Atra Seminars

2002 TECHNICAL SEMINAR
Automatic Transmission Rebuilders Association

2400 Latigo Avenue Oxnard, CA 93030 Phone:(805) 604-2000 Fax:(805) 604-2005 http://www.atra-gears.com
This manual has been developed by the Automatic Transmission Rebuilders Association (ATRA) Technical Department to be used by qualified transmission technicians in conjunction 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 damages 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 mechanical, 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 curriculum, 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. 2002 ATRA, Inc. All Rights Reserved. Printed in USA.
2002 ATRA. All Rights Reserved.
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Program Contents
General Motors ..................................................... 1 Ford ................................................................... 75 Saturn ............................................................. .147 Chrysler .......................................................... .165 Mitsubishi ....................................................... .197 Volkswagen ..................................................... .229 Reference ......................................................... 253
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ATRA Technical Team
Dennis Madden Chief Exsecutive Officer
Lance Wiggins Technical Director
Creating a Great Seminar For most of you, a technical seminar is maybe half-a-dozen or so hours of intense technical information and then, as quickly as it begins, its over. But a lot of effort goes in ahead of time, researching, developing and designing a seminar, long before its ready to play your town. Long days late hours frayed nerves all part of the process to put a clean, carefully-choreographed presentation in front of a discriminating audience. The folks involved in developing this years seminar are the leaders in the transmission repair industry. With over 200 years of combined technical experience, theyve poured their heart and soul into every page and slide in this program. Whether their contribution involved technical expertise or organizational skills, the culmination of their efforts was an extraordinary educational experience that were proud to call the ATRA 2002 Technical Seminar. We hope your experience is as rewarding as it was for us to develop it.
Evelyn Marlow Technical Supervisor
Randall Schroeder Senior Technical Advisor and Seminar Speaker
Steve Garrett Technical Advisor and Seminar Speaker
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ATRA Technical Team(continued)
Kelly Hilmer ATRA Online
Cliff McCormick Senior Technican and Network Administrator
David Skora Technical Advisor
Bill Brayton Technical Advisor and Seminar Speaker
Mike Baird Technical Advisor and Seminar Producer
Mike VanDyke Technical Advisor
Mike Brown Technical Advisor
Pete Huscher Technical Advisor
On behalf of the entire ATRA Technical team and myself I would like you to sit back and enjoy the 2002 ATRA Technical Seminar.
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ATRA Technical Team ATRA Staff

Its difficult enough getting the seminar book researched, written, pictured, edited, and printed let alone getting it out to the seminar attendees. This is where the ATRA Staff comes in. Cheif Executive Officer: Executive Director: GEARS Publishing: GEARS Magazine: Dennis Madden Steve Gray Rodger Bland Frank Pasley Jeanette Troub Valerie Mitchell Paul Morton Seminar and Trade Show : Accounting : Traci Mackey Jody Wintermute Nancy Skora Amy Marsh Bookstore: Membership: Mike Helmuth Shaun Velasquez Vanessa Metzner Chris Klein Julia Garcia Robin Birdsong Joanna Book Jim Spitson Without the ATRA team, it would be very hard to accomplish the task at hand. Please enjoy the seminar. Lance Wiggins ATRA, Technical Director
GENERAL MOTORS
General Motors
Contents
T-Truck 4WD Fails to Properly Release ....... 3 4T40E Updates ......................................... 5 TCC Surge/Chuggle/Slip At .......... 19 45-60 MPH 4T65E 2002 Updates ................................ 20 Harsh Reverse Engagement Cold ... 24 Erratic Shifts Wiring Problems ............................ 25 P0741 TCC Stuck Off .................... 28 Will Not Move Forward................... 33 Reverse Okay 4T80E / 4T65E No Start After Transmission .......... 34 Repair 4L60E P1870 ........................................... 36 Severe Low/Reverse Clutch ........... 37 Failure No Cooler Flow During Lock-up ..... 40 Hard 1-2 Shift ............................... 41 P0118, P1115 Set Intermittently, ... 46 TCC Fails P1781 DTC Set .............................. 47 Growl/Ring Noise with .................. 48 TCC Applied 4L80E No Engine Breaking in ................... 49 Manual Second ETS Systems ETS Off Indicator ...... 50 Light On Allison LCT 1000 Lack of Stall Speed in 4WD ............ 51 4T40E / 4T45E Ratio Charts .................................. 52 4T65E Ratio Charts .................................. 58 4T80E Ratio Charts .................................. 65
2002 ATRA. All Rights Reserved. Printed in U.S.A.
GENERAL MOTORS
Notes:
GENERAL MOTORS
General Motors T-Truck

4WD Fails to Properly Release
The operation of the front axle for the Chevrolet, GMC and Oldsmobile T-Truck has changed on some 1999 and later vehicles. The primary difference deals with how the front axle receives vacuum. Vehicles with RPO (Regular Production Operation) code NP1 use the previous design while vehicles with RPO code NP8 use the new design system. The NP8 systems use an electric vacuum solenoid which is mounted to the bulkhead/fender area. The TCCM energizes and deenergizes the vacuum solenoid, to control the flow of vacuum to the front axle actuator. Concern: The vehicle will not come out of 4wd or it delays coming out of 4wd. This concern may likely be linked to previous engine compartment work (engine repairs, tune-ups etc.). Common Cause: The vacuum lines on the vacuum solenoid are mixed up. This restricts atmospheric pressure from entering the system to release the front axle vacuum actuator. Repair: Reinstall the hoses in their correct position on the vacuum solenoid valve.
RPO Locations: Center console Glove box Trunk Under hood Spare tire cover
RPO Tag
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General Motors T-Truck (continued)

4WD Fails to Properly Release (continued)
Part Number 15706341
Vacuum Hose
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4T40E/4T45E
Updates 1997 model year
The channel plate under went some changes for the 1997 model year. This change involved increasing the diameter of the channel plate sleeve from 1.103 (28.01mm) to 1.128 (28.65mm).
Old
Part # 24223045
New
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4T40E/4T45E
Updates (continued)
The driven sprocket support was updated by adding a check ball capsule to the support assembly. The check ball capsule is to help control the 3-2 downshift release timing of the direct clutch.
Old
New
Part # 24207143
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4T40E/4T45E
Updates (continued)
The final drive Torrington bearing was updated on all units manufactured in May of 1998 or later. The new design bearing can be identified by its color and size. The new bearing is Silver and the outside diameter is larger. The new bearing can be installed in previous design applications.
Part Number 8631362
Old
New
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4T40E/4T45E
Updates (continued)
An additional roller was added to the low roller clutch. The roller clutch outer cam was cracking, leading to failure of the roller clutch assembly. The updated roller clutch can be installed as an assembly in previous year transaxles.
Roller clutch assembly Part # 2421271 1
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4T40E/4T45E
Updates (continued)
Forward clutch inner seal update was made to reduce the engagement time for the forward clutch. The outside diameter of the inner seal was filled with bakelite, so the volume of fluid necessary to fill the clutch is less. The new design seal can be used in earlier model applications.
Old
New
Part # 24208642
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GENERAL MOTORS
4T40E/4T45E
Updates (continued)
The input carrier pinion diameter was changed to reduce spalling concerns with the pinion needle bearings. In addition, another needle bearing was added to the carrier assembly. This change first took place with the 4T45E and is compatible with the 4T40E.
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11
4T40E/4T45E
Updates (continued)
This change was designed to address hard downshifts into 2nd gear on 1996/97 models. The previous design plate used a slotted exhaust hole while the update design uses a round hole.
Exhaust passage
Spacer Plate # 24205050
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4T40E/4T45E
Updates (continued) 1999 model year
A wider chain and sprockets were added to the 4T45E application to increase its torque capacity. These sprockets are not interchangeable.
4T40E chain has eleven links
4T45E chain has thirteen links
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4T40E/4T45E
Updates (continued) 2001 Model Year
The TCC solenoid filter (#17) in the spacer plate was removed in late 2001 and all 2002 applications. This was done because it was determined that the screen was not necessary as the TCC PWM solenoid already had a screen.
# 17 Filter
Note: Remove screen from plate when using a solenoid with a screen to allow maximum feed to the solenoid.
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4T40E/4T45E
Updates (continued) 2002 Model Year Valve Body
The 2-3 accumulator valve train was eliminated from the valve body, there is no valve in this location.
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4T40E/4T45E
The Pressure regulator valve was previously cross drilled. The updated valve body no longer uses a cross drilled pressure regulator valve. An updated spacer plate is required for the new valve body. The valve body was not designed to retrofit previous model transmissions. 2002 and later with new design PR valve and no 2-3 accumulator valve train use plate kit 24214699 1999-2001 with PR update included but with no changes to the 2-3 accumulator valve train use plate kit 24221953 1998 and earlier: Use plate kit 24205050 with the round hole design change
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GENERAL MOTORS
4T40E/4T45E
No balance hole
2-3 Accumulator valve train
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17
4T40E/4T45E
Added balance hole
2-3 Accumulator valve eliminated
18
GENERAL MOTORS
4T40E/4T45E
A new design pump shaft has been introduced for all models. The shaft change was done because of shaft sleeve breakage. The new design shaft will retrofit previous model transmissions.
Old
Sleeve New
Part Number 8684255
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4T40E
TCC Surge/Chuggle/Slip at 45-60 MPH
Some 2001 Chevrolet Cavalieras and Pontaic Sunfires have customer complaints of Surge/Chuggle/Slip while cruising between 45-60 mph. The driver may notice a fluctuation between 20-300 RPM on the tachometer. This condition maybe caused by variation in the torque converter clutch slip speed. In order to test for this condition, this vehicle must have no codes, be at normal operating temperature, with TCC applied, cruising between 45-60 mph. Monitor TCC slip on the scanner. If the TCC slip fluctuates between 20-300 RPM with a duty cycle between 25-50% then command TCC full apply (99% PMW). If this eliminates the concern, re-calibrate the PCM with the appropriate calibration.
New Calibration Part Number 12216203 12216193 12216213
Description NC1/NF7 Federal/Cal NM Leaded Gas K29 Unleaded Export
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4T65E
2002 Updates Fluid Leak
Concern: Leaking from vent. Common Cause: Gasket blow out leads to leakage from the vent. Repair: Replace with updated gasket part number 24206391 NOTE: Will retrofit to earlier model 4T65Es.
Area of concern
Old design gasket
Added gasket material
New design gasket
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21
4T65E
2002 Updates (continued)
Updated Transmission Fluid Pressure (TFP) Switch Some 2002 4T65Es will receive the updated design TFP while others will use the previous design switch assembly. The updated TFP was altered by eliminating 3 of the switches previously used. In addition, the wiring harness has been changed to accommodate the updated design. A new switch known as the, Internal Mode Switch (IMS) was added. The IMS is a mechanically controlled manual valve position sensor that is mounted internally on the manual valve shift linkage. Neither the new design TFP nor the IMS can be retrofitted to previous years.
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GENERAL MOTORS
4T65E
2002 Updates (continued)
Several updates occurred for the 2002 model year on 4T65Es. An updated 4th clutch pack Bonded spacer plate and gaskets An updated Channel plate gasket Altering the transmission fluid pressure (TFP) switch and adding an internal mode switch (IMS)
Updated 4th Clutch The update was implemented to eliminate a ticking noise at idle in park or neutral that was prevalent on 4T65E applications. The updated clutch assembly can be installed in earlier model transmissions. Pressure Plate 24208013 Steel plate 24208014 Clutch discs 24218248
Old
New
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4T65E
2002 Updates (continued) Updated Spacer Plate and Gaskets
The gasket are bonded to the spacer plate assembly and require that the plate and gasket be changed as an assembly.
Bonded gasket to separator plate
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GENERAL MOTORS
4T65E, 1999 and Later

Harsh Reverse Engagement Cold
Concern: This condition is most common when shifting into reverse, then to drive and then back to reverse. Generally the second shift to reverse will be the one that is harsh. Common Cause: The main cause of this concern is a calibration error in the vehicle software. To separate the cause of this concern from a faulty Pressure Control Solenoid (PCS), note the commanded PCS amperage when the vehicle is shifted into reverse. If the commanded amperage is around .1 amps, calibration may be causing the concern. Repair: Calibrations known as POGS (power on garage shift) adapts have been released for all applications with the exception of the W and X body vehicles. Refer to the GM calibration web site http://calid.gm.com/vci/ for your correct calibration numbers. On X and W body applications a quick learn of the Reverse garage shift adapt will have to be preformed. To perform the quick learn place the transmission in reverse for at least 15 seconds.
GENERAL MOTORS
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4T65E
Erratic Shifts and Multiple DTCs Wiring Harness Problems
Concern: Several different concerns may develop such as: P0716, P0717, Shift Solenoid, Pressure Control Solenoid, transmission Fluid Pressure, and or Transmission Fluid Temperature codes. The Transmission may exhibit shift related concerns, such as dropping out of the commanded gear, not shifting to the commanded gear and or hard shifts. Any of the above concerns may occur in conjunction with each other and may be intermittent.
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GENERAL MOTORS
4T65E
Erratic Shifts and Multiple DTCs (continued)
Wiring Harness at Transmission side cover
Common Cause: Several vehicles, especially the 1997-01 W-bodys have a problem with the transmission harness. The harness is too short, causing the harness to be under tremendous stress as engine torque moves the transmission in its cradle mounts. Many times this leads to harness damage as it rubs on the ribs of the side cover. In addition, the connector may be difficult to latch so be sure it is fully latched at the top and the bottom of the connector. The connectors are under severe stress and the receiving pins in the connectors may be damaged leading to pin tension concerns. In addition it may prevent the weather tight seal on the connector from being properly positioned, which may allow water to penetrate the connector. This may lead to corrosion of the pins. The harness was lengthened on 2002 vehicles to address these concerns.
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4T65E
Erratic Shifts and Multiple DTCs (continued)
Wiring Harness at A/C A ccumulator
Common Cause: The harness is not fully shielded with conduit in this area allowing the harness to rub on the A/C accumulator on some applications. This is the main PCM harness, so various symptoms can occur including transmission related symptoms. The symptoms or DTCs present will depend on which wires have rubbed through. Pontiac Aztec models had the harness improperly routed behind the A/C accumulator, which increases the probability of a harness problem. Testing: A quick check for this concern includes a visual inspection for damage in the suspect area. Monitor input speed on your scanner as you wiggle the harness and the transmission connector with the engine running in park range. If input speed dramatically changes as you move the connector and/or harness inspect the harness, the connector female terminal tension and the terminal crimps for possible problems. Repair: Address any pin tension, crimp or harness rub through concerns that may be present. Install additional conduit on the harness in the A/C accumulator area and reroute the harness to relieve the stress on the harness.
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GENERAL MOTORS
4T65E
P0741 TCC Stuck Off
Concern: 4T65E applications may exhibit a concern that causes a P0741 DTC to set. In addition a P0730 DTC may also be set. The parameters for setting a P0741 are: No TP, ISS, VSS, TFP DTCs are set. The manual valve is in OD, D or M2 range. TFT is between 68-266F (20-130C). TP is between 4-35%. TCC is commanded to maximum apply. P0742, P1860, P1887 DTCs are not set. TCC slip speed is calculated to above 180 RPM for more than 7 seconds two times within the same ignition key cycle.
If P0741 is set the PCM will respond by: Inhibiting TCC. Inhibiting 4th gear if in hot mode. Freeze shift adapts. Turn on the MIL (SES) light on the second consecutive trip in which a failure occurred.
GENERAL MOTORS
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4T65E
P0741 TCC Stuck Off (continued)
Common Cause: Several items may cause P0741 to set. Failure of the drive sprocket support bearing TCC regulator valve and valve bore side loading and wear TCC control valve sticking TCC PWM solenoid TCC solenoid filter plugged Faulty torque converter Check ball number 1 missing or not sealing properly
Turbine shaft O-ring or sealing rings
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GENERAL MOTORS
4T65E
Failure of the drive sprocket support bearing When the bearing first starts to fail, metal particles from the bearing can restrict the TCC solenoid and screen. As the bearing continues to fail, the TCC seal rings on the turbine shaft will be unable to seal properly on the channel plate sleeve. Ultimately the shaft looses the support in the bearing. This allows the TCC apply pressure to escape, leading to the DTC. The sleeve in the channel plate may be damaged by the turbine shaft, as it moves around in the bearing. Depending on the extent of the bearing failure the unit may have a noise associated with the DTC.
Note any wear or debris in bearing or sprocket.

