So if you start the engine and the tachometer is functioning, then you have veri-
fied that the network between the ECM and Unified Meter and A/C Amp is intact
and functioning at this time.
Verifying the network between the TCM and the Unified Meter and A/C Amp.
The A/T Position Indicator Lamp data is transmitted over the CAN bus network
by the TCM, and received by the Unified Meter and A/C Amp (instrument cluster
module).
Test 2:
If you move the Transmission Selector Lever and the Position Indicator Lamps are
functioning properly, you have verified that the network between the TCM and
Instrument Cluster is intact and functioning at this time.
Looking at the network wiring diagram, you can see that by performing the tests
described above you can verify the integrity of the network from the Unified Meter
and A/C Amp to the ECM.
Example 1:
Example 2:
254
Nissan
CAN Communication (continued)
255
Nissan
256
Nissan
257
Nissan
Revolution and Turbine Speed Sensor ID and Testing
258
Nissan
Revolution and Turbine Speed Sensor ID and Testing
When a piece of magnetic metal (iron) is waved back and forth as illustrated,
measured voltage should toggle between a high reading of 1.2 1.6 volts, and a
low reading of 0.4- 0.8 volts. These sensors area not pulse generators, they must
have voltage to operate properly.
100 ohm Resistor
Radio Shack Part Number
271-1311
259
Nissan
Park/Neutral Position Switch Testing
260
Solenoid Resistance Measure between:
SSA 11-16 ohms 2 and ground
SSD 11-16 ohms 1 and ground
SSE 11-16 ohms 5 and ground
PCB 5.0 5.6 ohms 3 and 7
Temperature Resistance (unplugged) Voltage (plugged in)
0C (32F) 9.8 k 4.0 volts
20C (68F) 4.2 k 3.0 volts
80C (176F) 0.54 k 0.8 volts
100C (212F) 0.31 k 0.5 volts
Solenoid Resistances
A/T Fluid Temperature Sensor Readings
Nissan
Solenoid and A/T Temperature Sensor Testing
261
Nissan
Solenoid and A/T Temperature Sensor Testing (continued)
Solenoid Resistance Measure between:
SSB 11-16 ohms 1 and ground
SSC 11-16 ohms 4 and ground
PCA 5.0-5.6 ohms 3 and 6
PCC 5.0-5.6 ohms 2 and 5
Solenoid Resistance
262
Nissan
Fluid Fill/Check Procedure
Nissan: Nissan Matic-K (P/N 999MP-MTK00P)
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Sprags
HONDA HONDA HONDA HONDA HONDA 265
Honda
Section
266
HONDA HONDA HONDA HONDA HONDA
INCORRECT CORRECT
Many times after rebuild a no 2-3 shift is discovered. The computer strategy does
not allow a successful 2-3 shift with the wheels off of the ground. It may be pos-
sible to shift the transmission manually to get the 2-3 shift. The transmission
may shift erratic during the initial road test.
BAXA, MAXA and B7XA
No 2-3 Shift On the Rack After Rebuild
ATRA Bulletin #634
Acura
1995-2004 Vehicle Applications
Transaxle Model Vehicle Model
A6VA 1997 2.2CL
B6VA 1998 1999 2.3CL
B7ZA / M7ZA 1997 1999 3.0CL
BGFA / MGFA 2001 2003 3.2CL
M5DA 1996 3.5RL
M1WA 1995 1998 2.5 TL
M5HA 1996 1998 3.2TL
B7VA (4 speed) 1999 3.2TL
B7VA (5 speed) 2000 3.2TL
B7WA 2001 -3.2TL
MGHA 2001 -MDX
S4XA 1996 1999 Integra
SKWA 2000 2001 Integra
MRMA 2002 - RSX
MR9A 1991 2002 NSX
268
Honda
1995-2004 Applications
Transaxle Model Vehicle Model
A4RA / B4RA / M4RA 1996 2000 Civic
BMXA 2001 2004 Civic
M4VA (CVT) 1996 2000 Civic HX
MLYA (CVT) 2001 Civic
SZCA (CVT) Civic Hybrid
BAXA / MAXA 1998 2002 Accord 4
MCLA 2003 Accord 4
B7XA 1998 2002 Accord V6
BAYA / MAYA 2003 Accord V6
M6HA 1997 2001 Prelude
MPJA 1995 1997 Odyssey
MDWA 1998 Odyssey
B7TA / B7VA 1999 2001 Odyssey
BYBA 2002 Odyssey
MDMA / SDMA / 1997 2001 CRV
MCVA / MRVA 2002 CRV
MHTA 2001 - Insight
Honda/Acura
General Information
The following pages are procedures that need to be performed during every re-
pair. Diagnosing Honda/Acura transmissions can be difficult and time consum-
ing especially when a problem was never found and/or was created during the
overhaul. These procedures were developed and tested to help reduce comebacks.
270
Standard mechanical gauges will work for checking line pressure, however if you
use a mechanical gauge, the accumulation effect of the gauge and rubber hose
can cause flares or mask harsh shifts when connected to a clutch pressure port. It
is best to use transducer type electronic gauges for clutch pressures.
Pressure testing
All Applications
Always remove the bearings from the case and carefully inspect snaprings for
wear. Excessive wear allows shaft movement which can cause noise problems
and shaft tube retainer/end cover damage.
Shaft Bearing Snaprings
General Information
272
The cushion plate will often wear into the bottom steel plate. This will increase
clutch pack clearance, and decrease the cushioning effect on clutch apply. If the
groove is more than 0.005" deep, replace the steel plate.
Steel plate finish:
Improper Steel plate finish can cause shift quality problems. The factory finish on
an unused steel plate is NOT a mirror finish. It looks more like a scratchy surface.
Clutch Packs
Check for wear on the bottom steel plate of each clutch pack
General Information (continued)
Shift Concerns:
1. Slide Bump
2. Shudder
3. Groan
4. Grunt
5. Squawk
Carefully clean the piston flapper valve with solvent and compressed air. Closely
inspect the flapper valve for contamination, such as clutch fibers or metal debris
stuck behind the flapper.
Piston Flapper Valves
Clean and Inspect
274
All Drums
Check for Steel
Plate Lug Wear
Check for Cracks
Drum cracks are a common failure on many units and are most common on Civic
units. Inspect the Drums for cracks and Steel Plate lug wear.
Most Honda seals have an arrow showing the correct rotation. On 4-cylinder
applications the torque converter seal has an arrow pointing counter clockwise,
on V6 applications the arrow points clockwise.
Seals
Torque Converter and Axle Seals are Directional
276
A slight polishing or marking on the end of the tube where the shaft bushing
rides is acceptible. If any scoring, grooves or wear is present, replace both the
tube and the bushing.
Shaft Bushings and Tubes
Closely Inspect the Tube Ends for any Signs of Wear or
Scoring
1. With a pair of scissors, cut a narrow (1/16") strip of Scotch or similar type
plastic tape (about 0.002" thick).
2. Lay the piece of tape lengthwise at the end of the tube, leaving some of the
tape hanging off of the end of the tube.
3. Fold the loose end of the tape in slightly so it will lead itself into the shaft
bushing.
4. Insert the tube into the shaft, taped end first.
The tube should not fit into the bushing with the piece of tape on it. If it will fit
into the bushing (without excessive force), the bushing or tube are worn and need
to be replaced.
Shaft Bushings and Tubes
Check theTube to Bushing Clearance with Scotch Type
Tape
278
Valve Body
Correct End Plug Installation
This end faces out (away from the valve)
This end faces in (towards valve/spring)
Be very careful during disassembly and reassembly of the valve body. If these
plugs are installed incorrectly many different shift concerns will occur depending
on what plug is installed incorrectly.
Clear Codes:
Remove BACK-UP fuse (7.5Amp) from under dash or underhood fuse/relay box for
10 seconds, or use scan tool to clear codes.
OBDII Diagnostics
On later OBDII vehicles, the two pin service check connector was deleted. If the
vehicle does not have a service check connector, ground pin 9 (brown wire) at the
OBDII connector to flash transmission codes out of the D, D4, or D5 light.
OBDII Diagnostic Connector
Code Flash Pattern
Code Retrieval:
280
DTC Definitions
Flash OBDII DTC Indicator light Definition
1 P1753 Yes Lock-up Solenoid Valve A circuit fault
2 P1758 Yes Lock-up Solenoid Valve B circuit fault
3 P1790 Yes Throttle Position Sensor fault
4 P1791 Yes VSS signal fault
5 P1705 Yes A/T Gear Position Switch fault (short)
6 P1706 No A/T Gear Position Switch fault (open)
7 P0753 Yes Shift Control Solenoid A circuit fault
8 P0758 Yes Shift Control Solenoid B circuit fault
9 P0720 Yes Countershaft Speed Sensor (NC) signal fault
10 P1792 Yes Engine Coolant Temperature Sensor signal fault
11 P0725 Yes Engine Speed Signal fault
12 P1793 Yes MAP sensor signal fault
13 P1794 Yes Barometric Sensor signal fault
14 P1786 Yes FAS signal fault (ECM to TCM)
Mainshaft Speed Sensor (NM) signal fault
Note: this code can be caused by a transaxle performance problem(slipping, incorrect
gear, etc.)
