2006 ATRA Seminar Manual

2006 ATRA. All Rights Reserved.
2006 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 Agreement # 0610228.
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.
2006 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
Dennis Madden,
ATRA, CEO
Welcome to the 2006 ATRA Technical Seminar!
Lance Wiggins and the ATRA Technical staff have really worked hard to get you the
most up-to-date and relevant technical information that you can put to work right
away and again, in full color!
For those of you who have attended past ATRA seminars youll be delighted to know this
seminar material is just what you expected from ATRA, or even more. If youve never
attended an ATRA seminar before youre in for a treat.
This seminar, along with everything else at ATRA is a group effort, with a lot of people
working in the background to make this seminar a success. I am honored to be part of
such a worthy organization and to work with such great people.
ATRA is changing all the time. Not only with the way we distribute technical material,
but in almost every area where we serve our members, and the industry at large.
On behalf of the ATRA staff, and the ATRA Chapters that work so hard to bring you this
seminar, welcome.
Sincerely,
4
Lance Wiggins
Technical Director
ATRA is proud to be celebrating another year serving the automatic transmission repair
industry. Many 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.
To that end, ATRA is pleased to present its 2006 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 325
pages of up-to-the-minute technical information, the 2006 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!
This past year ATRA lost one of our own, Jim Lambos pasted away in December of 2005
from a vehicle accident. As a reminder of his countless hours speant helping our mem-
bers, we have deticated this 2006 Technical Seminar Manual to him and his family.
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 every day memo-
rable.
Lance Wiggins
ATRA Technical Director
5
ATRA Technical Team (continued)
Pete Huscher
Technical Advisor
David Skora
Senior Technician,
Seminar Speaker
Mike VanDyke
Technical Advisor
and Seminar
Speaker
Larry Frash
Technical Editor
Seminar Speaker,
Design Artist
Mike Brown
Technical Advisor
Randall Schroeder
Senior Technician
and Seminar Speaker
Steve Garrett
Technical Advisor, Seminar
Speaker, Service Engineer
Weldon Barnett
Technical Advisor
Reese Blalock
Spanish Technical
Advisor
Bill Brayton
Technical Advisor
Jim Lambos
Technical Advisor
6
IN MEMORY OF
JIM LAMBOS
by Paul Morton
James J. Jim Lambos joined the
technical staff of ATRA in April of this
year, following a distinguished 25-year
career with the U.S. Air Force. While
in the Air Force, Jim held a number
of increasingly responsible positions
related to the repair and maintenance
of vehicles. Not surprisingly, one
of his specialties was the repair and
rebuilding of transmissions. In fact,
this skill was put to good use while he
was stationed at the remote outpost of
Shemya, Alaska, where Jims ability
to rebuild transmissions saved the Air
Force thousands of dollars in unneeded
shipping costs. At the time of his
retirement, Jim had been promoted to
the rank of Master Sergeant, and he had
received several awards and decorations
for meritorious service.
In 1985, Jim married the former
Ronda McIntire, and together they had
two sons; Jimmy, 14, and Zane, 10.
Following his retirement, Jim
walked into the ATRA IBO and spoke
with ATRAs Technical Director, Lance
Wiggins. Though Lance will recall his
relationship with Jim in his own words,
he realized that Jim was someone he
wanted on the ATRA Technical team.
From the beginning, Jim began to make
a contribution. In fact, his rst technical
article appears in this issue, with a
forward written by Technical Editor
Larry Frash.
On the evening of
December 7, 2005, Jim
was driving his GTO in
nearby Ventura, when
he was involved in an
accident and killed. His
contribution and his loss
may best be described by
Lance Wiggins, in his own
words:
I try to learn from
my mistakes, and
the knowledge and
opinions of others. It
helps me grow into
the person I want to
become. Jim Lambos
is one person who
helped me in many
different ways, in a
short period of time.
Jim came to the ofce
about eight months
ago, looking for a job
after many years in the
Air Force. His traits
and qualities were
clear and obvious; you dont nd many
people like that, just walking in off the
street for an interview.
Jims military background de-
nitely inuenced my decision to hire
him, and what a good decision that was.
He was a complete team player; always
asking for more work and never com-
plaining about a thing. For those of you
who talked to Jim on the Technical Help
line, you know how he always went out
of his way to x your problems.
I can tell you two things about Jims
character that sums it up for me. One,
he was a Chicago Bears fan, and two,
he was a Cubs fan. And if you support
those two teams, you have to be special
as well as brave! If I could, I would
thank Jim for the time he spent with us,
for his loyalty and sense of team play,
and for being the person he was. I know
I speak for the entire ATRA family,
of which he will always be a part, the
Tech Department, and for me as well
we will miss you. Rest in peace, my
friend.
Jim Lambos had been
promoted to the rank
of Master Sergeant,
and he had received
several awards and
decorations for
meritorious service.
I I
I IIn Memory O n Memory O
n Memory O n Memory O n Memory Of Jim Lambos f Jim Lambos
f Jim Lambos f Jim Lambos f Jim Lambos
7
I II IIn Memory of Jim Lambos: n Memory of Jim Lambos: n Memory of Jim Lambos: n Memory of Jim Lambos: n Memory of Jim Lambos:
Husband Husband Husband Husband Husband
F FF FFather ather ather ather ather
Friend Friend Friend Friend Friend
Airman Airman Airman Airman Airman
ATRA T ATRA T ATRA T ATRA T ATRA Tech ech ech ech ech
T TT TThank you for allowing the ATRA F hank you for allowing the ATRA F hank you for allowing the ATRA F hank you for allowing the ATRA F hank you for allowing the ATRA Family to know amily to know amily to know amily to know amily to know
you you you you you. Rest in P Rest in P Rest in P Rest in P Rest in Peace my Friend eace my Friend eace my Friend eace my Friend eace my Friend
8
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
Supplier Services and
Events Cordinator: Vanessa Velasquez
Director of Online and Membership: Kelly Hilmer
Membership Department: Kim Brattin
Angela Kimball
Didi Danial
Accounting Services: Jody Wintermute
Rosa Smith
Valerie Mitchell
Jim Spitsen
Bookstore Manager: Kim Paris
ATRA Bookstore: Ron Brattin
Without the ATRA team, it would be very hard to accomplish
the task at hand. Please enjoy the seminar.
Lance Wiggins
ATRA Technical Director
9
ATRA would like to thank the following
companies for their continued support!
iv
14
GM
Table of Contents
GM TOC ............................................ 27
GM All
Body Style Identification...................... 28
Dexron VI
New Fluid Introduced .......................... 32
AF23-5
Whine Noise in 4
th
Gear ....................... 34
4L60E/65E, 4T40E/45E, AF33-5
APP Signals and DTC Applications ....... 35
81-40LE
No 4
th
Gear ........................................... 36
5L40/50E
Downshift Related Concerns ............... 37
5L40/50E, 4T60E
Shared 5-Volt Reference Circuit ......... 38
4T40/45E
No Upshift ............................................ 41
A Car Transaxle Characteristics....... 43
APP Sensor DTCs ................................. 45
4T65E
W-car P2138 and/or P1125 Set ........... 46
P0741 or P2761, TCC Related
Concerns .............................................. 47
Intermittent Speedometer,
Erratic Shifts ....................................... 49
Intermittent Hard Garage Shift ........... 50
2006 Updates ....................................... 51
4T80E
3
rd
Gear Start, No 3
rd
Gear or
Shift Related Concerns ....................... 54
4L60E/65E, 4L80E/85E NP236/246
4-Wheel Drive Service Lamp On
DTC C0327 Set..................................... 55
4L60E/65E, 4L80E, LCT 1000
PRNDL Inoperative .......................... 58
4L60E/65E
Flare on the 2-3 Shift ..................... 59
Lack of Communication .................. 61
2006 Updates .................................. 63
1-2 Shift Shutter............................. 65
4L80E/80EHD/85E
Planetary Carrier Service ............... 66
Updated Pump Cover ....................... 67
6L80
Introduction .................................... 68
Checking the Fluid Level ................ 70
Component Application Chart ......... 71
Control Solenoid Operation ............ 72
Shift and Control Solenoids ............ 73
IMS Operation ................................. 74
Transmission Manual Shaft
Switch ............................................. 75
Transmission Fluid Pressure
Switch ............................................. 76
Solenoid and Valve Body
Diagnosis......................................... 77
Adaptive Learning ........................... 79
Pass-thru Connector ID .................. 80
Pass-thru Connector Location ........ 81
4L70E
Introduction .................................... 82
LCT 1000
Misfire, Surge, Chuggle .................. 84
PTO Applications ............................. 85
2006 Updates .................................. 86
LCT 1000 6-Speed
Introduction .................................... 88
Features.......................................... 89
Updates .......................................... 90
15
Ford
Table of Contents
Ford TOC .......................................... 103
Torqshift/4R100
4x4 Transfer Case Jumps
Out of 4H or 4L ..................................... 104
Torqshift
Shift Scheduling, Slipping,
Bangs on Downshifts ............................ 106
Introduction .......................................... 108
DTCs P0756, P0761, P0771 ................... 109
Calibration Example.............................. 110
DTC P0488 or/or P1334 ........................ 111
Stalling in Reverse or When
Coming to a Stop ................................... 112
TR-P Sensor Introduction ..................... 113
TR-P Sensor Diagnosis.......................... 114
Pump Valve Identification ..................... 117
Bleed Screen......................................... 118
Pump Failure......................................... 119
Pump Alignment and Assembly ............ 120
Center Support Assembly ..................... 122
Valve Body Solenoid ID......................... 123
Valve Body Solenoid Interchange ......... 124
Lube Orifice and Case .......................... 125
Planetary Failure, Lack of Lube ........... 126
Air Checking the Case .......................... 127
Insufficient Line Pressure From the
Transmission......................................... 128
4F50N
No 1-2 Upshift and DTC P0732 ............. 129
DTCs P0760 and P0763 ......................... 130
4F50N, AX4N, AX4S
Erratic Fluid Level, Possible
Fluid Leak ............................................. 131
4F27E
Neutrals on the 3-4 Shift
DTC P0750......................................... 132
4R/5R55E
TCC Modification............................... 134
PTO Operation and Diagnosis......... 137
AF21-B/Ford 6-Speed
Introduction ...................................... 142
Apply Components ............................. 143
Operational Strategies...................... 144
Electronic System Description ......... 146
TFT ................................................ 147
Three Way Shift Solenoids................ 148
Shift Control Solenoids ..................... 149
Pressure Control Solenoid ................ 150
Torque Converter Solenoid ............... 151
Adaptive Learning ............................. 152
16
Chrysler
Table of Contents
Chrysler TOC ................................ 163
Transmission ID
Making Your Job Easier ................... 164
Diamler/Chrysler
Autos and Truck Designations......... 165
40TE
Updates ............................................ 166
40TE, 41TE/AE, 42LE, 42RLE
Dual Cyclodial Pump........................ 167
Pistons.............................................. 169
L/R Belleville Return Spring ........... 171
UD Accumulator Spring ................... 172
Accumulator Pistons ........................ 173
Pinion Shaft Clip .............................. 174
42RLE
Bearing Failure ............................... 175
Line Pressure Solenoid.................... 176
Pressure Regulator Valve ................ 177
Variable Line Pressure Operation ... 178
Module Strategy ............................... 179
45RFE/42RLE
Replacement For Small
Engine Applications ......................... 180
42RLE
Transfer Case Adaptor ..................... 181
2-wheel Drive Adaptor ..................... 182
Transmission Case Seepage ............ 183
New Parking Pawl ............................ 184
Input and Output Speed Sensors ..... 185
Output Shaft on 4WD Applications .. 186
Transmission Case, Pan and Filter . 187
Output Flange .................................. 188
Solenoid/Pressure Switch Codes .... 189
41TE, 42LE, 42RLE
Code P1776..................................... 190
Delayed Engagements ................... 192
Harsh 4-3 Downshift ...................... 193
45/545RFE Updates
Tow/Haul OD Off Changed ......... 194
Revised Valve Body for 2005.......... 195
C2 Check Valve Added to
Pump Valve Body............................ 196
2C Clutch Piston ............................ 197
4C Clutch Piston ............................ 198
L/R Clutch Piston .......................... 199
ERS Added on WK Vehicles ........... 200
48RE Updates
Introductions.................................. 201
Throttle Valve Actuator ................. 202
Adjustments ................................... 203
Transmission Throttle
Valve Motor Circuit ........................ 204
Valve Potentiometer ...................... 205
TTVA Transmission Circuit
Diagram ......................................... 206
17
Honda
Table of Contents
Honda ................................................. 211
Honda/Acura
Factory Warranty Extensions ................. 212
Diagnostics/First Approach .................... 213
Scan Tool ................................................. 214
Information.............................................. 216
PO740 ...................................................... 219
Collision Damage .................................... 223
Carrier Bearings ..................................... 224
Venting Fluid .......................................... 225
1998 BAXA, B6VA
Control Shaft Collar ................................ 227
5-Speed V6 Units
Oil Jet Kit ............................................... 231
BMXA
Feed Pipe Locations ................................ 234
Valve Body Rebuild Tips.......................... 235
O-Ring End Plugs .................................... 236
Checking CPC Valves and
Center Springs ........................................ 237
SZCA Civic Hybrid CVT
Valve Body............................................... 238
Air Testing............................................... 241
Delayed Upshifts After Cold Start .......... 242
Signal Monitor Hook Up .......................... 243
4 Speed Units ......................................... 243
5 Speed V6 Units .................................... 244
Solenoid and Pressure Switch Guide ..... 245
18
Toyota
Table of Contents
Toyota TOC.......................................... 257
U140/U241E
Identification............................................ 258
No 4
th
, No TCC .......................................... 259
Slips in 4
th
, No 4
th
,
Falls Out of 4
th
, P0765 ............................. 260
3
rd
/Reverse Concerns .............................. 261
Rear Planet Failure ................................. 264
Pressure Taps and Specifications ............ 265
External Component Location.................. 266
Valve Body Break Down........................... 267
Lower Valve Body ..................................... 268
Upper Valve Body ..................................... 270
Case Accumulators .................................. 274
Solenoid Identification............................. 275
Case Connector Identification
and Solenoid Resistance ......................... 276
Case Passage Identification..................... 277
Solenoid Function and
Apply Chart............................................... 278
(F1) Sprag Rotation .................................. 279
(F2) Sprag Rotation .................................. 280
Pump Differences .................................... 282
Adaptive Learn ......................................... 283
2006 ATRA, All Rights Reserved
TOYOTA
257
Toyota
Table Of Contents
U140/U241E
Identification................................................... 258
No 4
th
, No TCC ................................................. 259
Slips in 4
th
, No 4
th
,
Falls Out of 4
th
, P0765..................................... 260
3
rd
/Reverse Concerns ..................................... 261
Rear Planet Failure ........................................ 264
Pressure Taps and Specifications ................... 265
External Component Location ......................... 266
Valve Body Break Down.................................. 267
Lower Valve Body ............................................ 268
Upper Valve Body ............................................ 270
Case Accumulators ......................................... 274
Solenoid Identification .................................... 275
and Solenoid Resistance................................. 276
Case Passage Identification............................ 277
Apply Chart...................................................... 278
(F1) Sprag Rotation ......................................... 279
(F2) Sprag Rotation ......................................... 280
Pump Differences ............................................ 282
Adaptive Learn ................................................ 283
TOYOTA 258
U140E/U241E
Shift Lever Position Gear Position C1 C2 C3 B1 B2 B3 F1 F2
P Parking X
R Reverse X X X
N Neutral X
1st X X X X
2nd X X X X
3rd X X X X
4th X X X
1st X X X X
2nd X X X X X
L 1st X X X X X
D
2
Identification
TOYOTA
259
A No command for 4
th
gear or TCC, no detent downshifts above 30 mph. The cause
of this may be a Knock Sensor
A Knock Sensor DTC may be present (P0330). Whenever a knock sensor DTC is
set 4
th
gear and TCC are inhibited and engine management goes into reduced
power strategy and detent downshift timing is affected. It is common for the
knock sensors themselves to fail.
To repair the concern replace the knock sensor.
Notes: If knock sensor DTC is cleared normal shifting and
operation will be restored until PCM performs knock sensor test
routine and DTC is set again. There are two PIDs in scan data:
OD CUT1 and OD CUT2. OD CUT1 responds to OD cancel switch
(switches from YES to NO). OD CUT2 indicates PCM OD inhibit
strategy.
U140E/U241E
No 4
th
, No TCC
TOYOTA 260
U140E
During dissassembly the UD/Direct clutch feed pipe brackets can be damaged.
Any abnormal bends or cracks can cause the pipe to push out. If the Pipe is not
installed correctly a leak in the 4th gear circuit will occur.
Slips in 4
th
, No 4
th
, Falls Out of 4
th
,
P0765
Retainer
UD Direct
Feed Pipe
TOYOTA
261
Replace molded piston on every overhaul.
2-3 Flare, 2-3 Neutral, Slip in 3
rd
, No 3rd, Slips in Reverse, No
Reverse
Always replace
the molded piston
U140E/U241E
3rd/Reverse Concerns
It is common for the Direct clutch drum to ring groove.
TOYOTA 262
rd
Reverse
During reassembly always check the sealing ring side clearance. The clearance
should be between 0.003-0.005.
U140E/U241E
3rd/Reverse Concerns (continued)
TOYOTA
263
rd
Reverse
Check for worn ring lands
Check for ring grooving
U140E/U241E
TOYOTA 264
Pinion gear shafts get loose in carrier, causing uneven gear tooth loading. Pinion
shafts can eventually come out. Weld pinion shafts to carrier on early planets.
Rear Planet Failure
Early (Light/Shiny) Late
Hardened and Heat
Treated (Dark)
U140E/U241E
TOYOTA
265
Pressure Taps and Specifications
Lube 2
(Located on the
back side)
Lube- UD
Geartrain
Main Line
Lube
Direct
Clutch (C2)
UD-Direct
Clutch (C3)
U140E/U241E
Range Idle Stall
Drive 54-59 psi 134-139 psi
Reverse 97-107 psi 255-284 psi
Pressure Specifications
TOYOTA 266
External Component Location
Counter Gear
Speed Sensor
(560-680 ohms)
Gear
Position
Switch
Input Turbine
Speed Sensor
(560-680 ohms)
Case
Connector
(Solenoid)
U140E/U241E
TOYOTA
267
Valve Body Breakdown
Lower Valve Body
Steel Ball
0.394
(10mm)
U140E/U241E
Some service information shows this steel ball and location incorrectly and in
some cases the picture is unidentifiable. Use the following picture as the correct
location and ID.
TOYOTA 268
Valve Body Breakdown (continued)
Lower Valve Body
Record PR
Setting Before
Disassembly
U140E/U241E
ID Description
1 C2 Control Valve
2 Primary Regulator Valve Line-up
3 B2 Control Valve
4 B1 Control Valve
5 3-4 Shift Valve
6 Manual Valve
TOYOTA
269
If the
separator
plate DOES
NOT have a
hole in it DO
NOT install a
checkball
If the
separator
plate HAS a
hole in it it
WILL require
a checkball.
Plastic
Checkballs
0.217 (5.5mm)
U140E/U241E
Lower Valve Body
TOYOTA 270
Upper Valve Body
1. C2 Lock valve
2. Secondary Regulator Valve
3. Lock-up Control valve
4. Lock-up relay Valve
5. Check Valve #2/3 Assembly
6. C2 Exhaust Valve
7. Clutch apply Control Valve
8. B1 Lock Valve
9. B3 Orifice Control Valve
10. Solenoid Modulator Valve
Steel Ball
0.250
(6.35mm)
U140E/U241E
TOYOTA
271
5 Plastic Checkballs
0.217 (5.5mm)
U140E/U241E
Upper Valve Body
TOYOTA 272
B1 Accumulator C2 Accumulator
Shorter
Springs
Longer
Springs
U140E/U241E
Upper Valve Body
TOYOTA
273
Steel Ball
0.394
(10mm)
U140E/U241E
Upper Valve Body
TOYOTA 274
Case
Accumulators, Seals, Check Valve
B3
C3
C1
U140E/U241E
Cooler send check valve
TOYOTA
275
Solenoid Identification
4
6
5
3
2
1
U140E/U241E
Part Catalog Description
1 S4 Solenoid Assembly, Transmission 3-Way (No. 2)
2 SL2 Solenoid Assembly, Clutch Control No. 2
3 DSL Solenoid Assembly, Transmission 3-Way
5 SLT Solenoid Assembly, Line Pressure Control
6 TFT Transmission Fluid Temperature
Repair Manual
Solenoid Name
NOTE: Part numbers have not been added due to the constant changing of part
numbers. Check with your local parts distributors for the most recently updates
TOYOTA 276
Case Connector Identification and
Solenoid Resistance
Solenoid Terminals Resistance
SL1 5 & 10 5.1 - 5.5
SL2 4 & 9 5.1 - 5.5
SLT 2 & 7 5.0 - 5.6
DSL 3 & GND 11 - 15
S4 8 & GND 11 - 15
TFT 1 & 6 3.5K at 77F (25C)
231 - 263 at 231F (110C)
Case Connector & Solenoid Resistance
10 9 8 7 6
5 4 3 2 1
U140E/U241E
TOYOTA
277
Case Passage Identification
1
5
4
3
2
6
7
8
9
10
11
12
U140E/U241E
ID Decription
1 Lube
2 Direct Clutch (C2)
3 2nd Brake (B1)
4 UD Brake (B3)
5 UD Direct Clutch (C3)
6 Line Pressure Tap/Accumulator Shoulder
7 Cooler send
8 Forward Clutch
9 TCC Release
10 1st and Reverse brake (B2)
11 Lube
12 TCC Apply/Converter Charge
TOYOTA 278
Solenoid Function and Apply Chart
U140E/U241E
GEAR SL1 SL2 S4
1 ON ON OFF
2 OFF ON OFF
3 OFF OFF
4 OFF ON
S4: Controls the 3-4 Shift
N-D Engagement: 3rd Gear is
commanded during the
engagment then 1st after the
engagment is complete.
DSL: Controls Lock-Up clutch
Solenoid Operation
SL1: Controls the B1 Brake
SL2: Controls the C2 clutch
SLT: Controls Line Pressure
In the chart shown below, notice there is no application for SL1 in 3rd and 4th
gear. This is because of the internal hydraulics, the SL1 solenoid can be ON or
OFF, it is NOT Applicable to the operation of the transmission in these gears.
TOYOTA
279
(F1) Sprag Rotation
Turn the
inner race
LOCK FREE-
WHEEL
Hold the
outter race
U140E/U241E
Notches
TOYOTA 280
Clip
Dots must be facing you after installation
(F2) Sprag Rotation
U140E/U241E
TOYOTA
281
(F2) Sprag Rotation (continued)
Freewheel
Lock
Turn the UD
Clutch Drum
U140E/U241E
TOYOTA 282
U140E
Pump Differences
(2 different pumps)
Cresent Type NON-Cresent Type
Make sure the pumps are assembled as a matched set. They can be interchanged
as a complete assembly. However, the Pump halves CAN NOT be inchanged be-
tween cresent and non-cresent.
TOYOTA
283
U140E
Reset adapts with factor scan tool. Battery disconnect or extensive driving may
not be successful.
Adaptive learn
Whenever an automatic transmission is replaced, overhauled or indivdual compo-
nents are replaced, use this procedure to erase the Engine Control Module (ECM,
SAE term: Powertrain Control Module, PCM)Learned Values and minimize subse-
quent performance concerns.
Caution:
Failure to follow the following procedures may lengthen the time
to readjust the Learned Values, potentially resulting in
performance concerns.
1999-2003 ES 300 and RX 300
2003-2005 GX 470
2004-2005 RX 330
Procedure 1
1. Connect the Lexus Diagnostic Tester to the vehicle.
2. Reset the ECM (PCM). Refer to the procedures below.
3. Start the engine and warm it up to normal operating temperature
4. Perform a thorough test drive with several accelerations from a stop with light
throttle application until proper tranmission shifting is verified.
Harsh Shifts After Overhaul
TOYOTA 284
19
Mercedes
Table of Contents
Mercedes TOC ..................................... 287
722.6/NAG1 Vehicle Identification ......... 288
Transmission Identification..................... 291
Model Designation ................................... 293
Chrysler and Jeep Application................. 294
Mercedes Transmission Application ........ 295
Transmission Ranges and Operation ...... 296
Component Application Chart .................. 298
Solenoid Operation .................................. 299
Solenoid Application Chart ...................... 301
Torque Converter Operation .................... 302
Torque Converter Shudder ...................... 303
Air Checking the Torque Converter ......... 304
Case Connector Removal and
Installation............................................... 305
Updated Connector O-Rings .................... 306
Transmission Fluid .................................. 307
Air Checking the Case ............................. 310
Air Checking the B2, B3 and C Drum ..... 311
Geartrain End Play .................................. 312
Oil Pump Assembly .................................. 313
B1 Break Clutch ...................................... 316
F1 Sprag Installation ............................... 317
F1 Sprag Rotation .................................... 318
Output Shaft Planetary Failure ............... 319
Output Shaft Sealing Rings ..................... 320
K2 Drum Assembly .................................. 321
F2 Sprag Assembly ................................... 322
F2 Sprag Rotation .................................... 324
B2 Break Disassembly and Reassembly . 325
Binds During the Shift ............................ 327
Park Linkage Retainer ............................. 328
Valve Body................................................ 329
Solenoid Valves........................................ 330
Valve Body Screen and Latch Point ......... 331
Valve Identification.................................. 332
Check Ball Location................................. 334
Filter and Pressure Feed Locations ........ 335
GENERAL MOTORS 27
GM
Table Of Contents
GM All
Body Style Identification.................... 28
Dexron VI
New Fluid Introduced ........................ 32
AF23-5
Whine Noise in 4
th
Gear ..................... 34
4L60E/65E, 4T40E/45E, AF33-5
APP Signals and DTC Applications ..... 35
81-40LE
No 4
th
Gear ......................................... 36
5L40/50E
Downshift Related Concerns ............. 37
5L40/50E, 4T60E
Shared 5-Volt Reference Circuit ....... 38
4T40/45E
No Upshift .......................................... 41
A Car Transaxle Characteristics ..... 43
APP Sensor DTCs ............................... 45
4T65E
W-car P2138 and/or P1125 Set .......... 46
Concerns ............................................ 47
Intermittent Speedometer,
Erratic Shifts...................................... 49
Intermittent Hard Garage Shift ......... 50
2006 Updates ..................................... 51
4T80E
3
rd
Gear Start, No 3
rd
Gear or
Shift Related Concerns...................... 54
4L60E/65E, 4L80E/85E NP236/246
4-Wheel Drive Service Lamp On
DTC C0327 Set ................................... 55
4L60E/65E, 4L80E, LCT 1000
PRNDL Inoperative ......................... 58
4L60E/65E
Flare on the 2-3 Shift .................... 59
Lack of Communication ................. 61
2006 Updates ................................. 63
1-2 Shift Shutter ............................ 65
4L80E/80EHD/85E
Planetary Carrier Service .............. 66
Updated Pump Cover ...................... 67
6L80
Introduction ................................... 68
Checking the Fluid Level ............... 70
Component Application Chart ........ 71
Control Solenoid Operation............ 72
Shift and Control Solenoids ........... 73
IMS Operation ................................ 74
Transmission Manual Shaft
Switch 75
Transmission Fluid Pressure
Switch 76
Solenoid and Valve Body
Diagnosis........................................ 77
Adaptive Learning .......................... 79
Pass-thru Connector ID ................. 80
Pass-thru Connector Location ....... 81
4L70E
Introduction ................................... 82
LCT 1000
Misfire, Surge, Chuggle ................. 84
PTO Applications ............................ 85
2006 Updates ................................. 86
LCT 1000 6-Speed
Introduction ................................... 88
Features......................................... 89
Updates .......................................... 90
GENERAL MOTORS
28
Several shops have indicated the need for an identification chart for GM body
styles. Listed below are the body style codes for the various 2005/2006 GM appli-
cations. On passenger cars the body style is indicated by the 4th digit of the VIN.