GENERAL MOTORS
31
4T65E
Side Loading/wear
TCC Regulator valve
TCC Control valve
Check solenoid for clogged filter screen.
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GENERAL MOTORS
4T65E
Check ball number 1 missing or not sealing properly
#1 #2 #3 #4 #5 #6 #7 #8 #9 #10
Converter Clutch Release/Apply 2nd Clutch Input Clutch/PRN 3rd Clutch/Lo-1st Reverse/Reverse Servo Feed D-4/Servo Apply Lo/Lo-1st D2/Manual 2-1 Servo Feed 3rd/3rd Clutch Line/4th Clutch
GENERAL MOTORS
33
4T65E
Will Not Move Forward, Reverse Okay
Concern: 1997 and later 4T65E transmissions may exhibit a condition where the vehicle will not move forward in any range, but it will move backward. Common Cause: The weld attaching the sun gear to the reaction sun gear drum is breaking. Porosity in the weld causes the weld to fracture. This allows the sun gear to spin in the reaction drum as torque is applied to the gear set. Testing: To identify if a broken sun gear is responsible for the concern, unplug the transmission electrical connector (failsafe is 3rd gear), place the transmission in OD range. If the vehicle now moves forward, the sun gear weld is broken. Repair: Replace the reaction sun gear drum assembly.
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GENERAL MOTORS
4T80E/4T65E
No Start After Transmission Repair Replacement
Concern: This condition may occur while using transmission test boxes/tools to diagnose the unit or if the incorrect transmission was installed in the vehicle. Common Cause: Several late model 4T65E/4T80E models utilize an internal mode switch (IMS) mounted within the transaxle. One of the functions of the IMS is to act as a neutral safety switch. When the transaxle is unplugged or when the IMS or its wiring is damaged/faulty a NO START condition will occur. All IMS model units utilize a feature known as PCM controlled start which means if the voltage sequence created by the IMS is not correct, the PCM will inhibit operation of the starter relay. Repair: Check the Transaxle connector, make sure it is plugged in securely. If the transaxle was replaced by another unit, check the model code to be sure it is the correct model for your application. To diagnose the IMS, monitor the IMS voltage values with a meter or with a scan tool. Use the chart to isolate the cause.
GENERAL MOTORS
35
4T80E/4T65E
No Start After Transmission Repair Replacement (continued)
Gear Selector Position Park Park/Reverse Reverse Reverse/Neutra Neutral Neutral/OD OD OD/D D D/M2 M2 M2/M1 M1 INVALID INVALID INVLAID Range A Circuit 771 LOW LOW LOW HIGH HIGH HIGH HIGH LOW LOW LOW LOW HIGH HIGH HIGH LOW HIGH Range B Circuit 772 HIGH LOW LOW LOW LOW LOW LOW LOW LOW HIGH HIGH HIGH HIGH HIGH HIGH HIGH Range C Circuit 773 HIGH HIGH HIGH HIGH HIGH LOW LOW LOW LOW LOW LOW LOW LOW HIGH HIGH HIGH Range P Circuit 776 LOW LOW HIGH HIGH LOW LOW LOW HIGH LOW LOW HIGH HIGH LOW HIGH HIGH LOW
LOW= Low voltage at appropriate PCM pin HIGH= High voltage at appropriate PCM pin Range A Pin K, Range B Pin F, Range C Pin H, Range P Pin J, Ground Pin G at connector C115 Transmission Pass through
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GENERAL MOTORS
4L60E
P1870
Concern: P1870 and or, intermittent no TCC Common Cause: There are several things that were covered in the seminar in previous years that may lead to a P1870 DTC. One additional condition that may cause TCC to be inoperative is the converter clutch valve apply spring. Several springs have been found to be improperly wound. An improperly wound spring can catch in the bore, which may prevent the TCC apply valve from moving into the applied position. Repair: The valve should move upward freely for about . When pressure is removed the valve should return to the released position. If the valve does not operate as described, the spring may not be properly wound or the valve and or bore may be damaged. Another method is to simply remove the valve and inspect the spring. Look closely at the ends where the spring is wound correctly. If it is not properly wound, replace the spring.
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4L60E
Severe Low/Reverse Clutch Failure
1993-95 4L60Es can develop cracks in the case between main line and the park/ reverse (PR) circuits. With the manual valve in the OD position the PR circuit has no exhaust. The manual valve traps this leaking fluid, causing the low/reverse clutch to partially apply while driving forward. Later units may still develop cracks in the case, however in 1996 the valve body and manual valve were redesigned, adding an exhaust passage for the PR circuit while in the OD range. Because of this added exhaust passage the failure may not seem as severe on 1996-on units that develop cracks in the case. The case should always be inspected for cracks regardless of production date. The 1996 valve bodies do not retrofit due to changes such as the 3-2 control valve changing to a switch valve rather than a modulating valve. The 1996-on manual valve can be used effectively with an earlier valve body when an exhaust hole is drilled in the valve body casting. Concern: Low/Reverse clutch failure (can fail on short test drive). Common Cause: Crack in case passage between main line and the PR circuit. Repair: Inspect case for cracks, replace as required. Modify early valve bodies and change the manual valve to avoid repeat failures.
Park/Reverse
Reverse oil
38
GENERAL MOTORS
4L60E
Severe Low/Reverse Clutch Failure (continued)
NOTE: Check closely in bottom of channel, some cracks may not be this obvious.
GENERAL MOTORS
39
4L60E
Severe Low/Reverse Clutch Failure (continued)
1996 - ON
1993-95
The low/reverse clutch is applied in park on all 4L60Es. Additional material was added to the manual valve to prevent the Park-Reverse circuit from leaking through the added exhaust hole in the 1996-on valve body casting.
Vent for 1996-on valve body
1993-95 valve body, when installing a 1996-on manual valve, drill an 1/8 inch hole through the center of the recessed area.
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GENERAL MOTORS
4L60E
No Cooler Flow During Lock-up
Installing a lock-up valve from a 4L60 or non-pulse width modulated 4L60E into a pulse width modulated 4L60E will cause a no cooler flow condition in lock-up. Concern: No cooler flow in lock-up Cause: Non-pulse width modulated lock-up valve installed in a pulse width modulated pump. Repair: Install correct valve for application.
4L60E PWM
4L60 4L60E NON PWM
GENERAL MOTORS
41
4L60E
Hard 1-2 Shift
Concern: Some 4L60E applications may exhibit a hard 1-2 shift condition. Cause: This concern may be caused by any of the following conditions. #8 check ball may not be sealing properly on the spacer plate or it may be missing. This check ball has a tendency to severely peen the spacer plate. Several DTCs may result in increased line pressure. These include slippage, ratio error and several of the solenoid DTCs. Broken, damaged or incorrectly installed 1-2 accumulator spring/piston. Sticking, damaged or incorrectly installed accumulator valve or spring. Drill and tap a 2-4 servo cover and note the pressure at the cover while making a 1-2 shift. If pressure is present, inspect the 4-3 sequence, 3-4 relay valves. Clean and repair the valves as required. Calibration was released to address this concern on some 4L60E applications. Check the GM web sight (http://calid.gm.com/vci/) for possible flash calibrations that may be available. On non-flash calibrations, refer to GM and ATRA bulletins on the subject. 4-3 sequence, 3-4 relay valve train sticking
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GENERAL MOTORS
4L60E
Hard 1-2 Shift (continued)
The most common problem is the spacer plate being damaged by the #8 check ball. Replace or repair the damaged spacer plate.
Check for damage to the separator plate
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43
4L60E
Hard 1-2 Shift (continued)
#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #12 3-4 Accumulator 3rd Accumulator Reverse Input 3-4 Clutch Exhaust Overrun Clutch Feed Overrun Clutch Control 3rd Accumulator Exhaust 1-2 Upshift TCC Apply Low/Reverse Clutch Apply Forward Clutch Accumulator
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GENERAL MOTORS
4L60E Trucks
1-2 Shift Complaint
Concern: Some Bravada, Trailblazer and Envoy 4L60E applications may exhibit a 1-2 shift complaint, (Harsh, Erratic shift patterns). In many instances this concern is intermittent. In addition to transmission related concerns, the vehicle may exhibit any of the following concerns; lost Radio presets and time , dash gauges erratic, other electrical components operate erratically. Cause: Several items can cause a hard 1-2 shift. On the above applications one additional item has been shown as a possible cause of the concern. A loose battery connection or a loose connection at the UBEC (Under Bus Electrical Connector) can lead to the concern. This concern has proven to cause drive ability and/ or transmission concerns, but generally does not effect vehicle starting system operation. Repair: Prior to attempting to repair the transmission for the concern, check for Loss of communication DTCs. If a loss of communication DTC is set, inspect the battery connections for being loose or cross threaded. In addition, inspect the UBEC battery connections for possibly being loose or damaged.
GENERAL MOTORS
45
4L60E Trucks (continued)

1-2 Shift Complaint
46
GENERAL MOTORS
4L60E
P0118, P1115 Set Intermittently, TCC Fails to Operate Properly 4.8,5.3, 6.0L Engines
Concern: Some GM full size trucks and vans may set a P0118 and or P1115 DTC (coolant temp). This concern is generally intermittent although in some cases it may be present all the time. If P0118 is displayed on the scan tool as failed this ignition cycle a hard failure is present. Common Cause: A bad crimp at the coolant temp sensor connector is the most common cause for this concern. In most instances this is due to harness routing. The harness may be routed in such a way that it is under stress as the engine moves in its mounts with engine load changes.
Repair: Remove the terminal from the connector. If the wire has separated from the terminal, replace the terminal and reroute the harness as needed.
Front of Engine Drivers Side
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P1781 DTC Set

Possible P0700 Set SES/MIL Light On
Concern: Some GM pickup/truck applications equipped with the Allison Transmission (RPO code M74) may experience a condition where the SES (Service Engine Soon) light or the MIL (malfunction indicator lamp) comes on. This condition is most common on the 8.1L gas engine applications (RPO code L18). P1781/P0700 indicates a problem with the TCM MIL request circuit. If the voltage is incorrect, the PCM will set a P1781 DTC and the MIL will be illuminated on the second consecutive failure (Type B DTC). The P1781 DTC will be stored with the Engine DTCs even though it is a transmission related concern. The technician may be instructed when following the procedures in the shop manual to replace the TCM (Transmission Control Module) to correct the condition. Before replacing the TCM, check the following: Common Cause/Repair: Several items may cause code P1781/P0700. Low charging system output Faulty battery or low battery state of charge Short to ground in the TCM/PCM MIL request circuit Open in TCM/PCM MIL request circuit If checking the circuit does not lead to the root cause of the concern you may want to consider reprogramming the PCM before replacing the TCM or the PCM. The concern can be caused by a programming problem with the PCM, which leads the PCM to incorrectly interpret the voltage value on circuit 2687. Faulty TCM/PCM
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GENERAL MOTORS
4L60E
Growl/Ring Noise with TCC Applied
Concern: Some 2000-up trucks with the 4L60E (M30 RPO) and the 4.8L V-8 (LR4 RPO) may exhibit a drive shaft ringing or growling noise when the TCC is applied at low road speeds. The noise is most prevalent when the engine rpm is between 1000-1500 rpm and the TCC is applied. This condition is most common on the standard cab, manual transfer case models but it can also occur with other vehicles. Common Cause: The concern is caused by engine firing impulses which are transferred and magnified by the drive train. Repair: A revised PCM calibration is available to repair this condition. The new calibration raises the TCC apply point by about 10 mph. Installing the updated calibration will lower the vehicles fuel economy so the customer should be informed of this prior to installing the new calibration. Use the chart below to identify the correct calibration for your application.
Axle Ratio RPO
Engine Size RPO
Model Year 2000 Cal #
(GU6) 3.42
(LR4) 4.8L
9358360
9358363
9358366
(GT4) 3.73
(LR4) 4.8L
9358361
9358364
9358367
(GT5) 4.10
(LR4) 4.8L
9358362
9358365
9358368
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49
4L80E 1999-On
No Engine Braking In Manual Second After Rebuild
Concern: No engine braking in M2 range with the vehicle loaded. Common Cause: The front band was updated as part of a durability package for the 1999 model year. If the wrong band and/or servo pin is used, slippage in manual second may result. If the band is updated, the servo piston and pin must also be updated. Repair: Install the correct band, servo piston and pin for the application. 1991-1998 model years use: Band part number 24202631 Servo piston and pin part number 24200418 1999-2002 model years use: Band part number 24210080 (2mm wider) Servo piston/pin part number 24223081 (.200 longer)
50
GENERAL MOTORS
Models with ETS system

ETS OFF Indicator Light On
General Motors Vehicles with Enhanced Traction System Concern: Enhanced Traction System (ETS) light on, no codes present Cause: The (ETS) indicator light will be ON and the Enhanced Traction System will be disabled whenever a scan tool is connected to the diagnostic connector with the ignition switch in the RUN position.
GENERAL MOTORS
51
Allison LCT 1000