Linear Solenoid circuit fault
A/T Clutch Pressure Control Solenoid A circuit fault
18 P1787 No FFS signal fault (ECM to TCM)
22 P0763 Yes Shift Control Solenoid C circuit fault
23 P1773 Yes A/T Clutch Pressure Control Solenoid B circuit fault
A/T Shift Switch circuit fault
(manual upshift/downshift switch)
25 P1738 No 2nd Clutch Pressure Switch signal fault
26 P1739 No 3rd Clutch Pressure Switch signal fault
27 P1740 No 4th Clutch Pressure Switch signal fault
28 P0710 Yes ATF Temperature Sensor signal fault
29 P1778 Yes A/T Lock-up Pressure Control Solenoid circuit fault
30 P1870 Yes Shift Control Linear Solenoid circuit fault
31 P1873 Yes PH PL Control Linear Solenoid circuit fault
32 P1879 Yes Start Clutch Control Linear Solenoid circuit fault
33 P1882 Yes Reverse Inhibitor Solenoid circuit fault
34 P1885 Yes Drive Pulley Speed Sensor signal fault
35 P1886 Yes Driven Pulley Speed Sensor signal fault
36 P1888 Yes Secondary Gear Shaft Speed Sensor signal fault
TMA or TMB signal fault (Civic CVT)
SEAF or SEFA signal fault (Prelude)
Note: Prelude will not flash code 37 from indicator light
40 P0740 No Lock-up control system fault
41 P0730 No Shift control system fault
42 P1890 Yes Shift control system fault
43 P1891 Yes Start clutch control system fault
45 P0780 Yes Mechanical problem in hydraulic system
63 P1710 No 1st Hold Switch signal fault
15 P0715 Some models before
1998 will not flash
indicator light
16 P1768 Yes
24 P1709 Yes
37 P1655 Yes
Cushion Plate Direction
BAXA/MAXA/B7XA Family
Poor Shift Quality After Overhaul
3rd and 4th Clutch Drums
282
Cushion Plate Direction
BAXA/MAXA/B7XA Family
Poor Shift Quality After Overhaul
1st Clutch Drum
Some units use a wave type cushion plate and others use a dish type cushion
plate
Wave Plate Design Dish Plate Design
Bindup in Reverse
Worn Feed Tube and Bushing
A worn mainshaft bushing or pipe may cause crossleaks between the 3rd clutch
and 4th clutch assemblies. Install a pressure gauge on the 3rd clutch pressure
port. Stall test the transmission in Reverse, there should be NO pressure in the
3rd clutch pressure tap.
Inspect the bushing
with tape as previously
discussed
284
Be careful when pulling the retainer assembly. If the puller bolts are installed too
deep they can damage the thrust bearing surface below the ball bearing.
Gear Noise/Whine
Noise in 1
st
and 2
nd
Gear
MAXA, BAXA, B7XA,B7VA, B7TA 4 Cylinder and V6 Applications
WARNING: Bolts should not be impacted
into the retainer assembly. Impacting
your puller bolts into the retainer will
cause the lip of the retainer to rise at the
arrow points shown. This will cause
bearing damage.
Make sure the transfer gear is installed correctly. The step on the gear needs to
be installed towards the threaded end of the shaft.
Gear Noise/Whine
Noise in 1
st
and 2
nd
Gear (continued)
The step must face
the threaded end of the
shaft
MAXA, BAXA, B7XA,B7VA, B7TA 4 Cylinder and V6 Applications
286
Make sure the Reverse Idler Gear is installed correctly. The ridge on the gear
must face up during installation as shown in the picture below.
Gear Noise/Whine
Noise in 1
st
and 2
nd
Gear (continued)
4 cylinder models
Some B7TA and B7XA transaxles in 1998 2000 Honda Accords and 1999 2000
Honda Odysseys may make a snapping, popping, or grinding noise in reverse,
especially under acceleration. This is caused by the Servo Bore depth being ma-
chined incorrectly by the factory.
The Factory has an updated design servo valve body: Honda part number 27400-P7X-A50
B7TA/B7XA
Popping / Snapping / Grinding in Reverse
288
CPC Solenoid Feed Pipes
V6 Units
During the rebuild make sure you install all of the pipes in there proper loca-
tions. Often times during the rebuild the CPC Solenoid feed pipe is not installed
correctly or not installed at all.
CPC Feed Pipes
External Components
5 Speed V6 Electrical Component ID
Solenoid V6 Wire Colors
Torque Converter Clutch Solenoid Valve Yellow and Black
Shift Control Solenoid Valve A Blue/Yellow and Black
Shift Control Solenoid Valve B Green/White and Black
Shift Control Solenoid Valve C Green and Black
Use this chart to identify the components you are working on. Make sure the
components are connected to the correct harness plugs.
290
Updated vehicles will have a punch mark above the 9
th
character of the engine
compartment VIN.
Note: The PCM inhibits reverse by turning off Shift Solenoid Valve E. A quick test is to
check the Shift Solenoid Valve E circuit for voltage with a DMM.
* No voltage = reverse inhibit command.
MCLA
No Reverse Condition
2003 Accord 4 Cylinder
2003 Accord 4 cylinder can develop a no reverse condition if the transmission is
shifted between forward and reverse several times, and wheel speeds exceeding
12 mph (such as when the vehicle is stuck in snow). This is due to a programming
problem causing the PCM to get stuck in reverse inhibit mode.
Have a dealer reprogram the PCM according to Honda TSB 03-042
From VIN 1HGCM73A000001
Thru VIN 1HGCM73A023877
From VIN 3HGCM53G700001
Thru VIN 3HGCM53G705659
From VIN JHMCM53C000001
Thru VIN JHMCM53C077295
2003 Accord 4 cylinder 2 door
2003 model year Accord V6s with DTC U1055, along with shift position indicator,
cruise control, and A/C not working, may have a problem with PCM communica-
tion on the F-CAN network. There is a software update for this concern.
Have a dealer reprogram the PCM according to Honda TSB 03-072
2003 Accord V6
DTC U1055, Shift Position Indicator Inoperative
Indicator lights
may not
illuminate
292
2000 2003 Acura 3.2TL and 2001 2003 3.2CL have an updated PCM available
to improve transaxle performance and durability.
BGFA, B7WA, B7VA 5 Speed
Replace the PCM when Installing an Overhauled or
Replacement Transaxle
* To order the correct PCM, you need to know the vehicles emission type. The dealer can scan
the vehicle to retrieve the emission type.
2000 2002 3.2TL All
From VIN 19UUA53A000001
Thru VIN 19UUA53A019556
From VIN 19UUA53A000001
Thru VIN 19UUA53A019061
2001 2002 3.2CL All
From VIN 19UYA423A000001
Thru VIN 19UYA423A005203
2003 3.2TL (except Type S)
2003 3.2TL Type S
2003 3.2CL
KA = Federal
KL = California
Updated PCM software has been developed to improve driveability and durability
under certain driving conditions.
Have a dealer reprogram PCM according to Honda TSB 03-070
BAYA/MAYA
2003 Accord V6 Update PCM Software
Update PCM Software when the Transaxle is Overhauled or Replaced
2003 Accord V6 4-door
2003 Accord V6 2-door
294
A4RA/B4RA/M4RA
1996-2000 Civic Valve Body Checkball and Relief Valve
Locations
This
end
in
First
The 1st gear Accumulator Choke Valve installation is very important. If the valve is
installed incorrectly, forward engagment problems may occur.
Regulator Body
A4RA/B4RA/M4RA
1996-2000 Civic Valve Body Checkball and Relief Valve
Locations
Incorrect installation of the Cooler Relief Valve and the torque converter relief
valve can cause multiple problems. Always install the valve first and then the
spring.
296
Civic CVT External Components
M4VA
Secondary Shaft Speed Sensor
(Located on the side of the Transmission)
Driven Pulley
Speed Sensor
Case Connector
Drive Pulley
Speed Sensor
General Identification
Civic CVT Pressure Taps
M4VA
Lube
Driven Pulley
Forward Clutch
Drive Pulley
Reverse Clutch
Start Clutch
General Identification
298
An exploded view of the Valve Body break down not available in any shop manu-
als at this time.
M4VA
Valve Body Assembly
Valve Body Assembly (continued)
M4VA
An exploded view of the Valve Body break down not available in any shop manu-
als at this time.
300
Case Passage Air Test ID
M4VA
Its always a good idea to air test the unit before disassembly and after rebuild.
You can easily check the pulley assembly by pressurizing the driven pulley and
turning the pulley with a screw driver. The pulley will squeeze down and close,
then perfrom the same procedure with the Drive pulley.
M4VA
Pulleys and Belt
Inspect the pulley
Sheave for rough
surfaces
The belt and pulleys are only available as an assembly and are VERY EXPEN-
SIVE!!
Air test the pulleys before disassembling the unit, check the sheave finish. Make
sure there is no polishing, dishing, or scoring. All of these concerns will cause
multiple problems.
The finish youre looking for is an even ground finish similar to a brand new roller
bearing outer race.