On truck applications the 5th digit indicates the body style.
GM All
Body Style Identification
2006 Models
CARS
A= CHEVROLET COLBALT, PONTIAC PURSUIT, SATURN ION
D= CADILLAC CTS, CADILLAC STS
H= BUICK LUCERNE
J= CHEVROLET OPTRA
M= CHEVROLET MATIZ, PONTIAC SOLTICE
K= CADILLAC DEVILLE
S= PONTIAC VIBE
T= CHEVROLET AVEO, PONTIAC WAVE
U= CHEVROLET U-100
V= CHEVROLET EPICA, PONTIAC GTO
W= CHEVROLET IMPALA, MONTE CARLO, PONTIAC GRAND PRIX, BUICK
LACROSSE, BUICK ALLURE
Y= CHEVROLET CORVETTE, CADILLAC XLR
Z= CHEVROLET MALIBU, PONTIAC G6
GENERAL MOTORS 29
2006 Models
TRUCKS
A= CHEVROLET HHR, BUICK RENDEZVOUS 2WD
B= BUICK RENDEZVOUS 4WD
C= CHEVROLET SILVERADO 2WD, GMC SIERRA 2WD, CADILLAC ESCALADE,
DENALI 2WD,
E= CADILLAC SRX
G= CHEVROLET EXPRESS VAN 2WD, GMC SAVANA VAN 2WD
H= CHEVROLET EXPRESS VAN AWD, GMC SAVANA VAN AWD
K =CHEVROLET SILVERADO 4WD, GMC SIERRA 4WD, CADILLAC ESCALADE,
DENALI 4WD
L= CHEVROLET EQUINOX, PONTIAC TORRENT
N= HUMMER H2
S= 2WD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,
2WD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 2WD
T= 4WD/AWD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,
4WD/AWD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER
4WD, SAAB 9-7, HUMMER H3
U= CHEVROLET UPLANDER 2WD, PONTIAC MONTANA
V= CHEVROLET UPLANDER EXPRESS/APV, PONTIAC AWD/EWB, BUICK
TERRAZA, SATURN RELAY
X = SATURN RELAY AWD, BUICK TERRAZA AWD, CHEVROLET UPLANDER AWD
Z= SATURN VUE
GM All
GENERAL MOTORS
30
GM All
2005 Models
CARS
A= CHEVROLET COLBALT, PONTIAC PURSUIT, SATURN ION
C= BUICK PARK AVENUE
D= CADILLAC CTS, CADILLAC STS
H= BUICK LESABRE, PONTIAC BONNEVILLE
J= CHEVROLET CAVALIER, OPTRA, PONTIAC SUNFIRE, SATURN L300
N= CHEVROLET MALIBU CLASSIC, PONTIAC GRAND AM
M= CHEVROLET MATIZ
K= CADILLAC DEVILLE
S= PONTIAC VIBE
T= CHEVROLET AVEO, PONTIAC WAVE
U= CHEVROLET U-100
V= CHEVROLET EPICA, PONTIAC GTO
W= CHEVROLET IMPALLA, MONTE CARLO, PONTIAC GRAND PRIX, BUICK
LACROSSE, BUICK ALLURE, BUICK CENTURY CUSTOM
Y= CHEVROLET CORVETTE, CADILLAC XLR
Z= CHEVROLET MALIBU, PONTIAC G6
GENERAL MOTORS 31
GM All
2005 Models
TRUCKS
A= BUICK RENDEZVOUS 2WD, PONTIAC AZTEK 2WD
B= BUICK RENDEZVOUS 4WD, PONTIAC AZTEK 4WD
C= CHEVROLET SILVERADO 2WD, GMC SIERRA 2WD, CADILLAC ESCALADE,
DENALI 2WD,
E= CADILLAC SRX
G= CHEVROLET EXPRESS VAN 2WD, GMC SAVANA VAN 2WD
H= CHEVROLET EXPRESS VAN AWD, GMC SAVANA VAN AWD
K= CHEVROLET SILVERADO 4WD, GMC SIERRA 4WD, CADILLAC ESCALADE,
DENALI 4WD
L= CHEVROLET EQUINOX, PONTIAC TORRENT
M= CHEVROLET ASTRO, GMC SAFARI
N= HUMMER H2
S= 2WD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,
2WD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 2WD
T= 4WD/AWD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER, 4WD/
AWD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 4WD,
SAAB 9-7, HUMMER H3
U= CHEVROLET UPLANDER 2WD, PONTIAC MONTANA
V= CHEVROLET UPLANDER EXPRESS/APV, PONTIAC AWD/EWB, BUICK
TERRAZA, SATURN RELAY
X = SATURN RELAY AWD, BUICK TERRAZA AWD, CHEVROLET UPLANDER AWD
Z= SATURN VUE
GENERAL MOTORS
32
Beginning in April 2005 a new fluid was introduced into the GM line. Designed for
the new 6 speed automatic transmissions, Dexron VI has become the factory fill for
GM applications. Dexron VI is designed to replace Dexron III as the service fill for
GM applications. Dexron VI was developed by GM in conjunction with Petro
Canada and Afton chemical company. Dexron VI is a significant advancement
when compared to its counterpart Dexron III.
The following chart represents the improvement over Dexron III.
Dexron VI
New Fluid Introduced
GENERAL MOTORS 33
In addition Dexron VI also offers the following advantages over Dexron III:
Reduces TCC shudder in PWM applications
Improved low temperature operation
Lower viscosity
More consistent viscosity profile
99.9 % pure base stock profile
The following are the standards Dexron VI is designed to meet and maintain in
production:
Dexron VI is required for clutch to clutch shift transmissions like the 6 speed
applications released for the 2006 model year. Dexron VI is designed to back
service all Dexron applications but it is not currently certified to meet the Mercon
standard.
Dexron VI
New Fluid Introduced
GENERAL MOTORS
34
A gear noise which is amplified by the drive axle may sound like a whine type
noise while in 4
th
gear under light throttle, light load. This condition is most
pronounced when the transaxle is warm.
To repair the concern install a new transfer driven gear, output gear and
differential assembly.
AF23-5 Saturn ION
Whine Noise in 4th
GENERAL MOTORS 35
Technicians that use a snap shot feature on their meter or use an oscilloscope to
aid in diagnosis may misdiagnose the cause of APP DTCs. Your scan tool may
register DTCs P0122, P0123, P0220, P0222, P1120, P1220, P1221, P1271, P1275,
P1280, P1512, P1514, P1515, P1523, P2101, P2120, P2122 or P2123 on GM T,
Z, L trucks and GM A and Z car applications. This may lead the technician
to replace components that are not faulty.
NOTE: The body styles are as follows:
T= Trailblazer, Envoy, Colorado, Canyon, H3, Bravada
Z= Vue
L= Equinox
A= Cobalt, Pursuit
Z= Malibu, G6, Ion
These applications utilize a special software algorithm that is used to locate faults
in the APP and TP systems. When monitoring some APP or TP sensors the techni-
cian may notice that the voltage drops on the circuit. This condition only lasts for
about 6.5ms. This test is performed to determine if there is a short in the sensors
or the wiring is present. By monitoring the signal for the other sensors at the
time the sensor signal is shorted to ground, the PCM can determine if a short to
any of the other circuit are present. If APP, TP DTCs are not set, no repairs
should be attempted. If a TP or APP DTC is set, refer to the service information to
assist with diagnosis for the DTCs that are set.
4L60E/65E, 4T40E/45E,
AF33-5
APP Signals and DTC Applications
GENERAL MOTORS
36
Chevrolet Aveo or a Pontiac Wave equipped with an Aisin Warner 81-40LE (RPO
MV6) automatic transmissions may exhibit a no shift into 4
th
gear at times. The
customer may indicate that this is an intermittent condition and generally hap-
pens after a cold start.
The 81-40 LE is programmed to inhibit 4
th
gear anytime transmission tempera-
ture is below 59F (15C). This feature is designed to lower emissions and en-
hance heater operation during engine warm up. This should be considered a
normal condition.
81-40LE
No 4
th
gear
Chevrolet Aveo, Pontiac Wave
GENERAL MOTORS 37
Intermittent or Unwanted downshifts while operating the vehicle in a coast condi-
tion set, may be caused by a weak internal brake booster vacuum spring that
prevents the brake booster pedal position sensor from returning to the released
position. The pedal position sensor can be monitored using ABS data. The EBCM
signals the PCM which then signals the TCM regarding the brake pedal sensor
position via the scan data, causing the condition to occur. To repair replace the
brake booster. This condition will not set a DTC.
5L40/50E
Downshift Related Concerns
GENERAL MOTORS
38
Several GM vehicles equipped with a 3.6L (LY7) or 2.8L (LP1) engine share the PCM
5 volt reference circuit among several different sensors. Some vehicle families
include the Cadillac CTS/SRX/STS as well as the Buick Lacrosse and Rendezvous
to name a few.
The PCM/ECM is not equipped with a DTC for a 5 volt reference problem on the
engine families listed above. Therefore, the computer will not set an individual DTC
related to the 5 volt reference circuit if a short to ground or an open occur in the
circuit. It is likely a low voltage DTC for one of the shared circuits will set a DTC
but the problem may not necessarly be located in that circuit or component. As an
example, it is likely a P0102 MAF DTC could set even though there is no problem
with the sensor or its circuit. The P0102 may set simply because it was the 1
st
diagnostic to run.
As an example lets look at a Cadiallic STS, 3.6L
The shared 5 volt reference A circuit includes the following circuits:
MAF sensor
IAT sensor
BARO sensor
Engine oil pressure sensor, EOP
APP sensors
A/C pressure sensor
Fuel tank pressure sensor, FTP
3.6L (LY7) or 2.8L (LP1)
Shared 5-Volt Reference Circuit
5L40/50E, 4T60E
GENERAL MOTORS 39
The shared 5 volt reference B circuit includes the following circuits:
Cam sensor bank 1 intake
Cam sensor bank 1 exhaust
The shared 5 volt reference C circuit includes the following circuits:
APP sensor
TP sensor
To show you how this might vary lets look at a Buick Rendezvous 3.6L
The shared 5 volt reference A circuit includes the following circuits:
Baro sensor
EOP engine oil pressure sensor
APP sensor
The shared 5 volt reference B circuit includes the following circuits:
APP sensor
MAF sensor
AC pressure sensor
FTP fuel tank pressure sensor
Reference C Includes:
TAC monitor
3.6L (LY7) or 2.8L (LP1)
5L40/50E, 4T60E
GENERAL MOTORS
40
3.6L (LY7) or 2.8L (LP1)
5L40/50E, 4T60E
GENERAL MOTORS 41
The transmission will not upshift when the shift lever is placed in OD range. If the
selector is placed in another gear range the transmission may shift but it may not
have all of the shifts desired. As an example, if the shifter is placed in M3 the
transmission may only shift as high as 2
nd
gear.
Like other GM transmission applications, the pressure switch assembly is a major
input to the PCM regarding shift patterns. If circuit 1226 pin C becomes shorted to
ground the voltage on the circuit will remain low all the time. This will be inter-
preted by the PCM as M1 range even though the range selector is in OD range.
When placed in M3 range the PCM will interpret the range as M2. This type of
failure will not set a DTC as the sequence is considered a valid PSA sequence.
When monitoring the values with a scan tool you will note that the value remains
low for all ranges selected. By comparing to the chart below, you will see the volt-
age should be high when M3 or OD ranges are selected. If you encounter the con-
dition disconnect the transmission electrical connector while monitoring the PSA
scan values. If circuit C goes to a HI status, the short to ground is located within
the transmission internal harness or the PSA. If circuit 1226 pin C stays LOW,
the short to ground is located between the transmission electrical connector and
the PCM. Repair as necessary.
4T40E/45E
1996-2003
No Upshift
GENERAL MOTORS
42
4T40E/45E
1996-2003
No Upshift (continued)
Circuit 1226 is for the reverse pressure switch and is connected
to Pin P
GENERAL MOTORS 43
The A body style was introduced in 2005 as the Chevrolet Cobalt, Saturn Ion
and Pontiac Pursuit. These applications are equipped with a 4T40E transaxle.
The programming for this transmission varies slightly from some of the 4T40E
applications. The transaxle is programmed to perform as follows:
The low traction light will illuminate (if the car is equipped with ABS)
anytime the transaxle is placed in M1 position
The transaxle will upshift out of M2 into third at speeds above 40 MPH
The transaxle will upshift out of M1
4T40E
A Car Transaxle Characteristics
GENERAL MOTORS
44
Some Chevrolet Cobalt, Pontiac Pursuit applications may experience any or all of
the following concerns:
APP DTC P2138 set
Possible DTCs P0532 (A/C), P1681 (TP/ECM) may be set
Low power message
Poor drivability
Limp home mode
Transmission shift timing complaints
A/C compressor may be inoperative
P2138 will set if:
DTCs P0641, P0651, P2120, P2125 are not set
APP is above idle position
A voltage correlation condition exists between APP 1 and APP 2 for longer
than 2 seconds
P0532 will set if:
ECM detects A/C pressure less than 34 Kpa (4.93 psi) (less than .25 volts)
P1681 will set if:
A control module throttle position performance issue exists
If the A/C compressor is inoperative the problem is not likely to be repaired by
replacing the APP sensor pedal assembly. If the compressor is inoperative the
cause is generally the A/C high pressure switch. The ECM shares the 5 volt refer-
ence circuit with the APP and A/C system. Therefore a short to ground in the A/C
pressure switch or its circuit will also pull the APP 5 volt reference circuit low.
Inspect the A/C pressure switch circuit and if no problem is found replace the A/C
pressure switch. If an A/C problem does not exist, follow the DTC chart for the
P2138 code.
4T40E
A Car DTC P2138 Set
GENERAL MOTORS 45
Some Z car applications (Chevrolet Malibu, Pontiac G6) may exhibit various electri-
cal related concerns including any or all of the following APP DTCs P2119,
P2120, P2125, P2135, P2138 as well as possible codes related to the ETC or SVS
system. In addition the SES light may be illuminated. Other electrical concerns
such as head lamp, data bus, windshield wiper and radio problems may occur if
the condition has been present for a long period of time, but generally the APP
DTC s will be the first to set.
Inspect connector C206 located on the left side of the instrument panel, A pillar
area for corrosion or contamination. Inspect the top of the A pillar area for signs
of water intrusion at the ditch molding or sunroof drain areas. If moisture has
penetrated the connector, the terminal pins will need to be removed and cleaned or
replaced.
1= Radio antenna connector
2= C206
3= C208
4T40E/45E
APP Sensor DTCs
GENERAL MOTORS
46
Pontiac Grand Prix, Chevrolet Impala, Monte Carlo, Buick Lacrosse applications
equipped with the 3.8L may set a P2138 and/or P1125. In addition, the engine
may be operating in the reduced power mode which can lead to transmission shift
timing complaints. On some applications the DIC (Driver Information Center) may
display TCS and/or VSES messages to the driver.
P2138 will set if:
DTCs P2107 or P2108 are not set
The PCM determines the difference between APP 1 and APP 2 values are too
great. (Greater than .269 volts)
P1125 will set if:
DTCs P0606, P2108 and U0107 are not set
APP values are out of range
If both the P1125 and the P2138 are set, replace the APP sensor pedal assembly
If the P1125 or the P2138 are set by themselves or if both are set in conjunction
with a P2120 or P2125 inspect the wiring harness for damage. Generally the dam-
age to the wiring harness occurs at the point where the harness is clipped to the
ABS/EBCM bracket.
4T65E
W-Car P2138 and/or P1125 Set
GENERAL MOTORS 47
Buick LaCrosse/Allure, LeSabre, Park Avenue Buick Rendezvous, Terraza/Terraza
EXT Chevrolet Impala, Monte Carlo, Uplander, Venture Pontiac Aztek, Bonneville,
Grand Prix, Montana, Montana SV6 Saturn Relay.
Several items can cause a P0741 DTC to set. In the above scenario either a P0741
or P2761 may be set. If only P0741 is set proceed with the information listed
below, if that is not successful refer to the information in the previous 2002 and
2004 ATRA seminar manuals. If a P2761 is set refer to the information described
below.
P0741 will set if:
NO VSS, ISS DTCs are set
P0742, P1887, P2761 DTCs are not set
Engine speed greater than 500 RPM , torque greater than 21 lb ft
TFT 68-266f (20-130c)
TP 4-99%
IMS indicates range is D4, D3 or D2
TCC duty cycle greater than 50%
Slip speed greater than 180 RPM for longer than 7 seconds, this condition
must occur twice during the key cycle
P2761 will set if:
Engine speed is greater than 500 RPM
The PCM commands the TCC PWM duty cycle to 70% or greater and
feedback voltage remains high
The PCM commands the TCC PWM duty cycle to 10% or less and the
feedback voltage remains low
The above conditions are present for longer than 5 seconds
4T65E
Concerns
GENERAL MOTORS
48
If the vehicle sets just a P2761 inspect the transmission harness for signs of dam-
age. P2761 is typically set due to an open or short to ground in the TCC PWM
circuit or solenoid. One area that has been common for this type of concern is an
open in circuit 418 (Brown wire). If you remove the internal wiring harness, TPA
(Terminal Position Assureance) clip and tug on circuit 418 you will generally see
the terminal is loose and may it even come out of the connector.
On applications that are setting a P0741 it is highly unlikely that an electrical
condition will cause the DTC to set, but it is possible if a high resistance condition
is present. If you are unable to address the concern by inspecting the items high
lighted in previous ATRA seminar manuals inspect circuit 418 for the condition
described above.
If circuit 418 is found to be defective replace the terminal or the harness. Har-
ness part number 24229643 is available from GM.
4T65E
Concerns (continued)
GENERAL MOTORS 49
Some W car (Monte Carlo, Impala, Grand Prix) applications may exhibit a condition
that causes the speedometer to fluctuate or drop out intermittently. In addition,
the transmission may intermittently change gears in response to the change in
VSS value. VSS related DTCs may or may not be set
The VSS connector/wiring may come into contact with the power steering hose.
As the engine moves in its mounts the connector may develop an open circuit,
resulting in the above condition.
Reposition the power steering hose so it can no longer come into contact with the
vehicle speed sensor connector/wiring. Check the condition of the connector, pin
tension, wiring and repair as necessary.
4T65E
Intermittent Speedometer, Erratic
Shifts
W Car Applications
GENERAL MOTORS
50
Owners of 1999-2005 GM vehicles equipped with the 4T65E may complain
regarding an aggressive garage shift engagement, especially when the engine is
cold.
Starting with the 1999 model year the software was changed to increase idle
speed for the engine to 1100-1300 rpm for the first 30 seconds of engine run time.
After the engine run timer has expired the engine speed will drop to approximately
650 RPM and the garage shift engagement will be much smoother. The update was
done to reduce emissions during cold start conditions. This should be considered a
normal condition and corrective action should not be attempted.
4T65E
Intermittent Hard Garage Shift
GENERAL MOTORS 51
1-2 and 2-3 accumulator housing bore machining process has been updated. One
of the areas that can cause clutches to burn/slip or shudder during apply is the
chamfer depth and angle machined into the accumulator housing. The updated
accumulator housings have changed the angle of the chamfer from 15 degrees to
10 degrees. In addition, the depth of the chamfer has been changed from 2.7mm
deep to 1.8 mm deep. The updated housing will back service previous model year
applications.
4T65E
2006 Updates
GENERAL MOTORS
52
A new input sun gear bearing and lube dam will be released in 2006 to enhance
lube flow to the planetary and lower the stress on the race from axial load. The
updated bearing no longer has 3 lube notches in its inner race. The updated lube
dam contains three lube slots and is designed to be used with the updated bear-
ing. The updated lube dam part number is 24225905.
4T65E
2006 Updates (continued)
New
Previous
GENERAL MOTORS 53
Another running change will be availible for the 4T65E. This change includes
both an update to the spacer plate as well as an update to the temperature sensor
mounting clip. The updated mounting clip is designed to make assembly easier.
To install the updated clip an updated spacer plate must also be installed. The
updated spacer plate is identical to the previous design except for the area where
the clip mounts.
4T65E
GENERAL MOTORS
54
4T80E transmissions may exhibit one or more of the following concerns:
3
RD
gear starts, even though the PCM is commanding the transmission to
start in 1
st
gear
No 3
rd
gear, even though the PCM is commanding the transmission to shift
to 3rd gear
No 2
nd
or 3
rd
gear even though the PCM is commanding the transmission to
those gears
Incorrect Ratio DTCs set
Remove the 2-3 shift valve and inspect the bore and valve for signs of wear. In
most instances the bore starts to score which leads to the shift valve related
concerns. To repair the condition, the Lower valve body will require replacement.
At this time no one is making service tools to address this issue. Prior to
replacement, contact the various companies to be sure service kits are not
available to address this concern.
4T80E
3
rd
Gear Start, No 3
rd
Gear or Shift
Related Concerns
GENERAL MOTORS 55
4wd Service Lamp On, DTC C0327
Set
One of the most common problems with the NP126/NP136/NP 236/NP 246/
NP263 transfer case applications is a loss of 4wd and T- case operation. In
addition to an inoperative 4wd system the service 4wd lamp may be illuminated.
The customer may also comment that the LEDs located in the selector switches
are blinking and they may hear a grinding noise coming from the front axle area.
Any combination of DTCs may/may not be set such as P0452, P0453, P0461,
P0462, P0464, P0836, P0500, P1875, U1088, B0790, CO186, C0196, C0300,
C0305, C0306, C0321, C0327, C0359, C0374, C0379, C0455, or C0550 which
can be stored in various modules such as the PCM, TCM, TCCM or BCM. Typically
the DTC that is most common is a C0327 and it can be accessed by
communication with the TCCM via a scan tool.
A C0327 will be set if:
The TCCM expects to see a valid voltage sequence from the Transfer case encoder
motor sensor based on the input it receives from the range selector buttons. The
DTC will set if the value falls outside of the value it expects to see.
If a C0327 sets the TCCM will:
Lock the T case in the position it was in at the time the problem occurred as
the TCCM will no longer command shifts to occur. This condition may lead
to a lack of 4wd operation.
Illuminate the Service 4WD lamp for the remainder of the key cycle
4L60E/65E, 4L80E/85E, NP
236/246
GENERAL MOTORS
56
AREA OF CONCERN INSPECT FOR REPAIR
Software Mode Lockout Remove the Fuse, generally
called out as the TREC
located in the engine
compartment fuse block
Reinstall the fuse after 30
seconds
Software update Updates Updates have been released
for some applications
Moisture intrusion Corrosion on the Replace the damaged
(C/K truck) TCCM connector pins, Locate the leak,
pins generally the windshield
seal and repair
Internal T- case Metal in the fluid Repair as necessary
Damage Inspect bearings, and shift
lever closely. Inspect for
shift lever over travel
Inspect clutches for wear
TCCM Harness Inspect for damage Repair the harness
Damaged/pinched in the park brake
cable release spring
area
Encoder motor Inspect the condition Replace the terminal
Terminals and pin tension for
the encoder motor
connector
TCCM, Body and Inspect/measure voltage Clean/ Repair/ Replace
Chassis Grounds drop/clean the following:
faulty grounds
Pay special attention
to G110 and G203. Also
inspect the following,
G101, G102, G103, G105
G106, G107, G108, G109
G201, G302, G303, G304
G305, G306, G401, G402
A ground problem in
another circuit can cause
TCCM problems as the
other circuit may seek
ground through the TCCM
and its circuits.
Set (continued)
4L60E/65E 4L80E/85E NP
236/246
Multiple items can cause the above related concerns including any of the following:
GENERAL MOTORS 57
Set
4L60E/65E 4L80E/85E NP
236/246
AREA OF CONCERN INSPECT FOR REPAIR
TCCM and Check pin tension and terminal Repair, replace damaged terminals
Under hood condition at the TCCM
Relay center connectors Pay close attention to
Terminal A7 in connector
C1. Inspect relay center pins
C-151 Inspect connector C151 Repair/replace terminals
(Some for corrosion/damage
Applications) Located at Left fender well area
C-101 Inspect connector C101 Repair/replace terminals. Reroute
(Some for corrosion/backed out the harness to remove stress
Applications) Located in the under hood
Fuse block area
Encoder Measure encoder voltages Repair the circuit, wiring or replace the
Signal voltages compare to the charts Encoder assembly
in the service manual.