Lack of Stall Speed in 4WD Range
Concern: Many technicians have commented regarding the operation of the Allison transmission on both the 6.6L Dura Max diesel and the 8.1L gas engine applications. It has been noted that the torque converter stall speed is much lower when the transmission is in reverse range and the transfer case is in 4wd range. It is common to see stall speed between 1000-1300 rpm while in reverse and 4wd range. Common Cause: The 6.6L and 8.1L applications can supply too much torque to the front drive axle due to the transmission planetary torque multiplication available in reverse range. This excessive torque could cause the front axle to fail. Repair: No repair should be attempted, as the vehicle is operating as designed. The 8.1L and 6.6L applications torque manage the engine torque output when the transmission is in reverse while in 4wd. This is accomplished by controlling the spark timing and or fuel delivery systems.
52
GENERAL MOTORS
4T40E/4T45E
Ratio and Application Chart
The 4T40E/4T45E utilizes several different final drive, drive and driven sprocket combinations. Installing the wrong transmission, drive and driven sprockets or final drive can result in several different ratio error or slip DTCs . If a ratio error or maximum adapt DTC is present, and the unit has been previously repaired or replaced, final drive and drive to driven sprocket ratio could possibly be incorrect for the application. Refer to the chart to determine what final drive and sprockets should be used for the application. The engine, transmission and final drive ratio information for your specific vehicle model is located on the RPO label. The RPO label should be used exclusively to determine which transmission fits in which vehicle body style and application.
Ratios RPO Code FW6 FY1 F83 FX2 FR9 FR3 Description 3.05 Final drive 3.05 Final drive 3.05 Final drive 3.29 Final drive 3.29 Final drive 3.29 Final drive
Engine RPO L61 LN2 LD2 LD9 L81 Description 2.2L Engine 2.2L Engine 2.3L Engine 2.4L Engine 3.0L Engine 3.1L Engine 3.1L Engine 3.4L Engine
Transmission RPO MN4 MN5 Description 4T40E Transmission 4T45E Transmission
L82 LG8 LA1
GENERAL MOTORS
53
4T40E/4T45E
Ratio and Application Chart (continued)
Application J-Body (LD2) Daewoo Daewoo J-Body (LD9) J-Body (LN2) J-Body (LD9) Daewoo (1.5L SOHC) Daewoo (1.5L SOHC) Daewoo (2.0L DOHC) J-Body (LD9) J-Body (LD9) J-Body (LN2) J-Body (LN2) N-Body (L82) N-Body (LD9) Daewoo (2.0L) Year 1995 1995 1996 1996 1996 1996 1997 1997 1997 1997 1997 1997 1997 1997 1997 1998 Model Codes 5WLR 5WAR 6WAR 6WBR 6WKR 6FDR 7WAR 7CBR 7ANR, 7ZZR 7WBR 7AAR 7WKR 7ACR 7WCR 7WHR 8ANR, 8ZZR Drive/Driven Sprockets 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 35/35 33/37 32/38 Final Drive 3.29 3.29 3.29 3.29 3.05 3.29 3.29 3.29 3.29 3.29 3.29 3.05 3.05 3.05 3.05 3.29 SRTA Part # 24205524 24211463 24211463 24205524 24205525 24205524 24211463 24211463 24211465 24210083 24210083 24210085 24210085 24211598 24208699 24211595
54
GENERAL MOTORS
4T40E/4T45E
Application Daewoo (1.5L) Daewoo (1.5L) J-BODY (LD9) J-BODY (LN2) N-Body (L82) N-Body (LD9) N-Body (LA1) N-Body (LA1) (GT Only) N-Body (LG8) N-Body (L82) N-Body (LD9) J-Body (LN2) J-Body (LD9) TOYOTA (LD9) Daewoo Daewoo Year 1998 1998 1998 1998 1998 1998 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 Model Codes 8YYR 8WAR 8WBR 8WKR 8WCR 8WHR 9WXJ 9MXJ 9WCR 9WCR 9WHR 9WKR 9WBR 9WBR 9XXR 9YYR Drive/Driven Final Drive Sprockets 32/38 32/38 32/38 32/38 35/35 33/37 35/35 35/35 35/35 35/35 33/37 32/38 32/38 32/38 32/38 32/38 3.29 3.29 3.29 3.05 3.05 3.05 3.05 3.29 3.05 3.05 3.05 3.05 3.29 3.29 3.29 3.29 SRTA Part # 24211597 24211463 24213609 24211599 24211598 24211600 24212745 24213614 24211598 24211598 24212744 24213611 24213609 24215872 24213606 24213607
GENERAL MOTORS
55
4T40E/4T45E
Application Daewoo (2.0L) J-Body (LD9) J-Body (LN2) N-Body (LG8) N-Body (LD9) N-Body (LA1) N-Body (LA1) (GT Only) TOYOTA (LD9) SATURN (L61) Z Body Saturn (L81) Daewoo 1.5/1.6L Daewoo 1.5/1.6L Daewoo 2.0L J-Body (LD9) J-Body (LN2) N-Body (L82) Year 1999 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2001 2001 2001 Model Codes 9ZZR 0WBR 0WKR 0WCR 0WHR, 0WHR 0WXJ 0MXJ 0WBR 0PCR 0FDJ 0XXR 0YYR 0ZZR 1WBR 1WKR 1WCR Drive/Driven Sprockets 32/38 32/38 32/38 35/35 33/37 35/35 35/35 32/38 32/38 33/37 32/38 32/38 32/38 32/38 32/38 35/35 Final Drive 3.29 3.29 3.05 3.05 3.05 3.05 3.29 3.29 3.29 3.29 3.29 3.29 3.29 3.29 3.05 3.05 SRTA Part # 24213608 24215872 24215873 24213613 24215875 24215876 24215877 24215872 24215280 24215281 24216342 24216343 24216344 24218104 24218102 24218103
56
GENERAL MOTORS
4T40E/4T45E
Application N-Body (LD9) N-Body (LA1) N-Body (LG8) N-Body (LA1) (GT Only) TOYOTA (LD9) SATURN (L61) SATURN (L81) Year 2001 2001 2001 2001 2001 2001 2001 Model Codes 1WHR 1WXJ 1WCR 1MXJ 1WBR 1PCR 1FDJ 1YYR, 1XXR, 1ZZR 2WKR 2PCR 2WCR 2PCR 2WCR 2WXJ 2MXJ 2WBR Drive/Driven Final Drive Sprockets 33/37 35/35 35/35 35/35 32/38 32/38 33/37 3.05 3.05 3.05 3.29 3.29 3.29 3.29 SRTA Part # 24218104 24218109 24218103 24218111 24218101 24218105 24218110 24210489 24210409 24212163 24218115 24218118 24218116 24218118 24218116 24218121 24218123 24218114
Daewoo
2001
32/38
3.29
J-Body (LN2) J-Body (L61) N-Body (LG8) N-Body (L61) N-Body (L82) N-Body (LA1) N-Body (LA1) (GT Only) TOYOTA (LD9)
2002 2002 2002 2002 2002 2002 2002 2002
32/38 32/38 35/35 32/38 35/35 35/35 35/35 32/38
3.05 3.29 3.05 3.29 3.05 3.05 3.29 3.29
GENERAL MOTORS
57
4T40E/4T45E
Application J BODY Saturn (L81) J BODY Saturn (L61) Daewoo Year 2002 2002 2002 Model Codes 2FDJ 2PCR 2XXR, 2ZZR Drive/Driven Final Drive SRTA Part # Sprockets 33/37 32/38 32/38 3.29 3.29 3.29 24218122 24218118
58
GENERAL MOTORS
4T65E
The 4T65E utilizes several different final drive and drive to driven sprocket combinations. Installing the wrong transmission, drive/driven sprockets or final drive can result in several different ratio error or slip DTCs . If a ratio error or maximum adapt DTC is present, and the unit has been previously repaired or replaced, final drive ratio and/or drive and driven sprocket ratio could possibly be incorrect for your application. Refer to the chart to determine what final drive and sprockets should be used for the application. As with other GM vehicles the engine, transmission and final drive ratio information for your specific vehicle model is located on the RPO. The RPO label should be used exclusively to determine which transmission fits in which vehicle body style and application.
Ratios RPO Code FQ3 FR2 F83 FR9 FV4 Description 2.86 Final drive 2.93 Final drive 3.05 Final drive 3.29 Final drive 3.71 Final drive
RPO LB8 L46 LG8 LA1 LQ1 LX5 L36 L67
Engine Description 2.5L Engine 3.0L Engine 3.1L Engine 3.4L Engine 3.4l DOHC Engine 3.5L DOHC Engine 3.8L Engine 3.8L Engine Super charged
Transmission RPO MN3 MN7 M76 M15 Description 4T65E Transmission 4T65E HD Transmission 4T65E AWD Transmission 4T65E Advanced Electronic
GENERAL MOTORS
59
4T65E
Application C-Body (L36) (MN3) G-Body (L36) (MN3) C-Body (L67) (MN7) G-Body (L67) (MN7) W-Body Buick/Pontiac (L67) (MN7) W-Body Chev (LQ1) (M15) H-Body Olds/Pontiac (L36) (MN7) C-Body (L36) C-Body (L67) G-Body (L67) W-Body Olds (LX5) (MN3) H-Body (L67) (MN7) H-Body (L36) (M15) H-Body (L36) (MN3) W-Body (L67) (MN7) W-Body (L36) (M15) Year 1997 1997 1997 1997 1997 1997 1997 1998 1998 1998 1998 1998 1998 1998 1998 1998 Model Codes 7BDB, 7FHB 7BDB, 7FHB 7BMB, 7FBB 7BMB, 7FBB 7HKB, 7XAB 7YSB 7MAB, 7YWB 8FFB 8FCB 8FCB 8YCB 8FDB 8TPB 8YFB 8XAB 8THB Drive/Driven Final Drive Sprockets 35/35 35/35 37/33 37/33 37/33 33/37 37/33 35/35 37/33 37/33 35/35 37/33 35/35 35/35 37/33 35/35 3.05 3.05 3.29 3.29 3.29 3.05 3.29 3.05 3.29 3.29 3.29 3.29 3.05 2.86 3.29 3.29 SRTA Part # 24210250 24210250 24210249 24210249 24210251 24207980 24210252 24210801 24210802 24210802 24211353 24211172 24211173 24211350 24211351 24211352
60
GENERAL MOTORS
4T65E
Application W-Body (L36) (M15) W-Body- Police Package (L36) (M15) C-Body (L36) (MN3) C-Body (L67) (MN7) H-Body (L36) (MN3) H-Body (L67) (MN7) H-Body (L36) (M15) W-Body (LX5) (MN3) W-Body (L36) (MN3) W-Body (L67) (MN7) W-Body (L36) (M15) W-Body (L36) (M15) W-Body (L36) (M15) W-Body (L46) (MD7) W-Body (LB8) (MD7) W-Body- Police Package (L36) (M15) Year 1998 1998 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 Model Codes 8TNB 8KAB 9FFB 9FCB 9YFB 9FDB 9TNB 9YCB 9APB 9XAB 9CRB 9THB 9BCB 9FMB 9FAB 9KAB Drive/Driven Sprockets 35/35 35/35 35/35 37/33 35/35 37/33 35/35 35/35 35/35 37/33 35/35 35/35 35/35 35/35 33/37 35/35 Final Drive 3.05 3.29 3.05 3.29 2.86 3.29 3.05 3.29 3.05 3.29 3.05 3.29 3.29 3.29 3.29 3.29 24213649 SRTA Part # 24210743 24211354 24213640 24213641 24213644 24213645 24213643 24213651 24213653 24213650 24213652 24213648 24213646 24213647
GENERAL MOTORS
61
4T65E
Application U-Body (LA1) (M15) G-Body (L67) C-Body (L36) (MN3) C-Body (L67) (MN7) H-Body (L36) (MN3) H-Body (L36) (MN3) (Y56 On some models) H-Body (L67) (MN7) W-Body (LX5) (MN3) W-Body (L36) (MN3) W-Body (L67) (MN7) W-Body (LA1) (M15) W-Body (L36) (M15) W-Body (LG8, M15) W-Body (L36) (M15) W-Body (L36) (M15) W-Body- Police/TAXI Package (L36) (M15) Year 1999 1999 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 Model Codes 9BCB 9CMB 0FKB, 0FFB 0FDB, 0FCB 0PPB, 0PAB 0PCB, 0PBB 0CHB, 0FHB 0YHB, 0YCB 0ARB, 0APB 0XBB, 0XAB 0RLB, 0RDB 0BRB, 0BCB 0RWB, 0RNB 0LPB, 0LBB 0LMB, 0LDB 0LNB, 0LCB Drive/Driven Sprockets 35/35 37/33 35/35 37/33 35/35 35/35 37/33 35/35 35/35 37/33 35/35 35/35 35/35 35/35 35/35 35/35 Final Drive 3.29 3.29 3.05 3.29 2.86 3.05 3.29 3.29 3.05 3.29 2.86 3.29 3.05 3.05 3.29 3.29 SRTA Part # 24213646 24213642 24216459 24216465 24216462 24216463 24216466 24216460 24216464 24216467 24216468 24216469 24216470 24216471 24216472 24216473
62
GENERAL MOTORS
4T65E
Application U-Body (LA1) (M15) C-Body (L36) (MN3) C-Body (L67) (MN7) H-Body (L36) (MN3) H-Body (L36) (MN3) (Y56 On some models) H-Body (L67) (MN7) W-Body (LX5) (MN3) W-Body (LX5) (MN3) W-Body (L36) (MN3) W-Body (L67) (MN7) W-Body (LA1) (M15) W-Body (L36) (M15) W-Body (LG8, M15) W-Body (L36) (M15) W-Body (LG8, M15) W-Body- Police/TAXI Package (L36) (M15) Year 2000 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 Model Codes 0BRB 1FFB 1FCB 1PAB 1PBB 1CHB 1YCB 1YMB 1APB 1XAB 1RDB 1BCB 1RNB 1LDB 1LBB 1LCB Drive/Driven Sprockets 35/35 35/35 37/33 35/35 35/35 37/33 35/35 35/35 35/35 37/33 35/35 35/35 35/35 35/35 35/35 35/35 Final Drive 3.29 3.05 3.29 2.86 3.05 3.29 3.29 3.05 3.05 3.29 2.86 3.29 3.05 3.29 3.05 3.29 SRTA Part # 24216469 24217188 24217195 24217192 24217193 24217196 24217190 24217191 24217194 24217197 24217198 24217199 24217200 24217201 24217223 24217202
GENERAL MOTORS
63
4T65E
Application B-Body (LA1) (M76) B-Body (LA1) (M15) U-Body (LA1) (M15) G-Body (LX5) (MN3) G-Body (LX5) (MN3) C-Body (L36) (MN3) C-Body (L67) (MN7) H-Body (L36) (MN3) H-Body (L36) (MN3) (Y56 On some models) H-Body (L67) (MN7) W-Body (LX5) (MN3) W-Body (LX5) (MN3) W-Body (L67) (MN7) W-Body (LA1) (M15) W-Body (L36) (M15) W-Body (L36) (M15) Year 2001 2001 2001 2001 2001 2002 2002 2002 2002 2002 2002 2002 2002 2002 2002 2002 Model Codes 1CXB 1BCB 1BCB 1DGB 1DCB 2FFB 2FCB 2PAB 2PBB 2CHB 2YCB 2YMB 2XAB 2RDB 2BCB 2LBB Drive/Driven Final Drive Sprockets 35/35 35/35 35/35 35/35 35/35 35/35 37/33 35/35 35/35 37/33 35/35 35/35 37/33 35/35 35/35 35/35 3.29 3.29 3.29 3.29 3.29 3.05 3.29 2.86 3.05 3.29 3.29 3.05 3.29 2.86 3.29 3.29 SRTA Part # 24217205 24217199 24217199 24217189 24217183 24217207 24217214 24217209 24217210 24217215 24217211 24217212 24217216 24217219 24217218 24217223
64
GENERAL MOTORS
4T65E
Application W-Body (LG8, M15) W-Body- Police/TAXI Package (L36) (M15) B-Body (LA1) (M76) B-Body (LA1) (M15) U-Body (LA1) (M15) G-Body (LX5) (MN3) Year 2002 2002 2002 2002 2002 2002 Model Codes 2RNB 2LCB 2CXB 2BCB 2BCB 2DCB Drive/Driven Final Drive Sprockets 35/35 35/35 35/35 35/35 35/35 35/35 3.05 3.29 3.29 3.29 3.29 3.29 SRTA Part # 24217220 24217221 24217224 24217218 24217218 24217208
GENERAL MOTORS
65
4T80E
The 4T80E utilizes several different final drives. Installing the wrong transmission or final drive can result in several different ratio error or slip DTCs. Refer to the chart to determine what final drive and converter should be used for your application. As with other GM vehicles the engine, transmission and final drive ratio information for your specific vehicle model is located on the regular production option label (RPO). The RPO label should be used exclusively to determine which transmission and/or final drive fits in which vehicle body style and application.
NOTE All 4T80E applications use the same drive/driven sprocket tooth counts.
Ratios RPO Code FP3 F79 F17 FW2 FV3 F13 FR9 FV4 Description 2.73 Final drive 2.97 Final drive 2.84 Final drive 3.06 Final drive 3.11 Final drive 3.48 Final drive 3.29 Final drive 3.71 Final drive
Engine RPO LD8 L37 L47 L67 Description 4.6L Northstar 4.6L Northstar 4.0L Northstar 3.8L Supercharged
Transmission RPO MH1 Description 4T80E Transmission
To determine the final drive ratio, add the ring gear tooth count to the sun gear then divide that total by the sun gear.
66
GENERAL MOTORS
4T80E
Application V-Body 4.6L E-Body-ETC-4.6L E/K/V Body-STS-4.6L E/K/K Special-4.6L K/V-Body- STS-4.6L E/K Export-4.6L (L37) E/K/K Special-4.6L (LD8) E/K/K Special-4.6L (L37) G-Body-4.0L (L47) Year 1992 1993 1993 1994 1994 1995 1995 1995 Model Codes 2AJN 3AAN 3AJN, 3ARN 4AAN 4BCN, 4AJN 5BCN 5AAN 5MKN 5BMN, 5AKN, 5MDN 5BBN, 5ZYN, 5MSN 6AAN 6AJN 6MLN 6MDN 6MSN 7AAN Converter TCC VCC TCC VCC TCC TCC VCC VCC Final Drive 3.71 3.11 3.71 3.11 3.71 3.71 3.11 3.71 SRTA Part # 08684918 08684919 08684920 08684956 24201795 24201796 24211478 24211479
1995
VCC
3.48
24204808
G-Body-4.0L (L47) E/K/K Special-4.6L (LD8) E/K/K Special-Export 4.6L(L37) E/K-Body 4.6L (L37) G-Body-4.0L (L47) G-Body-4.0L (L47) E/K/K Special-4.6L (LD8)
1995
VCC
3.71
24204809
1996 1996 1996 1996 1996 1997
VCC TCC VCC VCC VCC VCC
3.11 3.71 3.71 3.48 3.71 3.11
24211487 24204805 24211488 24204808 24204809 24205299
GENERAL MOTORS
67
4T80E
Application E/K Export-4.6L (L37) E/K Body 4.6L (L37) G-Body-4.0L (L47) G-Body-4.0L (L47) E/K/K Special-4.6L (LD8) E/K Export-4.6L (L37) E/K Body 4.6L (L37) G-Body-4.0L (L47) G-Body-4.0L (L47) E/K/K Special-4.6L (LD8) E/K Export-4.6L (L37) E/K Body 4.6L (L37) G-Body-4.0L (L47) G-Body-4.0L (L47) E-Body-S5S- 4.6L (LD8) E-Body-S5S- 4.6L (L37) Export Year 1997 1997 1997 1997 1998 1997 1997 1997 1997 1998 1998 1998 1998 1998 1998 1998 Model Codes 7AJN 7MLN 7MDN 7MSN 8BBN 8AAN 7AJN 7MLN 7MDN 7MSN 8BBN 8AAN 8CMN 8AJN 8CTN 8MLN 8DCN, 8MDN 8DFN 8MSN 8BSN 8ABN 8CRN 8ACN Converter TCC VCC VCC VCC VCC TCC VCC VCC VCC VCC TCC VCC VCC VCC VCC TCC Final Drive 3.71 3.71 3.48 3.71 3.11 3.71 3.71 3.48 3.71 3.11 3.71 3.71 3.48 3.71 3.11 3.71 SRTA Part # 24205300 24205301 24205302 24205303 24213654 24205300 24205301 24205302 24205303 24213654 24213655 24213656 24213657 24213658 24213659 24213660
68
GENERAL MOTORS
4T80E
Application E-Body-S5S- 4.6L (L37) E/K/K Special-4.6L (LD8) E/K Body 4.6L (L37) G-Body-4.0L (L47) G-Body-4.0L (L47) E-Body-S5S- 4.6L (LD8) E/K-Body-S5S- 4.6L (L37) Export E/K-Body-S5S- 4.6L (L37) E-Body- 4.6L (LD8) E-Body- 4.6L (L37) E-Body- 4.6L (L37) E-Body- 4.6L (LD8) Year 1998 1999 1999 1999 1999 1999 1999 1999 2000 2000 2001 2001 Model Codes 8CLN 8ADN 9MCN 9MHN 9MDN 9MSN 9AAN 9AJN 9MLN 0MCN 0MHN 1VHN 1MHN 1VCN 1MCN 1VSN 1MPN 1MSN 1VAN 1AAN 1VJN 1AJN 1VLN 1MLN 2VCN Converter Final Drive VCC VCC VCC VCC VCC VCC TCC VCC VCC VCC VCC VCC 3.71 3.11 3.71 3.48 3.71 3.11 3.71 3.71 3.11 3.71 3.71 3.11 SRTA Part # 24213661 24213686 24213688 24213689 24213690 24213691 24213687 24213692 24216026 24216027 24222036 24222035
G-Body-4.0L (L47)
2001
VCC
3.71
24222040
K/K Special S5S (LD8) K-Body-S5S- 4.6L (L37) Export K/K Special S5S (L37) E-Body- 4.6L (LD8)
2001 2001 2001 2002
VCC TCC VCC VCC
3.11 3.71 3.71 3.11
24222037 24222038 24222039 24222396
GENERAL MOTORS
69
4T80E
Application E-Body- 4.6L (L37) G-Body-4.0L (L47) K/K Special S5S (LD8) K-Body-S5S- 4.6L (L37) Export K/K Special S5S (L37) E-Body- 4.6L (L37) E-Body- 4.6L (LD8) Year 2002 2002 2002 2002 2002 2001 2001 Model Codes 2VHN 2VSN 2VAN 1VJN 2VLN 1VHN 1MHN 1VCN 1MCN 1VSN 1MPN 1MSN 1VAN 1AAN 1VJN 1AJN 1VLN 1MLN 2VCN 2VHN 2VSN 2VAN 1VJN 2VLN Converter VCC VCC VCC TCC VCC VCC VCC Final Drive 3.71 3.71 3.11 3.71 3.71 3.71 3.11 SRTA Part # 24222398 24222401 24222397 24222399 24222400 24222036 24222035
G-Body-4.0L (L47)
2001
VCC
3.71
24222040
K/K Special S5S (LD8) K-Body-S5S- 4.6L (L37) Export K/K Special S5S (L37) E-Body- 4.6L (LD8) E-Body- 4.6L (L37) G-Body-4.0L (L47) K/K Special S5S (LD8) K-Body-S5S- 4.6L (L37) Export K/K Special S5S (L37)
2001 2001 2001 2002 2002 2002 2002 2002 2002
VCC TCC VCC VCC VCC VCC VCC TCC VCC
3.11 3.71 3.71 3.11 3.71 3.71 3.11 3.71 3.71
24222037 24222038 24222039 24222396 24222398 24222401 24222397 24222399 24222400
70
GENERAL MOTORS
A utomatic Transfer Case

Chatter/Slippage
Concern: Some GM compact trucks, vans, full size trucks and sport utility vehicles equipped with the NV 136, NV 236 or the NV 246 auto transfer case, may have a complaint of a chatter concern when turning if the transfer case is in the Auto range. (Note: The NV 136 is in the auto range all the time) The chatter concern tends to get worse as the transfer case fluid temperature increases. This is especially noticeable after the vehicle has been left sitting for a few minutes at full temperature. In addition, some customers may have an additional or different symptom, such as front wheel slippage when the transfer case is in auto or 4wd range. Causes: Several items can cause the above concerns such as: The wrong fluid was used in the transfer case. All auto transfer case applications require AUTO TRAC II FLUID ONLY. Do not use regular ATF! Clutch pack clearance is incorrect or damaged clutches Front axle drag, causing damage to the transfer case clutches when the unit is operated at very cold temperatures in 2wd range. Misassembled or internal damage Drive motor binding/damaged Shift fork binding/damaged Repair: Depending on the extent of the concern, the unit may be repaired by draining the fluid and then refilling it with Auto Trac II fluid( Part # 12378508 Canada Part # 10953626). Drive the vehicle in a figure 8 pattern several times with the unit in auto mode. Operate the vehicle until the transfer case reaches full operating temperature. Drain and refill the unit with Auto Trac II fluid. In addition you may want to consider upgrading the fluid being used in the front axle to Castrol Synthetic fluid (Part # 12378261 or in Canada Part# 10953455) (75w-90) or equivalent.
GENERAL MOTORS
71
A utomatic Transfer Case

Chatter/Slippage (continued)
If this procedure does not correct the concern, or if the vehicle has been operating with the concern for several thousand miles proceed as follows: Refill the front axle with Castrol Synthetic fluid (Part # 12378261 or in Canada Part# 10953455) (75w-90) or equivalent. Replace the clutches per the Factory procedures. Clutch friction plates NV 246, NV 236 ........................ Part #12473054 Clutch friction plates NV 136 (RPO NP4) ................... Part #12473054 Clutch friction plates NV 136 (RPO NP4) .................. Part # 12547608 Clutch steel plates NV 246, NV 236 ........................... Part # 12547608 Shim Kit ................................................................... Part # 12474121 Apply plate ............................................................... Part # 12474070
Special Notes for Repair: Be sure to lock the motor in place using a motor positioning tool or damage to the motor/encoder may occur. Do not rotate the motor unless it is attached to the transfer case.
72
GENERAL MOTORS
GENERAL MOTORS
73
FORD
75
Ford
Contents
5R44E/55E, 5R55N/55W CD4E Case Damage from Servo .............. 77 Shift Concerns With Adaptive ....... 117 Strategy 4F27E Manual Shaft Leak ....................... 78 All Vehicles P0603, P0605 ................................ 119 Delayed or No Reverse .................. 79 AX4S Redesigned Park System .............. 80 Rear Lube Tube Cracking ............. 90 Service Case to Replace ................ 92 Past Models Accumulator Springs .................... 94 3.8L Torque Converter Pilot .......... 97 Bushing Wear TSS Exciter Wheel Bent ................ 98 4R70W Case Changes .............................. 120 Valve Body Lower Separator ......... 121 Plate Changes Valve Body Separator Plate ........... 122 Changes
AODE / 4R70W Neutrals While Taking Off ............. 126 Valve Body ................................... 127 Electrical Components ................. 128 4R44E / 5R55E Case Warping ............................... 129 New Direct Drum ......................... 99 Neutrals on the 3-4 Shift .............. 130 TCC Concerns andHow to Test ..... 100 TCC Solenoid ............................... 102 Torque Converter ......................... 103 E4OD / 4R100 Separator Plate and Valve ............. 132 Separator Plate Feed .................... 104 Body Matching Stator Support Seal ...................... 105 Pump ........................................... 106 Valve Body ................................... 108 4R100 #8 Trust Washer Missing .............. 133 Case............................................. 112 Squawking Noise in Reverse ......... 135 5R44E / 5R55E Solenoid Pack Update ................... 136 New Upgrades for 2001 ................ 114 Rattle Noise From Toque .............. 138 Stall and Shift Speed Charts ........ 115 Converter Area Shift Solenoid Failures ................. 142
76
FORD
Notes:
FORD
77
CD4E
Case Damage from Servo Blowout
A case change was made to increase durability of the Intermediate/Overdrive servo. The new case has a wide groove and must have the correct snap ring installed.
New snap ring 0.079 diameter
78
FORD
4F27E
Transmission Manual Shaft Leak
Common Cause: Manual shaft O-ring leaking, causing fluid to leak into the TRS. During early production a number of transaxles were assembled with a manual shaft O-ring thats diameter was too large. During installation these O-rings were cut or pinched causing them to leak. Repair: Install new, smaller diameter O-ring-part # XS4Z-7B498-AB.
FORD
79
4F27E
Delay or No Reverse
Concern: Delayed or no reverse all other gears normal. Common Cause: High pressure due to pressure regulator valve wear causing reverse clutch drum to side load on the rear support. Repair: Replace drum, support assembly and valve body.
80
FORD
AX4S/AX4N
Redesigned Park System 2000 Taurus with Build Dates After 8/1999
Parking System 1999 Taurus, Sable and Windstar vehicles with AX4S transaxles built August 1999 and beyond and all 2000 Taurus, Sable and Windstar vehicles with AX4S or AX4N transaxles and 2000 Continentals built 10/1999 or later have a redesigned park system.
Part # Description Application
YF1Z-7A441-AA Parking pawl YF1Z-7D070-A Park spring YF1Z-7D071-A W706012-S300 YF1Z-7G101-A 1F2Z-7D232-A 1F1Z-7D232-A YF1Z-7A256-AA YF1Z-7A115-A YF1Z-7E332-AA YF1Z-7C493-A 1F1Z-7005-AA 1F1Z-7005-BA -7G188YF1Z-7G303-A YF2Z-7A130-AA YF1Z-7A194-AA YF1Z-7G084-A N803202S
Park shaft Bolt Plate Rod Rod Rod Lever Spring Shaft Case Case Cover Gasket Support Pan Tube AX4S (only) AX4N (only) AX4N (only) Model Dependent Model Dependent Model Dependent Model Dependent AX4S (only) AX4N (only)
FORD
81
AX4S/AX4N
Redesigned Park System (continued) 2000 Taurus with Build Date After 8/1999
YF1Z-7D070-A
YF1Z-7A441-AA
Old
New
82
FORD
AX4S/AX4N
AX4N
Old
AX4S YF1Z-7D071-A Both AX4S and AX4N
New
W706012-S300 (AX4S only)
New
Old
YF1Z-7G101-A
New
FORD
83
AX4S/AX4N
1F2Z-7D232-A (AX4S) 1F1Z-7D232-A (AX4N)
YF1Z-7C493-A
84
FORD
AX4S/AX4N
YF1Z-7E332-AA
New Old
YF1Z-7A256-AA
New Old
YF1Z-7A115-A
New Old
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85
AX4S/AX4N
Lube Tube (AX4N only) YF1Z-7G084-A
N803202S
YF1Z-7A194-AA (AX4N)
Old
New
86
FORD
AX4S/AX4N
Case Assembly
-7005(Model Dependant)
FORD
87
AX4S/AX4N
Channel Casting
7G188 (Model Dependant)
88
FORD
AX4S/AX4N
YF1Z-7G303-A Note: Match channel plate and gasket to avoid reverse clutch oil lose.
YF2Z-7A130-AA (AX4S)
FORD
89
AX4S/AX4N
Redesigned Park System (continued) 2000 Taurus with Build Date After 8/1999 Old New
The positions of the roll pins changed Redesigned plate uses an additional bolt.
Roll pin.
Bolt and Plate assembly.
Old
New
90
FORD
AX4S
Rear Lube Tube Cracking
Cause: A loose fit of the tube to the case assembly allowed the tube to vibrate and move, causing it to crack at the stub area. Repair: Replace with redesigned tube and rear bracket. FORD part number 1F1Z7G353-AA.
FORD
91
AX4S
Rear Lube Tube Cracking
New bracket suppor t for the lube tube
Area that cracks
92
FORD
AX4S/AX4N
Service Case to Replace Past Models
The case on 2000 and later units with the park upgrade will service past models as complete assemblies.
FORD
93
AX4S/AX4N
Service Case to Replace Past Models (continued)
AX4S 1991-1999 also needs plug for speed sensor Replacement plug goes here XF2Z-7H398-AB
94
FORD
AX4S
A ccumulator Spring Changes
AX4S ACCUMULATOR SPRINGS
VEHICLE ALL MODELS 98-02 N-D ACCUMULATOR E6DZ-7G300-A F8DZ-7G300-BA COLOR BLUE GREEN