302
General Overhaul Procedures
M4VA
Shaft Tubes and Shaft Bushings
Inspect the shaft and bushings for wear with scotch type tape. Do not overlook
basic Honda transxale overhaul procedures. Check all feed pipes and shaft bush-
ings
Feeds the Lube and
the Driven Pulley
Feeds the Drive Pulley and
the Forward Clutch
Feeds the Start Clutch
M4VA
Start Clutch Drum Assembly
The Start Clutch components are only available as a complete assembly from
Honda. The Start Clutch components have been upgraded by Honda.
Clearance Specifications are: 0.020-0.028
NOTE: Always inspect the clutch plates for glazing or worn off nitride finish.
Possible symptoms when the Start Clutch is failed:
1. Shudder on take-off
2. Falls out of gear at a stop
3. Falls out of gear during decel
4. Neutral bang engagment
304
After removing the spring and retainer, there is another snapring that must be
removed before the piston will come out of drum.
M4VA
Start Clutch Drum Assembly (continued)
1. Engine stalling in gear
2. Delayed engagements
3. Harsh engagements
4. No engagement until engine speed is increased
Critical inputs to the TCM/ECM for start clutch control:
1. Brake switch signal
2. Range switch signal
3. MAP sensor signal
4. TPS signal
Fix engine codes and engine performance problems first
Perform start clutch calibration procedure
Check the TCM/ECM for good grounds
M4VA
Start Clutch Control Problems
Generel Engagement Concerns:
306
Surging in gear at a stop
1. Fix any engine codes or engine performance/drivability problems first.
2. Contaminated/sticking solenoids and valves
3. Bad TCM/PCM grounds
4. Updated TCM for 1996-1998 year models P/N 28100-P2M-306
Service kit: P/N 27010-P4V-305
Contains:
1. Pan gasket
2. Harness connector oring
3. Pickup filter oring
4. Start clutch control linear solenoid
5. Shift control linear solenoid
6. Drain bolt washer
Start clutch shudder caused by:
1. Deteriorated fluid
2. Wrong fluid type
3. Glazed or damaged start clutch
M4VA
Start Clutch Control Problems (continued)
Shudder/Chatter on Takeoff
Low Pressure:
1. Forward Clutches
2. Slip/Shudder
3. Check the pump for damage
Surging in gear at a stop, shudder, idle fluctuation
1999 2000 Civic HX
Symptoms:
1. Idle fluctuates between 500 and 1500 RPM (more pronounced when cold)
2. Shudder when accelerating from a stop, or when coming to a stop
3. Surging at highway speeds between 2000 and 3000 RPM
4. Excessive shock when the engine is cold, and you start to accelerate
5. A coo sound, lasting about 5 to 10 seconds, after coming to a stop
Replace the start clutch assembly, start clutch control valve, and the PCM
Start Clutch Kit (49 State JF1) P/N 06220-P2M-309
Start Clutch Kit (California JL2) P/N 06220-P2M-405
M4VA
Start Clutch Control Problems (continued)
308
M4VA
Whining/Gear Noise in Reverse
In Reverse everything is rotating simultaneously from the input shaft to the Start
Clutch Assembly. When the vehicle is at a stop there is a distinct whine noise
associated with the transmission. This is normal and no service should be per-
formed.
Problems may be intermittent and may occur only when cold or hot. Back probe
the harness connector and check for voltage to the inhibitor solenoid.
M4VA
No Reverse
Replace the inhibitor
solenoid
Solenoid: Measure between: Resistance spec:
Shift Control
Linear Solenoid
PH-PL Linear Solenoid Terminals 2 and 6 3.8 to 6.8 ohms
Start Clutch Control
Linear Solenoid
Inhibitor Solenoid Terminal 5 and valve body 11.7 to 21.0 ohms
Terminals 3 and 7 3.8 to 6.8 ohms
Terminals 4 and 8 3.8 to 6.8 ohms
310
Procedure for 1996 model only:
Caution: Do not use this procedure for 1997 and newer vehicles.
1. Engage the parking brake and block the front wheels securely.
2. Jump the Service Check connector (the Service Check connector is located
under the dash on the passenger side of the vehicle).
3. Start the engine and warm it up to normal operating temperature
(the radiator fan comes on twice.)
4. Fully depress the brake pedal and accelerator for 20 seconds with the gear
selector in D position (full power stall).
5. Shift into N or P. To store the negative pressure in memory, let the engine
idle in N or P for one minute under the following conditions:
* With the brake pedal depressed
* With the A/C switch off
* With the combination light switch (headlights/running lights)off
* With the heater fan switch off
* Turn OFF all other electrical accessories
Note: Start step 5 within 60 seconds after the radiator fan goes off.
6. Shift into D position and let the engine idle for two minutes to store the
feedback signal under the same conditions as in step 5.
7. Connect a scan tool and verify the TCM has completed the start clutch
calibration.
Note: The TCM will not store the feedback signal when the CVT fluid temperature is below
104 degrees F (40 degrees C), even if the engine coolant reaches normal operating
temperature.
* Repeat these procedures until the start clutch calibration is shown to
be completed in scan data.
8. Disconnect the jumper from the Service Check connector.
M4VA
Start Clutch Relearn Procedure
The TCM (97-98) and PCM (99 and newer) memorize the feedback signal when
you drive the vehicle as follows:
1. After warming up the engine (the radiator fan comes on)
2. Shift into the D position
3. Turn off all electrical accessories
4. Drive the vehicle up to 37 MPH (60 km/h)
5. After your speed reaches 37 MPH (60 km/h), release the accelerator for 5
seconds
M4VA
Start Clutch Relearn Procedure (continued)
Procedure for 1997 2003 vehicles:
312
Road Test Chart
M4VA
Throttle Position
Sensor Voltage
Engine RPM at 25
MPH (40 Km/h)
Engine RPM at 37
MPH (60 Km/h)
Engine RPM at 62
MPH (100 Km/h)
0.75 V 1250-1650 RPM -------- --------
2.25 V 2500-3100 RPM 2650-3250 RPM 2700-3300 RPM
4.5 V 3950-4550 RPM 4650-5250 RPM 5200-5800 RPM
Throttle Position
Sensor Voltage
Engine RPM at 25
MPH (40 Km/h)
Engine RPM at 37
MPH (60 Km/h)
Engine RPM at 62
MPH (100 Km/h)
0.75 V 1800-2200 RPM 2200-2800 RPM 3550-4150 RPM
2.25 V 2950-3550 RPM 3250-3850 RPM 4050-4650 RPM
4.5 V 4100-4700 RPM 5100-5700 RPM 5900-6500 RPM
Throttle Position
Sensor Voltage
Engine RPM at 25
MPH (40 Km/h)
Engine RPM at 37
MPH (60 Km/h)
Engine RPM at 62
MPH (100 Km/h)
0.75 V 3100-3700 RPM 3650-4250 RPM 4450-5050 RPM
2.25 V 3500-4100 RPM 4050-4650 RPM 4800-5400 RPM
4.5 V 4100-4700 RPM 5100-5700 RPM 5900-6500 RPM
D Position
S Position
L Position
These charts are useful to troubleshoot slipping concerns. New vehicle owners
and technicians that are not familiar with CVT type transaxle operation can use
this chart to verify normal operating conditions.