Measure voltage for each
range.
Encoder/sensor Encoder was not properly Properly time and
installation timed or sensor was installed install sensor or
incorrectly encoder motor
correctly
Front axle damage Inspect the front axle Repair/replace the
Shift fork, shift sleeve
GENERAL MOTORS
58
The PRNDL may be inoperative or it may only operate intermittently. On some
applications such as the LCT 1000 you will not be able to communicate with the
TCM when using a scan tool.
Circuit 2470 (Yellow wire) may be damaged or the terminal may be backed out of
connector C-100. Circuit 2470, terminal R may be pulled partially out of the
connector.
Locate connector C-100 terminal R (Located in the IP to engine harness under
the fuse block) (UBEC). Install the terminal back into the connector and inspect
the wiring for damage. Reposition the harness to eliminate the strain on the
wiring.
4L60E/65E, 4L80/85E, LCT
1000
PRNDL Inoperative
GENERAL MOTORS 59
4L65E/60E applications may exhibit a 2-3 shift flare. This condition may be
present prior to you working on the vehicle or it may develop after you have
replaced hard parts during a rebuild. Some of the items that can cause a flare will
also lead to 3
rd
clutch damage while others will not cause clutch damage. Some of
the items listed will also lead to 2-4 band failure as well as 3-4 clutch distress.
Several items may cause this concern including:
Leaking clutch piston seals
Leaking input shaft seal rings
Incorrect clutch clearance
Debris in orifice #7
The sleeve in the pump stator support may have rotated slightly
Leak in the 2-4 band release circuit
Incorrectly assembled 3-4 clutch assembly
Orifice cup plug missing/damage in input housing or the servo bore
Check ball capsule not sealing in input housing
Cracks in the input shaft seal ring area
Damaged/faulty/leaking 3rd accumulator check valve
Leaking check ball located in the end of the input housing
Incorrect pump or pump parts
Damaged/warped case or valve body
Incorrect spacer plate or gaskets
Sticking 2-3 shift valve or damaged/cracked 2-3 shift solenoid
3-4 clutch feed hole in the input housing may be incorrectly machined.
The chamfer for the hole may be too large which exposes it to the area
where the seal groove is machined in the housing. This will cause the
clutch to leak. This is fairly common on some of the later model applications
and you should inspect for this condition as part of your rebuild or prior to
installing a new input housing.
Incorrect Pressure rise
4L60E/65E
Flare On the 2-3 Shift
GENERAL MOTORS
60
4L60E/65E
Flare On the 2-3 Shift (continued)
3-4 clutch feed hole in the input
housing may be incorrectly
machined. The chamfer for the hole
may be too large which exposes it to
the area where the seal groove is
machined in the housing. This will
cause the clutch to leak. This is
fairly common on some of the later
model applications and you should
inspect for this condition as part of
your rebuild or prior to installing a
new input housing.
3-4 Clutch feed Hole
GENERAL MOTORS 61
T- Truck (Rainier, Trailblazer, Envoy, Saab) V-8 applications with the adjustable
brake pedal feature, may experience scan tool communication concerns. This
may include no or intermittent communication with the PCM and/or TCM. If you
are able to scan the vehicle you may find any/all of the following DTCs set:
P0700
U0101
U0073
U0001
U2100
U2105
Inspect the 121 ohm GM LAN terminating resistor located in the harness near the
DLC. Locate the terminating resistor and inspect the insulating tape. In many
instances the resistor may become damaged from the movement of the adjustable
brake pedal. If the resistor is touching ground, or if the resistor appears as though
the pedal linkage has been hitting it, relocate the resistor and cover it with fresh
tape.
4L60E
Lack Of Communication
ECM or TCM, Possible DTCs Set
GENERAL MOTORS
62
4L60E
Lack Of Communication (continued)
ECM or TCM, Possible DTCs Set
GENERAL MOTORS 63
A new design bearing in position #31 (Input sun gear to carrier) will be availible
as a running change for the 4L65E/60E applications. The new bearing offers a
significant reduction in race/retainer stress while improving bearing life. The
updated bearing will back service previous applications.
4L60E/65E
2006 Updates
GENERAL MOTORS
64
4L60E/65E
A new design extension housing seal is planned as a running change for the 2wd
applications. This new seal is designed to improve high mileage dependability and
will back service the previous applications. The updated seal coating is tan in
color.
GENERAL MOTORS 65
4L60E/65E applications may exhibit a shudder on the 1-2 shift. Generally you will
not notice this condition during the 3-4 shift and if it does occur it will be less
pronounced. This condition may get worse with use and may not have occurred
until you replaced hard parts during and overhaul.
Several items may cause the above condition including:
Valve body face warped
Defective PCS
Worn boost valve and sleeve
Leaking/cracked 1-2 solenoid
1-2 shift valve sticking, sediment is a common issue
Accumulator valve sticking
Accumulator sleeve rotated in the valve body
1-2 accumulator piston cracked, damaged, leaking seal, worn pin hole
Accumulator housing damaged, Porous
Servo apply pin length incorrect
Servo seals damaged leaking
Servo bore damaged, porous
4-3 sequence valve, 3-4 relay valve sticking
3-2 downshift valve sticking/leaking
Gasket or spacer plate mispositioned or incorrect
Wrong band material
Warped/out of round reverse input housing. We have been seeing some
with as much as .030" warpage/out of round. Replacing the drum and
band will generally fix the concern. Common on 2003-2005 models
4L60E/65E
1-2 Shift Shudder
Accumulator
Valve and Sleeve
GENERAL MOTORS
66
2001 and earlier 4L80E/4L80E HD/4L85E applications utilized an output plan-
etary carrier that may appear different in appearance when compared to later
applications or the service replacement part.
Early applications were machined to fit a steel thrust washer that utilized 4 tabs.
The later model and service part was manufactured to accept a 2 tab thrust
washer. The new thrust washer is plastic rather than steel.
4L80E/80EHD/85E
Planetary Carrier Service
Steel Washer: Part # 8626372 Plastic Washer: Part #24214809
NOTE: Both parts are interchangable, however you will have to
remove 2 of the tabs from the steel washer in order to adapt it to
updated carrier. If you install the plastic washer no changes will
be required.
GENERAL MOTORS 67
An update to the pump cover occurred for 2004-06 model years on all 4L80E/85E
applications. The pump cover part number was changed to accommodate interim
case changes that occurred. The following part numbers for the pump cover based
on model year.
4L80E/85E
Updated Pump Cover
These parts are not interchangable.
1997-2003 24204303
2004-2006 24232405
GENERAL MOTORS
68
6L80 (RPO MYC)
Introduction
The first of ten 6 speed automatics has been introduced for the 2006 model year.
The 6L80 (RPO MYC) is currently available in the Chevrolet Corvette, Cadillac
XLR-V and the Cadillac STS-V applications. The 6L80 will be introduced into
several up level SUV applications for the 2007 model year. The 6L80 is built in
the Willow Run plant in Ypsilanti Michigan. The new plant utilizes several
industry first technical innovations and production processes and is unlike any
other assembly plant in the world.
GENERAL MOTORS 69
6L80 (RPO MYC)
Introduction (continued)
RPO MYC
Input torque capacity 430 lb ft ( 583 Nm)
Output torque capacity 664 lb ft ( 900 Nm)
Ratios
1
st
4.02-1
2
nd
2.36-1
3
rd
1.53-1
4
th
1.15-1
5
th
- .85-1
6
th
- .67-1
Maximum shift speed 6500 RPM
Maximum GVW 8600 lb
Maximum GCVW 14000 lb
PRNDL positions P, R, N, D, (S or M)
2 shift solenoids used (On/Off Design), SS1,SS2
6 PWM controlled pressure control solenoids, PCS, PCS1, PCS2, PCS3,
PCS4, PCS5, TCC
32 bit TCM mounted internal to the transmission on the valve body (Referred
to as the control solenoid valve assembly) TCM incorporates Solenoids,
pressure switches, TFT and it is bolted to the valve body using 6 bolts.
EC3 Converter 300mm (Corvette) 258mm twin plate ( XLR-V and STS-V)
Fluid required, Dexron VI
Fluid capacity, 9.5L (10 qts.) model 6CDA, 9.7L (10.2 qts.) model 6CZA, 11.9
L (12.6 qts.) model CYA
Clutch to clutch shifts, 5 clutches, 1 sprag
Planetary assemblies, input (Simpson) Output ( Dual pinion design)
Vane style oil pump
Internally mounted TISS and TOSS hall effect type speed sensors
Internal Mode Switch (IMS) equipped
Performance Algorithm Shifting (PAS) programming
Performance Algorithm Lift foot (PAL) programming
Sport mode and TAP shift equipped
Adaptive Strategies with fast learn capabilities
75 transmission only DTCs Learn diagnostic process used
The 6L80 is equipped with the following features:
GENERAL MOTORS
70
6L80 (RPO MYC)
The 6L80 transmission utilizes a very unique process for checking the fluid levels.
Most 6L80 applications do not utilize a dipstick. Instead a plug has been placed
into the dipstick hole. The plug can be removed and the hole can be used as a fill
point for transmission fluid. To check the fluid level the following procedure
should be followed:
The transmission temperature must be between 86-122 F (30-50C) a scan
tool, the driver information center or the transmission gauge can be used to
verify the temperature
Start the engine and let it idle, Shift the transmission in and out of range
pausing in each range for approximately 3 seconds
Place the transmission in park range
With the vehicle level, remove the level control plug located in the
transmission oil pan.
If fluid does not drip from the level control hole, add Dexron VI fluid until
fluid starts to drip from the hole. If fluid runs from the hole wait until the
fluid stops running from the hole. The level is correct when fluid drips
slightly from the hole. If a steady stream is present or no flow is present the
fluid level is incorrect. Install the fill plug and the level control plug.
NOTE: Fluid may be added through the dipstick hole or through the level control
hole.
Checking the Fluid Level
Level Control Plugs
Fill Plug
GENERAL MOTORS 71
6L80 (RPO MYC)
Component Application Chart
GENERAL MOTORS
72
6L80 (RPO MYC)
SHIFT PRESSURE CONTROL SOLENOID ON=PRESSURIZED, OFF= NO PRESSURE
SHIFT SOLENOIDS, ON= PRESSURIZED, OFF= NO PRESSURE
Control Solenoid Operation
GENERAL MOTORS 73
6L80 (RPO MYC)
Shift and Control Solenoids
GENERAL MOTORS
74
6L80 (RPO MYC)
NOTE: High= 12 volts, Low= 0 volts
NOTE: Not all applications utilize all ranges shown
IMS Operation
GENERAL MOTORS 75
6L80 (RPO MYC)
Transmission Manual Shaft Switch
GENERAL MOTORS
76
6L80 (RPO MYC)
Transmission Fluid Pressure Switch
GENERAL MOTORS 77
6L80 (RPO MYC)
Solenoid and valve body diagnosis requires the following tools:
A quality scan tool capable of communicating and commanding the TCM and
its solenoids.
Tool number J 47825-1 Solenoid test plate and jumper harness
Remove the Control Solenoid Valve Assembly from the transmission. Install tool
J47821-1 onto the Control Solenoid Valve Assembly (5Nm 44 Lb In). Apply
regulated shop air (90-100 psi) to the tool. Connect the scan tool to the Control
Solenoid Valve Assembly.
Command the solenoid ON/OFF air pressure should be present on the gauge
and then it should exhaust as the solenoid is cycled. If the solenoid or valve
are malfunctioning the gauge pressure will not change as you cycle the
solenoid. If a malfunction is determined to be present, replace the complete
Control Solenoid Valve Assembly.
If the solenoid checked OK, install the gauge on another solenoid port and
command that solenoid ON/OFF with the scan to repeat the process.
Solenoid and Valve Body Diagnosis
GENERAL MOTORS
78
6L80 (RPO MYC)
NOTE: The TCM will normally cycle several of the solenoids ON/OFF to help keep
the solenoids and the valves free of debris. Therefore this cleaning function (Dither)
may cause the gauge to flicker when the TCM is cleaning the solenoid you are
testing.
Solenoid and Valve Body Diagnosis
(continued)
GENERAL MOTORS 79
6L80 (RPO MYC)
Adaptive Learning
The 6L80 is fully equipped with several adaptive learning strategies. As with some
other GM applications you will need to erase the adaptive values and perform a
Fast Learn prior to operating the vehicle. Adapts and fast learn procedures
should be perform if any of the following occur:
Internal Transmission repairs have been performed
The valve body was replaced
The Control Solenoid valve assembly was replaced
The TCM was recalibrated
Internal repairs were performed that could effect shift quality
NOTE: Fast learn is not required if a GM New or Rebuilt 6L80 is used. The
transmission is fast learn prior to it being shipped from the plant
To perform a fast learn:
Use a scan tool capable of performing the fast learn procedure
TFT 158-230F (70-110C)
Select Fast learn process from the scan tool menu
Place the transmission in Drive with the vehicle stationary. The TCM will
individually apply the clutches and calculate the clutch volume
Place the transmission in Reverse with the vehicle stationary. The TCM will
individually apply the clutches and calculate the clutch volume
Shut off the engine, power off the scanner
The process is now complete
The fast learn procedure will not run if:
DTCs are set
TFT is not between 158-230 F (70-110C)
The brake switch is not working
TP is 0% but engine RPM increases during the test
P/N switch is improperly adjusted or is not functioning correctly
Line pressure control system is malfunting
Adaptive Learning
GENERAL MOTORS
80
6L80 (RPO MYC)
Pass-thru Connector ID
Pin
Wire
Color
Circuit
No. Function
1-2 -- -- Not Used
3 OG/BK 1786 Park/Neutral Signal
4 RD/WH 2440 Battery Positive Voltage
5 BK/WH 451 Ground
6 WH 17 Brake Pedal Apply Signal
7 PU 5526 Tap Up/Tap Down Switch
8 -- -- Not Used
9 YE 43 Accessory Voltage Power
10 TN/BK 2500 CAN Hi
11 TN 2501 CAN Lo
12 PK 1339 Run/Crank Voltage
13 TN 2501 CAN Lo 2
14 TN/BK 2500 CAN Hi 2
15-16 -- -- Not Used
GENERAL MOTORS 81
6L80 (RPO MYC)
Pass-thru Connector Location
The pass through connector is located on the valve body and is a hard connection
to the solenoids. During disassembly of the valve body, use care in the removel of
the hard wire harness and connector.
GENERAL MOTORS
82
(M70) Introduction
4L70E
The 4L70E was introduced in the 2006 Chevrolet Trailblazer SS equipped with
the 6.0L (LS2). The 4L70E (M70) is a heavy duty version of the 4L65E (M32) that
was introduced a few years ago. The 4L70E will be used in some full size pickup
applications equipped with the 6.0L (LQ9) engine during the 2006 model year.
GENERAL MOTORS 83
4L70E
(M70) Introduction
RPO M70
Engine horsepower capacity 400 HP
Input torque capacity 430 Lb ft
Gear ratios 1
st
3.06-1, 2
nd
1.63-1, 3
rd
1-1, 4
th
.7-1, Rev 2.29-1
Converter 300mm, EC3
SUV application model codes SKD or TKD
Pickup application model codes CMD, CWD or KMD
Some applications are equipped with and input speed sensor assembly
(Models SKD & TKD use an ISS)
5 Pinion planetaries
7 plate 3-4 clutch (7 friction, 6 steels) Premium frictions
2-4 Band with Premium friction material. .64 ratio servo
Updated HD rear internal gear assembly
Shot peened HD output shaft (8620 Steel)
HD Low roller clutch
HD input gear and input sprag assembly
Input shaft equipped for an input speed sensor
Pump stator support passages updated for input speed sensor design
Pump casting changes updates, relocation of S3 bore for pressure regulator
valve train.
HD heat treated stator support splines
The 4L70E specifications/features are as follows:
GENERAL MOTORS
84
Duramax Diesel applications may develop a misfire, surge or chuggle related con-
cern that is difficult to diagnose and repair using current techniques and proce-
dures. The complaint is sometimes misdiagnosed as being transmission related.
6.6L Duramax applications have experienced problems with coolant getting into
the ECM and/or the ECM connector. The coolant wicks up the surge tank coolant
level sensor and into the wiring. If other attempts to repair the concern have been
unsuccessful, remove the ECM connector and inspect the connector and the ECM
pins for evidence of corrosion or Dexcool contamination. If contamination is found
the ECM may need to be replaced if there is evidence of any corrosion or damage. If
only light residue is found you can generally clean the connector and ECM pins
with electric circuit board cleaner. If coolant contamination is found, the wire and
the coolant switch must be replaced. Make sure to replace the wire and the termi-
nals.
LCT 1000
Misfire, Surge, Chuggle
6.6L Duramax
GENERAL MOTORS 85
If the PTO option was not ordered when the vehicle was new, you may need to add
additional hard parts to the transmission to allow for PTO operation on some
applications. On those applications the transmissions may not be equipped with a
rotating housing that has the PTO gear installed. Instead they may have a tone
ring for the turbine sensor mounted to the housing. Use the chart below to iden-
tify your application:
LCT 1000
(RPO M74) PTO Applications
If a customer wants to install a PTO on an application that is not equipped with a
PTO it will be necessary to install a PTO equipped rotating assembly part number
29540518. In addition to the transmission hardware that will need to be added, a
PTO, PTO relay, PTO solenoid, a PTO switch, an updated floor pan section as well
as updated calibrations for the PCM/ECM may need to be installed to make the
PTO system operational.
GENERAL MOTORS
86
Several areas have been updated for the 2006 model year. The changes were pri-
marily designed to accommodate the higher torque capacity engine applications
that were released for 2006. The 2006 part numbers are not designed to be inter-
changeable with the previous applications. They include the following:
LCT 1000
2006 Updates
Part Changed Previous part
number
2006 Part
number
P1 Carrier Assembly 29531096 29541704
P1 Carrier/Bushing 29531249 29541705
P1 Carrier 29536583 29541708
P2 Ring Gear 29536863 29541707
Snap Ring 29531104 29541011
P2 Carrier/Bushing 29536961 29539509
P2 Carrier 29536959 29539502
P2 Pinions 29531113 29541700
P2 Spindle 29537889 29541703
P2 Bearing 29531116 29541706
P3 Ring 29537311 29539499
T-5 Bearing 29531095 29541702
P2 Sun Gear 29536960 29541701
Sun Spacer 29536128 29541728
P3 Sun Gear 29540499 29539498
P3 Carrier and Race Assembly 29540500 29539512
P3 Pinion 29531126 29539497
P3 Roller Bearing 29531127 29539500
GENERAL MOTORS 87
LCT 1000
2006 Updates
****This Kit allows 2006 pump assembly to be used in prior model year applica-
tions. Kit includes Main pump 29542796, Wear plate 29542799, O-Ring
29537620, Instruction Sheet 29543308 (Pump and wear plate must be used
together)
Part Changed Previous part
number
2006 Part number
Rotating Clutch/Shaft PTO 29539507 29542801
Housing and PTO Gear
Assembly
Rotating Clutch/Shaft
NO PTO
Housing with tone wheel 29536097 29542804
Housing and Bushing 29543232 29542699
Housing 29543233 29542700
C2 Piston 29539653 29542807
Seal C1/C2 Outer 29536101 29542809
Seal C2 Inner 29536103 29542808
C2 return spring 29536104 29542810
C1 Housing 29537993 29542811
Seal ring C1, OD 29542812
C1 Piston 29536109 29543239
C1 Piston with Balance hole 29536203 29542815
Retaining ring 29536204 29541011
C1 Return Spring 29536198 29542814
P1 Ring Gear 29531055 29541008
P2 Ring Gear 29536863 29541818
P3 Ring Gear 29537311 29541010
Detent Spring 29536922 29542698
Detent Lever 29537169 29542692
Front Support Assembly 29541134 29542792
Front Support Assembly
Ground Sleeve/Bearing
29541135 29542793
Pump 29541145 (31
Tooth)
29542796 (22
Tooth)
Pump Body/Gear Assembly 29541146 29542797
Pump body 29541147 29542798
Pump Wear Plate 29541149 29542799
Pump Kit **** 29543078
29540518 29542802
29539508 29542803
GENERAL MOTORS
88
LCT 1000 6 Speed
New Product Introduction
A new 6 speed LCT 1000 was added to the General Motors lineup for the 2006
model year. Available in the 2500HD and 3500/3600 series trucks equipped with
either the 8.1L V8 gas or 6.6L Duramax diesel the MW7 LCT 1000 offers some
advancements over the 2005 and earlier applications. The updates for the MW7
LCT 1000 include the following:
* 6 Speeds, uses the current LCT 1000 clutch design, No new clutches added
* Tap shifts
* Increased torque capacity
* Internal Mode switch replaces the NSBU switch
* A new transmission control module, 80 pin connector
* A updated valve body with a revised design TCC solenoid
* A 20 pin pass through harness
* An updated pump design for quieter operation
(RPO MW7) Introduction
Specifications
The LCT 1000 MW7 applications offers the following ratios:
1
st
-3.10-1
2
nd
-1.81-1
3
rd
-1.41-1
4
th
- 1-1
5
th
- .71-1
6
th
- .61-1
Rev- 4.49-1
Maximum shift speed 4850 RPM
Input Torque capacity 650 lb-ft, 2005 applications 565 lb-ft
Maximum GCWR 23,500 lb
PRNDL positions: PRNDM1
Fluid capacity: 13qt (12 Liter) Dexron VI only
GENERAL MOTORS 89
Features:
Tap shifts
Grade Braking
Cruise control grade braking (Diesel only)
Tow/Haul Mode
Shift Stabilization and adaptive shift control algorithm
Heater Performance mode (Diesel only)
Low Traction Mode (Diesel only)
LCT 1000 6 Speed
(RPO MW7) Features
1-2/3-4 4-5-6
Clutch Clutch
P/N X
REVERSE X X
1
ST
X X
2
ND
X X
3
RD
X X
4
TH
X X
5
TH
X X
6
TH
X X
Gear
Range
3
rd
/5
th
/Rev
Clutch
2/6 Clutch Low/Rev
clutch
GENERAL MOTORS
90
LCT 1000 6 Speed
(RPO MW7) Updates
2006 Valve body Updates
On the 2005 applications the valve body utilized the following solenoids:
Trim A
Trim B
Shift solenoid C
Shift solenoid D
Shift solenoid E
TCC-PWM
Modulated main solenoid
On the 2006 MW7 applications the following solenoids/components are used:
The trim solenoids were replaced by PCS 1 and PCS 2 solenoids
The modulated main pressure solenoid
Modulated detent spring contacts to the internal mode switch
IMS replaces the NSBU switch
PWM TCC solenoid was replaced by a PCS variable bleed solenoid
20 way connector which includes a different harness design and part
number
6 Speed feed pipe
2006 TCM updates include:
* Model A40-1000 TCM
* Class 2 data communications for gas applications
* GM LAN communications for diesel applications
* 80 Pin Connector with a cam lock as part of the connector
* TCM mounted on the radiator fan shroud
GENERAL MOTORS 91
LCT 1000 6 Speed
(RPO MW7) Updates (continued)
Tap Shifts (Range Selection Mode)
Like several other GM applications, the MW7 features tap shifts are standard
equipment. Unlike other applications the tap shift function is controlled by a
thumb activated switch mounted on the gear shift lever. The range selection
feature will hold the vehicle in the gear selected unless the driver commands a
gear change or the TCM determines that engine damage may occur and
commands a shift to occur. To activate the tap shift feature the shift selector lever
must be in the M position.
Tow/Haul/Grade Braking
As with other GM applications, the tow haul feature is activated by a button
located in the end of the shift lever. Tow/Haul should be selected anytime the
vehicle load exceeds 75% of the GCWR for the application. Tow/Haul mode
changes the shift points of the transmission to reduce shift cycling and improve
vehicle performance. Tow/Haul mode also changes the TCC apply, which enables
TCC in 2
nd
and 3
rd
gears as well as commands TCC to stay applied during
deceleration. This prevents heat build up due to oil shear within the converter.
In addition spark timing is retarded more during the shifts to lower the impact of
the shift. The Grade braking feature or the cruise grade braking feature can only
be activated if the tow haul feature is active and the shift lever is not in the M
position. Grade braking can command downshifts to ranges as low as 2
nd
gear.
Heater Performance Mode
In the diesel applications the heater performance mode is designed to shorten the
length of time it takes for the engine/transmission to reach operating
temperature. This algorithm improves heater performance by decreasing the
warm up time. The PCM/TCM monitors ambient temperatures and when the
vehicle is being operated in cold weather the TCM will raise the 2-3,3-4,4-5 and 5-
6 shift points to increase engine speed resulting in quicker warm up.
Low Traction Mode
Diesel power applications are equipped with a Low Traction Algorithm to improve
traction during slippery conditions. By selecting a manual range while at a stop
the TCM will command the transmission to start and stay in 2
nd
gear
GENERAL MOTORS
92
LCT 1000 6 Speed
Shift Stabilization
Like other GM applications, the shift stabilization algorithm monitors VSS and
load inputs to minimize upshift/downshift cycling. If the current speed cannot be
maintained in a higher range, the TCM will command the transmission to hold
the gear and the PCM will lower the engine torque output.