VEHICLE 91-95 95-97 98-02 3-4 ACCUMULATOR E9DZ-7G266-A F5DZ-7G266-A F8DZ-7G266-AA COLOR WHITE YELLOW YELLOW

VEHICLE 91-95 95-02 1-2 ACCUMULATOR E6DZ-7G267-A F58Z-7G326-A COLOR BROWN PLAIN
FORD
95
AX4N
A ccumulator Spring Changes
AX4N ACCUMULATOR SPRINGS
VEHICLE 95-02 95-96 SHO ONLY 97-01 SHO ONLY 1-2 ACCUMULATOR F5DZ-7G267-A F6DZ-7G267-A F7DZ-7D397-AA COLOR ORANGE PURPLE PLAIN

VEHICLE 95-02 2-3 ACCUMULATOR F5DZ-7F285-A COLOR LT BLUE

VEHICLE 95-02 3-4 ACCUMULATOR F5DZ-7G266-A COLOR BLUE

VEHICLE 95-97 98-02 R ACCUMULATOR F5DZ-7E485-A F8OZ-7E485-BA COLOR GREEN YELLOW (INNER)

VEHICLE ALL EXCEPT 94 TAURUS 94 TAURUS/SABLE ALL EXCEPT 94 TAURUS N-D ACCUMULATOR F5OZ-7G300-A F4DZ-7G300-A F5OZ-7G301-A COLOR GREEN (OUTER) PLAIN (OUTER) BROWN
96
FORD
AX4S/AX4N
A ccumulator Spring Changes (continued)
AX4S ACCUMULATOR SPRING IDENTIFICATION PART NUMBER COLOR O.D. DIAMETER LENGTH WIRE DIAMETER 1-2 ACCUMULATOR E8DZ-7G358-A E8DZ-7G326-A E8DZ-7G267-A F58Z-7G326-A PINK (Middle) PURPLE (Inner) BROWN (OUTER) PLAIN 1.200" 0.905" 1.575" 1.208" 1.460" 1.620" 1.435" 1.480" 0.099" 0.075" 0.125" 0.105"
3-4 ACCUMULATOR E9DZ-7G266-A E6DZ-7F288-A F8DZ-7G266-AA WHITE (Outer) GREEN/WHITE (Inner) YELLOW 1.175" 0.875" 1.185" 1.760" 1.450" 1.770" 0.099" 0.080" 0.098"
N-D ACCUMULATOR E6DZ-7G301-A E6DZ-7D300-A F8DZ-7G300-BA BLUE (Outer) ORANGE (Inner) GREEN 1.485" 1.020" 1.475" 1.790" 1.725" 1.218" 0.135" 0.099" 0.101"
AX4N ACCUMULATOR SPRING IDENTIFICATION PART NUMBER COLOR OUTSIDE DIAMETER 1-2 ACCUMULATOR F5DZ-7G267-A F6DZ-7G267-A PLAIN PURPLE (SHO ONLY) 1.324" 1.510" 1.540" 1.390" .112" .120" LENGTH WIRE DIAMETER
2-3 ACCUMULATOR F5DZ-7F285-A ORANGE/BLUE 1.300" 1.225" .110"
3-4 ACCUMULATOR F5DZ-7G266-A BLUE 1.312" REV. ACCUMULATOR F5DZ-7E485-A F8OZ-7E485-BA GREEN YELLOW 0.965" 0.960" N-D ACCUMULATOR F5OZ-7G300-A ALL EXCEPT 94 TAURUS/SABLE F4DZ-7G300-A 94 TAURUS/SABLE F5OZ-7G301-A ALL EXCEPT 94 TAURUS/SABLE GREEN (OUTER) PLAIN (OUTER) BROWN (INNER) 1.475" 1.218" 0.101" 1.405" 1.405" 0.091" 0.091" 1.482" .112"
1.369"
1.218"
0.091"
1.172"
1.218"
0.083"
FORD
97
AX4S
3.8L Torque Converter Pilot Bushing Wear
Concern: When a replacement transmission or engine is necessary make sure to visually check the torque converter pilot bushing in the crankshaft for excessive wear.
Note: All 3.8L require this bushing.

Cause: Pilot bushing in the crankshaft worn, allowing the torque converter to run off center.
Repair: Replace the bushing and check the run out.
New
Used .007 wear
98
FORD
AX4S/AX4N
TSS Exciter Wheel Bent
Concern: Damage to the exciter ring on the driven sprocket, (primarily on 19961997 model years). Common Cause: The exciter ring may cause the PCM to control line pressure higher then normal. Repair: Straighten or replace sprocket.
NOTE: Measurement from the exciter ring to the tip of the sensor is .050-.055.
FORD
99
4R44E/5R55E
New Direct Drum
As of 1999 a new direct drum was available for the 4R44E/5R55E. This drum will interchange as an assembly. Do not MIX old parts and NEW parts! (Piston, Retainer, Etc.)
Old Drum
97GT-7D044-A1E/A2E/A2F
Match with Case numbers

97GT-7D014-GA/HA/KA/LA
Old drum is not indented and requires a smaller inside diameter bearing New Drum
XL2P-7D044-AA/CB/DB
Match with Case numbers

XW4P-7F374-CA/DA/EA/FA
Old
New drum is indented and requires a bigger inside diameter
New
100
FORD
4R44E/55E and 5R44E/55E

TCC Concerns How to Test the system
The easiest way to test the TCC circuit is to know whats happening when the computer is ready to apply the TCC. Once all parameters are met, and the computer is ready to apply the TCC, the TCC solenoid is energized by the computer. Hydraulically, the line pressure is supplied to the coast clutch regulator valve. The coast clutch regulator valve charges the TCC solenoid and now the TCC solenoid pulses the TCC regulator valve to apply the torque converter clutch. To determine whether or not the converter, solenoid or both are causing the problem simply energize the TCC in the stall on the lift, or stationary. This test is simply checking the integrity of the converter and the circuit. If the engine Stalls: The converter is capable of locking-up and the valves definitely moved and the problem may be in the regulation of the valves and the performance of the PWM circuit. If the engine doesnt Stall: The first thing to check is the solenoid if the solenoid is working then the TCC charge has a leak in the system. This leak can be in a number of different areas. Using your scan tool, locate the parameter that says TCC% and TCCAMACT or TCC RPM on your data screen. These parameters will give you a quick look at the system. TCC% is the amount of duty cycle the computer is commanding the TCC solenoid to pulse, usually this parameter runs between 90% and 100% on your scanner. TCCAMACT is the amount of slip RPM the computer is detecting. GOOD Reading: TCC % TCCAMACT BAD Reading: TCC % TCCAMCAT Varying between 90% and 100% Varying higher then 10 RPM and as high as 200 RPM Varying between 90% and 100% Varying between 0-10 RPM
FORD
101
4R44E/55E and 5R44E/55E

TCC Concerns (continued)
Torque converter concerns on 4R44E/4R55E/5R55E have been a constant concern. In recent years there have been a number of concerns related to torque converter apply as well as No cooler flow, Harsh TCC and Soft TCC engagement, No Lock-up or loss of TCC when hot. Diagnosing torque converter problems can be troublesome. The following pages have tips you can use to determine the fix. Here are the common codes you will get: Codes Discriptions 628: P0740: P0741: P0742: P0743: P1740: P1741: P1742: P1743: P1744: Torque Converter Clutch Slip or Error Torque Converter Clutch System Problem Torque Converter Clutch System Performance or Stuck Off Torque Converter Clutch System Stuck Off Torque Converter Clutch System Electrical Torque Converter Clutch Malfunction Torque Converter Clutch Control Error Torque Converter Clutch Solenoid Failed On, MIL Lamp On Torque Converter Clutch Solenoid Failed On, TCIL Lamp ON Torque Converter Clutch Mechanical Noise or Stuck in Off Position
102
FORD
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Damaged TCC Solenoid
Concern: A no TCC apply on 1995 trough 1998 with a flashing overdrive light, DTC 628, P0741, P1740 or P1744. Common Cause: TCC solenoid (there were certain TCC solenoids that were poorly designed and the result was the tip blowing out and the brackets were cracking. Repair: Replace solenoid. Note: Make sure not to reuse lot numbers between 769 and 771, these solenoids are defective.
Check the crimped area for cracks.
Lot number location
FORD
103
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Torque Converter Clutch Failure
Slip codes are very common. Make sure to diagnose converter codes correctly before replacing converter. Concern: No converter clutch apply. Common Cause: Torque converter lining burnt or flaked off. Repair: Replace converter.
104
FORD
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Separator Plate Feed Hole Modification
Modify the Separator plate to increase cooler flow. Cooler flow should be a minimum of 1 quart in 20 seconds. Make sure line pressure is within specification, high line pressures can cause low cooler flow. Concern: TCC slip, or insufficient cooler flow. Common Cause: The separator plate may have the wrong size feed holes. The converter feed holes are normally between 0.032 and 0.048. Repair: Drill the converter feed hole in the separator plate to 0.060 for increased cooler flow.
0.060
FORD
105
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Butt-cut Seal Damaged
Concern: Slip or no TCC apply. Common Cause: Seal broken or stator shaft worn or cracked. Repair: Replace seal and check stator support for shaft wear or cracking around the seal area. If crack is evident replace stator.
Check seal for damage.
106
FORD
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Inner Pump Gear Seal Damaged
Concern: TCC slip Common Cause: Installing A4LD pump gears that dont have an O-ring, or correct pump gear inner O-ring damaged or missing. This will allow converter charge oil to leak into the converter bushing lube or drain back passage creating low converter charge. Repair: Install correct pump gears and O-ring. Inspect converter hub and lubricate prior to installation.
NOTE: Must have gear with o-ring.
FORD
107
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Pump and Spacer Plate Damage
Always inspect Pump assembly for damage, note any wear marks or warping and replace if necessary.
To cooler
CC/BP CCL CCL Lube Conver ter
Conver ter
To Coast Clutch
Conver ter
Converter
108
FORD
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Valve Body Damage
The valve body can cause many different TCC related problems. There are a number of valves involved: Torque Converter Regulator Valve Torque Converter Modulator Valve Coast Clutch Shift Valve Thermostatic Bypass Valve Converter Relief Valve
Anyone of these valves can cause a TCC failure. Concern: Slip or No TCC apply. Common Cause: Wear in the Valve Body. Repair: Repair or Replace Valve Body.
FORD
109
4R44E/55E and 5R44E/55E

Always check valve body surface for warping
110
FORD
4R44E/55E and 5R44E/55E

Release/Apply Cooler
Solenoid Feed oil
Tcc Solenoid, valve and bore
To Front Band
Thermostatic Bypass valve and bore
FORD
111
4R44E/55E and 5R44E/55E

Coast Clutch Regulator Valve and Bore
Solenoid Feed Oil
TCC Feed Oil Line Oil
112
FORD
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Case and Bellhousing Warpage
To Cooler Converter To Coast Clutch
Conver ter
To Converter
FORD
113
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Case and Bellhousing Warpage
To Cooler
To Coast Clutch Conver ter Conver ter
114
FORD
5R44E/ 5R55E
New Upgrades for 2001-On
The 5R44E is a new transmission that will replace the 4R44E. Some of the parts upgrades consist of: New Intermediate Shaft Speed (ISS) sensor for 5R44E/5R55E New Case, to accept the ISS Sensor New input shell trigger point for the ISS Sensor.
Note: New Input Shell may be use to service 97-On
FORD
115
5R44E/ 5R55E
Shift and Stall Speed chart for 2001
Shifts @ Vehicle Speed (MPH)* 5R44E/5R55E (2001 Only)
Position OD Position, Shift
5-4 4-3 3-2 2-1 1-2 2-3 3-4 4-5 5-4 4-3 3-2 2-1 1-2 2-3 3-4 4-5 5-4 4-3 3-2 2-1
Vehicle Speed
Closed
34 to 50 mph 10 to 13 mph 10 13 18 28 25 10 22 mph 24 mph 28 mph 60 mph 36 mph 20 mph 9 to 12 mph to to to to to to
Minium TP Voltage = 1.25V
Wide Open
37 to 46 mph 55 to 69 mph 69 to 82 mph 95 to 116 mph 85 to 114 mph 64 to 78 mph 45 to 61 mph 30 to 37 mph
* Range covers all OEM axle ratios and tire sizes. Alwalys drive vehicle safely according to traffic conditions and obey all traffic laws.
Stall Speed Specifications 5R44E/5R55E (2001 Only)

Trans. 5R44E Vehicle Ranger Ranger 5R55E Ranger Explorer Sport Explorer Sport Trac Engine 2.3L 3.0L 4.0L SOHC 4.0L SOHC 4.0L SOHC RPM Range 2621-3050 2833-3384 2557-3032 2557-3036 2557-3036
116
FORD
5R44E/ 5R55E
Pressure Specification for 2001
Idle@ 1000 rpm WOT Stall Pressures, psi Pressures, psi EPC
5R44E 2.3L Ranger 4x2 R N OD, 2, 1 3.0L Ranger R N OD, 2, 1 5R55E 4.0L SOHC Ranger 4.0L SOHC Explorer Sport 4.0L SOHC Explorer Sport Trac R N OD, 2, 1 40-50 20-40 20-40 45-55 20-40 20-40 65-75 20-40 35-50
Trans.
Application
Range
Line
145-190 75-120 75-120 150-195 75-120 75-120 215-235 75-120 110-145
EPC
112-134
Line
282-350
112-134 112-134
228-263 282-350
112-134 112-134
228-263 282-350
112-134
228-263
FORD
117
5R44E/55E, 5R55N/55W
Shift Concerns With Adaptive Shift Strategy
Adaptive shift strategy, although fairly new to Ford, has been around for quite sometime now. The new 2001 5R44E/55E and 5R55N/55W are equipped with the adaptive strategy and it is important to understand the conditions needed for proper shift timing. The Adaptive Strategy is also used for adjusting the pressure control system. When power is lost to the Powertrain Control Module (PCM) the transmission shifts are affected, and may cause damage if precautions are not taken. The reasons for shift adaptive electronic pressure control strategy: Better control over shift events. Maintain high mileage durability. Reduce unit variation from vehicle to vehicle. Provide consistent shift feel over the life of the vehicle.
Reasons for loss of power to the PCM: Vehicle battery disconnected or battery drain. An updated calibration installed to the Powertrain Control Module. Keep Alive Power lost to the Powertrain Control Module while the battery is still connected. (Bad Relay, Fuse, Wiring, PCM)
118
FORD
5R44E/55E, 5R55N/55W
Shift Concerns With Adaptive Shift Strategy (continued)
The inputs that directly affect the transmissions capability to shift correctly and maintain smooth shifting sequences are: Inputs: Mass air flow sensor (MAF) Engine speed (RPM) Turbine speed (TSS) Intermediate speed (ISS) Vehicle speed/output speed (VSS/OSS)
Conditions needed to adapt: Calibrated minimum throttle level and minimum change in throttle. Calibrated operating temperature. Upshifts. Closed throttle, manual downshifts. Engagements.
Normal conditions for Adaptive Shift Control: New vehicle/transmission with abrupt shift feel or slip. Shifts only adapt at operating temperature. May take several shifts under same operating conditions to adapt. Information gets stored in Keep Alive Memory (KAM) power. Power loss to KAM, transmission shifts in its pre-adapted level. Adaptive process will, over time, fully update KAM. Depending on driving style, it may take longer to complete the adaptive strategy.
FORD
119
All Ford Vehicles