313
JATCO 5 SPEED JATCO 5 SPEED JATCO 5 SPEED JATCO 5 SPEED JATCO 5 SPEED
Jatco 5
Speed
Section
314
Applications and Designations
Mazda: JA5A-EL
2002 and newer MPV
2003 and newer Mazda 6 (V6)
Volkswagen: 09A (AG5)
Late 2002 and newer Jetta 1.8T and 2.8
Late 2002 and newer GTI 1.8T and 2.8
Land Rover: Jatco 5 Speed Automatic Transaxle
2002 and newer Freelander
Jaguar: JF506E
X Type
315
Mazda
316
Mazda
Component Application Chart (continued)
317
Mazda
DTC MIL OD Light Cause
P0705 On Yes Transaxle Range Switch Circuit Shorted
P0706 On Yes Transaxle Range Switch Circuit Open
P0711 On No Transaxle Fluid Temperature Sensor Malfunction (Stuck)
P0712 On Yes Transaxle Fluid Temperature Sensor Shorted
P0713 On Yes Transaxle Fluid Temperature Sensor Open
P0715 On Yes Input / Turbine Speed Sensor Circuit Fault
P0720 On Yes Vehicle Speed Sensor Circuit Fault
P0740 On No Torque Converter Clutch System Fault
P0743 On Yes Torque Converter Clutch Solenoid Circuit Fault
P0748 Off Yes Pressure Control Solenoid Circuit Fault
P0751 On No SSA Fault (Stuck Off)
P0752 On No SSA Fault (Stuck On)
P0753 On Yes SSA Circuit Fault (Open/Short)
P0756 On No SSB Fault (Stuck Off)
P0757 On No SSB Fault (Stuck On)
P0758 On Yes SSB Circuit Fault (Open/Short)
P0761 On No SSC Fault (Stuck Off)
P0762 On No SSC Fault (Stuck On)
P0763 On Yes SSC Circuit Fault (Open/Short)
P0768 Off Yes Reduction Timing Solenoid Circuit Fault (Open/Short)
P0773 On Yes Neutral Shift Solenoid Circuit Fault (Open/Short)
P0778 Off Yes 2-4 Brake Solenoid Circuit Fault (Open/Short)
P0791 On Yes Intermediate Speed Sensor Circuit Fault (Open/Short)
P0798 Off Yes High Clutch Solenoid Valve Circuit Fault (Open/Short)
P1710 Off No Ground Return Circuit Fault
U0073 On Yes CAN Bus Off
U0100 On Yes TCM Cannot Receive Any Signals From PCM
DTC Identification
318
Mazda
1 Manual Valve 6 Shift Solenoid B
2 2-4 Brake Solenoid Valve 7 Reduction Timing Solenoid Valve
3 Neutral Shift Solenoid Valve 8 Shift Solenoid A
4 TCC Solenoid Valve 9 Pressure Control Solenoid
5 Shift Solenoid C 10 High Clutch Solenoid Valve
Solenoid Identification
319
Mazda
Solenoid Measure between: Resistance
SSA K and A 1418 ohms
Reduction Timing Solenoid I and A 1418 ohms
SSB J and A 1418 ohms
SSC H and A 1418 ohms
Pressure Control Solenoid L and A 2.63.2 ohms
TCC Solenoid C and A 12.0-13.2 ohms
High Clutch solenoid F and A 2.63.2 ohms
2-4 Brake Solenoid D and A 2.63.2 ohms
Neutral Shift Solenoid F and A 1418 ohms
Solenoids, Sensors, and Case Connectors
320
Mazda
Temperature C (F) Resistance, K ohms
-40 (-40) 54.9
-20 (-4) 16.7
0 (32) 6.02
20 (68) 2.5
40 (104) 1.16
60 (140) 0.59
80 (176) 0.33
100 (212) 0.19
120 (248) 0.12
140 (284) 0.08
ATF Temperature Sensor:
Measure between pins I and J for specifications
Sensor Resistance Measure Between:
Input Speed 513 627 ohms A and B
Intermediate 513 627 ohms C and D
Vehicle Speed 513 627 ohms F and H
Solenoids, Sensors, and Case Connectors (continued)
321
Mazda
Fluid Type
Mazda: M-III or Dexron III
Fluid Fill and Check
322
Mazda
Total end play: 0.010" 0.020" (End Cover section)
Output gear bearing preload: 5.6 11.5 inch pounds
Reduction gear bearing preload: 5.3 15.5 inch pounds
Differential bearing preload: 6.9 16.5 inch pounds
Torque Specifications:
End cover bolts: 14 16 foot pounds
Case half bolts: 20 22 foot pounds
Valve body bolts: 5.1 6.5 foot pounds
Pump to case bolts: 14 16 foot pounds
Pan bolts: 5.1 6.5 foot pounds
Mazda Clutch Specifications:
Reverse Clutch: 2 drive and 2 driven plates
Clearance: 0.020" 0.031"
Friction plate minimum thickness: 0.067"
High Clutch: 5 drive and 5 driven plates
Clearance: 0.031" 0.043"
Low Clutch: 7 drive and 7 driven plates
Clearance: 0.044" 0.051"
Friction plate minimum thickness: 0.067
Direct Clutch: 4 drive and 4 driven plates
Clearance: 0.071" 0.087"
Low and Reverse Brake: 6 drive and 5 driven plates
Clearance: 0.031" 0.043"
2-4 Brake: 3 drive and 4 driven plates
Clearance: 0.024" 0.035"
Specifications
323
Volkswagen
DTC Identification VAG DTCs
VAG DTC Cause
00258 Solenoid 1 (N88) circuit fault (open/short)
00281 Vehicle Speed Sensor (G68) circuit fault
00293 Multi-function switch (F125) signal fault
00296 Kickdown switch signal fault
00300 Transmission fluid temperature sensor (G93) open/short to +
00350 Ground return wire fault (open/short)
00351 Intermediate speed sensor (G265) circuit fault (open/short)
00526 Brake light switch (F) signal fault
00529 Missing speed signal from TCM to ECM (check sensor inputs)
00532 Supply voltage low (power/ground, battery/charging system)
00652 Gear monitoring implausible signal or mechanical malfunction (gear ratio error)
00777 Throttle position sensor (G79) no signal.
001045 Tiptronic switch (F189) circuit fault (open/short)
001166 Engine torque signal fault (engine performance problem or module coding problem)
001192 Torque converter clutch malfunction (TCC slip)
001236 Selector lever lock solenoid (N110) circuit fault (open/short)
001312 Drive train data bus fault or no communication
001314 ECM no communication or incorrect equipment
001316 ABS module no communication
0018108 Brake pressure switch (F270) signal fault (open/short)
0017101 Transmission RPM sensor (G182) no signal. (can be caused by multi-function switch
fault, wrong gear, or slipping/no engagement condition)
0065535 TCM (J217) internal failure
324
Volkswagen
DTC Cause
P0614 ECM/TCM incompatible
P0700 TCM MIL request
P0705 Transmission range sensor circuit fault (multi-function switch)
P0710 Transmission fluid temperature sensor fault
P0715 Input/turbine speed sensor (G182) circuit fault
P0717 Input/turbine speed sensor (G182) circuit no signal
P0722 Output speed sensor (G68) no signal
P0725 Engine speed input circuit fault (signal from ECM)
P0730 Incorrect gear ratio
P0731 Gear ratio 1 incorrect
P0740 Torque converter clutch malfunction (TCC slip)
P0743 Torque converter clutch solenoid (N91) circuit failure (open/short)
P0746 Pressure control solenoid A (N93) stuck off
P0748 Solenoid 6 (N93) circuit fault (open/short)
P0785 Shift/Timing solenoid
P0791 Intermediate speed sensor (G265) circuit fault
P0811 Excessive clutch slippage
P0863 TCM communication circuit (CAN bus fault)
P0864 TCM communication circuit range/performance
P0865 TCM communication circuit low
P1626 Missing message from TCM (CAN bus fault)
P1780 Torque retraction malfunction (mechanical fault in transaxle)
P1850 Missing message from ECM (CAN bus fault)
DTC Identification OBD-II SAE DTCs
325
Volkswagen
Some publications show the sensors as being external, they are not. These sen-
sors are located internally. The sensors are identical and can be interchanged.
Electrical Component ID
326
Volkswagen
The Input speed sensor can be removed in the vehicle. Remove the End cover and
locate the speed sensor for diagnosing.
Electrical Component ID (continued)
327
Volkswagen
1
N88 (Solenoid Valve 1)
2
3
4
5
6
7
8
9
Solenoid Identification
Electrical Component ID (continued)
328
Volkswagen
Solenoid / Sensor Resistance Measure Between:
Input Speed Sensor 400 600 ohms 1 and 2
Intermediate Speed 400 600 ohms 3 and 4
Vehicle Speed Sensor 400 600 ohms 5 and 6
N93 1.0 5.0 ohms 15 and 18
N92 9.0 24.0 ohms 11 and 18
N91 9.0 24.0 ohms 17 and 18
N282 9.0 24.0 ohms 13 and 18
N90 9.0 24.0 ohms 12 and 18
N281 9.0 24.0 ohms 14 and 18
N88 9.0 24.0 ohms 9 and 18
N89 9.0 24.0 ohms 10 and 18
N283 1.0 5.0 ohms 16 and 18
(20C) 68F = 2.5k ohms
(80C) 176F=300 ohms
ATF Temp Sensor 7 and 8
Solenoids, Sensors, and Case Connector
329
Volkswagen/Land Rover
Fluid Type
Volkswagen: G 052 990 A2
Land Rover: LRN402 (Texaco N402)
Jaguar: WSS-M2C92-A1
Fluid Check/Fill
Fluid check procedure:
1. Start the engine.
2. Run until transmission fluid temperature is between 95 and 113 F.
3. Move the transmission selector through all ranges, then return to the Park
position.
4. Remove the check plug (5mm allen, on bottom of unit).
5. Fluid should just dribble out of check plug hole.
6. If the fluid does not dribble out of check plug hole, carefully add fluid to
transmission until it begins to run out.
7. Replace the check plug.
330
Volkswagen
Always air check the clutches before disassembly and after reassembly before the
Valve Body is installed
Case Passage Air Test Identification
331
Volkswagen
Valve Body to Case Seals
These seals are located behind the Valve Body. The Valve Body needs to be re-
moved before the L/R piston assembly can be removed. If you attempt to remove
the L/R piston without removing the Valve Body you will destroy the seal.
332
Volkswagen
Valve Body Assembly
ID Description
1 Modifier Accumulator
2 Pressure Modifier Valve
3 Torque Converter Regulator Valve
4 Throttle Accumulator Valve A
5 Accumulator Control Valve A
6 Unknown
7 Unknown
333
Volkswagen
ID Description
1 Shift Valve C
2 Low Clutch Accumulator
3 High Clutch Accumulator
4 Throttle Accumulator
5 Unknown
6 Accumulator Control Valve B
7 Unknown
8 Pressure Regulator Valve
9 Line Pressure Relief Valve
10 Reduction Timing Valve
11 Reduction Reducing Valve
334
Volkswagen
ID Description
1 Shift Valve A
2 Reverse Inhibit Valve
3 Neutral Control Valve
4 Accumulator Switch Valve
5 Pilot Valve
6 Manual Valve
7 Neutral Shift Valve
8 TCC Control Valve
9 Shift Valve
10 Failsafe Valve
335
Volkswagen
All check balls are .218 (5.5mm)
336
Volkswagen
The End Cover pressure taps are M10x1.0 straight thread
Pressure Taps
337
Volkswagen
Pressure taps located at the bottom of the transmission case.