Cold Operation
When operating in cold temperatures the TCM will prevent specific operations to
prevent damage to the transmission. When the cold mode is active the DIC will
display the message Trans in Warm Up. The modes of operation are as follows:
-13f or above transmission temp, transmission operates normally
-13 to -31f transmission temp, 2
nd
and 3
rd
gears available only
-31f or below transmission temp, 2
nd
gear available only
On diesel powered applications TCC will be inhibited based on both transmission
and ambient air temperatures. The modes of operation are as follows:
IAT below 32f, TCC will not apply until Transmission temperature is above
88F
IAT 32-50f, TCC will not apply until Transmission temperature is between
50-80f
IAT above 50f, TCC operates normally
Gas Applications:
Transmission temperature below 68f, TCC inhibited
MODES OF OPERATION 6.6L Duramax 8.1L Gas
Range Selection Mode X X
Grade Braking X X
Cruise Grade Braking X
Tow/Haul X X
Shift Stabilization X X
Adaptive shifts X X
Heater Performance X
Low Traction X
GENERAL MOTORS 93
LCT 1000 6 Speed
Pump
The gear style pump used in the MW7 LCT 1000 is a gear style unit with 22 teeth
as opposed to the 31 tooth design used in the previous application. This new
design lowers the frequency of the pump noise into a range that can be masked
by the engine
LCT 1000 6 speed pass through connector ID Harness
PIN Wire Color Circuit # Function of the Circuit
A LTGRN 1222 SS1 SHIFT SOL 1
B YEL/BLK 1223 SS2 SHIFT SOL 2
C OR/WHT 2557 SS3 SHIFT SOL 3
D PK 1224 PS1 PRESS SW
E RED 1226 PS3 PRESS SW
F DK BLUE 1225 PS2 PRESS SW
G YEL/BLK 1227 TFT SIGNAL
H BK 2762 TFT LOW
J BRN 418 TCC PCS
K LTGRN/BK 2529 PS4 PRESS SW
L RED/BLK 1228 HSD1 ACTUATOR SUPPLY
M LT BLU/WHT 1229 PCS2 PCS LOW
N BRN 323 HSD2 ACTUATOR SUPPLY
P BRN/WHT 2469 PCS1 PCS LOW
R OR/BLK 1786 P/N SIGNAL
S DK BLUE 1530 MOD MAIN LOW
T GRAY 773 IMS SIGNAL C
U YEL 772 IMS SIGNAL B
V BLK/WHT 771 IMS SIGNAL A
W WHT 776 IMS SIGNAL P
GENERAL MOTORS
94
LCT 1000 6 Speed
LCT 1000 6 speed pass through connector ID Transmission
PIN Wire Color Circuit # Function of the Circuit
A DKGRN 1222 SS1 SHIFT SOL 1
B LT GRN 1223 SS2 SHIFT SOL 2
C PURPLE 2557 SS3 SHIFT SOL 3
D OR 1224 PS1 PRESS SW
E GRAY 1226 PS3 PRESS SW
F WHT 1225 PS2 PRESS SW
G TAN 1227 TFT SIGNAL
H BK 2762 TFT LOW
J PK 418 TCC PCS
K BRN 2529 PS4 PRESS SW
L RED 1228 HSD1 ACTUATOR SUPPLY
M DK BLU 1229 PCS2 PCS LOW
N RD/BK 323 HSD2 ACTUATOR SUPPLY
P LT BLU 2469 PCS1 PCS LOW
R PURPLE 1786 P/N SIGNAL
S YEL 1530 MOD MAIN LOW
T BLK 773 IMS SIGNAL C
U PK/BLK 772 IMS SIGNAL B
V YEL/BLK 771 IMS SIGNAL A
W WHT 776 IMS SIGNAL P
FORD 103
Ford
Table Of Contents
Torqshift/4R100
4x4 Transfer Case Jumps
Out of 4H or 4L ................................ 104
Torqshift
Shift Scheduling, Slipping,
Bangs on Downshifts ....................... 106
Introduction ..................................... 108
DTCs P0756, P0761, P0771 ............. 109
Calibration Example......................... 110
DTC P0488 or/or P1334................... 111
Stalling in Reverse or When
Coming to a Stop.............................. 112
TR-P Sensor Introduction ................. 113
TR-P Sensor Diagnosis ..................... 114
Pump Valve Identification................. 117
Bleed Screen .................................... 118
Pump Failure ................................... 119
Pump Alignment and Assembly ........ 120
Center Support Assembly................. 122
Valve Body Solenoid ID .................... 123
Valve Body Solenoid Interchange ..... 124
Lube Orifice and Case ...................... 125
Planetary Failure, Lack of Lube ........ 126
Air Checking the Case ...................... 127
Insufficient Line Pressure
From the Transmission .................... 128
4F50N
No 1-2 Upshift and DTC P0732 ........ 129
DTCs P0760 and P0763 ................... 130
4F50N, AX4N, AX4S
Erratic Fluid Level, Possible
Fluid Leak ........................................ 131
4F27E
Neutrals on the 3-4 Shift
DTC P0750...................................... 132
4R/5R55E
TCC Modification............................. 134
PTO Operation and Diagnosis ....... 137
AF21-B/Ford 6-Speed
Introduction .................................... 142
Apply Components .......................... 143
Operational Strategies ..................... 144
Electronic System Description......... 146
TFT ............................................... 147
Three Way Shift Solenoids............... 148
Shift Control Solenoids ................... 149
Pressure Control Solenoid ............... 150
Torque Converter Solenoid .............. 151
Adaptive Learning ........................... 152
FORD
104
2004-2005 F-Super Duty 4x4 vehicles equipped with the Torqshift or 4R100
transmission and manual transfer case, may exhibit the transfer case jumping out
of 4H or 4L and into 2H or neutral position.
Use the following Service Procedure to adjust the transfer case shift linkage. It
may be necessary to replace the shifter bracket assembly as well.
1. Remove the transfer case control rod at its connection with the shift linkage
pivot pin.
2. Loosen the two (2) 9/16 bolts connecting the shift bracket to the
transmission.
3. Move the bracket as far rearward as possible, torque the bolts to 85 lb-ft .
4. Move the shifter into the 4H position and hold the linkage against the 4H
detent wall of the shift gate.
5. Without applying any further force rearward on the transfer case lever, try
to reconnect the transfer case control rod to the shifter pivot pin.
a. If the transfer case control rod can be reattached to the shifter pivot pin,
return the vehicle to the customer.
b. If the control rod cannot be reattached to the shifter pivot pin, remove the
shifter bracket assembly and replace with new.
4X4 Transfer Case Jumps Out of
4H or 4L
Torqshift/4R100
2004-2005 F-Super Duty
Manual Shift Transfer Cases Only
FORD 105
4X4 Transfer Case Jumps Out of
4H or 4L (continued)
Torqshift/4R100
2004-2005 F-Super Duty
Manual Shift Transfer Cases Only
PART NUMBER
4C3Z-7210-BA
FORD
106
Torqshift
2004 2005 E-450 series and especially the commercial chassis applications like
ambulances. The concern begins with intermittent transmission issues like shift
scheduling, slipping, bangs on downshifts, etc. As the concern progresses, it flags
a DTC P0960 / PCA Open Circuit and illuminates the MIL. The root cause of the
concern can be traced to the main connector (C-195) laying across the top of the
trans.
If you remove the engine cover (doghouse) which is no easy task, pull apart the
connector and look for overheated or burned wires. If this is what you find, look at
the inside of the engine cover. Youll see where the connector has been rubbing.
Depending on the connector and wiring damage, repair as necessary taking steps
to ensure that the connector doesnt rub again. Reset the KAM (Keep alive
Memory), perform the Adaptive Learning procedure and test drive.
Shift Scheduling, Slipping, Bangs on
Downshifts
Courtesy of Test Research Center and Stevie Lavallee
FORD 107
Torqshift
Shift Scheduling, Slipping, Bangs on
Downshifts (continued)
Pull apart the connector and look
for overheated or burned wires.
FORD
108
Torqshift
Introduction
The Torqshift transmission is a 6 speed fully computer-controlled transmission.
Externally it looks like its cousin the E4OD and internally the stack up is much
the same, however there are no parts that interchange between the two units. also
the TR sensor is internal and the solenoid connector is up front rather then in the
rear. There have been several changes made to the planetary gear sets for in-
creased durability in the 2005 version. The PCM has gone through several updates
to the programming and it is highly recommended that the computer be repro-
grammed with every transmission rebuild.
FORD 109
2003-2004 Excursion, F-Super Duty
2004 E-Series
DTC P0756, P0761 or P0771
Some vehicles equipped with a 6.0L diesel and the Torqshift transmission, may
exhibit the malfunction indicator lamp (MIL) illuminated with diagnostic trouble
code (DTC) P0756, P0761 or P0771. This condition will occur if the powertrain
control module (PCM) and transmission control module (TCM) are not repro-
grammed after installing a 2005-level replacement transmission, installing trans-
mission rebuild kit 5C3Z-7A398-SA, or after overhauling the transmission with
2005-level components.
To repair this problem reprogram the PCM and TCM to the latest calibration using
Calibration files may be obtained at www.motorcraft.com.
Torqshift
FORD
110
Torqshift
Engine Engine Module TSB TSB
Size Type DN Num
Part
Num
EXPLORER MY02 4.0L V6_SOHC 1L2F-AGL 1L2F-AGM LAE0 PCM -
Size Type DN Num
Part
Num
Size Type DN Num
Part
Num
EXPLORER MY02 4.0L V6_SOHC 1L2F-AGM 1U7A-BZA LAE1 PCM -
Size Type DN Num
Part
Num
Size Type DN Num
Part
Num
EXPLORER MY02 4.0L V6_SOHC 1U7A-BZA 1U7A-GMA ZPZ0 PCM -
EXPLORER MY02 4.0L V6_SOHC 1U7A-GMA - MGT0 PCM -
Year PartNum NewPartNum Catchword
Determine if there is a new part number associated with this part number = 1U7A-BZA
Model Year PartNum NewPartNum
Model Year PartNum NewPartNum Catchword
Find associated New Part Num = 1L2F-AGM
Find this new part number in the "PartNum" column
Catchword Model Year PartNum NewPartNum
Model
EXAMPLE:
Find Vehicle, Model, Engine Size, and Engine Type = Explorer, MY '02, 4.0L, V6 SOHC
Find Catchword = LAE0
Catchword Model Year PartNum NewPartNum
Continue the process until there is no new part number listed.
Most recent calibration for this vehicle = 1U7A-GMA
Catchword
Calibration Example
FORD 111
Vehicles exhibiting no driveability symptoms but have harsh shift and/or trans-
mission engagments. 2004 F-Super Duty vehicles built after 9/29/2003 and
2004-2005 Excursion vehicles built 9/29/2003 through 1/10/2005, all equipped
with the 6.0L engine, may exhibit any of the following:
1. Diagnostic trouble code (DTC) P0488 and/or P1334 with no driveability
symptoms.
2. Exhaust smoke while operating in elevated idle operation/PTO, charge
protect, or cold idle kicker mode.
3. Harsh 3-2 grade load braking downshifts in Tow/Haul mode due to shift
initiating on boost pressure.
4. Shift busyness in Tow/Haul mode.
5. Harsh lock-up during the 5-6 shift.
6. Harsh 3-5 upshift during light throttle acceleration.
To repair this problem reprogram the powertrain control module (PCM) to the
latest calibration. Calibration files may be obtained at www.motorcraft.com.
Torqshift
DTC P0488 and/or P1334
2004 F-Super Duty2004-2005 Excursion
FORD
112
2005 Super Duty, Excursion, or E-Series vehicles built between 10/1/2004 and
11/30/2004 equipped with the Torqshift transmission, may exhibit an engine
stalling or quits upon engagement into drive or reverse, or when coming to a stop.
Diagnostic trouble codes (DTCs) P1744, P0740, P0741, P0743, or P0744 may also
be present. This may be due to a stuck torque converter clutch (TCC) solenoid.
Verify the condition exists. Replace the TCC solenoid.
This could also be a cooler issue. Make sure you flush the cooler lines, replace the
remote filter element and check the cooler flow. Clear codes, if any, and verify
repair. Do not replace the torque converter or the pump assembly for this concern.
PART NUMBER PART NAME
3C3Z-7J136-BA TCC Solenoid
Torqshift
Stalling in Reverse or When Coming
to a Stop
2005 E-Series, Excursion, F-Super Duty
FORD 113
Torqshift
TR-P Sensor Introduction
The Transmission Range (TR-P) sensor assembly is an internally mounted sensor
that includes the detent spring, rooster comb and bracket, located next to the
solenoid body. The components of the TR-P sensor are factory adjusted and the
sensor must be installed as a calibrated assembly. The TR-P sensor contains
electronic circuitry that provides the PCM a fixed frequency at a duty cycle for
each of the various positions of the manual lever (PARK, REVERSE, NEUTRAL,
DRIVE, M3, M2 and M1) to the PCM. The PCM uses the TR-P sensor signal for
engine functions (start, reverse lamps) and for line pressure control, shift
scheduling and TCC operation.
FORD
114
Torqshift
TR-P Sensor Diagnosis
There are only two reasons youd be diagnosing the TR-P sensor:
1. Codes
2. No Start
Codes are caused by the TR-P Frequency being out of range or circuit duty cycle
being too low or too high, which can also cause a no start condition, or during the
KOEO test the shifter was not in the Park or Neutral position.
Using your scan tool enter the Diagnostic mode function. Enter TR_DC and
TR_FREQ. Once this is entered you will be able to see the following information:
Position Min % Duty Cycle Max % Duty Cycle
P 7.13 23.76
R 23.77 38.48
N 38.47 48.55
D 48.56 58.82
3 58.83 68.08
2 68.09 77.96
1 77.97 90.34
If your Duty Cycle is out of range, replace the TR Sensor
assembly.
FORD 115
Torqshift
TR-P Diagnosis (continued)
Internal Connector View
External Connector View
FORD
116
Torqshift
TR-P Diagnosis (continued)
FORD 117
Remove and inspect the valves in the stator support. Note: Do not use
abrasives on the teflon coated valves. This will damage the valves and can
cause premature valve wear.
Torqshift
Pump Valve Identification
ID Description
1 TCC Control Valve Sleeve
2 TCC Control Plunger
3 TCC Control Valve
4 Thermostat Control Valve Bore Plug
5 Thermostat Control Valve
6 Cooler Bypass Valve
7 Converter Pressure Limit Valve and Spring
8 Converter Drainback Valve and Spring
9 Mainline Pressure Regulator Valve and Spring
9
8
7
4 5
6
3
2
1
FORD
118
Torqshift
Bleed Screen
The end plugs in the pump can be hard to remove. To make this job easier Ford
has threaded the end plugs. Use a 4.0 X 0.7 mm bolt to pull the plugs out of the
bore.
Carefully inspect the bleed screen. The stator support may need to be replaced if
this
screen is missing.
FORD 119
Torqshift
Pump Failure
Thoroughly Clean and dry the remaining pump components. Check the pump
body, pump gears and pump plate for wear and scoring. Check all mating surfaces
for burrs or distortion. Inspect the stator bushings and replace as neccassary. In
some cases a machine problem from the factory may cause a sliver of metel to
lodge into the pump casting. Always disassemble an ordered pump and check the
clearances and the machine cut.
Check for
wear and
scoring
Check for
wear and
scoring
FORD
120
Place the pump plate onto the pump body. Place the stator support half down onto
the pump body. Install (5) pump bolts finger tight only.
Torqshift
Pump Alignment and Assembly
FORD 121
Torqshift
Pump Alignment and Assembly
(continued)
Install a pump alignment band tool onto the pump assembly. Use 2 extention
housing bolts to align the pump halve. This is the same procedure as the E4OD
and 4R100.
FORD
122
Torqshift
Check the inner bore for sealing ring grooves and bushing wear. Closely inspect
the orifice filter.
Center Support Assembly
Check for wear
FORD 123
Torqshift
Valve Body Solenoid ID
The solenoids are different so it is very important that they are not mixed
up.
ID Description
1 PC-A (line pressure control)
2 TCC (torque converter clutch)
3 SSPC-B (overdrive clutch)
4 SSPC-A (coast clutch)
5 SSPC-E (low/reverse clutch)
6 SSPC-D (direct clutch)
7 SSPC-C (intermediate clutch)
8 TFT (transmission fluid temperature)
9 TR position (transmission range sensor)
FORD
124
Torqshift
Valve Body Solenoid Interchange
Notice the difference between the Coast/Direct Clutch solenoids and the
EPC solenoid.
If you suspect a problem with a particular solenoid you can interchange some of
the solenoids to help you with your diagnosis. As an example you can interchange
the Intermediate, Low/Reverse and Overdrive solenoids with each other marked
with a RED square. You can also interchange the Coast Clutch and Direct Clutch
solenoids marked with a RED circle. The only two solenoids you can NOT inter-
change are the TCC and the PCA
L/R
Direct
Intermediate
Coast
Clutch
O/D
TCC
PCA
Not
Interchangable
Larger orifice Smaller orifice
FORD 125
Carefully inspect all mating surfaces for nicks and burrs. There are two things to
look for here, the Lube orifice and the Bleed orifice. Make sure that during
dissassembley and reassembley that both Bleed orifice and Lube orifice are
installed correctly.
Torqshift
Lube Orifice and Case
Lube Orifice
Bleed Screen
FORD
126
Torqshift
A common cause of planetary failure is a missing or damaged rear case seal.
These seals are located behind the rear bushings and may be missed during
disassembly.
During disassembly and reassembly pay close attention to the rear bushing area,
make sure you replace these seals during every overhaul. Use a small amount of
assembly gel to secure the (2) output shaft seals in the grooves.
Rear Case Lube Seals
Planetary Failure, Lack of Lube
FORD 127
Air Checking the Case
Torqshift
OD
Clutch
Direct
Clutch
Coast
Clutch
Intermediate
Clutch
Forward
Clutch
Low/Reverse
Clutch
FORD
128
Torqshift with PTO
2005 Super Duty F-Series vehicles equipped with a 6.0L diesel engine, TorqShift
transmission and power take off (PTO) option, built before September 22, 2004,
will exhibit insufficient transmission line pressure supplied during PTO operation.
Symptoms include lack of torque converter lock up and transmission line pressure
below 150 psi while in stationary PTO mode. PTO operation under this condition
may result in PTO unit damage, and subsequent TorqShift transmission damage
is possible.
Reprograming the powertrain control module (PCM) and transmission control
module (TCM) to the latest calibration using release B33.6 or higher. Calibration
files can be obtained at www.motorcraft.com. If transmission damage occurs due
to improper PTO function, follow normal procedures to diagnose and repair. Clear
diagnostic trouble codes if any, and verify the repair.
Insufficient Line Pressure from the
Transmission
2005 F-Super Duty
FORD 129
2004-2005 Taurus/Sable and Freestar/Monterey vehicles, may exhibit a no 1-2
upshift condition and a diagnostic trouble code (DTC) P0732. This concern may
also cause a no 3rd or no 4th condition. This may be due to an intermediate
clutch piston seal becoming torn or loose (de-bonded) from the piston.
If the cause is determined to be internal to the transaxle, inspect the intermediate
clutch piston seal. The outer clutch seal is bonded to the piston. If the seal is torn
or loose replace the piston. Inspect the intermediate clutch plates and replace if
necessary.
4F1Z-7E005-AA Piston - Intermediate Clutch
XF2Z-7B442-AA Clutch Plate (Steel)
XF2Z-7B164-CA Clutch Plate (Friction)
4F50N
No 1-2 Upshift and DTC P0732
2004-2005 Taurus, Freestar
2004-2005 Sable, Monterey
FORD
130
2005 Taurus/Sable, Freestar/Monterey vehicles built before 3/15/2005, may
exhibit diagnostic trouble codes (DTCs) P0760 and P0763. This may be due to a
shorted transaxle internal harness, caused by a sharp edge on the inside of the
side cover casting.
Remove the side cover of the transaxle. Inspect the insulation on the yellow wire of
the internal transaxle harness near shift solenoid C (SSC). Replace the internal
harness if damaged, also replace the side cover.
4F1Z-7G276-AA Harness
1F2Z-7G004-AB Side Cover
4F50N
DTCs P0760 and P0763
2005 Taurus, Freestar
2005 Sable, Monterey
FORD 131
4F50N, AX4N, AX4S
2000-2005 Taurus, 2000-2003 Windstar, 2004-2005 Freestar
2000-2005 Sable, 2004-2005 Monterey
Erratic Fluid Level, Possible Fluid
Leak
2000-2005 Taurus/Sable, 2000-2003 Windstar and 2004-2005 Freestar/
Monterey vehicles, equipped with a 4F50N, AX4N or AX4S transaxles, may exhibit
an erratic fluid level reading on the transaxle dipstick and possible leaks around
the filler tube and grommet. The condition may be due to the transaxle vent as-
sembly. The vent has a rubber disk under the metal cap to prevent water from
entering the transaxle. This rubber disk may intermittently stick and cause im-
proper venting.
Replace the vent with the previous design vent stem, and rubber vent cap.
NOTE: Leaks may be misdiagnosed as coming from the pan
gasket. Always follow the proper procedures to locate the source
of the leak.
YF1Z-7035-AA Vent Stem
XS4Z-7L282-AA Vent Cap
FORD
132
The computer may have DTC P0750 (sol. A electrical fault) that comes back as
soon as the key is turned on.
Replace SSA Ford Part # XS4Z-ZH148-AA
4F27E
Neutrals on the 3-4 Shift, DTC P0750
A neutraling condition on the 3-4 shift maybe caused by Solenoid A not releasing
properly. Solenoid B controls the TCC apply and release. Solenoid A controls the
3-4 shift valve which is used to drain the servo release oil to apply the band.
SSB
(Mazda SSE)
SSA
(Mazda SSD)
SSE
(Mazda SSC)
EPC
SSC
(Mazda SSA)
SSD
(Mazda SSB)
FORD 133
4F27E
Neutrals on the 3-4 Shift, DTC P0750
(continued)
The SSA internal ground strap is the cause of this concern. The iinternal graound
strap breaks and causes the code and the failure.
FORD
134
4R/5R55E
TCC Modification
Always use
assembly grease
in the spring
pocket to prevent
the spring from
popping out
during assembly
Torque Converter
Clutch Modulator
Valve
95-96 Models
Part# F5TZ-7F037-AA
97-up Models
Part# ZL2Z-7G136-AA
To improve lock-up, use the following modifications. Make sure you use the cor-
rect solenoid. Failure to do so may cause TCC, and Ratio ratio codes.
FORD 135
4R/5R55E
TCC Modification (continued)
Drill a 0.062 exhaust hole in this circuit. The hole should
protrude through the outside of the casting.
During reassembly as a normal rebuild procedure, always drill the exhaust hole.
This should be done with all the modifications listed. This modification is done to
create an additional exhaust hole to help prevent unwanted pressure from the
converter release circuit.
FORD
136
4R/5R55E
TCC Modification (continued)
When performing this modification, always plug this hole
When you add the exhaust hole by drilling the valve body casting, you must plug
the seperator plate at the location shown. This is to prevent converter drain back.
This should be done with all the modifications listed.
FORD 137
PTO
Operation and Diagnosis
Ford Super Duty F-Series Truck Powertrains are designed principally to provide
vehicle motivation and short term auxiliary power needs. Power activation of hy-
draulic or mechanically driven devices such as wrecker lift, snowplow blade lift
and movement, power tailgate lift, or dump body lift, are a few examples. The
variety of available air circulation, temperature environment, vehicle maintenance
level, and other conditions existing with the range of auxiliary horsepower and
torque demands that may be placed upon a vehicle in PTO usage, make it difficult
to assess the ultimate performance of a vehicle subjected to extended duration
usage as an auxiliary power source. The guidelines in this book are intended to
assist the PTO equipment installer in avoiding inadvertent vehicle performance
and safety concerns. These guidelines should not be considered all inclusive, and
it is the responsibility of the PTO equipment installer, to choose and install a PTO
system that the vehicle operators will be able to use in a safe manner with the
necessary precautions to ensure safe operation and customer satisfaction.
WARNING:
Do not subject the Excursion to any auxiliary power take-off
application as this could overheat the fuel tank and increase the
risk of personal injury.
Auxiliary Idle Control
The Ford 7.3L diesel engine has two Auxiliary Idle Control kits are available to
elevate the engine idle speed. The kit offered as Regular Production Option Code
96P for
F-Series (option Code 961 for E-Series) contains a full function Auxiliary
Powertrain Control Module or APCM. A limited function APCM is included in the
kit that is part of the Ambulance Prep Option. For gas engines, the PTO installer
will need to obtain high idle throttle control from an aftermarket source.
Elevated Idle Feature
For 7.3L diesel engine and 4R100 with PTO provision only. Activating the PTO
Circuit will automatically elevate the engine idle to 1200 rpm in PARK or NEU-
TRAL regardless of the parking brake being set. This feature does not require use
of the Auxiliary Idle Control option or the APCM.
Vehicle Enigine Transmission PTO Port Location
F250/350/450/550 5.4L Gas / 6.8L Gas M60D-HD Manual LH only
F250/350/450/551 7.3L Diesel M60D-HD Manual LH only
F250/350/450/552 6.8L Gas / 7.3L Gas 4R100 Automatic LH only
FORD
138
General Guidelines / Warnings
1. Additional transmission lubricant may be required with addition of the PTO.
2. Follow severe-duty vehicle maintenance schedules, including transmission fluid
changes.
3. Route PTO hydraulic lines away from the vehicle exhaust system.
4. Diesel engines are recommended for stationary PTO operation of extended dura-
tion.
5. Do not block air flow circulation to the engine coolant radiator, engine and
transmission.
6. Monitoring the following powertrain fluid temperatures to avoid excessive heat
build up.
NOTE - If any of the above temperatures are exceeded, disengage
the PTO operation and return vehicle engine speed to normal
idle. Allow the temperature to stabilize at a lower level before re-
engaging the PTO.
7. The M60D manual transmission case will require a slight modification to pack-
age PTO pumps that are mounted directly to the PTO and facing rearward.
Refer to Figure 1 for instructions on removing a small tab on the case to obtain
clearance for the pump.
PTO
(continued)
FORD 139
PTO
(continued)
4R100 Transmission
The 4R100 with a PTO port must be ordered as a separate option. Option Code
62R is available for SD FSeries only. It includes a PTO drive gear and in the case
of gas engines, has a unique electronic engine control module (EEC) that the non-
PTO 4R100 does not have. The PTO port is a non-standard, 6-bolt hole pattern,
threaded for M10 metric fasteners, and comes with a reusable controlled compres-
sion gasket to control gear mesh installation. The PTO drive gear is functional in
all gear ranges: D1, D2, Drive, Reverse, Park, Neutral (except Overdrive). This
accommodates both stationary and mobile PTO operation. However, the PTO drive
gear is NOT functional in any drive gear when vehicle speed is zero. The Overdrive-
Cancel light is designed to illuminate when operating in PTO mode.