P0603 (K AM Test Code) P0605 (RAM Test Code)
Any Ford with codes P0603 or P0605 may have an aftermarket chip installed on at or near the PCM. P0603 indicates KEEP ALIVE MEMORY at the PCM is or has been interrupted. P0605 indicates RANDOM ACCESS MEMORY at the PCM is or has been interrupted. Check wiring for aftermarket installation or ask customer if they have had any performance modifications done to the vehicle.
K AM
RAM
RAM
120
FORD
4R70W
Case Changes and Updates (Truck only)
In 2001, 4R70W cases changed for the truck lines only. These changes include: Overdrive Servo bleed hole DELETED Unique Valve body for trucks only New case WILL NOT service earlier models, due to calibration changes.
FORD
121
4R70W
Valve Body Lower Separator Plate/Gasket Changes
These holes were eliminated in 1999 and on transmissions Early 92-99
Late 99-2002
122
FORD
4R70W
Valve Body Separator Plate Changes (continued)
These are the orifice names you will see on the separator plate. A= Forward Clutch Feed AA= TCC Feed AB= Rear Lube AC= Converter Clutch Apply AD= By-Pass Clutch control plunger B= 2-3 Shift valve C= 2-3 Accumulator D= F= G= H= I= K= L= M= P= R= S= T= U= VV= W= Y= O/D Servo regulator Low-Reverse Servo Release Intermediate Clutch Feed 3-4 Shift valve to O/D regulator valve Reverse Clutch Direct Clutch O/D Servo Regulator Valve side Main Regulator valve SS1 Feed SS2 Feed Solenoid Main Feed Intermediate Clutch from the 1-2 shift valve B8 Intermediate Apply Converter Drain/Lube Converter charge By-Pass Clutch control
FORD
123
4R70W/AODE
93-95
124
FORD
4R70W/AODE
96-98
FORD
125
4R70W/AODE
99-on
126
FORD
AODE/4R70W
Neutrals While Taking Off From a Stop
Concern: Typically described as during heavy acceleration from a stop the transmission neutralizes, but additional symptoms may be present. In 1st, 2nd or 3rd gear in the O/D position during heavy acceleration the transmission neutralizing may also accompany this concern. Common Cause: The 3/4 shift valve strokes cutting off the forward clutch. Restricted solenoids being the most common concern are the focus of our attention, but keep in mind that it is the flooding of the solenoids that causes the neutralization so anything that can cause a solenoid to flood is also of concern. Testing & Repair: Install a gauge on the forward clutch pressure tap. When the neutralization occurs, if the gauge reads at or near 0psi, replace the shift solenoids and inspect the solenoid pressure regulator valve and bore for wear.
FORD
127
AODE/4R70W
Neutrals Taking Off From a Stop (continued)
Valve Body Warping
Note: Measurements should not exceed more than .005 clearance.
128
FORD
AODE/4R70W
Electrical Components There is no direct command for a neutral condition with the manual valve in the drive position. However incorrect inputs to the processor may cause high pressure concerns that will in turn flood the shift solenoids circuit causing a neutral condition.
FORD
129
AODE/4R70W
Case Warping
Note: FC = Forward Clutch
130
FORD
AODE/4R70W
Neutrals during the 3/4 shift
Concern: During a 3/4 shift or just accelerating in 4th the transmission neutralizes. No codes present and the correct commands are being sent to the transmission. Common Cause: 2/3 shift valve end plug leaking. This leak causes the direct clutch to be cut off due to the amount of solenoid oil pressure required to keep both the 3/4 shift valve and the 2/3 shift valve in the stroked position. Because the 2/3 shift valve has only one area for solenoid pressure to pin the valve verses two for the 3/4 shift valve it is more likely to be susceptible to the leak.
2-3 shift valve end plug
FORD
131
4R70W
Neutrals on the 3-4 Shift (continued)
Testing & Repair: Install a pressure gauge on the direct clutch tap. When the transmission neutralizes if the gauge shows little or no pressure, then remove the 2/3 shift valve end plug and run a tubing cutter around the outside diameter to seal the leak. NOTE: While performing this repair also check the 2/3 shift and solenoid pressure regulator valves and bores for wear.
132
FORD
E4OD/4R100
Separator Plate and Valve Body Matching
Between 1989 and 2002 there have been a number of different changes in separator plates, gaskets and valve bodies. The chart indicates the relationship between separator plates and valve bodies.
YEAR
1989 1990-95 1990-95 1990-95 1990-95 1996 1997
ENGINE
7.3/7.5/5.8 4.9/5.0/5.8/7.3/7.5 4.9/5.0/5.8/7.3/7.5 4.9/5.0/5.8/7.3/7.5 4.9/5.0/5.8/7.3/7.5 4.9/5.0/5.8/7.3/7.5 6.8
V/B
E9TZ-A E9TZ-B F0TZ-J F3TZ-G F5TZ-A F3TZ-G F6TZ-D F6TZ-A* F6TZ-B F6TZ-A* F6TZ-D F6TZ-A F6TZ-C F6TZ-C F6TC-C F6TC-C
SEP PLATE
E9TZ-A F4TZ-A F5TZ-A F6TZ-B* F5TZ-B* F6TZ-B F7TZ-AA F7UZ-AA F8UZ-CA F81Z-EA F7TZ-AA F8UZ-AA F8UZ-BA F7TZ-AA F81Z-BA F81Z-DA
4.2/4.6/5.4/7.3 1998 E4OD 1998-2000 2000-2001 1999-2001 6.8/7.3 4R100 6.8 4.2/4.6/5.4 H/J/L/M/K A/B/C/D/E/F
F6TZ-C F81Z-AA NON-PTO F81Z-AA F6TZ-C F81Z-BA PTO F81Z-AA NON-PTO
*Replacement valve body as an assembly only
FORD
133
4R100
#8 Thrust Washer Removed
The new designed Direct Drum does not use the #8 thrust washer. There is no longer a loading of the forward clutch drum on the direct clutch drum. The Sun Shell was also replaced to accommodate this change. It now the supporting element for the Direct Drum.
134
FORD
4R100
Squawking Noise in Reverse, While Backing up a Hill
Concern: 1999 F250 Heavy Duty and Super Duty F-series trucks with 5.4L or 6.8L gas engines. Common Cause: This condition is often due to low line rise. The computer command for line rise isnt adequate for the conditions. Repair: Ford has issued an update computer calibration. Use the transmission tag number and calibration number to determine whether the truck requires this update.
Notice the drum flared at the top.
Ford Computer Calibration Update

Application 5.4L 49 State 5.4L CA 6.8L 49 State Transmission ID Tag MER NUY YHH AEO BIH DOZ MCM 6.8L CA EAP FOT JUR JTY MFG NRR
Calibration Number 9 VZA-AF 9 VZA-BJ 9 WAA-AA 9 WAA-AC 9 WAA-AF 9 WAA-AH 9 WAA-AI 9 WAA-BC 9 WAA-BD 9 WAA-BL 9 WAA-BV 9 WAA-BY 9 WAA-BZ
FORD
135
4R100
Squawking Noise in Reverse, While Backing up a Hill (continued)
The Low/Reverse clutch assembly can be replaced with E4OD parts. These parts include: Low one-way roller clutch. Reverse hub assembly. Inner race assembly. Low/Reverse clutch return spring. Reverse ring gear and hub. Reverse Planetary assembly. Clutches and steel plates
136
FORD
4R100
Solenoid Pack Update
In January 1998 diesel applications were changed to Pulse Width Modulated (PWM) Torque Converter Clutches from On/Off operation. The remaining Gas applications with 4R100 became modulated in the 1999 new model introduction. A filter was added to the Solenoid bodies with PWM. These filters were installed to help keep the TCC solenoid from being contaminated. Identifying Solenoid Bodies: First Design The first design PWM solenoid body has a NATURAL top cover. Note: This solenoid body does not have a TCC screen! Second Design The second design PWM solenoid body has a GREEN top cover and a screen for the PWM circuit. However, this solenoid body caused a 2-3 and 3-4 shift flare with marginal fluid capacity at the PWM solenoid. The PWM solenoid and PCM calibration had to be updated. Note: This change resulted in the third design replacement solenoid body! (Do not use the second design solenoid body) Third Design The third design replacement solenoid body has an Orange top cover. Note: This solenoid body has a screen! This screen is not serviceable. When replacements are necessary it will be necessary to replace the solenoid body assembly.
PWM screen
FORD
137
4R100
Solenoid Pack Update (continued)
Early PWM Natural cover Replacement PWM Green cover
New PWM Orange cover Part number F81Z-7G391-CB
138
FORD
4R100
Rattle Noise from Converter Area
1998-2000 Econoline 1999-2000 Superduty F-Series 7.3L engine and 4R100 transmission PWM (Only) Concern: Rattle noise coming from the converter area when the converter is not engaged. Common Cause: The impact between the outer lugs at the converter piston and the cover. To confirm this problem you can command the torque converter on from the computer or test it at the transmission. 1. Ground PIN #54 at the computer to fully apply the converter clutch. 2. Cycle the converter ON and OFF a few times by applying and removing the ground from pin #54. 3. If the noise goes away when the converter is applied, replace the torque converter.
Old Converter
FORD
139
4R100
Rattle Noise from Converter Area (continued)
Repair: Replace Torque Converter with Part# XL3Z-7902-DARM
New Converter
NOTE: Replacement converter comes with a two piece apply piston
140
FORD
4R100
Rattle Noise from Converter Area (continued) New Old
With sealing ring on turbine hub
Without sealing ring on turbine hub
FORD
141
4R100
Rattle Noise from Converter Area (continued)
New converter has a two piece apply piston.
Old
New
No Bushing
Bushing
142
FORD
4R100
Shift Solenoid Failures
Solenoid Operation and Failure Charts Shift solenoid operation is the first step in diagnosing shift timing concerns. The following shift solenoid operation and failure charts will help to quickly diagnose common problems such as wrong gear starts, skipping gears and irregular shift patterns. Operation of the Power Take Off PTO will be affected by shift solenoid B (SSB) failure. If the vehicle is equipped with a PTO it must be turned off during diagnosis. On-Board Diagnostic is not accessible when the PTO unit is in operation. SSB must be on and working correctly for the PTO to operate properly.
SOLENOID OPERATION CHART

TRANSMISSION PCM RANGE COMMAND SELECTOR GEAR LEVER POSITION P/R/N D D D D D CANCEL MANUAL 2 MANUAL 1 MANUAL 1 * PCM Controlled 1 1 2 3 4 SSA SSB TCC CCS
ON ON ON OFF OFF
OFF OFF ON ON OFF
OFF * * * *
OFF * * * OFF
FIRST THROUGH THIRD GEAR ONLY, SSA, SSB, TCC, SAME AS OVERDRIVE, CCS ALWAYS ON 2 2 1 * OFF ON * OFF OFF * OFF OFF ON ON ON
FORD
143
4R100
Shift Solenoid Failures (continued)
Solenoid Operation and Failure Charts
SSA ALWAYS OFF
PCM GEAR COMMANDE GEAR LEVER POSITION D 2 ACTUAL GEAR OBTAINED 1 2 3 4 4 3 3 4 2 2 2 2 1 2 2 2
1 2 3 4 1 2 2 1 PCM GEAR COMMANDE
SSA ALWAYS ON
GEAR LEVER POSITION D 2 ACTUAL GEAR OBTAINED 2 2 2 2 1 1 1 1 1
SSB ALWAYS OFF

PCM GEAR COMMANDE GEAR LEVER POSITION D 2 ACTUAL GEAR OBTAINED 1 2 3 4 1 1 4 4 2 2 2 2 1 1 2 2 1 2 3 4 1 PCM GEAR COMMANDE
SSB ALWAYS ON
GEAR LEVER POSITION D 2 ACTUAL GEAR OBTAINED 2 2 3 3 2 2 2 2 1 1 2 2 1
144
FORD
SATURN
147
Saturn
Contents
MP6 / MP7 MIL light on Code P0741 ............... 149 Actuator Quick Test ..................... 150 Whine Noise in 2nd Only ................ 157 Bump or Ratchet in 1st Gear ......... 152 Harsh or Erratic Shifts ................. 158 Erratic Transmission Behavior ...... 153 Pressure Test ............................... 154 Multiple Codes after ..................... 156 Transmission Replacement
148
SATURN
Notes:
SATURN
149
MP6/MP7
MIL light on and Code P0741 TCC malfunction
These are the components that can cause code to appear in the PCM, they are: Input shaft converter O-Ring Input shaft to stator shaft seal leaking Missing check ball pressed into input shaft Damaged torque converter PCM damaged TCC actuator
The most common causes are both the TCC actuator and or the input shaft converter O-Ring. When diagnosing DTC P0741, perform the actuator quick test and verify the TCC actuator is working properly. If the actuator is working properly it may be necessary to remove the transmission and check the input shaft O-Ring. Seal part number 21001996 Actuators 1991-92 use 2100248 (black) 1993-99 use 21003259 (white)
150
SATURN
MP6/MP7
A ctuator quick test
1. 2. 3. 4. Remove the #15, 10A body fuse, located in the instrument panel junction block. Using a flat spade connectors with a wire as your lead, jump the fuel pump probe hole to the B+ terminal of the body fuse. Ground diagnostic enable by Jumping DLC terminal A to B. Move gear selector through the various positions (Key On, engine Off) to check desired actuator. Actuators 2nd Actuator 3rd Actuator 4th Actuator TCC Actuator Line Actuator Select 2 3 4 R N
SATURN
151
MP6/MP7
A ctuator quick test (continued)
When a gear is selected , the PCM will pulse the actuators at a set duty cycle for approximately six seconds. Listen and compare the noise between the different actuators. If one or more are distinctively different, replace them. All the actuators should sound the same. NOTE: Prior to any replacement of electrical components, check the connections and check for proper battery voltage.
152
SATURN
MP6/MP7
Bump or Ratchet in 1st Gear at Slow Speeds
Concern: During slow driving maneuvers in parking lots a bump or ratcheting noise may be apparent. Common cause: The Calibration is incorrect for vehicle. Repair: Re-Calibrate PCM using the chart below.
SATURN
153
MP6/MP7
Erratic Transmission Behavior
2000 S-series Saturns with MP6 transaxles built before and including VIN YZ315846, having erratic transmission conditions such as: Delayed and or Harsh Engagement into D or R Erratic Shifting 1st to 2nd Bind-Up in Reverse No 2nd or 3rd DTCs P7031, P7032, P7033, P7034
These conditions may be caused by an improperly machined surface on the input shaft tube hub where the seal rides. Having a poor surface may cause the seal to wear and cross leak between the 1st, 2nd and Reverse clutches.
Input shaft tube hub .......... 21002498 Hub seal ............................ 21002684
Wear area
154
SATURN
MP6/MP7
Pressure Test
1. Run the engine up to operating temperature (approximately 158 F). 2. Remove transaxle temperature sensor and install a pressure gauge. 3. Connect a scan tool to the diagnostic connector. 4. With the Key On engine Off, select Special Test on the menu selection. 5. Select line pressure. 6. Transaxle in park. 7. Start engine and select run on the scanner, the test should set engine speed at 1500 RPM and command line pressure up in steps from 57-220 psi. in 15 psi intervals. 8. As the test is in progress make sure the pressures move in the intervals commanded by the PCM. 9. Oil pressure minimum and maximums should be check using the following procedure: With gauge connected and transmission at operating temperature. Engine idling in park, line pressure should be 58-72 psi. Remove line pressure fuse (7.5 Amp TRS LP) Underhood Junction Block. With engine idling in park, pressure should be 175-245 psi.
SATURN
155
MP6/MP7
Pressure Test (continued)
156
SATURN
MP6/MP7
Multiple Codes after Transaxle Replacement
The following codes may set after transaxle replacement: 1991-1995 Codes 16, 18, 21, 23, and or 24. 1996-1999 Codes P0730, P0731, P0732, P0733, and/or P0734.
All of these codes are ratio error codes, two possible causes may contribute to these codes: 1. An incorrect transmission with the wrong gear components installed. The PCM will not match the actual gear ratios and will set a code. 2. Incorrect calibration installed due to the wrong VIN in the PCM. Use the following chart to identify the proper tooth count.
1st 1st 2nd 2nd 3rd 3rd 4th 4th Drive Driven Drive Driven Drive Driven Drive Driven Rev. Idler Outpu Shaft Ring Gear
91-93 MP6 1st Design* 93-94 MP6 2nd Design** 91-94 MP7 95-99 MP6 95-99 MP6
21 19 19 19 19
47 48 48 48 48
30 30 27 30 27
38 38 42 38 42
37 37 33 37 33
30 30 34 30 34
42 42 40 42 40
25 25 28 25 28
28 28 28 28 28
15 15 15 16 16
62 62 62 65 65
* Vehicles built prior to and including 1993 VIN PZ156139 ** Vehciles built after and including 1993 VIN PZ156140
SATURN
157
MP6
Whine Noise in 2nd Gear Only
Vehicles built after 1998 VIN WZ312775 through 1999 VIN XZ114349 may exhibit this problem. Check the VIN and verify that your vehicle falls into this category. Common Cause: Improperly designed gear surface on the 2nd/Reverse gear. Repair: Replace the 2nd/Reverse gear with updated part number .
Part Number 21003233
158
SATURN
MP6/MP7
Harsh or Erratic Shifts, No Gear, Multiple Codes
Common Cause: These symptoms can be caused by iron sediment that migrates through the valve body assembly causing the actuators to seize or be sluggish. This was a manufacturing problem and the sediment was not cleaned out properly.
Areas of contamination are: Actuator valve assembly Valve body assembly Clutch housings and case Clutch drums and lube holes Pump gear hub and drain hole
SATURN
159
MP6/MP7
Harsh or Erratic Shifts, No Gear, Multiple Codes (continued)
Actuator valve armature assembly The actuator valve assembly can become contaminated causing the valve to stick.
160
SATURN
MP6/MP7
Valve Body Assembly The valve body is the most common area of fault. The problem can be identified easily.
SATURN
161
MP6/MP7
Clutch housings and case, Clutch drums and lube holes: Locate the areas of contamination in the case and clean as necessary.
162
SATURN
MP6/MP7
Pump gear hub and drain hole Check pump drive and gear assembly for pitting or scoring.
SATURN
163
CHRYSLER
165
Chrysler
Contents
46 / 47RE Lock-up and 4th Gear Hunt ............ 167 Harsh 1-2, 2-3 & 4-3 ..................... 181 Quick Learn Procedure .................. 182 45RFE Proper Oil Level Check Sequence ... 173 42, 46RE Intermittent Harsh Engagement .... 189 Electrical Schematic ...................... 174 into Reverse
Solenoid Application Chart ............ 175 All RWD 4SP RH / RE Units P0740, P1740 TCC Performance .... 190 Transmission Range Sensor ........... 177 42, 44, 46, and 47RE Transmission Oil Temperature ....... 178 Vehicle Bucking During ................. 192 Sensor Wide-Open Throttle Acceleration Line Pressure Sensor ..................... 179 41TE Accumulator Springs ..................... 193 Torque Reduction .......................... 180
166
CHRYSLER
Notes:
CHRYSLER
167
46/47RE 1998-Up Diesel

Lock-up and or 4th Gear Hunt, No Codes
In 1998, Dodge began using an Accelerator Pedal Position Sensor APPS instead of a Throttle Position Sensor TPS in the 5.9L Diesel Pick-ups. There are three major differences between the APPS and TPS. 1. Cost 2. The addition of two idle switches and 3. The APPS signal enters the Engine Control Module ECM then exits as the TPS signal to the Powertrain Control Module PCM. Concern: Lock-up and or 4th gear hunting with no codes present. Scan data shows hunt is commanded with no other parameters varying. Cause: The most frequent failures occur either inside the ECM or in the wiring between the ECM and the PCM. The APPS input circuit H102 enters the ECM as a good signal, but the TPS output circuit K22 to the PCM is erratic. Transmission operation is affected because it is the primary job of the PCM to control its operation. Repair: Jumper an additional wire into circuit H102. Cut the wire at circuit K22 at the PCM connector C1 terminal 23. Connect the jumper wire from circuit H102 to terminal 23 on PCM connector C1 and retest.
168
CHRYSLER

Lock-up and or 4th Gear Hunt No Codes (continued)
ECM
CHRYSLER
169

Cut wire here
Run a new wire from the APPS to thew PCM
170
CHRYSLER

1 2 3 4 5 6 B+ Idle Switch No. 2 Accelerator Pedal Position Sensor Signal Accelerator Pedal Position Sensor Ground Accelerator Pedal Position Sensor Supply Idle Switch No. 1
The ECM is located behind the water separator.
ECM
CHRYSLER
171

Pin 6 TPS signal to PCM from ECM
Make sure connection is good and no corrosion is evident.
PCM
172
CHRYSLER