Pressure Taps (continued)
Broken cases are common due to the position of the transmission in the vehicle. The
location of the transmission is low to the ground and surface street dips and other types of
road hazards can cause the transmission to bottom out on the street surface.
338
Volkswagen
Pressure taps located at the top of case.
Pressure Taps (continued)
339
Volkswagen
Lube Failure
Make sure this
seal is installed
during reassembly
Make sure the Lube Seal is installed during your reassembly.
340
Volkswagen
Disassembly: End Cover Section
The V-Cut seals can be improperly installed. Be careful when installing the seals
in the End-Cover section. Install seals with V-Cut as shown.
341
Volkswagen
Disassembly: End Cover Section (continued)
Correct return spring
seat installation
L/R piston housing, return spring, and spring seat.
342
Volkswagen
Piston cracks can be caused by crossleaks between the forward and reverse
clutchs. Inspect closely when there is a burnt/welded clutch failure. To check for
crossleaks while in the vehicle, install a pressure gauge in the reverse clutch
pressure tap. There should be 0 psi when in all of the forward ranges.
Reverse and High Clutch Drums
Check for cracks in this area
343
Volkswagen
The pump specifications are as follows:
Pump Clearences Specifications
Outer Gear to Body 0.006"
Inner Lobe Tip Clearence 0.0008" - 0.0059"
Inner Gear Clearance 0.0008" - 0.0015"
Outer Gear Clearance 0.0008" - 0.0019"
Converter Hub Diameter 1.652" (41.97mm)
Converter Hub to Bushing Clearence 0.002" *
*Measured on a known good hub and bushing (There is no
factory Specification)
Pump Specifications
Bushing Installation:
Step is installed towards
the gear
344
Volkswagen
Sprag Rotation
345
Volkswagen
Sprag Rotation (continued)
346
347
Reference Contents
Conversion Tables ..................................................... 348
Resistor Values.......................................................... 351
Ohms Law ................................................................ 352
Electrical Power ......................................................... 352
Electrical Formulas ................................................... 353
Resistors in a Series Circuit ....................................... 353
Two Resistors in a Parallel Circuit .............................. 353
Multiple Resistors in a Parallel Circuit ....................... 353
Two Capacitors in a Series Circuit ............................. 353
Multiple Capacitors in a Series Circuit ....................... 353
Capacitors in a Parallel Circuit .................................. 353
Schematic Symbols.................................................... 354
Glossary of Electrical Terms....................................... 356
Abbreviations ............................................................ 360
Numeric Equivalents ................................................. 361
Membership Information ........................................... 363
Seminar Evaluation ................................................... 367
2005 TECHNICAL SEMINAR 348
Conversion Tables
Area
Multiply By To Obtain
In 645.2 mm
In 6.452 cm
In 0.0069 Ft
Ft 0.0929 m
Ft 144.0 In
m 10.764 Ft
cm 0.155 In
mm 0.00155 In
area of a circle = Sr
area of a cylinder = Srh
S = 3.14 r = Radius h = Height
Distance
in 25.4 mm
in 2.54 cm
mm 0.0394 in
cm 0.3937 in
ft 0.3048 meter
ft 5280.0 miles
meter 3.2808 ft
mile 1.6093 km
km 0.6214 mile
Pressure
PSI 0.0703 kg/cm
PSI 0.0689 bar
PSI 6.8948 kPa
kPa 0.14503 PSI
bar 14.503 PSI
kg/cm 14.2233 PSI
Hg 34.0136 mbar
mbar 0.0294 Hg
Temperature
(F 32) x 5 y 9 = C
(C x 9 y 5) + 32 = F
Continued
349
Conversion Tables (continued)
Torque
in-lbs 0.0833 ft-lbs
in-lbs 0.113 Nm
in-lbs 1.152 kg-cm
ft-lbs 12.0 in-lbs
ft-lbs 1.3558 Nm
ft-lbs 0.138 kg-m
Nm 0.73756 ft-lbs
Nm 8.8507 in-lbs
kg-cm 0.8679 in-lbs
kg-m 7.233 ft-lbs
Volume (Liquid Measure)
Quarts 0.94633 Liters
Pints 0.4732 Liters
Ounces 0.02957 Liters
LIters 1.05672 Quarts
LIters 2.11344 Pints
Liters 33.81497 Ounces
Volume (Cubic Measure)
Cubic in. (in
3
) 0.01639 Liters
Cubic in. (in
3
) 16.387 Cubic cm (cm
3
)
Cubic in. (in
3
) 16387.0 Cubic mm (mm
3
)
Liters 61.025 Cubic in. (in
3
)
Cubic cm (cm
3
) 0.06103 Cubic in. (in
3
)
Cubic mm (mm
3
) 0.000061 Cubic in. (in
3
)
Weight
Grams 0.03527 Ounces
Ounces 28.3495 Grams
Ounces 0.0625 Pounds
Pounds 16.0 Ounces
Pounds 0.0005 Tons
Pounds 0.4536 Kilograms
Tons 2000.0 Pounds
Tons 907.18 Kilograms
Kilograms 2.20462 Pounds
Kilograms 0.001102 Tons
Conversion Tables (continued)
* The voltage values are based on a 14-volt system voltage. Variations from this
level will affect all of the voltage readings.
Duty Cycle/Dwell/Voltage
Duty Cycle (%) Degrees Dwell
Voltage* Feed Controlled Ground Controlled 4-Cyl Scale 6-Cyl Scale 8-Cyl Scale
100 0 90.0 60 45.00 14.0
95 5 85.5 57 42.75 13.3
90 10 81.0 54 40.50 12.6
85 15 76.5 51 38.25 11.9
80 20 72.0 48 36.00 11.2
75 25 67.5 45 33.75 10.5
70 30 63.0 42 31.50 9.8
65 35 58.8 39 29.25 9.1
60 40 54.0 36 27.00 8.4
55 45 49.5 33 24.75 7.7
50 50 45.0 30 22.50 7.0
45 55 40.5 27 20.25 6.3
40 60 36.0 24 18.00 5.6
35 65 31.5 21 15.75 4.9
30 70 27.0 18 13.50 4.2
25 75 22.5 15 11.25 3.5
20 80 18.0 12 9.00 2.8
15 85 13.5 9 6.75 2.1
10 90 9.0 6 4.50 1.4
5 95 4.5 3 2.25 0.7
0 100 0.0 0 0.00 0.0
351
Resistor Values
So if the bands are: The resistor value is:
Blue Green Yellow Silver
6 5 0,000 10% = 650 k, 10%
Red Violet Brown Gold
2 7 0 5% = 270 , 5%
White Orange Violet Plain
9 3 0,000,000 20% = 930 M, 20%
If you can read the bands on a ceramic resistor, you can determine its resistance value
and its tolerance:
The first two bands indicate the first two digits of its resistance value.
The third band indicates the number of zeros to add.
The fourth band indicates the tolerance.
Brown
1%
Resistance Values
Color 1
st
Band 2
nd
Band 3
rd
Band 4
th
Band
Black 0 0 0
Brown 1 1 1
Red 2 2 2
Orange 3 3 3
Yellow 4 4 4
Green 5 5 5
Blue 6 6 6
Violet 7 7 7
Gray 8 8 8
White 9 9
Brown 1%
Gold 5%
Silver 10%
Plain 20%
Ohms Law
VOLTS
AMPS OHMS
WATTS
VOLTS AMPS
With Ohms Law, as long as you have any two
circuit values, you can easily calculate the third:
Volts Amps = Ohms
Volts Ohms = Amps
Amps x Ohms = Volts
Electrical Power
A measurement of power developed in an electri-
cal circuit.
Just like with Ohms Law, whenever you have two
measurements, you can calculate the third.
Watts Volts = Amps
Watts Amps = Volts
Volts x Amps = Watts
353
Electrical Formulas
Resistors in a Series Circuit
R
TOTAL
= R
1
+ R
2
+ R
3

Two Resistors in a Parallel Circuit
R
TOTAL
=
R
1
x R
2
R
1
+ R
2
Multiple Resistors in a Parallel Circuit
1
R
TOTAL
= 1 + 1 + 1
R
1
R
2
R
3
Two Capacitors in a Series Circuit

C
TOTAL
=
C
1
x C
2
C
1
+ C
2
Multiple Capacitors in a Series Circuit
1
C
TOTAL
= 1 + 1 + 1
C
1
C
2
C
3
Capacitors in a Parallel Circuit

C
TOTAL
= C
1
+ C
2
+ C
3

Schematic Symbols
+
+V
Battery Power Ground
Connected Wires Unconnected Wires
+
Fuse Circuit Breaker Bulb Meter
NC Switch NO Switch NC Switch NO Switch
Pushbutton Switches On/Off Switches
Transformer (Coil) Relay
355
Schematic Symbols (continued)
B
C
E
B
C
E
B
C
E
Fixed Resistor Variable Resistor Potentiometer
Diode Zener Diode LED Photodiode
Fixed Capacitor Fixed Capacitor (Polarized) Variable Capacitor
NPN Transistor PNP Transistor Phototransistor
Crystal
+
Ammeter Electrical test device that
measures current flow in a circuit.