1. The PTO drive gear is rated at 170 lb-ft torque peak, 120 lb-ft torque continu-
ous use.
2. Automatic transmission PTO applications intended for stationary operation
must comply with the following engine rpm limitations: Reference PTO
manufacturers owners manual for recommended PTO pump operating speeds.
(1) High idle throttle control required. (Electronic Throttle Kicker) and not provided
by Ford. (2) Automatically controlled by the PCM.
3. The 4R100 line pressure tap thread is 1/8-27 Dryseal N.P.S.F. normal line
pressure is approximately 50 to 60 psi at normal engine idle; and approximately
180 psi at 1200 rpm with torque converter clutch applied and PTO circuit acti-
vated.
4. If the vehicle battery has been disconnected, the powertrain control strategy
may forget PTP logic and may not respond to commands for elevated idle. To
remedy this, a sensor in the transmission needs to count the teeth on the PTO
gear.
Engine RPM 6.8L Gas Engine 7.3L Diesel Engine
Max RPM 1300 1200
Max RPM 2500 2500
FORD
140
PTO
(continued)
5. Simply drive the vehicle a short distance. Typically, less than a mile will be
sufficient to prepare the strategy to respond properly. Driving the automatic trans-
mission in 1st gear may also speed up this memory. Do not rush to drive, but also
avoid excessive delay. Once the ignition goes through the ON, CRANK and START
cycle the strategy cycle that looks for PTO only lasts a relatively short
time. Repeat the cycle if the first drive attempt is ineffective.
6. A temperature monitor internal to the 4R100 is designed to disengage the PTO
drive gear clutch in an over-temperature condition. High torque demand at low
vehicle speed can trigger this safeguard. Spreading fertilizer in farming or
snowplowing are typical examples. If this occurs, disengage the PTO operation and
rest the vehicle in Park or Neutral at normal engine idle to cool the
powertrain.
7. New for 2002 model year Super Duty F-Series, and placed in the instrument
cluster, is a Transmission Fluid Temperature Gauge for automatic transmission
only. A complete description is located in the Owner Guide.
Here in brief explains what the needle readings mean.
Cold Range: 50 F or colder.
White Area [Normal]: Normal operating range,
51 to 248 F.
Yellow Area [Warning]: Stop driving the vehicle or remove auxiliary loads at the
earliest convenience. Typically, leave the engine running at normal idle will aid
cooldown. Allow to cool into the normal range before starting to drive again or
operate the PTO. The transmission fluid is not overheating, but operating in the
Yellow Range for extended periods of time may cause internal transmission dam-
age.
Red Area [Over-Temperature]: The transmission fluid is over-heating. Stop the
vehicle, do not drive, and allow to cool into normal range.
FORD 141
PTO
(continued)
For readings in the Red and Yellow areas make sure that snow or debris is not
blocking airflow to the radiator and transmission fluid cooler, that cooler lines are
not kinked or restricted, and that vehicle load capacities or duty cycles are not
excessive.
Front End Accessory Drive(Fead) Mounted PTO (Clutch
Pumps)
1. An auxiliary crankshaft bearing support is required on all modular gas engine
applications where the clutch pump is drawing power from the engine
crank pulley. This further applies to all tangentiallymounted auxiliary equipment
in general.
Log on to www.fleet.ford.com/truckbbas/ and select QVM Bulletin List, to obtain
bulletin Nos. Q-62 and Q-74 for a complete description.
2. Always maintain the clearance relationship between the Ford OEM fan, radiator
and shroud to help maintain optimum engine cooling performance.
3. Always consider engine roll and body/frame torsion when packaging clear-
ances.
4. Restrict application to 5.4L/6.8L gas and 7.3L diesel engines.
5. Temperature monitoring of powertrain fluids as noted in the General Guidelines
SPLIT-SHAFT PTO 4R100 automatic transmission is not recommended.
Restrict application to manual transmission only. QVM Bulletin No. Q-14, Guide-
lines for Modifying Light Truck Drivelines is available by calling (877) 840-4338.
NOTE: The 4x4 transfer case does not have a PTO port. The F-Super Duty
Motorhome Stripped Chassis does not accommodate a PTO. Temperature monitor-
ing of powertrain fluids as noted in the General Guidelines Warnings in the own-
ers manual.
FORD
142
AF21-B/Ford 6-Speed
This transaxle is a compact, lightweight, next generation electronically controlled,
6-speed automatic transaxle that employs a Ravigeneaux-type planetary gear.
This transaxle contains a high precision clutch hydraulic control system for a
smooth, highly responsive gear shift feel.
All hydraulic functions are directed by electronic solenoids to control:
1. Engagement feel.
2. Shift feel.
3. Shift scheduling.
4. Modulated torque converter clutch (TCC) applications.
5. Engine braking utilizing the coast clutch.
Introduction
FORD 143
C-1 Clutch
The C1 clutch connects the front planetary carrier to the rear sun gear of the rear
planetary set. The C1 clutch is applied in 1st (typical operation during engine
braking), 2nd, 3rd and 4th gears.
C-2 Clutch
The C2 clutch connects the intermediate shaft to the rear planetary carrier. The
C2 clutch is applied in 4th, 5th and 6th gears.
C-3 Clutch
The C3 clutch connects the front planetary carrier to the middle sun gear of the
rear planetary set. The C3 clutch is applied in 3rd and 5th gears, and also in
reverse when the vehicle speed is 7 km/h (4 mph) or less.
B-1 Brake
The B1 brake locks the middle sun gear of the rear planetary gear set. The B1
brake is applied in 2nd and 6th gears.
B-2 Brake
The B2 brake locks the rear planetary carrier in reverse gear when the vehicle
speed is 7 km/h (4 mph) or less.
F-1 One-Way Clutch
The F1 one way clutch locks the counterclockwise rotation of the rear planetary
carrier during 1st gear operation (during both normal operation and engine brak-
ing).
Hydraulic Systems
Valve Body
The valve body supplies fluid by switching the fluid circuit for the hydraulic pres-
sure that is generated by the fluid pump. Based on the hydraulic pressure gener-
ated by the fluid pump the TCM sends control signals to the solenoid valves in
accordance with vehicle conditions. Upon activation of the solenoid valve, the
control hydraulic pressure to the clutch and brakes is determined (according to
the equilibrium with the obtained hydraulic pressure) and gear shift and lockup
are accomplished. In addition, an appropriate amount of fluid is supplied to the
torque converter, planetary gears and lubricating parts.
Apply Components
AF21-B/Ford 6-Speed
FORD
144
Automatic Gearshift Control
In automatic gearshift control, based on each gearshift pattern, SSA and SSB turn
ON or OFF and SSC, SSD, SSE and SSF are operated linearly according to infor-
mation that includes vehicle speed, the degree to which the accelerator is open
and brake signal.
Driver Adaptive Shift Control
This automatic transaxle does not have a driving mode selection switch that al-
lows drivers to select a mode themselves. The vehicle is ordinarily in adaptive
mode. However, when specific conditions are met, the transmission control unit
(TCU) selects a shifting pattern appropriate to driving conditions from all of the
shifting patterns and switches automatically.
Green Mode 1 Switched from mode 2 to warm up the transmission fluid.
This mode acts to protect the transaxle before the adaptive mode.
Green Mode 2 After engine start-up, warm-up speed is increased for a cer-
tain period when transmission fluid temperature is low and the vehicle speed is 0.
High Temp When fluid temperature becomes too high, this mode activates
lock-up at an earlier timing to stop the temperature rise and lower the tempera-
ture.
Down Slope When driving down a slope, the transmission control module
(TCM) detects a down slope based on the engine control unit signal and output
rpm. TCM switches to down slope mode to alleviate the load to the brake by down
shifting.
Operational Strategies
AF21-B/Ford 6-Speed
FORD 145
Gear Shift Control
When the shift lever is moved from N to D or from N to R, after the engine is
started, a shift control solenoid assembly (SSC, SSD, SSE) is used for the fluid
pressure required by C1 clutch or C3 clutch and appropriately regulated fluid
pressure is supplied to the clutch, engaging smoothly without shock.
Reverse Converter Control
If the shift lever is moved from N to R while the vehicle is moving forward and the
transaxle shifts into REVERSE, the wheels will be locked, which is extremely
dangerous. In order to avoid this, the TCM inhibits the transaxle from shifting into
REVERSE while moving forward.
Torque Converter Control
Based on output rpm signals, signals from the engine control unit (engine rpm
and throttle opening) and vehicle speed, a smooth engagement is carried out
through linear control of the torque converter clutch (TCC) solenoid. Also, the slip
rate is detected by adding input rpm signals and slip control is carried out.
Engagement Control
Control is carried out using a TCC solenoid. The TCC solenoid is linearly turned
ON and OFF. The clutch inside the torque converter is operated and the pump
impeller and turbine runner are connected. Through this the engine and the
transaxle are coupled and engine output is connected directly to the transaxle,
eliminating transaxle loss and enhancing fuel economy
Slip Control
Control is carried out using a TCC solenoid. The TCC solenoid is linearly turned
ON and OFF and the clutch within the torque converter is operated outside of the
engagement range. The clutch slides without being in a completely coupled condi-
tion, increasing transaxle efficiency and enhancing fuel economy.
Operational Strategies (continued)
AF21-B
FORD
146
The transmission control module (TCM) and its input/output network controls the
following operations:
1. Shift timing
2. Line pressure (shift feel)
3. Torque converter clutch (TCC)
The transaxle control is separate from the engine control strategy in the
powertrain control module (PCM), although some of the input signals are shared
between the TCM and PCM. When determining the best operating strategy for
transaxle operation, the TCM uses input information from certain engine-related
and driver-demand related sensors and switches supplied by the PCM.
In addition, the TCM receives input signals from certain transaxle-related sensors
and switches. The TCM also uses these signals when determining transaxle oper-
ating strategy.
Using all of these input signals, the TCM can determine when the time and condi-
tions are right for a shift, or when to apply or release the torque converter clutch.
It will also determine the best line pressure needed to optimize shift feel. To ac-
complish this the TCM uses output solenoids to control transaxle operation.
The following provides a brief description of each of the sensors and actuators
used to control transaxle operation.
Transmission Control Module (TCM) Control Function
In automatic gear shift control, based on each gear shift pattern, SAA and SBB
turn ON or OFF and SSC, SSD, SSE and SSF are operated linearly according to
information that includes vehicle speed, the degree to which the accelerator is
open and brake signals. For the gear and solenoid operation chart, refer to the
general specification tables in this section.
The transmission range (TR) sensor is built in the transmission control module
(TCM), it detects the automatic transmission range information via the Hall-effect
sensor and outputs the information to the TCM. The TCM reads the voltage and
adjusts the automatic transmission range.
Brake Pedal Position (BPP) Switch
The brake pedal position (BPP) switch tells the powertrain control module when
the brakes are applied. The torque converter clutch disengages when the brakes
are applied and the BPP switch closes when the brakes are applied and opens
when they are released
Electronic System Description
AF21-B
FORD 147
The transmission fluid temperature sensor, which is integrated within the trans-
mission wiring, is installed on the front of the valve body. It directs the fluid tem-
perature within the hydraulic pressure control circuit and transmits a signal
based on that temperature to the TCM. Through this it controls gear shift, lockup
and slip in response to changes in fluid temperature for smooth shifting across
wide fluid temperature zones.
AF21-B
TFT
C F Ohms
10 50 6.445
25 77 3.5
110 230 0.247
TFT
TFT
FORD
148
The transaxle 3-way solenoid assembly (SSA) is installed on the middle valve body.
The transmission 3-way solenoid assembly (SSB) is installed on the front valve
body. The solenoids turn ON and OFF in response to signals output from the TCM.
According to the ON or OFF status of SSA or SSB, the 1st gear engine brake oper-
ates or the gear shifts into REVERSE. As a fail-safe function, if any transmission
3-way solenoid assembly abnormality occurs, the TCM will disable the current to
the solenoids.
SSB
SSA
(11-15 ohms)
(11-15 ohms)
AF21-B
Three Way Shift Solenoids
FORD 149
The shift control solenoid assembly (SSC, SSD, SSE, SSF) is installed on the front
valve body. The solenoids linearly control hydraulic pressure in response to sig-
nals, output from the TCM. Through this, it controls hydraulic pressure to the
clutch (C1, C2, C3) and brakes (B1) for smooth shifting. According to the combina-
tion of ON or OFF status of the shift control solenoid assembly, the transmission
shifts from 1st gear into 6th gear and vice versa. As a fail-safe function, if any
shift control solenoid assembly abnormality occurs, the TCM will disable the cur-
rent to the shift control solenoids.
AF21-B
SSD
SSF
SSC
SSE
(5-5.6 ohms)
(5-5.6 ohms)
(5-5.6 ohms)
(5-5.6 ohms)
Shift Control Solenoids
FORD
150
The pressure control solenoid (PCA) is installed on the front valve body. Based on
a signal indicating the degree to which the throttle is opened, engine torque, and
according to a duty ratio predetermined in the TCM, the solenoids control line
hydraulic pressure by linearly changing the comparable throttle hydraulic pres-
sure. Through this, it controls operating hydraulic pressure to the clutch and
brakes for smooth shifting. As a fail-safe function, if any shift control solenoid
assembly abnormality occurs, the TCM will disable the current to the shift control
solenoids. The line pressure is maximized, if the shift control solenoid assembly
current is disabled when any abnormality other than locking occurs.
AF21-B
PCA (5-5.6 ohms)
Presure Control Solenoid
FORD 151
The torque converter clutch (TCC) solenoid is used in the transaxle control system
to control the application, modulation and release of the torque converter clutch.
The TCC control solenoid is installed on the front valve body. Based on engine
rpm, throttle opening degree signals and speed sensor signals, it linearly controls
clutch hydraulic pressure. Through this, engagement and slip are controlled. As a
fail-safe function, if any control solenoid assembly abnormality occurs, the TCM
will disable the current to the TCC solenoid.
AF21-B
TCC (5-5.6 ohms)
Torque Converter Solenoid
FORD
152
Adaptive Shift Control
The TCM has an adaptive learning strategy to electronically control the transaxle
which will automatically adjust the shift feel. The first few hundred miles of opera-
tion of the transaxle may have abrupt shifting. This is a normal operation. If the
battery has been disconnected for any reason it will need to be kept disconnected
for approximately 20 minutes to reset the adaptive shift pressure strategy or use
the diagnostic tool to carry out the keep alive memory (KAM) reset.
AF21-B
Driver Adaptive Shift Control
This automatic transaxle does not have a driving mode selection switch that al-
lows drivers to select a mode themselves. The vehicle is ordinarily in adaptive
mode. However, when specific conditions are met, the transmission control unit
(TCU) selects a shifting pattern appropriate to driving conditions from all of the
shifting patterns and switches automatically.
GREEN Mode 1 Switched from mode 2 to warm up the transmission fluid.
This mode acts to protect the transaxle before the adaptive mode.
GREEN Mode 2 After engine start-up, warm-up speed is increased for a
certain period when transmission fluid temperature is low and the vehicle speed is
0.
HIGH TEMP When fluid temperature becomes too high, this mode activates
lock-up at an earlier timing to stop the temperature rise and lower the tempera-
ture.
DOWN SLOPE When driving down a slope, the transmission control module
(TCM) detects a down slope based on the engine control unit signal and output
rpm. TCM switches to down slope mode to alleviate the load to the brake by down
shifting.
Adaptive Learning
CHRYSLER 163
Chrysler
Table Of Contents
Chrysler TOC ................................ 163
Transmission ID
Making Your Job Easier ................ 164
Diamler/Chrysler
Autos and Truck Designations ...... 165
40TE
Updates ......................................... 166
40TE, 41TE/AE, 42LE, 42RLE
Dual Cyclodial Pump ..................... 167
Pistons........................................... 169
L/R Belleville Return Spring ........ 171
UD Accumulator Spring ................ 172
Accumulator Pistons ..................... 173
Pinion Shaft Clip ........................... 174
42RLE
Bearing Failure............................. 175
Line Pressure Solenoid ................. 176
Pressure Regulator Valve ............. 177
Variable Line Pressure Operation 178
Module Strategy ............................ 179
45RFE/42RLE
Replacement For Small
Engine Applications....................... 180
42RLE
Transfer Case Adaptor .................. 181
2-wheel Drive Adaptor .................. 182
Transmission Case Seepage ......... 183
New Parking Pawl ......................... 184
Input and Output Speed Sensors .. 185
Output Shaft on 4WD Applications 186
Transmission Case, Pan
and Filter ...................................... 187
Output Flange ............................... 188
Solenoid/Pressure Switch Codes . 189
41TE, 42LE, 42RLE
Code P1776.................................... 190
Delayed Engagements .................. 192
Harsh 4-3 Downshift ..................... 193
45/545RFE Updates
Tow/Haul OD Off Changed......... 194
Revised Valve Body for 2005 ......... 195
C2 Check Valve Added to
Pump Valve Body ........................... 196
2C Clutch Piston ........................... 197
4C Clutch Piston ........................... 198
L/R Clutch Piston ......................... 199
ERS Added on WK Vehicles .......... 200
48RE Updates
Introductions ................................. 201
Throttle Valve Actuator ................. 202
Adjustments .................................. 203
Valve Motor Circuit ....................... 204
Valve Potentiometer...................... 205
TTVA Transmission Circuit
Diagram ........................................ 206
CHRYSLER
164
Electronically controlled transmissions and their functions can be broken down
into three (3) areas of control. Understanding these areas will greatly reduce diag-
nostic time and prevent premature failures when repairing these units. These
areas are:
The mechanical portion - Mechanical components allow the transfer of
torque through gears, clutches, and rotating shafts.
The hydraulic portion Hydraulic fluid supplies the necessary pressure to
move a piston or valve in the transmission to link the electric portion to the me-
chanical portion.
The electrical/electronic portion The electrical/electronic portion pro-
vides the means to give a full and direct control of the clutches. The use of elec-
tronics optimizes the shift quality, fuel economy, adaptation for conditions, and
driver preference.
Understanding these three areas completely will give the technician confidence
when faced with diagnostics rebuilding repairs that they are faced with day by
day.
Each character in the name of the transmission has a specific meaning and helps
identify the transmission type:
41TE
4 Four forward speeds
1 Duty rating
T Transverse
E Electronically controlled
41AE
1 Duty rating
A All wheel drive
E - Electronically controlled
42LE
2 Duty rating
L Longitudinal mounted
42RLE
2 Duty rating
R Rear wheel drive
L Longitudinal mounted
45RFE
4 Forward speeds
5 Duty rating
R Rear wheel drive
FE Fully electronic
545RFE
5 Forward speeds
4 Forward speeds
5 Duty rating
R Rear wheel drive
FE Fully electronic
Making Your Job Easier!
Transmission ID
CHRYSLER 165
Diamler/Chrysler
Autos and Truck Designations
BODY YEAR MAKE
AA 1989 - 1995 Spirit/Acclaim/Lebaron Sedan
AB 1989 - 2003 Ram Van/Wagon
AC 1989 - 1993 Dynasty/New Yorker/New Yorker Sedan
AD 1989 - 1993 Ram Truck
AG 1989 - 1994 Daytona
AH 1989 Lancer/Lebaron GTS
AJ 1989 - 1995 Lebaron Coupe/Lebaron Convertible
AK 1989 - 1990 Aries/Reliant
AL 1989 - 1990 Horizon/Omni
AM 1989 Diplomat/Gran Fury/New Yorker Fifth Avenue
AN 1989 - 2004 Dakota
AP 1989 - 1994 Shadow/Sundance
AQ 1990 - 1991 Maserati
AY 1990 - 1993 Imperial/New Yorker Fifth Avenue
BR/BE 1994 - 2003 Ram Truck
CS 2004 - 2005 Pacifica
DN 1998 - 2003 Durango
DR 2002 - 2005 Ram Truck 1500/2500/3500 (Including Diesel)
FJ 1995 - 2000 Sebring/Avenger/Talon
GS 2000 Chrysler Voyager (International Market)
HB 2004 - 2005 Durango
JA 1995 - 2000 Cirrus/Stratus/Breeze
JR 2001 - 2005 Sebring Sedan & Convertible/Stratus Sedan
JX 1996 - 2000 Sebring Convertible
KJ 2002 - 2004 Liberty
LH 1993 - 2004 Concorde/Intrepid/Vision/LHS/New Yorker/300M
LX 2005 Chrysler 300/Magnum
ND 2005 Dakota
NS 2000 Town & Country/Caravan/Voyager
PS 1995 - 2005 SRT-4/Neon
PG 2002 - 2003 PT Cruiser (International Markets)
PT 2001 - 2005 PT Cruiser
PR 1997 - 2002 Prowler
RG 2001 - 2005 Chrysler Voyager (International Markets)
RS 2001 - 2005 Town & Country/Caravan/Voyager
TG 1997 - 2004 Wrangler
WG 2001 - 2004 Grand Cherokee (International Markets)
WJ 1999 - 2004 Grand Cherokee
YJ 1989 - 1995 Wrangler
ZB 2005 Viper
ZG 1996 - 1998 Grand Cherokee (International Markets)
ZH 2005 Crossfire
ZJ 1994 - 1998 Grand Cherokee/Grand Wagoneer
CHRYSLER
166
Several changes have been made to the FWD electronic transaxle family. These
changes include:
1. New 40TE transaxle used on small engine packages
2. Stamped steel/bonded seal pistons
3. DC pump, new to the 40TE and modified for other transmissions
4. L/R Belleville spring changes
40TE
Updates
CHRYSLER 167
In 2003, the pump design changed to improved performance and fuel economy.
The design of this pump helps to prevent loss of prime, which can delay
engagement and cause a rough 4-3 downshift. Codes associated with pump
problems can include P0841 (L/R pressure switch) or P0944 (loss of prime). If a
fault occurs in Reverse only, there will be no code set. Previous design pumps had
a tilted gear pocket for the pump gears. The Dual Cyclodial pump has a square
design gear pocket to prevent drain back issues that were associated with the early
design pump. If the torque converter fails, this new pump can be easily damaged.
Dual Cyclodial Pump
40TE, 41TE/AE, 42LE,
42RLE
Updates
CHRYSLER
168
Early pumps had a tilted pocket that was machined with a difference of 55 microns
air gap across the face of the pump gears and pump face, allowing the torque
converter to drain. This machining issue resulted in air, rather than fluid, being
drawn into the pump causing the loss of prime condition to occur. The cressent
and gears on the Dual Cyclodial pump are narrower than the first design pump.
40TE, 41TE/AE, 42LE,
42RLE
Dual Cyclodial Pump (continued)
Updates (continued)
Early pump was tilted
Late pump in straight
CHRYSLER 169
2004 model year (except JR) Pistons
40TE, 41TE, 42TE
(except JR)
Updates (continued)
The UD, 2-4, and L/R pistons changed to stamped steel with bonded reusable
seals. These replaced the cast aluminum pistons that use D-ring seals.
The new L/R piston is not back serviceable as the vent orifice was removed for
durability issues (this reduced warranty-related issues due to the vent orifice
becoming unseated).
CHRYSLER
170
The 40TE (introduced in 2004) is used in smaller engine applications. Because of
this the load capacity of this unit does not require the same amount of friction
clutch plates that the 41TE uses. The UD, 2-4, and L/R pistons are taller to make
up the difference for eliminating one friction and one steal plate from the stack
ups.
40TE
Updates (continued)
40TE
Taller
41TE
Shorter
40TE
Taller
41TE
Shorter
40TE
Taller
41TE
Shorter
Pistons
CHRYSLER 171
L/R Belleville Return Spring.
40TE, 41TE, 42RLE
Updates (continued)
The L/R Belleville return spring had to be made taller and larger in diameter for
the stamped steel/bonded piston. The new spring has 10 fingers, compaired to the
8 on the old return spring. This spring will not back service on aluminum piston
designs.
Early Late
(Bonded Piston)
CHRYSLER
172
40TE, 41TE
UD Accumulator Spring
The UD accumulator spring for the 2.0L, 2.4L, and 2.7L UD clutch has a higher
spring rate to accommodate a smoother 2-1 kickdown shift. The spring is blue in
color to differentiate it from the old green accumulator spring. The reason for this
increase is due to the logic which requires the SSV to actuate.
Updates (continued)
UD Accumulator Spring
CHRYSLER 173
The Rev (and reverse accumulator cover), 2-4, OD, and UD clutch accumulator
pistons are now made of stamped steel with a bonded seal material. This was to
improve production and performance of the accumulators. Improved performance
is now a Zero Leak accumulator.
Factory recommendation is to NOT back service these steel accumulators with
earlier aluminum pistons. Early pistons should be serviced with the D-ring seals.
40TE, 41TE, 42LE/RLE
Accumulator Pistons
Updates (continued)
CHRYSLER
174
In 2000, the use of a pinion shaft retainer is being used on the one piece differ-
ential assembly for all light duty transaxles. A different retainer is used on the
two-piece differential for the 3.3L and 3.8L applications. This clip is available from
OE as well as the Aftermarket.
40TE, 41TE
Pinion Shaft Clip
Updates (continued)
CHRYSLER 175
Bearing Failure
42RLE
The 42RLE replaces the 45RFE in smaller engine applications. The extension
housing bearing requires a special lube tube to lubricate the rear bearing. Always
use a brand new seal.
CHRYSLER
176
The 42RLE applications will adopt the use of a variable line pressure solenoid in
2005 model year. The valve body will be revised to incorporate the Pressure Control
Solenoid/Variable Force Solenoid and also house the line pressure sensor.