Pin 23-Throttle Position Sensor
1 1 1 16 25 32 31
Idle Valve Switch No. 1 B+ Idle Valve Switch No. 2 Accelerator Pedal Position Sensor Signal Accelerator Pedal Position Sensor Ground Accelerator Pedal Position Sensor Supply
CHRYSLER
173
45RFE
Proper Oil Level Check Sequence
Accurate fluid level is difficult to determine. Initially add only five quarts of fluid during the refill procedure. This amount will allow the engine to be started and the transmission to be operated in neutral until the transmission temperature has reached at least 70F. Once the fluid temperature is known, the final amount of fluid can be added without overfilling the transmission. During this procedure, pressure switch and/or loss of prime DTCs may be set. There are a few things you need to do before checking the fluid level on a 45RFE. 1. 2. 3. 4. Warm to fluid to at least between 70-180F by operating the vehicle. Measure the transmission fluid temperature using scanner. Move the gear selector through drive and reverse. Place the gear selector in the Park position. Check the fluid level against the chart below.
If the fluid temperature is below 50F, it will not register on the dipstick.
174
CHRYSLER
45RFE
CHRYSLER
175
45RFE
Solenoid Application Chart
^^= On only if shift to Reverse is above 8 MPH. ( ) = On only at speeds less than 8 MPH. { } = On only from Neutral or coast down or in manual 1. Off with output RPM above 100. Off with kickdown to 1st. Off during extreme cold shift schedule. [ ] = Without ESL ** = With ESL, D2' = 2 Prime.
176
CHRYSLER
45RFE
Solenoid Application Chart (continued)
These solenoids get their power supply from the transmission relay. The computer regulates the solenoids by pulsing the ground side of the solenoid. In doing this the computer can regulate how much oil will feed through each circuit.
LR/TCC, OD, UD, 2nd, 4th, MS Line pressure solenoid
1.9 Ohms 4.3 Ohms
CHRYSLER
177
45RFE
Transmission Range Sensor (TRS)
The TRS is a series of open switches. Each switch must function in the order listed in the chart for the computer to know what range and is present when the switches are selected. Battery voltage is supplied by the computer to the switches, when the switches close, the circuit goes to ground. The switches must close in the correct sequence or the PCM will see a fault and set codes pertaining to the TRS.
178
CHRYSLER
45RFE
Transmission Oil Temperature (TOT) Sensor
TOT resistance varies with transmission oil temperature. The computer supplies a 5.0V reference. As temperature increases, TOT resistance decreases and visa versa. When transmission temperature reaches about 130F there is an internal switch in the TCM that changes the voltage scale as shown in the chart below.
CHRYSLER
179
45RFE
Line Pressure Sensor (LPS)
Line pressure is controlled by the TCM it receives its signal from the line pressure sensor (LPS). The LPS is a variable pressure sensor that gives a direct input to the TCM. A plunger inside of the solenoid sets the varying voltage. This sensor works under the same principle as the TPS but instead of having a mechanical sweep, the TCM calculates the desired line pressure based on the inputs from the transmission and engine. The TCM calculates torque input to the transmission and uses it as the primary input to the desired line pressure calculation. This is called Torque Based Line Pressure. Neutral to ensure consistent shift quality.
180
CHRYSLER
45RFE
Torque Reduction (TRD)
During high torque shifts the TCM sends a message to the PCM requesting that the PCM reduce engine power until the shift is complete. The PCM reduces engine torque by shutting off a certain number of fuel injectors and retarding ignition timing slightly. This message is sent from the TCM to the PCM across the TRD sense circuit. The PCM acknowledges the TCMs request by sending a confirmation message across the Data Bus. The TRD link communication is also tested periodically for operation whenever the engine is running and the vehicle is not moving and at zero degrees throttle. If torque reduction is requested from the TCM and there is no confirmation back from the PCM it will set a code that does NOT illuminate the MIL or result in limp-in. What you will see is the transmission upshift at lower RPMs when the throttle is at or near Wide Open Throttle and a complaint of short shifting or lack of power. This will also inhibit high speed 2-1, 3-2, 4-3 and 4-2 kickdowns at heavy throttle.
CHRYSLER
181
45RFE
Harsh 1-2, 2-3 & 4-3
Vehicles equipped with a 45RFE transmission may experience the following shift quality issues: A harsh 2-3 upshift causing a powertrain clunk or shudder when accelerating. A harsh 1-2 upshift during light or wide open throttle accelerations. A harsh 4-3 kickdown shift during low speed, light throttle conditions.
TCM and Reprogramming The revision to the TCM software addresses the above shift quality conditions for all vehicles, and adds a final gear ratio to the Grand Cherokee transmission only. Only the 1999 and 2000 Grand Cherokee vehicles, with a Federal Emissions System (NAA) and PCM software that is earlier than calibration level 99- Cal-19A (for 1999 M.Y.) or 00-Cal-l6A (for 2000 M.Y.), require PCM reprogramming. Verify the current calibration level of the PCM.
182
CHRYSLER
45RFE
Quick Learn Procedure
Clutch volume index (CVI) represents the volume of fluid needed to stroke the clutch return spring. The programing of the TCM allows it to constantly monitor the time it takes to fill the clutch. If the TCM detects a longer or shorter then normal shift it will try to make the necessary adjustments to the solenoids through modulating the duty cycle. By doing this the TCM can keep the shift quality consistent over the life of the vehicle. L/R Clutch volume is updated when doing a 2-1 or 3-1 manual downshift to lower gear with the throttle angle below 5. Transmission temperature must be above 110F. the Clutch volume should be between 82-134 2C Clutch volume is updated when doing a 3-2 kickdown shift with the throttle angle between 24 and 54. Transmission temperature must be above 110F. the Clutch volume should be between 25-64 OD Clutch volume is updated when doing a 2-3 upshift with the throttle angle below 5 and 54. Transmission temperature must be above 110F. the Clutch volume should be between 25-64 4C Clutch volume is updated when doing a 3-4 upshift with the throttle angle between 5 and 54. Transmission temperature must be above 110F. the Clutch volume should be between 30-64 UD Clutch volume is updated when doing a 4-3 kickdown shift with the throttle angle between 20 and 54. Transmission temperature must be above 110F. the Clutch volume should be between 44-92
CHRYSLER
183
45RFE
Quick Learn Procedure (continued)
Concern: The transmission doesnt shift smoothly. This condition may occur even after a Quick Learn procedure has been completed. The 45RFE transmission adapts to its mechanical tolerances by learning the clutch volume indexes (CVIs) as well as the duty cycle and other parameters that control shift quality. Performing a Quick Learn will simply reset all transmission adaptive values to factory preset values and it will exercise the transmission clutches to learn an approximate value for the clutch CVIs. Quick Learn should not be used as a remedy for shift quality complaints. Quick Learn resets more than 70 learn parameters to their preset values and will require them to be relearned. Quick Learn should only be used when a transmission has been replaced or overhauled, or when the Transmission Control Module has been replaced or flashed. Once Quick Learn is performed, an initial drive evaluation should be performed to determine if the transmission is shifting smoothly. The first step is to verify that the shifter linkage is adjusted properly and that the CHECK PRNDL fault (code 28) is not present. A misadjusted shifter will not set code 28. A misadjusted shifter cable will however cause poor 2-3 shift quality. It is critical that the PRNDL code be OD when the shifter is in the OD position gate. Use a scan tool to confirm that the correct code is present. If the shifter has a temporary code (T3 or T4) in the OD shifter position, then this is the most likely cause for consistent poor 2-3 shift quality. If the linkage is out of adjustment, then adjust the shifter cable. Perform the portion of the following 45RFE Quick Learn Procedure that will learn the specific shift characteristic for the shift problem in question.
184
CHRYSLER
45RFE
Procedure to Learn a Smooth 1st Neutral to Drive Shift Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn the lst N-1 UD CVI. NOTE: The transmission oil temperature must be between 80-110 F (27-43C). Start the engine only when the engine and ignition have been off for at least ten (10) minutes. With the vehicle at a stop and the service brake applied, record the UD CVI while performing a Neutral to Drive shift. During the shift, the UD CVI will temporarily show a different value which is the lst N-1 UD CVI. The lst N-1 UD CVI account for air entrapment in the UD clutch that may occur after the engine has been off for a period of time. Repeat until the recorded lst N-1 UD CVI value stabilizes.
It is important that this procedure be performed when the transmission temperature is between 80-110 F (27-43C). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily during normal vehicle usage. The TCM also learns at higher oil temperatures, but these values (line pressure correction values) are not available for viewing on a scan tool.
CHRYSLER
185
45RFE
Procedure to Learn a Smooth Neutral to Drive Garage Shift Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its first shift. Use the following steps to have the TCM learn the N-1 UD CVI. NOTE: The transmission oil temperature must be between 80-110 F (27-43C). Start the vehicle engine and shift to drive. Move the vehicle forward to a speed of at least 10 MPH and come to a stop. Perform repeated N-1 shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-1 shift then the normal value shown which is used for 4-3 coastdown and kickdowns. Perform re peated shifts in this temperature range until the UD CVI value stabilizes and the N-1 shifts become smooth.
Procedure to Learn 1st 2-3 Shift After a Restart or Shift to Reverse Use the following procedure to have the TCM learn the 1st 2-3 shift OD CVI. NOTE: The transmission oil temperature must be above 80F (27C). With the vehicle engine running, select reverse gear for over 2 seconds. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform a 2-3 shift while noting the OD CVI. During the shift, a different value will appear on the screen, which is the lst 2-3 OD CVI. Repeat until the lst 2-3 upshift becomes smooth and the lst 2-3 OD CVI stabilizes.
186
CHRYSLER
45RFE
Procedure to Learn a Smooth 2-3 Shift and 3-4 Upshift Use the following procedure to have the TCM learn the OD and 4C CVIs. NOTE: The transmission oil temperature must be above 110F (43C). Accelerate the vehicle from a stop at a steady 15 degree throttle open ing and perform multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse. Repeat until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable.
Procedure to Learn a Smooth 4-3 Coastdown & Part Throttle 4-3 Kickdown Use the following procedure to have the TCM learn the UD shift volume. NOTE: The transmission oil temperature must be above 110F (43C).
At a vehicle speed between 40 - 60 MPH, perform repeated 4-3 kick down shifts. Repeat until the UD volume becomes somewhat stable and the shift becomes smooth.
Procedure to learn 1st 2-3 shift after a restart or shift to reverse Use the following procedure to have the TCM learn the 2C shift volume. NOTE: The transmission oil temperature must be above 110F (43C). With a vehicle speed below 30 MPH and the transmission in 3rd gear, perform multiple 3-2 kickdowns. Repeat until the 3-2 kickdowns become smooth and the 2C CVI becomes stable.
CHRYSLER
187
45RFE
Procedure to Learn a Smooth Manual 2-1 Pulldown Shift as well as a Neutral to Reverse Shift Use the following procedure to have the TCM learn the LR volume. NOTE: The transmission oil temperature must be above 110F (43C).
With the vehicle speed around 25-30 MPH in Manual 2nd, perform manual pulldowns to Low or lst gear at closed throttle. Repeat until the LR CVI become stable and the manual 2-1 becomes smooth
Procedure to Learn a Smooth Neutral to Reverse Shift Perform the following shifts. NOTE: The transmission oil temperature must be above 110F (43C). With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump.
If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission problem may be present.
188
CHRYSLER
45RFE
Shift Quality Concerns after TCM Replacement
Whenever a Transmission Control Module (TCM) is replaced due to failure, the software of the replacement controller must be verified for the latest revision level. Use the flash procedure to update replaced controllers as necessary. Several improvements in shift quality have recently been made to address the following concerns: Harsh (light throttle) 1 - 2 shift between 10 and 15 miles per hour. Low speed (10 - 12 mph) light throttle tip in bump. Drone at approximately 40 - 45 mph in 4th gear with EMCC engaged. Slow (1 1/2 to 2 seconds) park/neutral to drive engagement. This condition may occur after the first key ON or once after subsequent key ONs with a soak time of several minutes or more. This will not address long engagements due to pump loss of prime. Neutral coastdown bump at approximately 8 miles per hour. This may occur if a customer coasts to a stop with the transmission in neu tral.
Neutral to drive engagement harshness with the vehicle rolling between 5 and 10 miles per hour. This may occur if a customer is coasting in neutral within the specified speed range and shifts the transmission into drive.
CHRYSLER
189
42, 46RE
Intermittent Harsh Engagement Into Reverse
This applies to 1999 and 2000 model year vehicles equipped with either a 42RE automatic transmission built before September 1, 1999 or 2000 model year vehicles equipped with a 46RE automatic transmission built before December 1, 1999. Concern: Harsh engagement into Reverse. This condition may be intermittent, and may occur more frequently as the transmission fluid warms to normal operating temperatures. Common Cause: Check ball not seating properly Repair: For both the 1999 and 2000 M.Y. 42RE and 46RE Transmission: Replace the original steel rear servo check ball with the plastic check ball. Install the new transmission valve body upper housing separator plate. Reassemble the transmission. Qty. Part No. Description 1 52118261 Rear Servo Check Ball (plastic for 42RE and 46RE) Plate, Valve Body Separator (42RE trans.)
52118272
04617196AB Plate, Valve Body Separator (46RE trans.)
Rear Servo Check Ball

190
CHRYSLER
All RWD 4SP RH/RE Series with Pressure Boost Valve

P0740, P1740 TCC Performance
In fourth gear or when lock-up is applied the pressure boost valves function is to provide approximately 5psi of line rise. Concern: Code present with no apparent driveability concern. More common with diesel motors. Common Cause: Intermittent momentary TCC slip, caused by insufficient line pressure boost.
Boost Valve Location
CHRYSLER
191
All RWD 4SP RH/RE Series with Pressure Boost Valve

P0740, P1740 TCC Performance
Repair: Enlarge pressure boost valve exhaust hole from 0.048 to 0.069.
Desired hole size (0.069 inch)
192
CHRYSLER
42RE, 44RE, 46RE, and 47RE

Vehicle Bucking During Wide-Open Throttle Acceleration
Concern: Some vehicles may experience bucking during wide-open throttle (WOT) acceleration. The bucking occurs at approximately 5300 RPM. Common Cause: This condition may be caused by reaching the high RPM fuel shut off rev limit before the transmission can shift into the next higher gear and is most likely to occur with high electrical loads (high beams on, heated seats, radio, blower motor on MAX, etc.). During high current demands, the generator may emit electrical noise that can affect the transmission governor pressure sensor output. If this occurs, the transmission may not shift properly to the next higher gear under (WOT) acceleration conditions and therefore reach the fuel shut off rev limiter. This may be seen most often between the 2-3 shift but can also be experienced between the 1-2 shift. Testing: Attempt to duplicate the condition by switching on all accessory loads and driving the vehicle with WOT accelerations through a shift sequence to see if the engine will reach the fuel shut off rev limiter before the 2-3 or 1-2 shift is made. If the bucking condition is experienced at approximately 5300 RPM before making the appropriate upshifts, switch off all electrical loads and repeat the procedure. Repeat the procedure with the electrical loads on and off a second time. If the bucking occurs with the electrical loads on and does not occur with the loads off. Repair: Replace the governor pressure sensor. Part Number P/N 56041403AA Description Sensor, Governor Pressure
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41TE
Underdrive Accumulator Springs
Mitsubishi Eclipse and Dodge Stratus vehicles equipped with a 41TE transaxle have underdrive accumulator springs that are different from other applications. These vehicles have an inner and an outer spring unlike other applications that only used the outer spring. The outer spring is color coded. Typically this coding is unrecognizable after cleaning or high mileage. Use the information below to identify the springs. Outer spring Eclipse & Stratus: (color) green (height) 2.110 (wire diameter) .112 Outer spring most models: (color) none (height) 1.930 (wire diameter) .151 Inner spring (color) none or yellow stripe (height) 1.693 (wire diameter) .116
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Mitsubishi
Contents F4A41 / 42 / 51
Transmission Identification ............ 199 Line Pressure Adjustment .............. 202 Pressure Specifications .................. 203 Pressure Port Identification ............ 205 Second Brake Feed Tube And......... 207 Air Test Accumulator Springs ..................... 208 One-Way Clutch and Inner ............ 209 Race Assembly Alternative Pump Alignment ........... 211 Procedure Valve Body ..................................... 215 Leak from Dip Stick area ............... 218 No Park, Stuck in Park, Or ............. 219 Ratcheting noise in Reverse Computer Application .................... 220 TCM Pins ....................................... 221 PCM Pins ....................................... 222 Charts ........................................... 223
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Notes:
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F4A41/42/51
Transmission Identification
Transmission identification has been difficult because of multiple gear ratios and early production units not using a one-way clutch. The illustration below shows a sample of an ID code. The chart on page 2 shows the break down of the ID code.
200
MITSUBISHI
Transmission Identification
F 4 A 4 2 K 2 M 6 B
Drive Axle F...Front Wheel Drive Forward Speeds 4...Four Speeds Transmission Type A...A utomatic Capacity 41...Light Duty 42...Medium Duty 51...Heavy Duty Factory Location K...Kyoto Works (This space may be blank.) Version 1...1st 2...2nd Final Drive Ratios F4A41-42 B N/A D N/A E 3.770 F 3.769 M 4.042 U 4.407 W 4.626
F4A51 3.274 3.497 3.735 N/A 4.018 4.324 N/A
The final drive ratios include the ratio of the transfer gears. 1.186 for the F4A41-42 1.119 for the F4A51 Speedo Gear Ratio 4 27/36 5 28/36 6 29/36 One-Way Clutch A...No One-Way Clutch B...One-Way Clutch Manufacturers Use Only (This space may be blank.)
7 8 9
30/36 31/36 32/36
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F4A41/42/51
Clutch and Band Application Chart
Vehicles without sport mode
Selector Gear Lever Obtained Position P R N D D D D 3 3 3 2 2 l Parking Reverse Neutral 1st 2nd 3rd 4th 1st 2nd 3rd 1st 2nd 1st Operating Element Underdrive Clutch (UD) X X X X X X X X X Reverse Clutch (REV) X Overdrive Clutch (OD) X X X Low-Reverse Brake (LR) X X X X* X* X* X Second Brake (2nd) X X X X One-Way Clutch (OWC) X X X X
* (Units with one-way clutch) LR is only applied at or below 6.2 mph.
Vehicles with sport mode

Selector Lever Position P R N D D D D Sport Mode 1 Sport Mode 2 Sport Mode 3 Sport Mode 4 Operating Element Gear Obtained Underdrive Clutch (UD) X X X X X X Reverse Clutch (REV) X Overdrive Clutch (OD) X X X X Low-Rev Brake (LR) X X X X* X* Second Brake (2nd) X X X X One-Way Clutch (OWC) X X -
Park Reverse Neutral 1st 2nd 3rd 4th 1st 2nd 3rd 4th
* LR is only applied at or below 6.2 mph.