Displays measurement in amperes,
or amps.
Amperage Measurement of current flow
in a circuit.
Amperes; Amps Unit of measurement
for reading current flow. Amperage is
actually a reading of how many
electrons are moving through a cir-
cuit at any given moment. One amp
is the amount of current that one
volt will push through one ohm of
resistance.
Analog Meter Measurement device that
provides readings using a needle,
instead of a digital output. Analog
meters measure constantly, so the
reading you see is the value taking
place right now. But analog meters
tend to be less accurate than digital
meters, and the reading only up-
dates as quickly as the needle can
move.
B+ Battery power.
Closed Circuit A complete electrical
path that provides the means for
electricity to perform work. A closed
circuit allows current to flow from its
source, through the resistances, and
back to its source.
Computer Also controller; microproces-
sor. Device that provides the com-
mands necessary to operate the
engine or transmission, based on
inputs from a series of sensors and
switches.
Controller See Computer.
Conventional Electrical Theory Elec-
trical circuit model which indicates
that electrical flow is from positive to
negative. More recent studies show
that electrons actually flow from
negative to positive, but most texts
still prefer to use the conventional
model.
Current Electron flow through a circuit,
current is measured in amps.
De-energize To turn off, or shut down a
circuit or component.
Digital On/off signal. A series of pulses
that are either on or off, which pro-
vide information by varying fre-
quency, or which control a circuit by
varying frequency, duty cycle or on-
time.
Digital Multimeter Also DMM; DVOM;
Digital Volt-Ohmmeter. Electrical
device that provides measurements
of electrical circuits, using a digital
display. Digital meters and oscillo-
scopes read a circuit through sam-
pling; how accurate your measure-
ment is depends on how many
samples the meter takes per second.
Digital Volt-Ohmmeter See Digital
Multimeter.
Distributorless Ignition System Also
Electronic Ignition. A type of ignition
that doesnt use a distributor to
provide spark to the cylinders. These
systems usually provide spark
through a process known as
wastespark; a process which pro-
vides spark to two cylinders at once.
One cylinder fires; the other receives
spark on its exhaust stroke that
cylinders spark is wasted. Ford
uses this term to identify one of its
electronic ignition system.
Continued
Glossary of Electrical Terms
357
Diode An electrical one-way shutoff
valve. A diode is a semiconductor,
designed to allow current flow in one
direction, but not in the other direc-
tion. These devices are commonly
used to control the spark that devel-
ops when an electromagnetic coil de-
energizes, and the magnetic field
collapses.
Duty Cycle A signal that varies its
relationship between on-time and
off-time. Duty cycle signals usually
control a computer output device,
such as an electronic pressure con-
trol solenoid: The longer the signal
on-time, the longer the solenoid
remains open, so the lower mainline
pressure becomes.
Electrostatic Discharge Electrical
potential that releases suddenly; the
shock you feel when you touch a
doorknob on a dry day is electro-
static discharge. That shock can
damage or destroy electronic compo-
nents. Thats why its important to
take precautions wear a static
strap, never touch the terminals, etc.
when working with electronic
devices.
Energize To turn on a circuit or compo-
nent; provide with power and
ground, to enable an electrical device
to operate.
Engine Control Module Also ECM. SAE
J-1930 term for a device that con-
trols only engine operation. See also
PCM, TCM, Computer.
Frequency The number of complete
oscillations, or cycles, that occur
each second. Measured in Hertz.
Ground The return side of an electrical
circuit, as defined by the conven-
tional electrical theory. More recent
studies show that electrons actually
flow in the opposite direction of that
shown by conventional theory, but
its still the most common model for
electrical circuits.
Grounded Circuit An electrical circuit
failure that keeps the circuit ener-
gized all the time, regardless of
switch or relay position. Also known
as a short-to-ground.
Hertz Also Hz. Unit of measurement for
frequency; the number of complete
cycles that take place in one second.
A signal that repeats itself 20 times
every second has a frequency of 20
Hertz.
High Impedance Having high resistance
to electrical flow. Usually used to
describe electrical meters. When
used to test an electronic circuit, a
low impedance meter would affect
the characteristics of the circuit. The
higher the meters impedance, the
less effect it will have on the circuit,
so the less change it will make to the
circuit operation when connected.
Intermittent Taking place in an irregu-
lar or unpredictable cycle. An inter-
mittent problem or failure may hap-
pen one moment, then not be there
the next. Thats why intermittent
failures are often difficult to isolate.
Light-Emitting Diode Also LED. A
semiconductor that lights when
energized, much like a light bulb.
But, unlike a light bulb, an LED
requires very little current, and that
current flow must be in a specific
Continued
Glossary of Electrical Terms (cont)
direction, or the LED wont light.
Microprocessor See Computer.
Ohm Unit of resistance measurement. It
takes one volt to push one amp of
current through one ohm resistance.
Ohmmeter Electrical device for measur-
ing resistance in a circuit or compo-
nent.
Ohms Law Principle that defines the
relationship between pressure (volt-
age), flow (amperage) and resistance
(ohms). Ohms x Amps = Volts; Volts
Ohms = Amps; Volts Amps =
Ohms.
Open Circuit An incomplete electrical
path that wont provide the means
for electricity to perform work. An
open circuit prevents current flow,
so the circuit wont operate.
Oscilloscope An electrical test device
that maps voltage changes in a cir-
cuit over a specific amount of time.
An oscilloscope displays the voltage
signal as a picture, to show how
voltage changes through the
components operating cycle.
Parallel Circuit An electrical circuit
designed with multiple paths
through the circuit, so that not all of
the current must pass through all of
the loads in the circuit. If one leg of a
parallel circuit opens, it wont pre-
vent the other legs from operating.
Potentiometer A three-wire sensor that
modifies a voltage signal based on
movement or position. Potentiom-
eters receive a regulated voltage
signal to one end of a resistor, and
ground to the other; a wiper slides
along the resistor, and picks up the
voltage signal, based on its position
along the resistor.
Powertrain Control Module Also PCM.
SAE J-1930 term for a computer that
controls engine and transmission
operation. A PCM may also control
other systems, including cruise con-
trol, A/C system, antilock brakes,
etc., but it must control engine and
transmission to be called a PCM. See
also ECM, TCM.
Pulse Generator An AC generator that
develops a frequency signal that
varies with the rotational speed of an
internal transmission component,
such as a sun shell, turbine shaft or
output ring gear. The computer uses
this signal to measure the
components RPM. From this, the
computer can determine when to
shift, when a shift is complete, or if a
clutch is slipping.
Pulse Width Modulated Also PWM. A
signal that varies its relationship
between on-time and off-time. Pulse
width modulated signals usually
control a computer output device,
such as an electronic pressure con-
trol solenoid: The longer the signal
on-time, the longer the solenoid
remains open, so the lower mainline
pressure becomes. See Duty Cycle.
Relay An electrical device that allows a
low current circuit to control a high
current circuit. Energizing a relay
energizes an electromagnet, which
opens or closes a set of contacts, to
provide power or ground to a circuit
that would normally require too
much current for the device control-
ling the circuit.
Continued
359
Resistance The ability of a circuit or
device to reduce or limit current
flow.
Resistor A device that limits or reduces
current flow in a circuit.
Sensor A device that provides signals to
the computer, based on engine or
transmission operating conditions.
The computer uses these signals to
control engine operation more pre-
cisely.
Serial Data A digital signal from the
computer, to communication infor-
mation with other computers or scan
tools. Scan tools can provide the
actual sensor readings the computer
sees, and outputs from the com-
puter, by interpreting serial data
signals.
Series Circuit An electrical circuit in
which all of the loads are wired end
to end, in such a way that forces all
of the current passing through the
circuit to travel through all of the
loads. If one load in a series circuit
opens, it will prevent the other loads
from operating.
Short Circuit An electrical circuit with-
out the resistance necessary to oper-
ate properly. Because of this lost
resistance, these circuits will often
burn up, unless protected by a fuse
or circuit breaker. Not to be con-
fused with a grounded circuit.
Shrink Tubing An insulating material
that shrinks to seal a connection
when you apply heat.
Solenoid An electrical device that turns
electrical signals into movement or
work. Solenoids can control lever
movement, such as throttle kickers,
or can control vacuum or hydraulic
flow. The solenoids youll most likely
be dealing with open and close to
control hydraulic flow, to allow the
transmission to shift gears, control
lockup, and control line pressure.
Thermistor A semiconductor that varies
resistance based on temperature.
There are two types of thermistor:
negative temperature coefficient
(NTC) and positive temperature coef-
ficient (PTC). The NTC thermistor is
more common as the temperature
goes up, its resistance goes down.
Transistor A semiconductor that oper-
ates as an electronic relay. Transis-
tors allow a low current circuit to
control power or ground to a high
current circuit.
Variable Resistor A one- or two-wire
sensor that modifies a voltage signal
based on stress or temperature.
Thermistors are the most common
type of variable resistor in todays
cars and trucks.
Voltage The pressure in an electrical
system, that pushes current through
the circuit. One volt of pressure is
necessary to push one amp of cur-
rent through one ohm of resistance.