New VFS (Intergrated connector on pressure transducer) Modified 45RFE VFS (New
MCM VFS for 2006 model year)
New pressure transducer
New VLP header
New solenoid switch valve
New regulator spring
Anodized valve body and transfer plate
42RLE
Updates (continued)
Line Pressure Solenoid
CHRYSLER 177
The line pressure regulator valve has been revised to accommodate the Variable
Line Pressure Control capability. To add this feature, the design of the case had
to also change to allow for the new connectors.
42RLE
Updates (continued)
Pressure Regulator Valve
CHRYSLER
178
How the system works:
The Variable Line Pressure (VLP) feature requires changes to the 42RLE trans-
mission control system. This feature uses the basic 45RFE line pressure control
logic with modifications to accommodate the hardware differences. The 42RLE
transmission with the VLP feature has a line pressure sensor to monitor the
actual line pressure and a Variable Force Solenoid (VFS to control the line pres-
sure).
The basic control strategy reduces line pressure during in-gear conditions to
lower transmission oil pump load and other parasitic losses, and it, thereby, im-
proves fuel economy. During shifts, the line pressure is raised to a programmed
level to provide good hydraulic response and consistent shift quality; this also
allows shifts to be made at higher input torques than were possible with fixed line
pressure.
42RLE
1: Line pressure targets are added to support different shifts, ensure adequate
torque capacities of the clutches (both the element clutches and the torque con-
verter clutch), and ensure adequate lubrication of the transmission.
i. Line pressure targets for shifts: The pressure targets are adapted from
the line pressure values used in the current 41TE/42RLE
transmissions. This allows keeping most of the previous calibrations
for the transmissions with the VLP feature.
ii. Line pressure target in-gear: The drive gear pressure target is based
on the clutch torque required to carry the input torque. The pressure
target in Neutral is balanced between the fuel economy and the
transmission lubrication.
iii. Line pressure target upper limits: the upper limits for the line
pressure target are adapted from the fixed line pressure values used in
the 41TE/42RLE transmissions.
iv. Line pressure target lower limit: The lower limits for the line pressure
target are established to provide the desired torque capacity of the
clutches and adequate lubrication for the transmission.
The following changes are being added to Module Strategy.
Updates (continued)
Variable Line Pressure Operation
CHRYSLER 179
2: A closed-loop line pressure control algorithm is added: The algorithm compares
the actual pressure with the target pressure and controls the actual pressure to
the desired value. In order to maintain drivability with the faulty pressure sensor,
an open-loop control algorithm is also implemented.
3: A clutch-slip correction and line pressure adjustment algorithm is added.
When either an element clutch or the torque converter clutch slips unexpectedly,
the VLP feature raises the closed-loop control target pressure to its upper limit
temporarily to stop the slip and then adjusts the line pressure target calculation
to prevent future slip. In the event of a faulty line pressure sensor where open-
loop control is activated, this feature adjusts the open-loop VFS duty cycle
calculation to correct and prevent future slip.
4: New and revised control logic is added to adapt the existing logic to variable
line pressure.
5: A VLP enable bit is added to allow selection of VLP feature on an engine
application basis.
6: Failsafe logic is added to detect a VLP system failure, activate alternative control
strategies to maintain drivability, prevent possible further damage to the
hardware, and provide diagnostic information about the fault.
7: Torque Management logic is added to ensure stable torque converter CC-On
operation with throttle tip-ins. Throttle tip-ins during Torque converter CC-On
operation could cause unexpected torque converter slip until the converter clutch
pressure stabilizes.
8: Desired line pressures are being modified to improve the clutch capacities for
certain shifts and in-gear conditions, to improve shift consistency, or to
accommodate recent lab test results. Some logic is modified to improve reliability.
42RLE
The following changes are being addedto Module Strategy.
(continued)
Updates (continued)
Module Strategy
CHRYSLER
180
In 2003 the 42RLE replaced the RFE in smaller engine applications. The change
was for cost savings due to weight and fuel economy. the 42RLE ia a proven qual-
ity 42LE that has gone rearwheel drive. The vehicles that use the 42RLE are as
follows:
45RFE/42RLE
Replacement for Small Engine Applications
Year Body Model Engine Size
2003 TJ 4.0L and 2.4L
2003.5 KJ 3.7L
2004 HB and AN 3.7L
2004.5 LX 2.7L and 3.5L
2005 ND
Updates (continued)
CHRYSLER 181
The 4WD transfer case adapter and oil lube tube changed when the 42RLE was
initially launched in the 2003 TJ with the 2.4L engine and on the 2003.5 KJ with
the 3.7L. The TJ transfer case adapter has a 10 mm difference in length, but a
common intermediate shaft. The lengths differ for proper fit in the different plat-
forms.
42RLE
Transfer Case Adapter
Updates (continued)
10mm
Longer
CHRYSLER
182
In the middle of 2003 the 42RLE introduced the extension assembly with shaft,
bearing, and housing assembly necessary to adapt on the 2WD vehicles. The
parts on this extension housing are serviced separately. A lube tube extends from
the front of the extension housing to the output shaft seal to lubricate the seal
and bearing.
This extension housing is used on the AN, KJ, and HB two wheel drive applica-
tions. The seal, bearing and snapring are all common.
42RLE
2WD Adapter
Updates (continued)
CHRYSLER 183
In the 2003 KJ and TJ, transmissions, fluid may seep at the input or output
sensor to case fasteners, the adapter housing bolts, and extension to lower case
fasteners. If any of these fasteners are seeping, replace all fasteners with the new
patch bolts. Leaks have also been found at pan bolts under the pressure tap
locations and these bolts also must be replaced with the new patch bolts. The
replacement bolts have a pre-applied sealer designed for a one-time use.
42RLE
Transmission Case Seepage
Updates (continued)
CHRYSLER
184
2003 TJ applications with the 4.0L or 2.4L and the KJ with a 3.7L had modifica-
tions so the transmission could hold the 10,000 gross combined vehicle weight
(GCVW) rating tow capacity rated vehicles in the park position. To achieve this, a
wider 2.5 mm parking sprag was installed as well as a different parking pawl,
narrower spacer, parking guide, and wider park rod. On these applications the
case has been modified to make room for the larger parking assembly. If a new
case is ordered, the upgraded parking assembly is included with this setup.
42RLE
New Parking Pawl
Updates (continued)
CHRYSLER 185
The input and output speed sensors were changed on the 42RLE and they are not
backward compatible with any other model. The input speed sensor is common
with the 45RFE, but the output speed sensor is unique. Make sure when ordering
you specify which sensor you want.
42RLE
Input and Output Speed Sensors
Neither sensor will interchange with one another, their mounting surfaces are
different.
Updates (continued)
CHRYSLER
186
The rear spline was lengthened and the snapring groove became wider and deeper
to house a locking ring for the stub shaft. This was necessary for the 4WD applica-
tions starting with the 2003 TJ with the 2.4L and the KJ with the 3.7L engines.
The shaft can be hard to remove because of this locking ring. Always install a new
ring when servicing the shaft removal.
42RLE
Output Shaft on 4WD applications
Updates (continued)
CHRYSLER 187
The transmission case was changed by adding a sump. The filter added an ellipti-
cal circle snorkel for added fluid pickup that was optimized so the filter is not
starved during extreme maneuvers.
42RLE
Transmission Case, Pan and Filter
Updates (continued)
CHRYSLER
188
In the middle of 2004, the 42RLE used in the LX 2.7L and 3.5L applications
required a fixed output flange. When servicing the yoke always install a new
locking nut.
42RLE
Output Flange
Updates (continued)
LX Applications
CHRYSLER 189
2004 Dakota (AN), 2004-2005 Durango (HB), 2003-2005 Liberty (KJ), 2003-2005
Cherokee International Models (KJ), 2005 300/Magnum (LX), 2005 Dakota (ND),
2003-2005 Wrangler (TJ) models may experience any of the following codes:
P0750
P0755
P0760
P0765
P0846
P0871
P0841
This condition can be caused by moisture in the solenoid/switch assembly
connector. Inspect for any signs of corrosion and moisture in the connector. Many
times this corrosion will damage the pins on the solenoid/switch assembly and
both may need to be replaced. Part #s are:
Wiring 10-Way Pigtail Harness 05102405AA
Solenoid/Pressure Switch Assembly 05143151AA
42RLE
Solenoid/Pressure Switch Codes
CHRYSLER
190
2004 Dakota (AN), 2004-2005 Pacifica (CS), 2003-2004 Seabring Convertible/
Seabring Sedan/Stratus Sedan (JR), 2003-2004 Liberty (KJ), 2003-2004 Cherokee
International Markets (KJ), **2002**-2004 300M/Concorde/Intrepid (LH), 2003-
2004 Neon/SX 2.0 (PL), 2003-2005 PT Cruiser (PT), 2003-2005 Chrysler Voyager
International Markets (RG), 2003-2005 Town & Country/Voyager/Caravan (RS),
and 2003-2004 Wrangler (TJ)
Code P1776 (Solenoid Switch Valve Latched in the LR position) may be caused by
one of the following concerns:
NOTE: The solenoid switch valve is not in the solenoid pack, it is in the valve body.
TRS Code Reads TR2
If the TRS Code displays TR2 it is an indication that the manual valve was not
fully in the OD position at the time the DTC was set. Check the shifter cable
adjustment and adjust if necessary. Also Check the shift control system for
excessive friction and/or routing issues.
TRS Code Reads OD
If the TRS Code displays OD then a sticky solenoid switch valve is the primary
cause. Perform the proper diagnosis for the valve body. Inspect for foregn material
in the solenoid switch valve and plugs.
41TE, 42LE, 42RLE
Code P1776
Model Engine Transmission
AN 3.7L 42RLE
CS 3.5L 41TE
JR 2.4L or 2.7L 41TE
KJ 3.7L 42RLE
LH 2.7L or 3.5L 42LE
PL 2.0L 41TE
PT 2.0L or 2.4L 41TE
RS/RG 2.4L, 3.3L or 3.8L 41TE
TJ 4.0L 42RLE
CHRYSLER 191
41TE, 42LE, 42RLE
Code P1776 (continued)
2002-2004 LH Models Only
Solenoid identification build date numbers.
FOR 2002-2004 LH MODELS ONLY
If replacing the valve body assembly for DTC P1776 Solenoid Switch Valve Latched
in LR Position first inspect the build date on the solenoid pack. If the build date
range falls in between 3001 and 0603 replace the solenoid pack not the valve
body**
CHRYSLER
192
The transaxle/transmission may experience a long delay or temporary loss of
transmission engagement after initial start up. This condition usually happens
after an extended soak (several hours) and may be accompanied by a harsh 4-3
downshift. DTC P1791/P0944 (loss of prime) may also be present at time of ser-
vice.
To correct the concern replace the front pump and check the TCM for the latest
software revision level
Refer to the following table for specific applications:
41TE, 42LE, 42RLE
Delayed Engagements
Model Engine Transmission **Build dates**
CS 3.5L 41TE **Built on or before** July 10, 2003
(MDH 0710XX)
JR 2.4L or
2.7L
41TE **Built on or before** July 2, 2003 (MDH
0702XX)
KJ 3.7L 42RLE
LH 2.7L or
3.5L
42LE **Built on or after June 2, 2002 (MDH
0602XX)**
PL 2.0L 41TE **Built on or after June 2, 2002 (MDH
0602XX)**
PT 2.0L or
2.4L
41TE **Built on or after June 2, 2002 (MDH
0602XX)**
RS/RG 2.4L,
3.3L or
3.8L
41TE **Built on or after June 2, 2002 (MDH
0602XX)
TJ 4.0L 42RLE
Part Number:
41TE Oil Pump ..................................... 05127197AA
42LE Oil Pump ..................................... 05127198A
42RLE Oil Pump................................... 05127199AA
CHRYSLER 193
On 2004 Pacifica (CS), 2003-2004 Sebring Convertible/Sebring Sedan/Stratus
Sedan (JR), **2003** Liberty (KJ), **2003** Cherokee International Markets (KJ),
2003-2004 300M/Intrepid (LH), 2003 Neon/SX 2.0 (PL), 2003 PT Cruiser (PT), 2003
Chrysler Voyager International Markets (RG), 2003 Town & Country/Caravan/
Voyager (RS), and 2003 Wrangler (TJ) vehicles that experience a harsh 4-3
downshift under normal driving, after an extended soak (several hours), confirm
the following in diagnoses:
Fluid level correct
Proper fluid installed in the unit
Engine does not have any performance issues (codes)
If the following is experienced and the basics have been covered, the fix is in
reprogramming the transmission control module (TCM)
41TE, 42LE, 42RLE
Harsh 4-3 Downshift
Model Engine Transmission Built On or
Before
CS 3.5L 41TE July 10, 2003
JR 2.4L or 2.7L 41TE July 2, 2003
KJ 3.7L 42RLE
LH 2.7L or 3.5L 42LE
PL 2.0L 41TE
PT 2.0L or 3.5L 41TE
RS/RG 2.4L, 3.3L or 3.8L 41TE
TJ 4.0L 42RLE
CHRYSLER
194
For reasons of fuel economy, driveability, and customer satisfaction, the HB, WK,
and DR line of vehicles with 4.7L and 5.7L 545RFE Tow/Haul was added. These
features include:
Provides a replacement to the OD off feature
Enables the vehicle to up-shift to 4
th
gear under certain conditions to provide
NVH and fuel economy benefits
Delays up-shifts to avoid shift hunting while towing
Automatic downshifts during grade descent provide engine braking
On past vehicles, when the OD OFF was activated the transmission would not shift
into overdrive. The OD OFF switch is now the Tow/Haul switch and uses a
different strategy for operation. Unlike the OD OFF switch, the Tow/Haul switch
allows the RFE transmission to operate in 4
th
gear when certain conditions are
met. When activated, the transmission upshifts are delayed and the instrument
panel indicator is illuminated to notify the driver. Also, when the Tow/Haul feature
is active the vehicle can shift back into third gear for engine braking automatically.
This occurs when the Tow/Haul logic detects a closed throttle and a vehicle speed
increase of 5 mph, or if the brake is applied for more than 2 seconds. Vehicles
other than the WK, HB, and DR will retain the OD OFF function.
Tow/Haul (OD OFF) Changed
45/545RFE
Updates
CHRYSLER 195
In 2005 a new valve body was released with a revised separator plate to improve
reverse shift quality. The R1 (reverse orifice) is now smaller to improve reverse
shift quality which eliminated a bump feel going into reverse. This new valve body
is not backwards compatible to 2004 model year. Torque management was
added in the transmission software to accommodate the smaller orifice and there
at this time is no reflash to compensate for the changes. NOT Interchangeable.
Revised Valve Body for 2005
45/545RFE
Early Late
Updates (continued)
CHRYSLER
196
A running change to the oil pump valve body involved the installation of the C2
check valve. The spring loaded check valve is threaded into the pump valve body
housing. The purpose of this new valve is to prevent converter drainback. Casting
changes happened before the valve was introduced so not all castings that have
the open passage will have the C2 valve installed. This pump body will NOT inter-
change with earlier models.
C2 Check Valve added to Pump Valve Body
45/545RFE
Updates (continued)
CHRYSLER 197
The 2C Clutch Piston is now made of stamped steel with a bonded rubber lip seal.
The change was a cost saving issue. This piston is compatible and can be used to
back service all RFE transmissions.
2C Clutch Piston
45/545RFE
Updates (continued)
CHRYSLER
198
In 2005 the 4C clutch piston was changed to improve a higher torque capacity.
The 4C piston has been modified in 2005 from the aluminum casting design to a
stamped steel piston with bonded lip seal. This piston is not backward compat-
ible because of a recess in the 2C/4C clutch retainer that will not allow full travel
of the piston. If the 2C/4C retainer, as an assembly, is replaced than the use of
this new design piston can be back serviced.
4C Clutch Piston
45/545RFE
Updates (continued)
CHRYSLER 199
For reasons of higher torque capacity the L/R piston and Belleville spring are both
new for the 2005 model year. The L/R piston is now stamped steel with bonded
rubber lip seals. The Belleville spring is also unique. The diameter of the spring is
larger and the fingers are longer than original early designed return spring. As an
assembly this new piston is backward serviceable as long as the correct return
spring is used. Parts can not be mixed when changing designs.
L/R Clutch Piston
45/545RFE
Updates (continued)
CHRYSLER
200
The WK model has a newly designed shifter assembly (same as used in the NAG1
applications). This new Electronic Range Select (ERS) shifter allows the driver to
select the desired top gear range providing more control. The WK offers two differ-
ent powertrain packages: NAG1 in 3.7L applications and the 545RFE behind the
4.7L and 5.7L engines. To provide a common feel, the shifters share a common
base assembly. Since there are different strategies used to control these transmis-
sions, some of the components inside the shifter assembly are different.
ERS Added on WK Vehicles
45/545RFE
Updates (continued)
CHRYSLER 201
Beginning in 2005 there were changes made in the 48RE applications. These
changes included:
A new case with two extra bosses to except a Throttle Actuator Motor (Diesel
Applications)
Software changes in the Tow/Haul Strategy
48RE
Updates
CHRYSLER
202
The transmission Throttle Valve Actuator (TTVA) is a new motor/actuator that is
mounted to the side of the transmission case and used to drive the throttle shaft.
This component eliminates the previous under hood actuator and linkage. The
Transmission case had 2 bosses added to the side for the actuator to mount to.
The detent feel was removed from the valve body and the throttle shaft was made 2
mm longer. The change was required for Diesel applications only. The V10 trans-
mission will not have the actuator.
The new transmission will not service past designs.
The TTVA has a six pin connector, that supplies 12 volts to drive a motor from the
Cummins engine controller and uses 2 feedback potentiometers to report position
back to the controller to identify the correct position.
The TTVA consists of an electric DC motor, tow potentiometers, and a gear drive
system. The TTVA is mechanically connected to the transmission throttle valve in
the valve body by the D shaped o pening n the pottom of the TTVA shaft.
Changes in the TTVA position are therefore transferred to the throttle valve and
cause changes in the transmission throttle pressure. All changes in the throttle
valve position are controlled by the Engine Control Module (ECM)
48RE
Updates (continued)
Throttle Valve Actuator
CHRYSLER 203
48RE
The Transmission Throttle Valve Actuator (TTVA) does not require any mechanical
adjustments. All changes in throttle valve position are controlled by the Engine
Control Module (ECM). The TTVA does require an initialization period after the
actuator has been removed or replaced. After the actuator has been removed or
replaced, move the ignition to the ON position for thirty (30) seconds. This will
allow the ECM sufficient time to perform the internal calibration procedures to
learn the TTVAs current zero position. Once this is done, check the ECM for
diagnostic trouble codes (DTCs). If no DTCs are set relating to the TTVA, the TTVA
is fully calibrated and ready for use.
Updates (continued)
Adjustments
CHRYSLER
204
The motor circuit reverses polarity to drive the transmission throttle TTVA) shaft to
either the full (TTV) shaft position or the closed TTV shaft position. The TTVA con-
nector pin 5 is the Pulse Width Modulated side of the motor circuit. The motor
circuit is completed through Pin 3. Most of the time, circuit polarity causes the
actuator motor to either move the TTV shaft to full throttle position or hold the
TTV shaft in the closed throttle position against spring tension. To do this, Pin 3 is
grounded and Pin 5 is powered. To reverse the motor and rapidly change the posi-
tion of the TTV shaft, the circuit reverses polarity. Pin 3 supplies 12V and Pin 5
supplies ground.
48RE
Updates (continued)
Transmission Throttle Valve Motor Circuit
CHRYSLER 205
Two potentiometers are built into the TTVA body and provide two tranmission
throttle valve shaft position signals to the PCM. Two sensors are used for failsafe
redundecy and error checking. The sensors output analog signals to inform the
PCM that the TTV shaft moves as expected.
Two three-wire potentiometer sensors are used. The sensors use a common 5V
reference and sensor return. Each sensor ouputs and analog signal in proportion
to TTV shaft position, but one sensor uses reverse logic. As the TTV shaft rotates
to full throttle, the signal voltage from potentiometer #1 increases, and the signal
voltage from potentiometer #2 decreases. The sum of the two potentiometer signal
voltages should always qual approximatly 5V. the PCM monitors this value to
check the system integrity.
48RE
Updates (continued)
Transmission Throttle Valve Potentiometer
CHRYSLER
206
48RE
Updates (continued)
TTVA Transmission Cicuit Diagram
HONDA 211
Honda
Table Of Contents
Honda/Acura
Factory Warranty Extensions ..................... 212
Diagnostics/First Approach ........................ 213
Scan Tool ..................................................... 214
Information.................................................. 216
PO740219
Collision Damage ........................................ 223
Carrier Bearings ......................................... 224
Venting Fluid .............................................. 225
1998 BAXA, B6VA
Control Shaft Collar .................................... 227
5-Speed V6 Units
Oil Jet Kit ................................................... 231
BMXA
Feed Pipe Locations .................................... 234
Valve Body Rebuild Tips .............................. 235
O-Ring End Plugs ........................................ 236
Checking CPC Valves and
Center Springs ............................................ 237
SZCA Civic Hybrid CVT
Valve Body................................................... 238
Air Testing................................................... 241
Delayed Upshifts After Cold Start .............. 242
Signal Monitor Hook Up .............................. 243
4 Speed Units .............................................. 243
5 Speed V6 Units ........................................ 244
Solenoid and Pressure Switch Guide ......... 245
HONDA
212
Honda/Acura
Warranty extended on transmissions and torque converters to 7 years or 100,000
miles. whichever comes first.
Honda
1999-2001 Odyssey - ALL
2000-2001 Accord - ALL
2000-2001 Prelude - ALL
Acura
1999-2002 3.2TL - ALL
2003 3.2TL (except Type S):
From VIN 19UUA5...3A000001 thru 19UUA5...3A019556
2003 3.2TL Type S:
From VIN 19UUA5...3A000001 thru 19UUA5...3A019061
2001-2002 3.2CL - ALL
2003 3.2CL (all models):
From VIN 19UYA42...3A000001 thru 19UYA42...3A005203
Factory Warranty Extensions
HONDA 213
Diagnostics
First Approach
Get a description of the symptoms from the customer. Ask when the symptoms
occur (cold, first startup in the morning, after the vehicle is driven for a while and
warmed up, etc).
1. Road test vehicle and note any symptoms and when they occur (cold, hot,
long drive, etc.)
2. Note any howling or gear whine noises.
3. Put vehicle up on a lift. Check axles and seals and note if there are signs of
leakage and/or excessive radial axle movement.
4. Drain fluid through a paint strainer into a clean container.
Dark or black fluid indicate possible clutch failure.
5. Note the amount and type of metal debris on the drain plug magnet Fine
black metal is normal. Shiny, flaky metal particles are a red flag for hard
parts failure.
Note: New solenoids are expensive and can be ruined if they are
installed and run on a contaminated unit. It is recommended
that you carefully check for signs of contamination or internal
failure before replacing solenoids.
Beware of vehicles that have had a miracle service, or have been flushed and
had the fluid changed before they came to your shop. Evidence of contamination
and internal failure may have been temporarily removed.
Road Test and Lift Inspection
HONDA
214
DATA LIST: Order and number of PIDs displayed can be customized
LEDs can be selected to inicate 4 ON/OFF PIDs
BAR GRAPH can be selected to indicate 4 PIDs
LINE GRAPH can be selected to graph two PIDs
SNAPSHOT: Records data from -12.6 seconds to+12.6 seconds with 0.2 second
resolution. Trigger point can be changed to give more time before or after trigger.
Can be set to trigger when any DTC sets, or trigger manually.
FREEZE DATA: A single frame of engine PIDs that are stored when a DTC is set.
DTC/DATA CLEAR: Clears codes and freeze data.
TCM/PCM RESET: Resets PCM adaptive memory, fuel trim, and transaxle adaptive
memory.
LOCKUP SOL TEST: Cycles lockup solenoid on and off for 15 seconds (engine must
be off).
SHIFT SOL TEST: Cycles Shift Solenoid A, B, or C on and off for 15 seconds
(engine off).