202
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F4A41/42/51
Line Pressure Adjustment
Line pressure can be adjusted by turning the bolt on the end plug of the pressure regulator valve using an 8mm wrench, . Each full turn will change line pressure approximately 5 psi.
Counter-clockwise raises pressure Clockwise lowers pressure
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F4A41/42/51
Pressure Specifications 2.4, 3.0 and 3.5L Motors
* Torque converter DA (release) pressures measured at 1500 RPM. * Torque converter DA (apply) pressure can vary between 0-50 psi. When OFF depending on throttle opening and gear changes. With the torque converter fully applied pressures should be approximately 100 psi.
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Pressure Specifications 1.5 and 1.8L Motors (continued)
* Torque converter DR pressure (release) is measured at 1500 RPM.
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F4A41/42/51
Pressure Port Identification
(2nd) Second brake pressure (UD) Underdrive clutch pressure (LR) Low/Reverse brake pressure
(RV) Reverse clutch pressure (OD) Overdrive clutch pressure
206
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F4A41/42/51
Pressure Port Identification (continued)
(DA) Torque converter apply pressure
(DR) Torque converter release pressure
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F4A41/42/51
Second Brake Feed Tube and Air Test Points
Screen (Important to keep debris out of solenoids)
Second Brake Feed Tube (If missing slip in 2nd and 4th)
LowReverse Brake
Reverse
Second Brake
Overdrive Underdrive
208
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F4A41/42/51
A ccumulator Spring Locations
Most books identify the accumulator springs with ink marks on the springs. Over time or when run through a cleaning machine these identification marks may become unidentifiable.
Total Length 1. Low/Reverse Brake Outer Spring Inner Spring 2. Underdrive Outer Spring Inner Spring 3. Second Brake Outer Spring Inner Spring 4. Overdrive Clutch 65.3mm 53.9mm 64.6mm 66.3mm 57.4mm 64.6mm 53.1mm
Wire Diameter
Number of Coils
4.0mm 2.9mm
12 16
3.5mm 2.6mm
13 15
3.5mm 2.9mm 4.0mm
10 9 12
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F4A41/42/51
One-Way Clutch and Inner Race Assembly
Mitsubishi doesnt show the one-way clutch disassembled in their manuals. Refer to the picture below if the one-way clutch was disassembled for inspection or cleaning and the rotation was not noted.
Without the lip seal installed in the inner race for the one-way clutch, lube oil can leak out before even getting to the clutch, causing premature failure.
210
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F4A41/42/51
Inner Race (continued)
ID Mark
ID Mark
When installing the inner race, line up identification marks of the inner race, vertically with case. If the race is not indexed properly, lube will be insufficient.
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F4A41/42/51
Alternative Pump Alignment Procedure
The pump is aligned with a special fixture at the assembly plant. There are no alignment tools available at this time. This method of pump alignment or body to cover is one option when the pump has been disassembled.
212
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F4A41/42/51
Alternative Pump Alignment Procedure (continued)
The pump body to converter housing and stator support to main case is practically an interference fit.
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F4A41/42/51
Assemble the pump body and the stator (leave bolts loose). Secure the pump to the main case. Bolt the converter housing to the main case.
214
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F4A41/42/51
Tighten the bolts securing the pump body to the stator support through the center of the case to 90-110 inch pounds. Disassemble the case halves. Remove the pump from the main case. Torque stator to pump body bolts.
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F4A41/42/51
Valve Body
1 2 3 4 5 6 7
Manual Valve: Check the small roll pin & cup plug in the end of valve (A missing plug will exhaust line pressure) Torque converter clutch control valve: The I.D. groove on the sleeve faces the retainer pin Pressure regulator valve: Adjustable Fail-safe valve A: 4th gear only Checkball & small spring: Reverse clutch orifice ball (Harsh apply into Reverse if missing). Checkball & large spring: Line pressure relief Accumulator: Low reverse brake (used in reverse only)
216
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Valve Body (continued)
1 2 3 4 5
Torque converter pressure control valve: Caution: Can be installed backward Fail-safe valve B: 3rd gear only Checkball: Low and reverse clutch shuttle ball Checkball & small spring: Blocks line oil to underdrive clutch Checkball & small spring: Block line oil to overdrive clutch
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F4A41/42/51
No Hole
Hole
1* 2* 3 4* 5* 6
Second brake control valve: 5 Lands, No Hole in valve Underdrive control valve: 6 Lands, Hole through valve Switch valve Low/Reverse control valve: 6 Lands, Hole through valve Overdrive control valve: 5 Lands, No Hole in valve Large checkballs: Seals exhaust passage for solenoids, clutches, manual valve, etc.
* Caution: All four clutch control valves can fit in each others bores.
218
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F4A41/42/51
Leak from Dip Stick
Concern: Fluid seeping from the dipstick. Common Cause: Imbalance of internal pressure. Repair: Use the revised pan which as a longer dipstick tube and additional breather hose was added to balance internal pressure. Part number MR567457 includes: Pan Dipstick Breather Hose 2 Hose Clips
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F4A41/42/51
No Park, Stuck in Park, or Ratcheting noise in Reverse
Common Cause: Roll pin breaking on the end of the park pawl rod. Repair: Replace park pawl rod, or find a suitable pin to repair.
Roll pin fatigue is evident on even low mileage units.
220
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F4A41/42/51
Computer Application Chart
TCM (72PIN) Year 1997 1998 Vehicle Diamante Diamante Engine 3.5L 3.5L
1997 1998 1999 2000
Mirage Mirage Mirage Mirage
1.5L & 1.8L 1.5L & 1.8L 1.5L & 1.8L 1.5L & 1.8L
PCM (130 PIN) Year 1999 2000 2001 Vehicle Diamante Diamante Diamante Engine 3.5L 3.5L 3.5L
2001
Mirage
1.5L & 1.8L
1999 2000 2001
Galant Galant Galant
2.4L & 3.0L 2.4L & 3.0L 2.4L & 3.0L
2000 2001
Eclipse Eclipse
2.4L & 3.0L 2.4L & 3.0L
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TCM
Terminal No. Check item

1 ............ Underdrive solenoid 2 ............ Solenoid power supply 3 ............ Solenoid power supply 8 ............ Auto-cruise signal 10 .......... A/C Compressor load signal 11 .......... Power supply 12 .......... Ground 13 .......... Ground 14 .......... Overdrive solenoid 15 .......... Torque converter solenoid 16 .......... Second solenoid 23 .......... Diagnosis control 24 .......... Power supply 25 .......... Ground 26 .......... Ground 31 .......... Input speed sensor 32 .......... Output speed sensor 33 .......... Crankshaft position sensor 36 .......... Closed throttle position switch 38 .......... Power supply (Backup) 43 .......... Sensor ground (ISS, OSS, TFT) 44 .......... ATF temperature sensor 45 .......... Throttle position sensor (Return) 53 .......... Communication with ECM 54 .......... Communication with ECM 55 .......... Park/neutral position switch: P 56 .......... Park/neutral position switch: N 57 .......... Park/neutral position switch: 3 58 .......... Park/neutral position switch: L 59 .......... Brake light switch 62 .......... Low and reverse solenoid 63 .......... Diagnosis output 66 .......... Park/neutral position switch: R 67 .......... Park/neutral position switch: D 68 .......... Park/neutral position switch: 2 69 .......... Vehicle speed sensor 71 .......... A/T control relay 72 .......... Ground NOTE: Not all computers will use all terminals listed.
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F4A41/42/51 PCM
Terminal No. Check Item
41 ......... Power supply 45 ......... Crankshaft position sensor 46 ......... Throttle and accelerator position sensor supplied voltage 47 ......... Power supply 50 ......... A/T Control relay 57 ......... Sensor ground (TPS, ISS, OSS, TFT) 66 ......... Power supply (Backup) 75 ......... Auto-cruise signal 76 ......... Ground 77 ......... Solenoid power supply 78 ......... Throttle position sensor (Return) 79 Closed throttle position switch or Idle switch (Vehicles with Traction Control) 80 ......... Vehicle speed sensor 81 ......... Diagnosis control 83 ......... A/C Compressor load signal 84 ......... Diagnosis control 85 ......... Diagnosis output 88 ......... Ground 89 ......... Solenoid power supply 97 ......... Ground 101 ....... Park/neutral position switch: P 102 ....... Park/neutral position switch: D 103 ....... Input speed sensor 104 ....... Output speed sensor 105 ....... Shift indicator light 1st 106 ....... Second solenoid 107 ....... Torque converter solenoid 108 ....... Park/neutral position switch: R 109 ....... Park/neutral position switch: 3 110 ....... Park/neutral position switch: L or Shift switch DOWN (Sport mode) 117 ....... Shift indicator light 3rd 118 ....... Shift indicator light 2nd 120 ....... Underdrive solenoid 121 ....... Park/neutral position switch: N 122 ....... Park/neutral position switch: 2 or Shift switch UP (Sport mode) 123 ....... Brake light switch 124 ....... ATF temperature sensor 128 ....... Shift indicator light 4th 129 ....... Low and reverse solenoid 130 ....... Overdrive solenoid NOTE: Not all computers will use all terminals listed
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F4A41/42/51
Power and Ground Terminal Number PCM 41 47 66 77 89 46 57 76 88 97 TCM 11 24 38 2 3 43 12 13 25 26 72 Throttle Position Sensor Supplied Voltage Sensor Ground Ground Back-up Power Supply Solenoid Power Supply Power Supply Ignition Switch: OFF Ignition Switch: ON Always Ignition Switch: OFF Ignition Switch: ON Ignition Switch: ON Always Always 0V Battery Voltage Battery Voltage 0V Battery Voltage 4.8-5.2V 0V 0V Item Being Checked Conditions Specifications
Throttle Position Terminal Number PCM 78 TCM 45 Throttle Position Sensor Ignition Switch: ON (check for smooth voltage increase as throttle is moved from idle position to wide open throttle) Engine: Idling Engine: Other Than Idling Idle 0.6 - 0.8V Item Being Checked Conditions Specifications
Wide Open Throttle
4.8 - 5.2V
79
36
Closed Throttle Position Switch or Idle Switch (Models with Traction Control
0V 5V
Diagnostics Terminal Number PCM 85 81 84 TCM 63 23 53 54 Diagnosis Output Diagnosis Control Normal (No diagnosis code output) 0 - 5V Flashing
Item Being Checked
Conditions
Specifications
Engine: Idling Selector Lever Position: D
Other than 0V
Communication with ECM
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F4A41/42/51
Shifter Position Terminal Number PCM TCM 101 55 Park/Neutral position switch: P Ignition switch: ON Selector lever position: P Ignition switch: ON Selector lever position: Other than above 108 66 Park/Neutral position switch: R Ignition switch: ON Selector lever position: R Ignition switch: ON Selector lever position: Other than above 121 56 Park/Neutral position switch: N Ignition switch: ON Selector lever position: N Ignition switch: ON Selector lever position: Other than above 102 67 Park/Neutral position switch: D Ignition switch: ON Selector lever position: D Ignition switch: ON Selector lever position: Other than above 109 57 Park/Neutral position switch: 3 <vehicles without sport mode> Ignition switch: ON Selector lever position: 3 Ignition switch: ON Selector lever position: Other than above 122 68 Park/Neutral position switch: 2 <vehicles without sport mode> Ignition switch: ON Selector lever position: 2 Ignition switch: ON Selector lever position: Other than above Select switch (Up) <vehicles with sport mode> Ignition switch: ON Selector lever position: Upshift and hold the selector lever Ignition switch: ON Selector lever position: Other than above 110 58 Park/Neutral position switch: L <vehicles without sport mode> Ignition switch: ON Selector lever position: L Ignition switch: ON Selector lever position: Other than above Select switch (Down) <vehicles with sport mode> Ignition switch: ON Selector lever position: Down shift and hold the selector lever Ignition switch: ON Selector lever position: Other than above Battery voltage 0V Battery voltage 0V Battery voltage 0V Battery voltage 0V Battery voltage 0V Battery voltage 0V Battery voltage Item Being Checked Conditions Specifications
0V Battery voltage 0V Battery voltage
0V
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F4A41/42/51
Transaxle Control Solenoids Terminal Number PCM TCM 129 62 Low-reverse solenoid Engine: Idling Selector lever position: P Battery voltage Item Being Checked Conditions Specifications
Engine: Idling 7 - 9V Selector lever position: 2 (2nd gear) <Vehicles without sport mode> Sport mode (2nd gear) <Vehicles with sport mode> 130 14 Overdrive solenoid Engine: Idling Selector lever position: 3 (3rd gear) <Vehicles without sport mode> Sport mode (3rd gear) <Vehicles with sport mode> Engine: Idling Selector lever position: P 120 1 Underdrive solenoid Engine: Idling Selector lever position: L (1st gear) <Vehicles without sport mode> Sport mode (1st gear) <Vehicles with sport mode> Engine: Idling Selector lever position: P 106 16 Second solenoid Battery voltage
7 - 9V Battery voltage
7 - 9V
Engine: Idling Battery voltage Selector lever position: 2 (2nd gear) <Vehicles without sport mode> Sport mode (2nd gear) <Vehicles with sport mode> Engine: Idling Selector lever position: P 7 - 9V Battery voltage
107
15
Torque converter clutch solenoid
Engine: Idling Selector lever position: L (1st gear) <Vehicles without sport mode> Sport mode (1st gear) <Vehicles with sport mode>
Temperature Sensor Terminal Number PCM 124 TCM 44 A/T fluid temperature sensor A/T fluid temperature: 20C (68F) A/T fluid temperature: 40C (104F) A/T fluid temperature: 80C (176F) 3.8 - 4.0 V 3.2 - 3.4 V 1.7 - 1.9 V Item Being Checked Conditions Specifications
226
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F4A41/42/51
Miscellaneous Terminal Number PCM 123 TCM 59 Brake light switch Ignition switch: ON Brake pedal: Depressed Ignition switch: ON Brake pedal: Released 75 8 Auto-cruise ECU No OD-OFF request OD-OFF request 83 10 A/C compressor load signal (Dual pressure switch) A/T control relay A/C switch: OFF A/C switch: ON Ignition switch: OFF Ignition switch: ON
Shift Indicatior Lights (Vehicles with Sport Mode) Terminal Number PCM 128 TCM Shift indicatior light: 4th Engine: Idling Gear range: 4th Engine: Idling Gear range: other than 4th 117 Shift indicatior light: 3rd Engine: Idling Gear range: 3rd Engine: Idling Gear range: other than 3rd 118 Shift indicatior light: 2nd Engine: Idling Gear range: 2nd Engine: Idling Gear range: other than 2nd 105 Shift indicatior light: 1st Engine: Idling Gear range: 1st Engine: Idling Gear range: other than 1st
Item Being Checked
Conditions
Specifications Battery voltage 0V Battery voltage 0V 0V Battery voltage 0V Battery voltage
50
71
Item Being Checked
Conditions
Specifications Battery voltage 0 - .9V Battery voltage 0 - .9V Battery voltage 0 - .9V Battery voltage 0 - .9V
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F4A41/42/51
Speed Sensors Terminal Number PCM 45 TCM 33 Crankshaft position sensor Engine: idling Waveform A Item Being Checked Conditions Specifications
103
Input shaft speed sensor
Measure between terminals 57 and 103 with an oscilloscope. Engine: 2000 RPM Selector lever position: 3 (3rd gear) <Vehicle without sport mode> sport mode (3rd gear) <Vehicle with sport mode> Measure between terminals 57 and 104 with an oscilloscope. Engine: 2000 RPM Selector lever position: 3 (3rd gear) <Vehicle without sport mode> sport mode (3rd gear) <Vehicle with sport mode> Measure between terminals 31 and 43 with an oscilloscope. Engine: 2000 RPM Selector lever position: 3 (3rd gear) Measure between terminals 32 and 43 with an oscilloscope. Engine: 2000 RPM Selector lever position: 3 (3rd gear) Engine: 2000 RPM Selector lever position: 3 (3rd gear)
Waveform B
104
Waveform B
Output shaft speed sensor
31
Input shaft speed sensor
Waveform B
32
Output shaft speed sensor
Waveform B
80
69
Vehicle speed sensor
Waveform B or C
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VOLKSWAGON
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Volkswagon
Contents
096 / 01M Differential Fill ............................. 231 Clutch Apply Charts ..................... 232 Transaxle Identification ................ 234 Shift Hunting ............................... 236 No Reverse ................................... 237 K3 Clutch Drum ........................... 238 38 Pin TCU .................................. 239 68 Pin TCU .................................. 240 Passat with Tiptronic .................... 242 38 Pin Chart ................................ 243 68 Pin Chart ................................ 247
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Notes:
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096/01M
Differential Fill
To avoid repeat differential failures technicians are raising the fluid level from the Max level, to the bottom of the speedometer gear as indicated below. Both transaxles original refill capacity is 0.75L with the difference between the Min and Max being 0.1L. Use VW synthetic ATF in the 01M differential and VW synthetic gear oil in the 096 differential. VW synthetic ATF: 0.5L part # G 052 162 A1 1.0L part # G 052 162 A2 VW synthetic Gear Oil (SAE 75 W90): 0.5L part # G 052 145 A1 1.0L part # G 052 145 A2
New fill point
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Clutch A pply Charts
Has ECOL Sport Switch
Deleted ECOL Sport Switch
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Clutch A pply Charts

096 Phase 2 Transmission
Conventional L/U converter Clutch. Added the transmission speed sensor.
01M Transmission
234
VOLKSWAGON
VW 096
Transaxle Identification
The 096 transaxle has three different phases 0, 1, and 3 all of which use different apply charts. Phase 0 vehicles have an ECO/SPORT switch. Phase 1 vehicles eliminated the ECO/SPORT function. Phase 2 and 01M vehicles use a conventional converter clutch and a transmission speed sensor was added. The identification code can be used to obtain production dates and to match the transaxle to the vehicle.
NOTE: The code letters of the transmission also appears on the vehicle data plate.
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VW 01M
Transaxle Identification (continued)
NOTE: The code letters of the transmission also appears on the vehicle data plate.
236
VOLKSWAGON
096 Phase 2 and 01M

Shift Hunting
The Transmission Vehicle Speed Sensor (Transmission VSS) and Vehicle speed sensor (VSS) connectors can be swapped. This error may not set a code, but it will cause driveability complaints. Concern: Vehicle shifts 1-2-1-2 or 3-4-3-4 depending on speed. Common Cause: Transmission VSS and VSS connectors reversed. Repair: Connector with red and green wires is for the Transmission VSS. Connector with yellow and white wires is for the VSS.
Transmission VSS
VSS
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096/01M
No Reverse
In the transaxle case there is a sealing plug and two o-rings that seal the reverse passage between the valve body and the B1 piston housing. Concern: No reverse after overhaul or valve body removal. Common Cause: Only one o-ring installed under sealing plug. Repair: Install two o-rings under sealing plug.
Sealing Plug
O-rings
Note: Make sure sealing plug is properly indexed in case.
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VOLKSWAGON
096/01M
K3 Clutch Drum
The 096 phase 0 and 1 transaxle built prior to 1994 use a K3 clutch drum and shaft assembly with three sealing rings on the shaft, one of the sealing rings is difficult to remove and install. When damage to the sealing ring, drum or sealing ring surface in the turbine shaft is present it is recommended that this assembly be changed. The 096 phase 2 and 01M transaxles relocated the third sealing ring to an accessible position.
Sealing Ring
O-Ring
096 Phase 0 and 1
096 Phase 2 and 01M
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38 Pin TCU
DTC Definitions 096
DTC Description 00000...................................................................... No Communication 00258 ....................................................................Solenoid Valve No. 1 00260 ....................................................................Solenoid Valve No. 2 00262 ....................................................................Solenoid Valve No. 3 00263 ............. Hydraulic Electrical Or Mechanical Transmission Fault 00264 ....................................................................Solenoid Valve No. 4 00266 ....................................................................Solenoid Valve No. 5 00268 ....................................................................Solenoid Valve No. 6 00270 ....................................................................Solenoid Valve No. 7 00281 ................................................................... Vehicle Speed Sensor 00293 ................................................ Transmission Range (TR) Switch 00296/00660 ............................................................. Kickdown Switch 00299 ...................................................................... TR Program Switch 00300............................................... Transmission Temperature Sensor 00518 ....................................................................... TPS Out Of Range 00526 ...................................................................... Brake Light Switch 00529 ........................................................... RPM Information Missing 00532........................................................ Supply Battery Voltage Low 00545/00638 .................... Engine/Transmission Electrical Connection 00596 ............................................................................. Shorted Wiring 00641................................................................... Trans. Temp. Too Hot 00652 .................................................................................... Gear Ratio 01236 ..................................................................... Shift Lock Solenoid 65535 .................................................. Control Module Malfunctioning
240
VOLKSWAGON
68 Pin TCU
DTC Definitions (1997 Passat, 1997-98 Cabrio, Golf, GTI &
DTC Description Jetta) 00258 ................... Open Or Short to Ground Or Faulty Solenoid No. 1 00260 ................... Open Or Short to Ground Or Faulty Solenoid No. 2 00262 ................... Open Or Short to Ground Or Faulty Solenoid No. 3 00264 ................... Open Or Short to Ground Or Faulty Solenoid No. 4 00266 ................... Open Or Short to Ground Or Faulty Solenoid No. 5 00268 ................... Open Or Short to Ground Or Faulty Solenoid No. 6 00270 ................... Open Or Short to Ground Or Faulty Solenoid No. 7 00281 .................. Open In Wiring, Faulty Vehicle Speed Sensor (VSS) Or Impulse Wheel Loose 00293 ...... Open In Wiring Or Faulty Transmission Range (TR) Switch 00297 .............................. Open In Wiring Or Faulty Transmission VSS 00300..... Open In Wiring Or Faulty Transmission Temperature Sensor 00518. Open Or Short In Wiring Or Faulty Throttle Position Sensor 1,2 00529 .................. Open In Wiring, Engine Speed Information Missing 00532 ........Battery Faulty Or Poor Voltage Supply To Solenoid Valves 00545 ........... Open Or Short To Ground (No Communication Between ECM & TCM) 00596 ................................... Short In Wiring Between Solenoid Valves 00638 ........... Open Or Short To Ground (No Communication Between ECM & TCM) 00641 ............ ATF Temperature Too High Or Faulty ATF Temperature Sensor 00652 ......... Gear Ratio Error/Hydraulic Malfunction (Clutch Or Valve Body Faulty) 00660 .... Open Wiring Or Incorrect Signal From TP Sensor (Faulty TP Sensor) 65535 .................................................................................. Faulty TCM 1 - On 6-cylinder or diesel engine models, TP signal is sent through ECM to TCM 2 - On vehicles with CAN-Bus system, TCM checks signal from TP sensor only, not TP sensor operation. On Vehicles without CAN-Bus system, wire to TCM from TP sensor for signal is also checked. If DTC is retrieved from TCM or TP sensor, retrieve ECM DTC and repair first.
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DTC Definitions (1998 New Beetle)