Sometimes called the circuits poten-
tial.
Voltmeter Electrical test device that
measures the voltage potential in a
circuit. Displays its reading in volts.
Abbr. Description
A Ammeter
AC Alternating current
B, b Base electrode, units with single
base
C Degrees Celsius or centigrade
C Capacitance, capacitor
C, c Collector electrode
cm Centimeter
cu Cubic
db Decibels
DC Direct current
dm Decimeter
DPDT Double-pole, double-throw switch
DPST Double-pole, single-throw switch
E, e Emitter electrode
E, e Voltage
mf Microfarad
F Degrees Fahrenheit
F, f Frequency
flu Fluid
FM Frequency modulation
g Gram
gnd, grd Ground
Hg Mercury
Hz Hertz
I Current
I
B
Base current (DC)
I
C
Collector current (DC)
I
E
Emitter current (DC)
k x1000
kg Kilograms
kHz Kilohertz
Abbr. Description
kV Kilovolt
kW Kilowatt
kWH Kilowatt hour
lb Pound
M Mega; x1,000,000
m Milli; one-one thousanth; 1/1000;
0.001
mf, mfd Microfarad
MHz Megahertz
mm Millimeter
NC Normally closed
Nm Newton-meter
NO Normally open
R Resistance; resistor
SPDT Single-pole, double-throw switch
SPST Single-pole, single-throw switch
t Time
T Temperature
V, v Volt; voltmeter
V
BB
Base supply voltage (DC)
V
BC
Base-to-collector voltage (DC)
V
BE
Base-to-emitter voltage (DC)
V
CB
Collector-to-base voltage (DC)
V
CC
Collector supply voltage (DC)
V
CE
Collector-to-emitter voltage (DC)
V
EB
Emitter-to-base voltage (DC)
V
EC
Emitter-to-collector voltage (DC)
v
ee
Emitter supply voltage (DC)
v
F
Forward voltage (DC)
W Watt; work
w Watt
wh, whr Watt-hour
Abbreviations
361
Decimal Fraction Drill Tap
Inches Inches Millimeters Size Size
0.0078
1
/128 0.1981
0.0135 0.3429 80
0.0145 0.3683 79
0.0156
1
/16 0.3962
0.0160 0.4064 78
0.0180 0.4572 77
0.0200 0.5080 76
0.0210 0.5334 75
0.0225 0.5715 74
0.0234
3
/128 0.5944
0.0240 0.6096 73
0.0250 0.6350 72
0.0260 0.6604 71
0.0280 0.7112 70
0.0292 0.7417 69
0.0310 0.7874 68
0.0312
1
/32 0.7925
0.0320 0.8128 67
0.0330 0.8382 66
0.0350 0.8890 65
0.0360 0.9144 64
0.0370 0.9398 63
0.0380 0.9652 62
0.0390
5
/128 0.9906 61
0.0400 1.0160 60
0.0410 1.0414 59
0.0420 1.0668 58
0.0430 1.0922 57
0.0465 1.1811 56
0.0469
3
/64 1.1913 0-80 NF
0.0520 1.3208 55
0.0547
7
/128 1.3894
0.0550 1.3970 54
0.0595 1.5113 53 1-64 NC
1-72NF
0.0625
1
/16 1.5875
0.0635 1.6129 52
0.0670 1.7018 51
0.0700
9
/128 1.7780 50 2-56 NC
2-64 NF
0.0730 1.8542 49
0.0760 1.9304 48
0.0781
5
/64 1.9837
0.0785 1.9939 47 3-48 NC
0.0810 2.0574 46
0.0820 2.0828 45 3-56 NF
0.0860
11
/128 2.1844 44 4-36 NS
0.0890 2.2606 43 4-40 NC
0.0935 2.3749 42 4-48 NF
0.0938
3
/32 2.3825
1
/8-32 NC
0.0960 2.4384 41
0.0980 2.4892 40 3mm - 0.50
0.0995 2.5273 39
0.1015 2.5781 38
1
/8-40NF
5-40NC
0.1016
13
/128 2.5806
0.1040 2.6416 37 5-44 NF
0.1065 2.7051 36 6-32 NC
0.1094
7
/64 2.7788
0.1100 2.7940 35
0.1110 2.8194 34 6-36 NS
0.1130 2.8702 33 6-40 NF
0.1160 2.9464 32
0.1172
15
/128 2.9769
0.1200 3.0480 31 6-48 NS
0.1250
1
/8 3.1750
0.1285 3.2639 30
0.1328
17
/128 3.3731
0.1340 3.4036 4mm - 0.70
4mm - 0.75
0.1360 3.4544 29 8-32 NC
8-36 NF
0.1405 3.5687 28 8-40 NS
0.1406
9
/64 3.5712
0.1440 3.6576 27
0.1470 3.7338 26
3
/16-24 NC
0.1476 3.7500 4.5mm - 0.75
0.1484
19
/128 3.7694
0.1495 3.7973 25 10-24 NC
0.1520 3.8608 24
0.1540 3.9116 23
0.1563
5
/32 3.9700
0.1570 3.9878 22
3
/16-32 NF
0.1590 4.0386 21 10-32 NF
0.1610 4.0894 20
0.1641
21
/128 4.1681
0.1650 4.1910 5mm - 0.90
0.1660 4.2164 19
0.1690 4.2926 5mm - 0.80
0.1695 4.3053 18
0.1719
11
/64 4.3663
0.1730 4.3942 17
0.1770 4.4958 16 12-24 NC
0.1797
23
/128 4.5644
0.1800 4.5720 15
0.1653 4.2000 5.5mm - 0.80
0.1820 4.6228 14 12-28 NF
0.1850 4.6990 13 12-32 NEF
0.1875
3
/16 4.7625
0.1890 4.8006 12
0.1910 4.8514 11
0.1935 4.9149 10 14-20 NS
0.1953
25
/128 4.9606
0.1960 4.9784 9
0.1990 5.0546 8
0.2010 5.1054 7
1
/4-20 NC
14-24 NS
0.2031
13
/64 5.1587
0.2040 5.1816 6
0.2050 5.2070 6mm - 1.00
0.2055 5.2197 5
0.2090 5.3086 4
1
/4-24 NS
0.2109
27
/128 5.3569
0.2130 5.4102 3
1
/4-28 NF
0.2188
7
/32 5.5575
1
/4-32 NEF
0.2210 5.6134 2
0.2266
29
/128 5.7556
0.2280 5.7912 1
1
/4-40 NS
0.2340 5.9436 A
0.2344
15
/64 5.9538
0.2380 6.0452 B
0.2400 6.0960 7mm - 1.00
Numeric Equivalents
0.2420 6.1468 C
0.2422
31
/128 6.1519
0.2460 6.2484 D
0.2500
1
/4 6.3500 E
0.2570 6.5278 F
5
/16-18 NC
0.2578
33
/128 6.5481
0.2610 6.6294 G
0.2656
17
/64 6.7462
0.2660 6.7564 H
0.2720 6.9088 I 8mm - 1.25
5
/16-24 NF
0.2734
35
/128 6.9444
0.2770 7.0358 J
0.2800 7.1120 8mm - 1.00
0.2810 7.1374 K
0.2813
9
/32 7.1450
5
/16-32 NEF
0.2891
37
/128 7.3431
0.2900 7.3660 L
0.2950 7.4930 M
0.2969
19
/64 7.5413
0.3020 7.6708 N
0.3047
39
/128 7.7394
0.3110 7.8994 9mm - 1.25
0.3125
5
/16 7.9375
3
/8-16 NC
0.3160 8.0264 O
0.3190 8.1026 9mm - 1.00
0.3203
41
/128 8.1356
0.3230 8.2042 P
0.3270 8.3058 9mm - 0.75
0.3281
21
/64 8.3337
0.3320 8.4328 Q
3
/8-24 NF
0.3359
43
/128 8.5319
0.3390 8.6106 R
1
/8-27 NPT
0.3430 8.7122 10mm - 1.50
0.3438
11
/32 8.7325
0.3480 8.8392 S
0.3500 8.8900 10mm - 1.25
0.3516
45
/128 8.9306
0.3580 9.0932 T 10mm - 1.0
0.3594
23
/64 9.1288
0.3672
47
/128 9.3269
0.3680 9.3472 U
7
/16-14 NC
0.3750
3
/8 9.5250
0.3770 9.5758 V
0.3820 9.7028 11mm - 1.50
0.3828
49
/128 9.7231
0.3860 9.8044 W
0.3906
25
/64 9.9212
7
/16-20 NF
0.3970 10.0838 X
0.3984
51
/128 10.1194
0.4040 10.2616 Y
0.4063
13
/32 10.3200
0.4130 10.4902 Z 12mm - 1.75
0.4141
53
/128 10.5181
0.4210 10.6934 12mm - 1.50
0.4219
27
/64 10.7163
1
/2-13 NC
0.4290 10.8966 12mm - 1.25
0.4297
55
/128 10.9144
0.4375
7
/16 11.1125
1
/4-18NPT
0.4453
57
/128 11.3106
0.4531
29
/64 11.5087
1
/2-20 NF
1
/2-24 NS
0.4609
59
/128 11.7069
0.4688
15
/32 11.9075
0.4766
61
/128 12.1056
0.4800 12.1920 14mm - 2.00
0.4844
31
/64 12.3038
9
/16-12 NC
0.4922
63
/128 12.5019
0.5000
1
/2 12.7000 14mm - 1.50
0.5039 12.8000 14mm - 1.25
0.5156
33
/64 13.0962
9
/16-18 NF
0.5312
17
/32 13.0962
5
/8-11 NC
0.5469
35
/64 13.8913
0.5590 14.2000 16mm - 2.00
0.5625
9
/16 14.2875
0.5781
37
/64 14.6837
5
/8-18NF
3
/8-18NPT
0.5787 14.7000 16mm - 1.50
0.5938
19
/32 15.0825
11
/16-11 NS
0.6094
39
/64 15.4788
0.6220 15.8000 18mm - 2.50
0.6250
5
/8 15.8750
11
/16-16 NS
0.6406
41
/64 16.2712
0.6562
21
/32 16.6675
3
/4-10 NC
0.6614 16.8000 18mm - 1.50
0.6719
43
/64 17.0663
0.6875
11
/16 17.4625
3
/4-16NF
0.7008 17.8000 20mm - 2.50
0.7031
45
/64
1
/2-14 NPT
0.7187
23
/32
0.7344
47
/64
0.7500
3
/4
0.7656
49
/64
7
/8-9 NC
0.7812
25
/32
0.7969
51
/64
0.8125
13
/16
7
/8-14 NF
0.8228 20.9000 22mm - 1.50
0.8281
53
/64
7
/8-18 NS
0.8425 21.4000 24mm - 3.00
0.8437
27
/32
0.8594
55
/64
0.8750
7
/8 1-8 NC
0.8779 22.3000 24mm - 2.00
0.8906
57
/64
0.9062
29
/32
0.9219
59
/64 1-12 NF
3
/4-14 NPT
0.9375
15
/16 1-14 NS
0.9531
61
/64
0.9687
31
/32
0.9844
63
/64
1.0000 1
Numeric Equivalents (continued)
363
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(805) 604-2000
(805) 604-2003 fax
Why ATRA? Because ATRA provides transmission repair centers with all the tools
they need to be successful in todays highly competitive market. Tools like:
ATRAs Bankcard program, which saves you money on every credit card transaction that goes
through your shop.