Diagnostics
Scan Tool
Scan Tool Functions
HONDA 215
ENGINE SPEED RPM
VSS km/h, MPH (selectable)
C SHAFT SPD MPH
M SHAFT SPD MPH
2ND PRES SWITCH ON/OFF
3RD PRES SWITCH ON/OFF
A/T 1 SWITCH ON/OFF
A/T 2 SWITCH ON/OFF
A/T D3 SWITCH ON/OFF
A/T D4 SWITCH ON/OFF
PNP SWITCH ON/OFF
A/T R SWITCH ON/OFF
SCS OPEN/CLOSED
A/C CLUTCH ON/OFF
BRAKE SWITCH ON/OFF
CRUISE CONTROL ON/OFF
A/T SHIFT SOL A ON/OFF
A/T SHIFT SOL B ON/OFF
A/T SHIFT SOL C ON/OFF
D4 INDICATOR ON/OFF
A/T LOCKUP SOL A ON/OFF
SHIFT LOCK SOL ON/OFF
ECT SENSOR DEGREESC or F, or VOLTS (selectable)
TP SENSOR ANGLE DEGREES, %, or VOLTS (selectable)
SHIFT CONTROL 0-4
LINEAR SOL A COM AMPS
LINEAR SOL A ACT AMPS
LINEAR SOL B COM AMPS
LINEAR SOL B ACT AMPS
SOL SUPPLY VOLTS (PCM terminal D5)
MAP SENSOR kPa, VOLTS, mmHg, inHg (selectable)
Diagnostics
Scan Tool (continued)
Scan Tool functions
Note: You can change the type of data on some PIDs in the
SETUP/UNIT CONVERSION menu
HONDA
216
Factory service manual information on Honda/Acura transaxle performance DTCs
can be vague, making them difficult to diagnose or verify repair. Here are the DTC
definitions and conditions the PCM is looking for to set these codes:
P0730:
Problem in Shift Control System
Conditions for setting DTC:
Engine coolant temperature: between 158F (70C) and 212F (100C)
Engine speed: 500 rpm or higher
Vehicle speed: 10 mph (17 km/h) or higher
Selector in D3 or D4 position
No other sensor or transmission solenoid DTCs active
Actual gear ratio (calculated with mainshaft and countershaft speed) is less
than 80% or more than 125% of the commanded gear for 12 seconds
Single drive cycle, MIL ON
P0740:
Problem in Lockup Control System
Conditions for setting DTC:
Engine coolant temperature: between 158F (70C) and 212F (100C) for 4
cylinder applications between 167F (75C) and 212F (100C) for V6
applications
Vehicle speed: between 49 mph (79 km/h) and 73 mph (117 km/h)
Selector in D4 position 4th gear
Torque converter clutch is commanded to Full Apply
The mainshaft speed is 95% - 98% of engine speed or less for 20 seconds or
longer
Single drive cycle, MIL on
Advanced Diagnostics
Information
HONDA 217
P0780:
Mechanical Problem in Hydraulic Control System for Shift
Solenoid A and Clutch Pressure
Control Solenoids A and B, or Problem in Hydraulic Control
System
Conditions for Setting DTC:
ATF temperature: -13F (-25C) or above
One of the following conditions is present:
A 1-2 shift is commanded and the actual gear is 1st
A3-4 shift is commanded and the actual gear is 3rd
A 3-4 shift is commanded and the actual event is a 3-2 shift
Information (continued)
4th gear is commanded and the actual gear is 2nd
The condition is present for 20 seconds when ATF temperature is below
32F (0C)
The condition is present for at least 13 seconds when the ATF temperature
is above 32F (0C)
Single drive cycle, MIL on, D4 light flashes
P1750
Mechanical Problem in Hydraulic Control System for Clutch
Pressure Control Solenoids A and
B, or Problem in Hydraulic Control System
Engine Coolant Temperature: 50F (10C) or higher
Vehicle Speed: 2 mph (3 km/h) or higher
Throttle Position: 6.3% or higher
Throttle variation: 5.2 degrees / 0.2 seconds or less
ATF temperature: 32F (0C) or higher
No other sensor or transmission DTCs active
One of the following conditions is present:
A 1-2, 2-3, or 3-4 upshift is commanded, and a sudden increase in engine
speed is detected
HONDA
218
Information (continued)
P1751:
Mechanical Problem in Hydraulic Control System for Shift
Solenoid B and A/T Clutch Pressure
Control Solenoids A and B, or Problem in Hydraulic Control
System
ATF temperature: -13F (-25C) or above
A 2-3 upshift is commanded and the actual gear is 2nd
The condition is present for 20 seconds when ATF temperature is below 32F (0C)
The condition is present for at least 13 seconds when the ATF temperature is
above 32F (0C)
HONDA 219
P0740:
Problem in Lockup Control System
P0740 is set when the PCM/TCM sees excessive TCC slip or no TCC apply by
comparing engine speed and mainshaft speed when full TCC apply is
commanded. It can be difficult to diagnose and verify repair of P0740 because
TCC slip parameters are not displayed in scan data, and there is no easy
way to accurately monitor TCC slip.
There are several possible causes for P0740. In this section we will outline how
the TCC is controlled, the common failures, and what needs to be addressed to
successfully repair and prevent P0740.
Common Causes for P0740:
1. TCC lining failure
2. Filter clogging from clutch or other internal failure
3. Sticky valves / solenoids
4. Valve body wear / leaking end plugs
5. Valve body misassembly
6. Worn Pump; excessive gear side clearance
7. Damaged, deteriorated, or wrong torque converter hub o-ring
8. Low fluid level
P0740
Problem in the Lockup Control
System
Converter Hub O-Ring (32mm x 1.9mm)
Honda Part Number:
91302-P7A-003
HONDA
220
TCC Control: Partial Lockup Oil Circuit Diagram
P0740
Problems in the Lockup Control
System (continued)
HONDA 221
TCC Control: Full Lockup Oil Circuit Diagram
P0740
System (continued)
HONDA
222
P0740
System (continued)
Valve Body and TCC Related Valves
Listed are the critical valves that affect lock-up control and close attention should
be paid to these valves during overhaul.
HONDA 223
1. Poor shift quality, flares, bindups, neutralizing, delayed and or harsh
engagements, P0715, P0730, P0740, P0780, P1750, P1751: check for bent/
damaged solenoids
2. Damaged wire harnesses, improperly repaired wiring.
3. Grounds left loose, dirty, damaged, painted over, or left off.
3. Kinked cooler lines
Collision Damage
Common Transmission Problems Caused by Collision Damage
Common Concerns/Problems
Honda/Acura automatic transmissions have all of their solenoids located exter-
nally. This makes them vulnerable to being damaged when the vehicle is involved
in a collision and surrounding body parts are crushed in on the transaxle.
HONDA
224
Carrier Bearings
Part Number Inside Diameter Outside Diameter Outer Race Thickness
91121-P7T-305 1.772" (45mm) 3.150" (80mm) 0.549" (13.95mm)
91124-PGH-305 1.772" (45mm) 3.189" (81mm) 0.490" (12.45mm)
91122-P7V-J02 1.574" (40mm) 3.189" (81mm) 0.490" (12.45mm)
91121-P6H-013 1.574" (40mm) 3.150" (80mm) 0.539" (13.70mm)
91122-P6H-013 1.574" (40mm) 2.922" (76.25mm) 0.510" (12.95mm)
91121-P7V-J02 1.574" (40mm) 3.150" (80mm) 0.549" (13.95mm)
Identifications and Part Numbers
HONDA 225
End Cover Gasket Mismatch
Venting Fluid
HONDA
226
End Cover Gasket Mismatch
(continued)
Venting Fluid
HONDA 227
Some 1998 year model 4 cylinder Accords and 2.3CLs had a problem with the
transaxle side cover casting. A selective collar was fitted behind the control lever
on the control shaft to repair the affected vehicles.
It is important to note the installation of this collar whenever the transaxle is
removed or transaxle service work is performed and make sure the collar is
reinstalled correctly.
If you are replacing the transaxle side cover, or the selective collar has been lost,
use the following page to identify the side cover and/or order the correct selective
collar.
1998 BAXA, B6VA
Control Shaft Collar
HONDA
228
Identifying the Side Cover
Affected 1998 side covers can be identified by the casting date code on the side
cover. The date code can be cast in any position (upside down, sideways, etc.) so
look carefully at the numbers to determine which way is up. The affected casting
date codes are 10/19 thru 11/18. These will require the installation of the selective
control shaft collar.
1998 BAXA, B6VA
Control Shaft Collar (continued)
If the side cover is replaced with a used part, you want to inspect the replacement
side cover to determine if it requires the installation of a control shaft collar. Also
check for casting roughness at the ridge shown below.
HONDA 229
Selecting the Correct Collar
Install collar B behind the control lever, then check the clearance between the
collar lip and control lever using a feeler gauge. The desired clearance is 0.004 to
0.018. If the clearance is not correct, select a thicker or thinner collar from the
chart on the following page.
1998 BAXA, B6VA
HONDA
230
* Note: this is a controlled part and will have to be ordered through the Controlled
Parts Ordering (CPO) system and a VIN will be required to order.
Part Number Designation ID Groove Locations Thickness
90401-PAX-305 "A" 1 0.172 (4.37 mm)
90402-PAX-305 "B" None 0.161 (4.09 mm)
90403-PAX-305 "C" 2 0.149 (3.79 mm)
90404-PAX-305 "D" 1 and 2 0.137 (3.48 mm)
90401-PAX-305A * "AA" 3 Not available at this time
Identifying the Collars
1998 BAXA, B6VA
HONDA 231
Oil Jet Kit Part Numbers:
Honda
Accord: P/N 06250-RDG-315
Odyssey and Pilot: P/N 06250-PGH-305
Acura
3.2CL and 3.2TL: P/N 06250-P7W-305
2004 TL: P/N 06250-RDG-315
MDX: P/N 06250-PGH-305
Note: Honda/Acura remanufactured units have been modified
internally to eliminate the need for the external oil jet kit.
5 Speed V6 Units
Oil Jet Kit
An oil jet kit was added to certain 5 speed V6 applications to address a problem
with insufficient cooling and lubrication of 2nd gear.
HONDA
232
Affected Vehicles:
2003 Accord V6 2 door and 4 door: ALL
2004 Accord V6 2-Door:
From VIN 1HGCM82..4A000001 thru 1HGCM82..4A007538
2004 Accord V6 4-Door
From VIN 1HGCM66..4A000001 thru 1HGCM66..4A030387
VIN 1HGCM66..4A032783
VIN 1HGCM66..4A036643
VIN 1HGCM66..4A039356
VIN 1HGCM66..4A040381
2002-2003 Odyssey: All
2004 Odyssey:
From VIN 5FNRL18..4B000001 thru VIN 5FNRL18..4B051620
2003 Pilot: ALL
2004 Pilot:
From VIN 2HKYF18..4H500001 thru VIN 2HKYF18..4H546877
2001-2003 3.2CL (including Type S): All
2000-2003 3.2TL (including Type S): All
2001-2002 MDX: All
2004 TL:
From VIN 19UUA66..4A000001 thru VIN 19UUA66..4A014224
5 Speed V6 Units
Oil Jet Kit (continued)
HONDA 233
5 Speed V6 Units
Oil Jet Kit (continued)
HONDA
234
BMXA
Feed Pipe Locations
Use the following diagram to identify the p[ipes and their correct locations.
HONDA 235
Emphasize CLEAN!. VB has to be clean, especially after a
bearing / hard parts failure.
1. Remove and clean all valves, make sure they are free in their bores
2. Air check CPC valves
3. Check end plugs
4. Center springs
5. Flush cooler thoroughly
6. Install inline filter
7. Scrub sump, drums, and geartrain parts with brush and solvent, then wash in
parts washer.
Valve Body
Rebuild Tips
HONDA
236
Install the end plug and scribe two lines with a sharp pin (one line on each side of
the partition closest to the valve/spring)
Valve Body (continued)
O-Ring End Plugs
Use these lines as a guide for cutting the o-ring groove. The
groove should be offset toward the valve/spring to help compensate for flexing of
the retainer clip and movement under pressure.
HONDA 237
Checking CPC Valves and Center
Springs
Checking CPC Valves
Center Springs
Blow air Into
Pipes
Watch for
CPC
Valves A &
B to Move
Freely
HONDA
238
SZCA
Valve Body
Civic Hybrid CVT
Solenoid Measure Between Resistance Specification
Drive Pulley Control Solenoid Terminals 3 and 7 3.8 - 6.8 ohms
Driven Pulley Control Solenoid Termnals 2 and 6 3.8 - 6.8 ohms
Start Clutch Control Solenoid Terminals 4 and 8 3.8 - 6.8 ohms
Reverse Inhibitor Solenoid Terminal 5 and the valve body 11.7 - 21.0 ohms
HONDA 239
SZCA
Civic Hybrid CVT
HONDA
240
SZCA
Civic Hybrid CVT
HONDA 241
SZCA
Civic Hybrid CVT
Air Testing
HONDA
242
Affected Vehicles:
1998 and newer Accord
1996 and newer Civic
1997 and newer CR-V
1999 and newer Odyssey1997 and newer 3.0CL
1999 and newer 3.2TL
2001 and newer 3.2CL
2001 and newer MDX
Cause:
It is normal to have delayed 1-2 and 2-3 upshifts immediately after a cold engine
startup. The PCM is programmed to shift at higher engine RPM when the engine is
cold in order to help warm up the catalytic converter and reduce exhaust
emissions.
Delayed Upshifts After
Cold Start
HONDA 243
Signal Monitor Hookup
4 Speed Units
Terminal Identification and Signal Monitor Connections:
HONDA
244
This is the pattern you should see with your signal monitor:
Signal Monitor Hookup
Terminal Identification and Signal Monitor Connections:
5 Speed V6 Units
HONDA 245
Solenoid and Pressure
Switch Guide
Honda Part Number: 28250-P6H-024
Linear Solenoids
Note: 4 speed units and 5 speed V6 units; Accord,
Odyssey, Prelude, TL, CL, MDX: CPC A and B Solenoids
HONDA
246
Honda Part Number: 28250-PLX-305
Linear Solenoids
Switch Guide (continued)
Honda Part Number: 28250-P7W-003
Linear Solenoid
Note: 5 speed V6 units Lockup pressure control
HONDA 247
Honda Part Number: 28250-P4R-315
Linear Solenoid
Note: Civic (thru 2000), CRV (thru 2001)
Brown Connector
HONDA
248
Honda Part Number: 28300-P24-J01
Lockup Solenoids
Notes: Civic ( thru 2000), CRV (thru 2001)
Black Connector
HONDA 249
Honda Part Number: 28200-PLX-003
Shift Solenoids
Note: BMXA Shift Solenoid A and B assembly
Honda Part Number 28200-P4R-003
Shift Solenoids
Notes: Civic (thru 2000), CRV (thru 2001)
HONDA
250
Honda Part Number: 28200-P0Z-003
Lockup / Shift Solenoid A assembly
(V6 4 speed unit)
Honda Part Number: 28300-PX4-003
Lockup / Shift Solenoid A assembly
Notes: 4 cyl. 4 speed units; Accord, 2.3CL
HONDA 251
2nd clutch pressure switch: (Green Connector)
Honda Part Number: 28600-P7Z-003
3rd clutch pressure switch (black connector)
TOYOTA
257
Toyota
Table Of Contents
U140/U241E
Identification................................................... 258
No 4
th
, No TCC ................................................. 259
Slips in 4
th
, No 4
th
,
Falls Out of 4
th
, P0765..................................... 260
3
rd
/Reverse Concerns ..................................... 261
Rear Planet Failure ........................................ 264
Pressure Taps and Specifications ................... 265
External Component Location ......................... 266
Valve Body Break Down.................................. 267
Lower Valve Body ............................................ 268
Upper Valve Body ............................................ 270
Case Accumulators ......................................... 274
Solenoid Identification .................................... 275
and Solenoid Resistance................................. 276
Case Passage Identification............................ 277
Apply Chart...................................................... 278
(F1) Sprag Rotation ......................................... 279
(F2) Sprag Rotation ......................................... 280
Pump Differences ............................................ 282
Adaptive Learn ................................................ 283
TOYOTA 258
U140E/U241E
Shift Lever Position Gear Position C1 C2 C3 B1 B2 B3 F1 F2
P Parking X
R Reverse X X X
N Neutral X
1st X X X X
2nd X X X X
3rd X X X X
4th X X X
1st X X X X
2nd X X X X X
L 1st X X X X X
D
2
Identification
TOYOTA
259
A No command for 4
th
gear or TCC, no detent downshifts above 30 mph. The cause
of this may be a Knock Sensor
A Knock Sensor DTC may be present (P0330). Whenever a knock sensor DTC is
set 4
th
gear and TCC are inhibited and engine management goes into reduced
power strategy and detent downshift timing is affected. It is common for the
knock sensors themselves to fail.
To repair the concern replace the knock sensor.
Notes: If knock sensor DTC is cleared normal shifting and
operation will be restored until PCM performs knock sensor test
routine and DTC is set again. There are two PIDs in scan data:
OD CUT1 and OD CUT2. OD CUT1 responds to OD cancel switch
(switches from YES to NO). OD CUT2 indicates PCM OD inhibit
strategy.
U140E/U241E
No 4
th
, No TCC
TOYOTA 260
U140E
During dissassembly the UD/Direct clutch feed pipe brackets can be damaged.
Any abnormal bends or cracks can cause the pipe to push out. If the Pipe is not
installed correctly a leak in the 4th gear circuit will occur.
Slips in 4
th
, No 4
th
, Falls Out of 4
th
,
P0765
Retainer
UD Direct
Feed Pipe
TOYOTA
261
Replace molded piston on every overhaul.
rd
Reverse
Always replace
the molded piston
U140E/U241E
3rd/Reverse Concerns
It is common for the Direct clutch drum to ring groove.
TOYOTA 262
rd
Reverse
During reassembly always check the sealing ring side clearance. The clearance
should be between 0.003-0.005.
U140E/U241E
TOYOTA
263
rd
Reverse
Check for worn ring lands
Check for ring grooving
U140E/U241E
TOYOTA 264
Pinion gear shafts get loose in carrier, causing uneven gear tooth loading. Pinion
shafts can eventually come out. Weld pinion shafts to carrier on early planets.
Rear Planet Failure
Early (Light/Shiny) Late
Hardened and Heat
Treated (Dark)
U140E/U241E
TOYOTA
265
Pressure Taps and Specifications
Lube 2
(Located on the
back side)
Lube- UD
Geartrain
Main Line
Lube
Direct
Clutch (C2)
UD-Direct
Clutch (C3)
U140E/U241E
Range Idle Stall
Drive 54-59 psi 134-139 psi
Reverse 97-107 psi 255-284 psi
Pressure Specifications
TOYOTA 266
External Component Location
Counter Gear
Speed Sensor
(560-680 ohms)
Gear
Position
Switch
Input Turbine
Speed Sensor
(560-680 ohms)
Case
Connector
(Solenoid)
U140E/U241E
TOYOTA
267
Valve Body Breakdown
Lower Valve Body
Steel Ball
0.394
(10mm)
U140E/U241E
Some service information shows this steel ball and location incorrectly and in
some cases the picture is unidentifiable. Use the following picture as the correct
location and ID.
TOYOTA 268
Lower Valve Body
Record PR
Setting Before
Disassembly
U140E/U241E
ID Description
1 C2 Control Valve
2 Primary Regulator Valve Line-up
3 B2 Control Valve
4 B1 Control Valve
5 3-4 Shift Valve
6 Manual Valve
TOYOTA
269
If the
separator
plate DOES
NOT have a
hole in it DO
NOT install a
checkball
If the
separator
plate HAS a
hole in it it
WILL require
a checkball.
Plastic
Checkballs
0.217 (5.5mm)
U140E/U241E
Lower Valve Body
TOYOTA 270
Upper Valve Body
1. C2 Lock valve
2. Secondary Regulator Valve
3. Lock-up Control valve
4. Lock-up relay Valve
5. Check Valve #2/3 Assembly
6. C2 Exhaust Valve
7. Clutch apply Control Valve
8. B1 Lock Valve
9. B3 Orifice Control Valve
10. Solenoid Modulator Valve
Steel Ball
0.250
(6.35mm)
U140E/U241E
TOYOTA
271
5 Plastic Checkballs
0.217 (5.5mm)
U140E/U241E
Upper Valve Body
TOYOTA 272
B1 Accumulator C2 Accumulator
Shorter
Springs
Longer
Springs
U140E/U241E
Upper Valve Body
TOYOTA
273
Steel Ball
0.394
(10mm)
U140E/U241E
Upper Valve Body
TOYOTA 274
Case
Accumulators, Seals, Check Valve
B3
C3
C1
U140E/U241E
Cooler send check valve
TOYOTA
275
Solenoid Identification
4
6
5
3
2
1
U140E/U241E
Part Catalog Description
1 S4 Solenoid Assembly, Transmission 3-Way (No. 2)
3 DSL Solenoid Assembly, Transmission 3-Way
5 SLT Solenoid Assembly, Line Pressure Control
6 TFT Transmission Fluid Temperature
Repair Manual
Solenoid Name
NOTE: Part numbers have not been added due to the constant changing of part
numbers. Check with your local parts distributors for the most recently updates
TOYOTA 276
Case Connector Identification and
Solenoid Resistance
Solenoid Terminals Resistance
SL1 5 & 10 5.1 - 5.5
SL2 4 & 9 5.1 - 5.5
SLT 2 & 7 5.0 - 5.6
DSL 3 & GND 11 - 15
S4 8 & GND 11 - 15
TFT 1 & 6 3.5K at 77F (25C)
231 - 263 at 231F (110C)
Case Connector & Solenoid Resistance
10 9 8 7 6
5 4 3 2 1
U140E/U241E
TOYOTA
277
Case Passage Identification
1
5
4
3
2
6
7
8
9
10
11
12
U140E/U241E
ID Decription
1 Lube
2 Direct Clutch (C2)
3 2nd Brake (B1)
4 UD Brake (B3)
5 UD Direct Clutch (C3)
6 Line Pressure Tap/Accumulator Shoulder
7 Cooler send
8 Forward Clutch
9 TCC Release
10 1st and Reverse brake (B2)
11 Lube
12 TCC Apply/Converter Charge
TOYOTA 278
Solenoid Function and Apply Chart
U140E/U241E
GEAR SL1 SL2 S4
1 ON ON OFF
2 OFF ON OFF
3 OFF OFF
4 OFF ON
S4: Controls the 3-4 Shift
N-D Engagement: 3rd Gear is
commanded during the
engagment then 1st after the
engagment is complete.
DSL: Controls Lock-Up clutch
Solenoid Operation
SL1: Controls the B1 Brake
SL2: Controls the C2 clutch
SLT: Controls Line Pressure
In the chart shown below, notice there is no application for SL1 in 3rd and 4th
gear. This is because of the internal hydraulics, the SL1 solenoid can be ON or
OFF, it is NOT Applicable to the operation of the transmission in these gears.
TOYOTA
279
(F1) Sprag Rotation
Turn the
inner race
LOCK FREE-
WHEEL
Hold the
outter race
U140E/U241E
Notches
TOYOTA 280
Clip
Dots must be facing you after installation
(F2) Sprag Rotation
U140E/U241E
TOYOTA
281
(F2) Sprag Rotation (continued)
Freewheel
Lock
Turn the UD
Clutch Drum
U140E/U241E
TOYOTA 282
U140E
Pump Differences
(2 different pumps)
Cresent Type NON-Cresent Type
Make sure the pumps are assembled as a matched set. They can be interchanged
as a complete assembly. However, the Pump halves CAN NOT be inchanged be-
tween cresent and non-cresent.
TOYOTA
283
U140E
Reset adapts with factor scan tool. Battery disconnect or extensive driving may
not be successful.
Adaptive learn
Whenever an automatic transmission is replaced, overhauled or indivdual compo-
nents are replaced, use this procedure to erase the Engine Control Module (ECM,
SAE term: Powertrain Control Module, PCM)Learned Values and minimize subse-
quent performance concerns.
Caution:
Failure to follow the following procedures may lengthen the time
to readjust the Learned Values, potentially resulting in
performance concerns.
1999-2003 ES 300 and RX 300
2003-2005 GX 470
2004-2005 RX 330
Procedure 1
1. Connect the Lexus Diagnostic Tester to the vehicle.
2. Reset the ECM (PCM). Refer to the procedures below.
3. Start the engine and warm it up to normal operating temperature
4. Perform a thorough test drive with several accelerations from a stop with light
throttle application until proper tranmission shifting is verified.
Harsh Shifts After Overhaul
MERCEDES 287
Mercedes
Table Of Contents
722.6/NAG1 Vehicle Identification.......................... 288
Transmission Identification ..................................... 291
Model Designation ................................................... 293
Chrysler and Jeep Application ................................. 294
Mercedes Transmission Application ........................ 295
Transmission Ranges and Operation....................... 296
Component Application Chart .................................. 298
Solenoid Operation................................................... 299
Solenoid Application Chart....................................... 301
Torque Converter Operation .................................... 302
Torque Converter Shudder....................................... 303
Air Checking the Torque Converter ......................... 304
Installation 305
Updated Connector O-Rings .................................... 306
Transmission Fluid .................................................. 307
Air Checking the Case ............................................. 310
Air Checking the B2, B3 and C Drum ..................... 311
Geartrain End Play .................................................. 312
Oil Pump Assembly................................................... 313
B1 Break Clutch ...................................................... 316
F1 Sprag Installation................................................ 317
F1 Sprag Rotation .................................................... 318
Output Shaft Planetary Failure ............................... 319
Output Shaft Sealing Rings ..................................... 320
K2 Drum Assembly................................................... 321
F2 Sprag Assembly ................................................... 322
F2 Sprag Rotation .................................................... 324
B2 Break Disassembly and Reassembly .................. 325
Binds During the Shift............................................. 327
Park Linkage Retainer ............................................. 328
Valve Body 329
Solenoid Valves ........................................................ 330
Valve Body Screen and Latch Point ......................... 331
Valve Identification .................................................. 332
Check Ball Location ................................................. 334
Filter and Pressure Feed Locations ........................ 335
MERCEDES
288
722.6/NAG 1
Vehicle Identification
MERCEDES 289
North American Mercedes Vehicle Identification Number (VIN)
722.6/NAG 1
Vehicle Identification (continued)
MERCEDES
290
722.6/NAG 1
A = 1980 M = 1991 2 = 2002
B = 1981 N = 1992 3 = 2003
C = 1982 P = 1993 4 = 2004
D = 1983 R = 1994 5 = 2005
E = 1984 S = 1995 6 = 2006
F = 1985 T = 1996
G = 1986 V = 1997
H = 1987 W =1998
J = 1988 X = 1999
K = 1989 Y = 2000
L = 1990 1 = 2001
Chart 3, Model Year Codes
Vehicle Identification (continued)
MERCEDES 291
722.6/NAG 1
Transmission Identification
1. Traceability
2. Supplier Code
3. Component Code
4. Build Day (Julian Date)
5. Build Year
6. Line/Shift Code
7. Build Sequence
8. Last Three Part Number Digits
9. Revision Level
10. Transmission Part Number
11. Part Number Prefix
Transmission Bar Code Label Interpretation
Transmission ID Locations
MERCEDES
292
722.6/NAG 1
Day Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec
1 1 32 60 91 121 152 182 213 244 274 305 335
2 2 33 61 92 122 153 183 214 245 275 306 336
3 3 34 62 93 123 154 184 215 246 276 307 337
4 4 35 63 94 124 155 185 216 247 277 308 338
5 5 36 64 95 125 156 186 217 248 278 309 339
6 6 37 65 96 126 157 187 218 249 279 310 340
7 7 38 66 97 127 158 188 219 250 280 311 341
8 8 39 67 98 128 159 189 220 251 281 312 342
9 9 40 68 99 129 160 190 221 252 282 313 343
10 10 41 69 100 130 161 191 222 253 283 314 344
11 11 42 70 101 131 162 192 223 254 284 315 345
12 12 43 71 102 132 163 193 224 255 285 316 346
13 13 44 72 103 133 164 194 225 256 286 317 347
14 14 45 73 104 134 165 195 226 257 287 318 348
15 15 46 74 105 135 166 196 227 258 288 319 349
16 16 47 75 106 136 167 197 228 259 289 320 350
17 17 48 76 107 137 168 198 229 260 290 321 251
18 18 49 77 108 138 169 199 230 261 291 322 252
19 19 50 78 109 139 170 200 231 262 292 323 253
20 20 51 79 110 140 171 201 232 263 293 324 254
21 21 52 80 111 141 172 202 233 264 294 325 255
22 22 53 81 112 142 173 203 234 265 295 326 256
23 23 54 82 113 143 174 204 235 266 296 327 257
24 24 55 83 114 144 175 205 236 267 297 328 258
25 25 56 84 115 145 176 206 237 268 298 329 259
26 26 57 85 116 146 177 207 238 269 299 330 360
27 27 58 86 117 147 178 208 239 270 300 331 361
28 28 59 87 118 148 179 209 240 271 301 332 362
29 29 88 119 149 180 210 241 272 302 333 363
30 30 89 120 150 181 211 242 273 303 334 364
31 31 90 151 212 243 304 365
Julian Calendar
Transmission Identification
(continued)
Julian Calendar
MERCEDES 293
722.6/NAG 1
Mercedes: With 722.6
Chrysler: Sprinter and Crossfire.