Check Verification, which offers instant approval for your customers checks. Additionally, if a
verified check bounces, youre guaranteed payment through the verification company.
Debt Collection at unheard-of prices: As little as 5% for simple collections within 90 days.
ATRA Golden Rule Warranty program, honored in every ATRA-member repair center, coast to
coast. With this program, you can offer your customers the same peace of mind that the big chains
provide. And with nearly 2000 members, ATRAs network is over three times the size of the next
largest organization.
The CarCareONE program, which lets you provide your customers with the credit they need...
instantly. No more lost sales because: I just cant afford it. A short application, a simple phone call,
and your customers can afford to get their cars fixed - at your shop.
Technical Bulletins, designed to keep your technicians up to date on the latest diagnostic and
repair procedures, for the transmissions they see every day.
Technical Training and Certification programs that are second to none. Training designed and
presented by technicians, for technicians, with real world solutions to real world problems . And cer-
tifications that prove to your customers that your technicians are competent, and qualified to fix their
transmissons right... the first time.
ATRAs world-class Helpline and website, providing instant answers to difficult diagnoses, repair
questions and procedures. No matter what the difficulty, your technicians are never left out in the
cold... ATRA is always right there with them, 24 hours a day, 7 days a week.
1-800-CAR-HELP, an ATRA Member EXCLUSIVE, directs consumers to ATRA member shops in
their area by a simple phone call or a click of the mouse. ATRA member shops are listed on the
carhelp.com web site and available through the CAR-HELP Network. When you call 1-800-CAR-
HELP and select transmission repairs from the menu youll be instantly connected to the nearest
ATRA member shop. Or you can enter your zip code and find the location of the shop nearest you.
ATRA isnt just about driving more work into your shop. Todays ATRA is also about putting
more money in your pocket! By taking advantage of just one of ATRAs money-saving pro-
grams, your shop can actually make money on your ATRA membership! No one - in any
industry or trade organization - offers you so many ways to drive more work into your shop,
while still saving you money. And all for just a couple bucks a day!
2 4 0 0 L a t i g o A v e n u e ~ O x n a r d , C A 9 3 0 3 0 ~ P h o n e : ( 8 0 5 ) 6 0 4 - 2 0 0 0 ~ F a x : ( 8 0 5 ) 6 0 4 - 2 0 0 3
1/13/2005 11:52 AM Page 1
Business Legal Name Business Operating Name: (If different than legal name)
Business MAILING Address Suite # Phone Number
City State Zip Fax Number
Business STREET Address (if different from above) Suite # Phone Number
City State Zip Fax Number
Email Address Business Tax Identification Number
Website Address State License Number
Automatic Transmission Rebuilders Association (ATRA)
2400 Latigo Avenue Oxnard, CA 93030
Toll Free (866) GO-4-ATRA
(805) 604-2000 Fax (805) 604-2003
www.ATRAonline.com www.atra.com
Applicant understands and agrees that resignation from membership in the association together with the applicants continuing obligation to pay monthly
membership fees shall only take effect and cease at the end of the last month during under which all advertisements and promotional materials identifying the
applicant as a member of the association (including but not limited to the display of the ATRA logo) ceases to be displayed at the applicants place of business, in
any local telephone directories, business cards, brochures and/or any other type or kind of promotional communication, material, means or device.
(Please Print or Type) Please complete and return this form to the ATRA business office by mail or fax
http://
ENTITY INFORMATION
Applicant is a: Sole Proprietorship Partnership
Corporation Limited Liability Company
Applicant is a: One-shop operation Multi-shop operation
(If a multi-shop operation, a rebuilder membership application is required and must be submitted for each shop.)
OWNERSHIP Name(s) of Owner, Shareholder(s), Partner(s) or Member(s)
Membership
Application
STATE OF
INCORPORATION OR
ORGANIZATION:
__________________
MEMBERSHIP TYPES AND FEES
Please select the type of membership for which you are applying
I HAVE READ, UNDERSTAND AND AGREE TO BE BOUND BY ATRAS BY-LAWS AND THE CONDITIONS OF MEMBERSHIP. I UNDERSTAND AND AGREE THAT, ON OCCASION,
ATRA WILL SEND ME INFORMATION VIA FAX OR EMAIL. Please check the box if you do NOT want to receive this information. Please do NOT send email. Please do NOT send
fax transmittals. (Rebuilder Membership Only) BY MY SIGNATURE, I ACKNOWLEDGE that if we fail to comply with the terms of the Golden Rule Program, we may be involuntarily
expelled from Association membership per the directive of the ATRA By-Laws, and held liable for any debts incurred up to that time. We specifically agree to comply with the Golden Rule
Warranty Program Terms.
CREDIT CARD INFORMATION Amex Discover M/C Visa
Credit Card Number ________________________________________________ Exp. Date______________________
Cardholder Name __________________________________________________ Code _________________________
Please enter a PASSWORD
to access ATRAonline.com
(must be at least 6 characters)
Rebuilder Member (dues are $85 per month, $65 for branch shops)
Technical Subscriber (dues are $70 per month)
I HAVE ENCLOSED THE SELECTED PROCESSING FEES
$100 for my single or main shop (only $50 if currently an ATRA Technical Subscriber)
$50 for each branch shop
Name Social Security Number
Residence Address Suite # Phone Number
City State Zip
Contact for:
Membership
Billing
Advertising
Name Social Security Number
Residence Address Suite # Phone Number
City State Zip
Contact for:
Membership
Billing
Advertising
How would you like to receive
your monthly bulletins?
Online
In the mail
Name ________________________________________________________________________________________ Date ______________________________________________
1/3/05 4
367
Seminar Questionnaire
Location of the seminar ___________________________________
Please give us a rating from 1 - 5.
(1 = unacceptable, 2 = needs work, 3 = Good, 4 = Very Good, 5 = Excellent:
1. Type of material covered 1 2 3 4 5
2. Presentation of material 1 2 3 4 5
3. Speaker #1 knowledge of subject 1 2 3 4 5
4. Speaker #2 knowledge of subject 1 2 3 4 5
5. Ability of speaker #1 to communicate 1 2 3 4 5
6. Ability of speaker #2 to communicate 1 2 3 4 5
Are you a
o
ATRA Rebuilder Member
o
Supplier Member
o
ATRA Technical Subscriber
o
Proctor
o
Student
o
Non-Member-Would you like information on becoming a member? ___
Please provide us some information: Your Name_____________________________________
Company Name and Address _____________________________________________________
Email Address__________________________________________________________________
Are you a shop
o
Owner
o
Manager
o
Technician
How many miles did you travel to attend todays ATRA Seminar?
o
Less than 50
o
50 149
o
150 249
o
Over 250
Who paid your seminar registration fee?
o
Myself
o
My employer
Hotel accommodations 1 2 3 4 5
Meeting room accommodations 1 2 3 4 5
Quality of luncheon 1 2 3 4 5
COMMENTS
_______________________________________________________________________________
________________________________________________________________________________
________________________________________________________________________________
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2005 TECHNICAL SEMINAR

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