Model Designation
Transmission Matched to Vehicle and Engine
Sales Designation
722. 6 81
Automatic Transmission for Passenger Vehicles
Sales Designation
W 5 A 580
Hydraulic Torque Converter
Number of Forward Gears
Version A=Automatic, J=Jeep 4X4
Maximum Input Torque 280, 300,
330, 380, 400, 580, 900 (N-m)
Engineering Designation
MERCEDES
294
722.6/NAG 1
Year Vehicle Family Market Engine
Application
Sales Code
Trans
Sales
Code
Sales Code
Description
Grand Cherokee
(WG)
Grand Cherokee
(WG)
2003 Sprinter (VA) U.S. 2.7L 5-Cyl.
Diesel
(EX9)
DGJ Five Speed
Auto Trans
(W5A380)
Diesel
(EX9)
DGJ Five Speed
Auto Trans
(W5A380)
Five Speed
Auto Trans
(W5A330)
Diesel
(EX9)
DGJ Five Speed
Auto Trans
(W5A380)
Chrysler 300C
and Dodge
5.7L 8-Cyl.
Gas (EZB)
Magnum (LX)
3.5L Gas
AWD
Five Speed
Auto Trans
(W5A580)
2005 Grand Cherokee
(WH)
BUX* 3.7L 6-Cyl.
Gas (EKG)
or 3.0L 6-
Cyl. Diesel
DGJ Five Speed
Auto Trans
(W5A580
or W5J400)
2005 Crossfire (ZH) U.S., Canada,
Mexico, and BUX*
3.2L 6-Cyl.
Gas (EGX)
DGU Five Speed
Auto Trans
(W5A330)
Chrysler/Jeep Transmissions Applications
2002 BUX* 2.7L 5-Cyl.
Diesel
(ENF)
DGJ Five Speed
Auto Trans
(W5J400)
Five Speed
Auto Trans
(W5J400)
2004 Crossfire (ZH) U.S., Canada,
Mexico, and BUX*
3.2L 6-Cyl.
Gas (EGX)
DGU
2003 BUX* 2.7L 5-Cyl.
Diesel
(ENF)
DGJ
2005 U.S., Canada,
Mexico, and BUX*
DGJ Five Speed
Auto Trans
(W5A580)
DGJ
* Built Up For Export
2005 Grand Cherokee
(WK)
U.S., Canada,
Mexico
3.7L 6-Cyl.
Gas (EKG)
Chrysler/Jeep Applications
MERCEDES 295
722.6/NAG 1
Mercedes Transmission Applications
Engineering
Designation
Sales Designation
722.600 722.619 W5A 330
722.620 722.645 W5A 580
722.646 - 722.647 Not Available 8/14/05
722.648 722.649 W5A 900
722.661 722.622 W5A 300
722.663 W5A 400
722.664 722.665 W5A 300
722.666 W5A 400
722.667 722.668 W5A 300
722.669 722.670 W5A 400
722.671 722.672 W5A 580
722.673 722.676 W5A 400
722.69 W5A 300
722.695 722.699 W5A 330
Mercedes Transmission Applications
MERCEDES
296
722.6/NAG 1
Transmission Ranges and Operation
Shift Gear
Lever Selection
Position
P Parking and starting position
R Reverse Reverse gear, Standard mode, Winter mode, and
default reverse
N Neutral and starting position. No transmission of
power. The vehicle can be moved freely. Allows
starting engine with the vehicle in motion.
D D
Shifts 1,2,3,4,5. TCC is available in 3
rd
, 4th, and 5
th
gear.
D (1 time) 4 Shifts 1,2,3,4, engine braking available
D (2 times) 3 Shifts 1,2,3, engine braking available
D (3 times) 2 Shifts 1,2, engine braking available
D (4 times) 1 First gear only, maximum engine braking
Touch Shifter Transmission Ranges
Description
MERCEDES 297
722.6/NAG 1
Transmission Ranges and Operation
(continued)
Daimler-Chrysler has many different shifter part numbers but there are only two
basic types that a driver would notice. One is a common shifter like all other cars
and the second one is the Touch shifter as shown. When the shifter is in the D
range the shifter will also move side to side. If you push the shifter handle side-
ways toward the driver, or to the Minus sign, ( - ) for a moment the transmission
will down shift to the next lowest range. If you push the shifter side ways away
from the driver, or to the Plus sign, ( + ) it will up shift to the next highest gear.
The shifter can be used this way for sporty manual shifting. If you want it to go
back to full automatic shifting, push the shifter sideways away from the driver and
hold it for at least one second.
On most Daimler-Chrysler vehicles the Transmission Control Module will not let
the engine RPM exceed a safe operating speed so it may up shift to a higher gear
than the driver has selected. Also it may prevent or delay a down shift that has
been requested by the driver if a safe engine RPM will be exceeded.
The shifter shown on the opposite page has a Standard Mode/Winter Mode switch.
(Not all shifters will have a mode switch). In the Standard Mode all shifts will be
normal. The Winter Mode is for better traction on slippery roads in both forward
and reverse, it will take off in second gear and will shift earlier. It will also take off
in a higher ratio reverse than in the Standard Mode.
Ratio
W5A580 Ratio
W5J400 W5A330
W5A380
First 3.59 3.95
Second 2.19 2.423
Third 1.41 1.486
Fourth 1 1
Fifth 0.83 0.833
Reverse 3.16 3.147
Reverse
4X4 low or Winter
mode
Gear Range
1.93 1.93
MERCEDES
298
722.6/NAG 1
Component Application Chart
Power Flow
The Mercedes 722.6 uses six multi-plate clutches and two sprags (freewheels) to
achieve its five forward and two reverse ranges (standard and winter modes). The
following chart shows which elements are used for each gear.
Component Application
Gear B1 F1 K1 K2 F2 B3 K3 B2
1 X(1) X X X(1) X
2(2) X X X(1) X
3 X X X
4 X X X
5 X X(1) X X
N X X
R X(1) X X X
R(2) X X X
(1) For engine braking
(2) When in 4X4 low (if equipped) or Winter mode (if
equipped)
MERCEDES 299
722.6/NAG 1
Solenoid Operation
Solenoid Overview
The Mercedes 722.6 transmission uses six solenoids on the valve body to control
transmission operation; three shift solenoids, a converter clutch solenoid, a pres-
sure control solenoid, and a shift pressure control solenoid. Mercedes uses terms
for their solenoids that may not relate to an obvious function. The three shift
solenoids: the 1-2/4-5 shift, 2-3 shift, and 3-4 shift solenoids are obvious. How-
ever, the lock up solenoid is referred to as a PWM solenoid, the pressure control
solenoid is referred to as the modulating pressure regulator solenoid. The shift
pressure control solenoid is somewhat unique and well cover its function later.
Solenoid Operation
The modulating pressure regulating solenoid controls line rise by raising pres-
sure to the spring side of the pressure regulator. This is a standard function like
most all computer-controlled transmissions. It also controls oil to three other
valves.
The PWM solenoid is also a fairly standard solenoid in that it controls converter
clutch operation.
Where the Mercedes transmission is radically different in solenoid operation is
with the shift solenoids. Because each shift releases one clutch while applying
another, timing is very important so you dont get a flare or bind-up during the
shift transition. Each shift solenoid uses a bank of four valves to control the shift
transitions. These valves are called:
1. Command Valve
2. Holding Pressure Shift Valve
3. Shift Pressure Shift Valve
4. Pressure Overlap Control Valve
MERCEDES
300
Keep in mind that each shift solenoid uses four of these valves, so in total there
are 12 valves that control all of the shift transitions.
The basic operation of these four valves is the same for each shift. To initiate a
shift transition the computer turns on one of the shift solenoids. For example, for
a 1-2 shift the computer turns on the 1-2/4-5 shift solenoid. This strokes the
command valve and initiates a shift transition. The other three valve control the
release rate of the B1 brake and the apply rate of the K1 clutch. Once the transi-
tion is complete, the 1-2/4-5 shift solenoid is turned off. To make a 2-1 down shift
the computer again turns on the 1-2/4-5 shift solenoid to initiate a transition. In
this case, since the transmission is in second gear the transmission transitions
back to first gear.
For a shift from second to third the 2-3 shift solenoid is energized to initiate the
transition. And just like to 1-2 shift, once the transition is complete the solenoid
is turned off. For a 3-2 downshift, the 2-3 shift solenoid goes through this cycle
again. Each shift works in this fashion.
During each transition apply pressure is controlled by the shifting pressure con-
trol solenoid. The release rate is controlled, in part, by the modulating pressure
regulator solenoid. These two solenoids work together to control the overlap for
each shift transition.
722.6/NAG 1
Solenoid Operation (continued)
MERCEDES 301
722.6/NAG 1
1-2 /4-5 2-3 3-4 Modulating Shift TCC
Shift Shift Shift Pressure Pressure Pressure
Solenoid Solenoid Solenoid Control Control Control
Solenoid Solenoid Solenoid
Park
Modulate Regulate Regulate
P-to-R
Modulate Modulate Modulate
Reverse
Regulate On
R-to-N
Modulate Regulate Modulate
Neutral
N-to-D (1
st
)
1
st
Modulate On
1
st
to 2
nd
2
nd
Modulate On
2
nd
to 3
rd
3
rd
Modulate On Modulate
3
rd
to 4
th
Modulate Modulate Modulate Modulate
4
th
4
th
to 5
th
Modulate Modulate Modulate Modulate
5
th
5
th
to 4th
4
th
Modulate On
4
th
to 3rd
3
rd
Modulate On
3
rd
to 2nd
2
nd
Modulate On
2
nd
to 1
st
1
st
Modulate On
1
st
to N
Neutral
N to R
Reverse
Modulate On
R to P
Park
ON =Regulated line pressure
Regulate = Constant Pressure
Modulate = Pulse Width Modulated (PWM)
Solenoid Application Chart
Gear
The shift solenoids are off electrically when the transmission is in any gear.
The shift solenoid is on for 1.5 seconds when shifting.
MERCEDES
302
722.6/NAG 1
Torque Converter Operation
NOTE: Dont be fooled by the dis-coloration of the torque
converter, a blueish tint color is normal. When the factory
furnace brazes the fins in the torque converter, the color of the
metal takes on the look of a failed or burnt converter. Do NOT
replace the converter on its look alone without a proper test to
verify a failure.
The Torque Converter Clutch (TCC) is hydraulically operated and electronically
controlled. The TCC consists of a piston and friction discs that provide a mechani-
cal link between the impeller and turbine. When pressure is applied to the rear of
the TCC piston, TCC engagement is obtained. The torque converter clutch is never
fully engaged. The TCC when engaged, is always slipping at a rate of somewhere
between 5% and 95%. This reduces excess heat build-up, engine vibration and
pulse transmission through the torque converter and improves fuel economy.
TCC operation can be activated in 3rd, 4th or 5th gear ranges, depending on
transmission model, application, shift lever position, transmission temperature
and other factors.
The hub of the torque converter housing drives the transmission oil pump at
engine speed.
MERCEDES 303
722.6/NAG 1
Torque Converter Shudder
TCC shudder or Ratio codes may be caused by installing the wrong torque con-
verter. The torque converter can have one, two or three friction clutches. It can
also be equipped with or without a spring dampner. Always match the torque
converter to the vehicle application. The two common areas to look for the proper
application are the torque converter and the transmission ID tag on the side of
the transmission.
MERCEDES
304
722.6/NAG 1
Air Checking the Torque Converter
The torque converter air checks just like an internal clutch pack and drum as-
sembly. To air check the torque converter install the K2 drum and turbine shaft
into the torque converter locking the splines of the turbine shaft to the splines of
the converter.
K1
Apply
TCC
Apply
MERCEDES 305
722.6/NAG 1
Installation
Case Connector Bolt
7mm Head
The wiring harness connectors have an internal worm track that splines to one
another. In order to remove the wiring harness, you must turn the external con-
nector tab counterclockwise and then pull forward on the wiring harness towards
the bell housing.
MERCEDES
306
722.6/NAG 1
Updated Connector O-Rings
Early connector seals can be red or black in color. New updated seals are white in
color.
O-Ring Part# A026 997 41 48
O-Ring Part# A026 997 40 48
Case connector Part# A203 540 00 53
MERCEDES 307
722.6/NAG 1
Transmission fluid serves a number of purposes including application of hydrau-
lics, lubrication, cooling, cleaning and seal conditioning. Transmission shift qual-
ity, heat dissipation and Transmission Control Module (TCM) calibration all dictate
the type of transmission fluid that is used. Transmission fluids are similar but
have different characteristics such as viscosity and the additives in the fluid,
which is why there will be different fluids used in Crossfire, Sprinter and 300C.
Drain and refill the transmission fluid at the recommended service interval of
80,000 miles. Most other models are life time fill.
The transmission has varying capacities depending on vehicle application. Trans-
mission fluid capacity includes the transmission, the torque converter and the
transmission fluid cooler.
The fill tube in Sprinter, Crossfire, Jaguar, and Mercedes vehicles is sealed from
the factory and requires a special service dipstick tool (#8863A) to check the fluid
level. A special cap is used for sealing the transmission dipstick tube. When the
locking pin is removed it will break off. The locking pin part number is A 140 991
00 55 when ordered from a Mercedes dealer. The 300C (LX) requires a special
service dipstick tool (9336). Grand Cherokee (WJ) comes equipped with a dipstick.
Transmission Fluid
1. Locking Pin
2. Fill Tube Cap
3. Fill Tube
Dipstick tools are availible from miller tools for Chrysler vehicles.
Dipsticks are also availible
from Mercedes under part
number 140 589 15 21 00
MERCEDES
308
722.6/NAG 1
Transmission Fluid
Full
77F (25C)
Full
176F (80C)
When checking the fluid level, always check it in the Park position.
MERCEDES 309
722.6/NAG 1
Transmission Fluid
For ALL Mercedes and
Chrysler Sprinter and
Crossfire applications
Part#
A 001 989 07 03
Meets Spec 236.10
For ALL Jeep and other
Crysler applications
(EXCEPT Sprinter and
Crossfire)
Chrysler Part#
05013457AA
(Type 9602)
MERCEDES
310
722.6/NAG 1
1. K1 Clutch Apply Port
2. B1 Brake Apply Port
4. Torque Converter Clutch Apply Port
5. B3 Clutch Apply Port
6. B2 Brake Counter-Pressure Port (Do Not Air Test This Port)
8. B2 Brake Apply Port
Air Checking the Case
4
3
2
1
8
7
6
5
When applying air to the clutch packs, use a maximum of 30 psi.
MERCEDES 311
722.6/NAG 1
Apply
B2
K3
Hold
B2
B3
Air Testing the B2, B3, and C-Drum
Before disassembly, use a punch to make alignment dots on both conponents as
shown. This will allow you to realign the components during reassembly.
MERCEDES
312
722.6/NAG 1
Geartrain end play is a very critical pre-disassembly check to help determine the
condition of the transmission. End play readings greater than specification (larger
gap) indicate that a bearing or thrust plate is either missing, worn or has
disintegrated, in which case there will be debris in the oil pan. End play readings
that are below specification (smaller gap) indicate that a bearing is out of position
or that the transmission might have been previously set-up incorrectly.
Support the transmission in a vertical position, DO NOT rest the transmission on
the output shaft. Attach the tools as shown to measure end play. The gear train
end play is measured differently when the transmission is being reassembled.
Measure the end play between the park pawl gear and the end of the housing
and between the rear of the bearing contact surface and the end of the housing.
The difference between the two measurements is the gear train end play. Select
the appropriate shim so that the end play is between 0.3-0.5 mm (0.012-0.020
in.).
Geartrain End-Play
MERCEDES 313
722.6/NAG 1
Oil Pump Assembly
The oil pump assembly supplies fluid under pressure to the transmission hydraulic
circuits and to the torque converter. The version of the gear pump used in the
transmission is called a crescent gear pump. The crescent gear pump consists of
an externally toothed gear that meshes with an internally toothed gear inside the
pump housing. The inner gear, driven by the engine through lugs on the rear of
the torque converter, drives the outer gear. A crescent-shaped piece extends into
the pumping chamber and lies between the two gears. The crescent separates the
inlet and outlet ports. As the gears rotate, the clearance increases at the inlet port,
creating the low pressure that allows atmospheric pressure to push in the fluid.
The gear teeth carry the fluid to the outlet port to discharge the fluid under
pressure.
The oil pump is mounted in the transmission converter housing. The oil pump can
only be serviced by disassembling the transmission. The bolts securing the oil
pump in the housing are inside the transmission through the B1 brake assembly.
Dowel Pin Location It is normal for the
holes not to line-up
MERCEDES
314
722.6/NAG 1
Oil Pump Assembly (continued)
Inspection
Before measuring any oil pump components, perform a thorough visual inspec-
tion of all the components. If any sign of scoring, scratches, or other damage is
seen, replace the oilpump as an assembly.
Side Clearance
Side clearance is the difference between the thickness of the pump gears and the
depth of the pocket in the pump housing. Side clearance can be measured by
laying a flat plate across the mounting surface of the pump housing, and measur-
ing the distance between the plate and the gears.
Chanffer always goes down into the pump body
MERCEDES 315
Measure the pump gears.
722.6/NAG 1
Oil Pump Assembly (continued)
Tip Clearance
Tip clearance is the difference between the tip diameters of the gear teeth and the
corresponding diameters of the pocket in the pump housing.
Tip clearance for the inner gear can be checked by moving the inner gear into
tight mesh (2) (Oil Pump Measurement) with the outer gear as shown. Clearance
between the ID of the crescent feature of the housing and the OD of the teeth of
the inner gear (3) should then be measured at a point 37 mm from the corner of
the cresent (1) feature as shown.
1. Measure 37mm (1.4578) from the corner of the cresent.
2. Tight mesh here.
3. Measure Tip clearance here.
1
2
3
Acceptible tip
clearance for the inner
gear is 0.85mm
(0.033) max
Acceptable side
clearance for the
inner gear is
0.064mm (0.0025)
max. Outer gear
0.069mm (0.0027)
max.
MERCEDES
316
722.6/NAG 1
The B1 brake clutch assembly is secured to the torque converter housing from the
outside with 11 bolts. The oil pump assembly is retained from the inside through
the B1 brake. Remove the oil pump bolts to remove both the oil pump and the B1
brake assembly. With the B1 brake assembly removed, the separator plate can be
lifted from the torque converter housing. Special tools are used to disassemble the
B1 brake. With the B1 brake selective snap ring, disc pack and spring removed, a
multiple use spring compressor (8900) availible from Miller tools, is used to re-
move the B1 piston snap ring. Remove the spring and the, blow the piston out
using 20 psi air pressure at the port (A) shown.
B1 Brake Clutch
MERCEDES 317
722.6/NAG 1
F1 Sprag Installation
When installing the F1 sprag, use the arrow to determine the direction of the in-
stallation. the arrow always goes towards the front of the transmission. When
replacing the sprag assembly, always update it to the twenty (20) element sprag
assembly.
Always install the sprag
with the ARROW pointing
towards the front of the
transmission
NOTE: Disregard all information stamped on the brass end-caps.
Mercedes Sprag Part# A 220 270 01 31
MERCEDES
318
722.6/NAG 1
F1 Sprag Rotation
Install the K1 Drum assembly onto the stator support, rotate the drum
Freewheels counter clockwise
MERCEDES 319
722.6/NAG 1
Output Shaft Planetary Failure
Planetary failure may be caused by installing the wrong planetary assembly.
There are two types of planetary assemblies: Three pinion and Four pinion.
The design of the planetary gears have been changed to have less thrust loads on
the needle bearings. There are two designs currently availible, however there are
many different ratios. Never install a three pinion planet in place of a four pinion
planet. Make sure you order the correct part using the vehicle VIN number.
Rear Planet Assembly
Nose Diameter:
1st Design: 0.906 in
2nd Design: 0.865 in
Inspect the
bearing race
area for damage.
(pitting)
NOTE: If planetary damage is visable you MUST replace the
Output planetary, Sun gear and Ring gear as an asssembly.
MERCEDES
320
722.6/NAG 1
Output Shaft Sealing Rings
Some manuals say there are six sealing rings on the output shaft. There are only
five. There are two types of sealing rings, the first design is gray teflon scarf-cut
sealing rings. The second design seals are yellow interlocking plastic type rings.
NOTE: The #1
ring is behind
the planetary
2
3
4
5
MERCEDES 321
722.6/NAG 1
K2 Drum Assembly
Input to Output Shaft Bushing/Bearing
Mercedes requires you to replace the K2 drum assembly when the bushing/bearing
is damaged. An aftermarket bushing/bearing assembly is available.
NOTE: Always install the
needle race on the K2 drum
assembly
MERCEDES
322
The Late model has a 20
elements with ball
bearing support.
722.6/NAG 1
F2 Sprag Assembly
The Early Model has
14 elements with
the bronze bushing
support.
Always replace the early 14 element sprag assembly with the new updated 20
element sprag assembly.
Mercedes Sprag part # A 220 270 01 31
MERCEDES 323
722.6/NAG 1
F2 Sprag Assembly (continued)
There are four ways the element can go into the cage, only one way is correct. With
the brass cap end facing down against the work bench, install elements as shown.
Narrow End
Wide End
Concaved Side
MERCEDES
324
722.6/NAG 1
F2 Sprag Rotation
MERCEDES 325
722.6/NAG 1
The B3 brake is located in front of the B2 brake at the rear of the case. The B3
brake disc is comprised of five (5) double-sided friction discs and five (5) steel discs.
B2 Brake Disassembly and
Reassembly
Mark the drums with
an alignment dot to
ensure proper
alignment during
assembly.
MERCEDES
326
722.6/NAG 1
To compress the Belleville return spring use a Ford AX4S Sprag race. Install the
Race against the Belleville spring as shown.
B2 Brake Disassembly and
Reassembly (continued)
Ford AX4S
Sprag Race
MERCEDES 327
722.6/NAG 1
Binds During the Shift
When assembling the Belleville spring, make sure it does not cover the air bleed
check ball.
12 OClock
Position
MERCEDES
328
722.6/NAG 1
Park Linkage Retainer
The park linkage guide has a clip installed in it. If the clip is missing and you
install the retainer you may not be able to remove the linkage out of the park
position
MERCEDES 329
722.6/NAG 1
Valve Body
Make sure during reassembly that you have the Solenoid covers installed. Failure
to install the covers may cause Solenoid codes. The covers protect the solenoids
from short circuiting from metal particles
Always replace the Circuit board on models built before 2003
MERCEDES
330
722.6/NAG 1
Solenoid Valves
10
9
8 7 6 5
4
3
2 1
ID Description Ohms
1 TCC Solenoid 2.5
2 2-3 Shift Solenoid 4
3 P-N Start ATF Temp
4 Float
5 3-4 Shift Solenoid 4
ID Description Ohms
6 1-2/4-5 Shift Solenoid 4
7 Shift Pressure Regulating Solenoid 5
8 Modulating Pressure Solenoid 5
9 N2 Speed Sensor
10 N3 Speed Sensor
MERCEDES 331
722.6/NAG 1
During reassembly, check balls should only be retained using Vaseline or Trans-
Gel. DO NOT use inappropriate greases (such as wheel bearing or white lithium
grease).
Screens
Latch
Point
Latch
Point
Valve Body Screen and Latch Point
MERCEDES
332
722.6/NAG 1
Valve Identification
13
12
11
10
9
8
7
6
5
4
3
2
1
ID Lower Valve Body Identification
1 Shift Valve Pressure Regulating Valve
2 Pressure Regulating Valve
3 Shift Pressure Regulating Valve
4 1-2/4-5 Overlap Regulating Valve, Sleeve and Piston
5 1-2/4-5 Shift Pressure Shift Valve
6 1-2/4-5 Holding Pressure Shift valve
7 1-2/4-5 Command Valve
8 B2 Shift Valve
9 2-3 Holding Pressure Shift Valve
10 2-3 Command Valve
11 2-3 Shift Pressure Shift Valve
12 TCC Damper Valve
13 TCC Lock-up Regulating Valve
1-2/4-5
Bank
2-3
Bank
MERCEDES 333
722.6/NAG 1
3
2
4
8
7
6
1
5
ID Upper Valve Body
1 Operating Pressure Regulating Valve
2 Lubricating Pressure Regulating Valve
3 2-3 Overlap Regulating Valve, Sleeve and Piston
4 3-4 Overlap Regulating Valve, Sleeve and Piston
5 3-4 Shift Pressure Shift Valve
6 3-4 Command valve
7 3-4 Holding Pressure Shift valve
8 Manual Valve
Valve Identification
3-4
Bank
3-4
Bank
MERCEDES
334
722.6/NAG 1
Plastic Balls
Steel
Balls
Steel
Balls
Check Ball Locations
MERCEDES 335
722.6/NAG 1
Filter and Pressure Feed Locations

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2006 TECHNICAL SEMINAR

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