DTC 00258 00260 00262 00264 00266 00268 00270 00281 00293 00297 00300 00518 00529 00532 00545 00638 00641 00652 00660 01192 01236 01312 01314 01316 65535
1
68 Pin TCM
Description Open Or Short to Ground Or Faulty Solenoid No. 1 Open Or Short to Ground Or Faulty Solenoid No. 2 Open Or Short to Ground Or Faulty Solenoid No. 3 Open Or Short to Ground Or Faulty Solenoid No. 4 Open Or Short to Ground Or Faulty Solenoid No. 5 Open Or Short to Ground Or Faulty Solenoid No. 6 Open Or Short to Ground Or Faulty Solenoid No. 7 Open In Wiring, Faulty Vehicle Speed Sensor (VSS) Or Impulse Wheel Loose Open In Wiring Or Faulty Transmission Range (TR) Switch Open In Wiring Or Faulty Transmission VSS Open In Wiring Or Faulty Transmission Temperature Sensor Open Or Short In Wiring Or Faulty Throttle Position Sensor 1 Open In Wiring, VSS, Trans VSS, Engine Speed or TP Sensor Information Missing Battery Faulty Or Poor Voltage Supply To Solenoid Valves Open Or Short To Ground (No Ignition Timing Point Reference Signal Transferred From ECM To TCM) Open Or Short To Ground (No TP Signal Transferred From ECM To TCM ATF Temperature Too High Or Faulty ATF Temperature Sensor Gear Ratio Error/Hydraulic Malfunction (Clutch Or Valve Body Faulty) Open Wiring Or Incorrect Signal From TP Sensor (Faulty TP Sensor) Torque Converter Clutch Slipping (Faulty Valve Body) Open Or Short In Wiring Or Faulty Shift Lock Solenoid Failure In Communication Network Between ECM & TCM (Open Wiring Or Connectors) Failure In Communication From ECM Or Faulty ECM Failure In Communication From ABS Control Module Or Faulty ABS Control Module Faulty TCM
- On vehicles with CAN-Bus system, TCM checks signal from TP sensor only, not TP sensor operation. On Vehicles without CAN-Bus system, wire to TCM from TP sensor for signal is also checked. If DTC is retrieved from TCM or TP sensor, retrieve ECM DTC and repair first.
242
VOLKSWAGON
Passat with Tiptronic

DTC Definitions 68 Pin TCM
DTC 00000 00258 00260 00262 00264 00266 00268 00270 00293 00296 00297 00300 00518 00526 00529 00532 00543 00545 00549 00638 00652 01192 01236 17101 18141 18147 18152 18192 18193 65535 Description No Communication With TCM Solenoid Valve No. 1 Solenoid Valve No. 2 Solenoid Valve No. 3 Solenoid Valve No. 4 Solenoid Valve No. 5 Solenoid Valve No. 6 Solenoid Valve No. 7 Transmission Range (TR) Switch Kickdown Switch Output Speed Sensor Transmission Temperature Sensor TPS Out Of Range Brake Light Switch RPM Information Missing Supply Battery Voltage Low RPM Information Maximum Exceeded Engine/Transmission Electrical Connection Consumption Signal Engine/Transmission Electrical Connection (Terminal No. 2 Or No. 30) Incorrect Gear Ratio Torque Converter Clutch RPM Deviation Shift Lock Solenoid Turbine Input Speed Sensor Tiptronic Switch, Down Tiptronic Switch, Up Tiptronic Switch, Recognition High/Downshift Wire High/Downshift Wire TCM Faulty
VOLKSWAGON
243
38 Pin TCU
Switch to voltage measuring range 20 V Test Step 1 TCU Pins 19 + 1 * Test Conditions - Additional Operations * Ignition switched ON Specified Value approx. Battery Positive Voltage (B+) 4.6 to 5 V Repairing Malfunction (Notes) - Check wiring from pin 1 to Ground (GND) - Check wiring from pin 19 to terminal 15 central electrics - Check wiring on basis of wiring diagram - Replace Transmission Control Module - When accelerating form idling to full throttle, voltage level increases constantly - Set Throttle Position (TP) Sensor, replace if necessary Test of Supply voltage from Transmission Control Module (TCM) Throttle Position (TP) Sensor (4)
10 + 29
* Ignition switched ON - Disconnect connector from Throttle Position (TP) Sensor * Ignition switched ON
9 + 29
Idle - min. Idle - Max. Wide Open Throttle - min. -Max 3 19 + 20 Shift Lock Solenoid * Ignition switched ON
0.156 V 0.8V 3.5 V 4.68 V approx. Battery Positive Voltage (B+) 0V
- Perform test step 4
* With brake operated
26 + 1
Brake LIght Switch
* Ignition switched ON
0V
- Check of wiring - Brake Light Switch
- Brake pedal depressed
approx. Battery Positive Voltage (B+)
(4) Not checked on vehicles with 6-cylinder engine. Signal from TP Sensor is directed to TCM via ECM
244
VOLKSWAGON
38 Pin TCU
Switch to voltage measuring range 20 V
Test Step 5 TCU Pins 34+1 Test of Multi-function Transmission Range (TR) Switch -F125* Test Conditions - Additional Operations * Ignition switched ON - Selector lever position R, N, D, 3 and 2 Selector lever position P and 1 15 + 1 Selector lever position P, R, 2 and 1 Selector lever position N, D and 3 35 + 1 Selector lever position P, R, N and D Selector lever position 3, 2 and 1 16 + 1 Selector lever position P, R and N 0 to 0.8 V 4.5 to 5 V 0 to 0.8 V 4.5 to 5 V 0 to 0.8 V approx. Battery Positive Voltage (B+) 0 to 0.8 V Specified Value 4.50 to 5 V Repairing Malfunction (Notes) - Check wiring on basis of wiring diagram - Replace Multi-function TR Switch
Selector lever position D, 3, 2 and 1
Switch to Ohms measuring range 200 Ohms

6 22 + 18 Solenoid Valve 1 Ignition OFF -N8822 + 1 Transmission Control Module (TCM) disconnected 55 to 65 ohms infinite ohms (1) 055 to 65 ohms infinite ohms (1) 55 to 65 ohms infinite ohms (1) 55 to 65 ohms infinite ohms (1) - Check wiring on basis of wiring diagram - Check wiring on basis of wiring diagram - Check wiring on basis of wiring diagram - Check wiring on basis of wiring diagram
23 + 18 Solenoid Valve 2 Ignition OFF -N8923 + 1 TCM disconnected Solenoid Valve 3 Ignition OFF -N90TCM disconnected Solenoid Valve 4 Ignition OFF -N91TCM disconnected
3 + 18 3+1
2 + 18 2+1
(1) Switch multimeter to largest Ohms range

VOLKSWAGON
245
38 Pin TCU
Switch to Ohms measuring range 200 Ohms Test Step 10 TCU Pins Test of * Test Conditions - Additional Operations Specified Value 55 to 65 ohms infinite ohms (1) 4.5 to 6.5 ohms infinite ohms (1) 55 to 65 ohms infinite ohms (1) 14 to 25 ohms - Check wiring on basis of wiring diagram - Replace Shiftlock Solenoid - Check wiring on basis of wiring diagram - Check wiring on basis of wiring diagram Repairing Malfunction (Notes) - Check wiring on basis of wiring diagram 24 + 18 Solenoid valve 5 * Ignition switched OFF
24 + 1
Solenoid valve 5 * Transmission Control Module (TCM) disconnected
11
25 + 18 Solenoid valve 6 * Ignition switched OFF
25 + 1
Solenoid valve 6 * TCM disconnected
12
21 + 8
Solenoid valve 7 * Ignition switched OFF
21 + 1
Solenoid valve 7 * TCM disconnected
13
19 + 20 Shiftlock Solenoid
* Ignition switched OFF
* TCM disconnected 14 1 + 17 Kickdown Switch * Ignition switched OFF * Transmission Control Module (TCM) disconnected * Accelerator Pedal NOT depressed - depress Accelerator Pedal as far as kick-down (1) Switch multimeter to largest Ohms range
infinite ohms - Check wiring on basis of (1) wiring diagram - Adjust Accelerator Pedal cable, or replace
less than 1.5 ohms
246
VOLKSWAGON
38 Pin TCU
Switch to Ohms measuring range 20,000 Ohms Test Step 15 TCU Pins Test of * Test Conditions - Additional Operations * Ignition OFF Specified Value 55 to 65 ohms Repairing Malfunction (Notes) - Check wiring on basis of wiring diagram 32 + 33 Vehicle Speed Sensor (VSS) -g68-
* Transmission Control Module (TCM) disconnected 0.8K ohms 0.9 K ohms
- Replace Vehicle Speed Sensor (VSS)
Switch to Ohms measuring range 2,000,000 Ohms 16 30 + 18 Transmission Fluid Temperature Sensor (ATF) * Ignition OFF - Check wiring on basis of wiring diagram
* Transmission Control Module (TCM) disconnected Transmission Fluid Temperature approx. 20C (68F)
0.247 M ohms
- Switch to resistance measuring range 200,000 ohms
approx. 60C (140F) approx. 120C (248F) (1) Switch multimeter to largest Ohms range
48.8 K ohms - Check wiring on basis of 7.4 K ohms wiring diagram
VOLKSWAGON
247
68 Pin TCU
Switch to voltage measuring range 20 V Test Step 1 TCU Pins 23 + 1 * Test Conditions - Additional Operations Specified Value approx. Battery Positive Voltage (B+) Repairing Malfunction (Notes) - Check wiring per wiring diagram - Check wiring from contact 1 to Ground - Check wiring from contact 19 to terminal 15 central electric (ign. fused) Test of B+ Supply * Ignition switched ON voltage from Transmission Control Module (TCM)
29 + 15
Shift Lock Solenoid
* Ignition switched ON - Brake pedal not depressed - Brake pedal depressed
approx. - Check wiring per wiring Battery diagram Positive Voltage (B+) 0.2 V - Replace shift lock solenoid
15 + 1
Brake LIght Switch
* Ignition switched ON
0V
- Check wiring per wiring diagram - Replace brake light switch
- Brake pedal depressed
approx. Battery Positive Voltage (B+)
248
VOLKSWAGON
68 Pin TCU
Switch to Ohms measuring range 20,000 Ohms Test Step 4 TCU Pins 5 + 28 Test of Throttle Position (TP) Sensor (3) * Test Conditions - Additional Operations * Ignition switched OFF Accelerator Pedal Position: Specified Value Repairing Malfunction (Notes) - Check wiring on basis of wiring diagram - The resistance measurement will constantly change when operating Accelerator Pedal from idling to Wide OPen Throttle - Adjusting Throttle Position (TP) Sensor, replace if necessary Return system to basic seting
Idling MIn. Idling Max. Wide Open Throttle min. Wide Open Throttle max. 5 + 50 Throttle Position (TP) Sensor (3) Idling MIn. Idling Max. Wide Open Throttle min. Wide Open Throttle max.
0.7k ohms 1.8k ohms 2.1k ohms
3.9k ohms 2.1k ohms 3.9 k ohms 0.7k ohms
1.8 k ohms
Switch to voltage measuring range 200 V 5 63 + 1 Multi-function Transmission Range (TP) Sensor infinite ohms - Check wiring on basis of (2) wiring diagram Check connector on Selector lever position P 0 to 0.8 V Multi-function TR Switch for and 1 contact corrosion, replace if Selector lever position P, infinite ohms necessary - Replace Multi-function TR R, 2 and 1 (2) switch Selector lever position N, 0 to 0.8 V D and 3 Selector lever positionP, infinite ohms R, N and D (2) Selector lever position 3, 2 and 1 18 + 1 0 to 0.8 V - Selector lever positon R, N, D, 3 and 2
40 + 1
62 + 1
Switch to voltage measuring range 20 V Selector lever positionP, R and N Selector lever position D, 3, 2 and 1 approx .battery voltage 0V
(3) Engine with Mono Motronic - Coolant temperaturre min. 80 C (176F) Not checked on vehicles with 6-cylinder engine; signal from Throttle Position (TP) Sensor -G69_ is directed via Engine control Module (ECM) to Transmission control Module (TCM) and can only be checked with VAG 1551. (2) Switch multimeter to largest Ohms range.
VOLKSWAGON
249
68 Pin TCU
Switch to Ohms measuring range 200 Ohms Test Step 6 TCU Pins Test of * Test Conditions - Additional Operations * Ignition switched OFF Specified Value 55 to 65 ohms Infinite ohms (1) * Ignition switched OFF 55 to 65 ohms Infinite ohms (1) Solenoid valve 3 -N90* Ignition switched OFF 55 to 65 ohms Infinite ohms (1) * Ignition switched OFF 4.5 to 6.5 ohms Infinite ohms (1) * Ignition switched OFF 55 to 65 ohms Infinite ohms (1) * Ignition switched OFF 4.5 to 6.5 ohms Infinite ohms (1) - Check routing of wiring per wiring diagram - Check routing of wiring per wiring diagram - Check routing of wiring per wiring diagram - Check routing of wiring per wiring diagram - Check routing of wiring per wiring diagram Repairing Malfunction (Notes) - Check routing of wiring per wiring diagram 55 + 67 Solenoid valve 1 -N8855 + 1 7 54 + 67 Solenoid valve 2 -N8954 + 1 8 9 + 67 9+1 9 47 + 67 Solenoid valve 4 -N9147 + 1 10 56 + 67 Solenoid valve 5 -N9256 + 1 11 58 + 22 Solenoid valve 6 -N9358 + 1 22 + 1 12 10 + 67 10 + 1 13 23 + 29 Shift lock solenoid * Ignition switched OFF Solenoid valve 7-N94* Ignition switched OFF 55 to 65 ohms Infinite ohms (1) 14 to 25 ohms - Check routing of wiring per wiring diagram - Replace shift lock solenoid - Check routing of wiring per wiring diagram
(1) Switch multimeter to largest Ohms range
250
VOLKSWAGON
68 Pin TCU
Switch to Ohms measuring range 200,000 Ohms
Test Step 14 TCU Pins Test of * Test Conditions - Additional Operations Specified Value Repairing Malfunction (Notes) 1 + 16 Kickdown switch * Ignition switched Off * Accelerator Pedal not depressed *Depress Accelerator Pedal as far as kickdown 15 6 + 67 Transmission Fluid Temperature Sensor * Ignition switched OFF * ATF temperature approx. 20 C - Switch digital multimeter to 200 K Ohms approx. 60 C approx. 120 C 16 20 + 65 Vehicle Speed Sensor (VSS) Ignition switched OFF Infinite ohms -Check routing of wiring per (1) wiring diagram - Adjust accelerator cable or replace less than 1.5 ohms -Check routing of wiring per wiring diagram - Replace conductor strip
0.247 M ohms
48.8 K ohms 7.4 K ohms -Check routing of wiring per wiring diagram 0.8 K ohms - Replace vehicle speed sensor (VSS) 0.9 K ohms -Check routing of wiring per wiring diagram 0.8 K ohms - Replace vehicle speed sensor (VSS) 0.9 K ohms
min.
max 17 21 + 66 Vehicle Speed Sensor (VSS) Ignition switched OFF
min.
max (1) Switch multimeter to largest ohms Range.
VOLKSWAGON
251
REFERENCE
253
Reference
Contents
Conversion Tables ............................................................... 254 Resistor Values ................................................................... 257 Ohms Law .......................................................................... 258 Electrical Power .................................................................. 258 Electrical Formulas ............................................................. 259 Resistors in a Series Circuit ............................................. 259 Two Resistors in a Parallel Circuit .................................... 259 Multiple Resistors in a Parallel Circuit ............................. 259 Two Capacitors in a Series Circuit ................................... 259 Multiple Capacitors in a Series Circuit ............................. 259 Capacitors in a Parallel Circuit ........................................ 259 Schematic Symbols ............................................................. 260 Glossary of Electrical Terms ................................................ 262 Abbreviations ...................................................................... 266 Numeric Equivalents ........................................................... 267
254
REFERENCE
Conversion Tables
Area
Multiply In In In Ft Ft m cm mm By 645.2 6.452 0.0069 0.0929 144.0 10.764 0.155 0.00155 To Obtain mm cm Ft m In Ft In In
Distance
Multiply in in mm cm ft ft meter mile km By 25.4 2.54 0.0394 0.3937 0.3048 5280.0 3.2808 1.6093 0.6214 To Obtain mm cm in in meter miles ft km mile
area of a circle = r area of a cylinder = rh = 3.14 r = Radius h = Height
Pressure
Multiply By 0.0703 0.0689 6.8948 0.14503 14.503 14.2233 34.0136 0.0294 To Obtain kg/cm bar kPa PSI PSI PSI mbar Hg PSI PSI PSI kPa bar kg/cm Hg mbar
Temperature
(F 32) x 5 (C x 9 9 = C 5) + 32 = F
REFERENCE
255
Conversion Tables (continued)

Torque
Multiply in-lbs in-lbs in-lbs ft-lbs ft-lbs ft-lbs Nm Nm kg-cm kg-m By 0.0833 0.113 1.152 12.0 1.3558 0.138 0.73756 8.8507 0.8679 7.233 To Obtain ft-lbs Nm kg-cm in-lbs Nm kg-m ft-lbs in-lbs in-lbs ft-lbs
Multiply Grams Ounces Ounces Pounds Pounds Pounds Tons Tons Kilograms Kilograms
Weight
By 0.03527 28.3495 0.0625 16.0 0.0005 0.4536 2000.0 907.18 2.20462 0.001102 To Obtain Ounces Grams Pounds Ounces Tons Kilograms Pounds Kilograms Pounds Tons
Volume (Cubic Measure)

Multiply Cubic in. (in3) Cubic in. (in3) Cubic in. (in3) Liters Cubic cm (cm3) Cubic mm (mm3) By 0.01639 16.387 16387.0 61.025 0.06103 To Obtain Liters Cubic cm (cm 3) Cubic mm (mm3) Cubic in. (in3) Cubic in. (in3)
Volume (Liquid Measure)

Multiply Quarts Pints Ounces LIters LIters Liters By 0.94633 0.4732 0.02957 1.05672 2.11344 33.81497 To Obtain Liters Liters Liters Quarts Pints Ounces
0.000061 Cubic in. (in3)
256
REFERENCE

Duty Cycle/Dwell/Voltage
Duty Cycle (%)
Feed Controlled
Degrees Dwell Voltage* 14.0 13.3 12.6 11.9 11.2 10.5 9.8 9.1 8.4 7.7 7.0 6.3 5.6 4.9 4.2 3.5 2.8 2.1 1.4 0.7 0.0 0 5 90.0 85.5 81.0 76.5 72.0 67.5 63.0 58.8 54.0 49.5 45.0 40.5 36.0 31.5 27.0 22.5 18.0 13.5 9.0 4.5 0.0 60 57 54 51 48 45 42 39 36 33 30 27 24 21 18 15 12 9 6 3 0 45.00 42.75 40.50 38.25 36.00 33.75 31.50 29.25 27.00 24.75 22.50 20.25 18.00 15.75 13.50 11.25 9.00 6.75 4.50 2.25 0.00
Ground Controlled 4-Cyl Scale 6-Cyl Scale 8-Cyl Scale
100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0
10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
* The voltage values are based on a 14-volt system voltage. Variations from this level will affect all of the voltage readings.
REFERENCE
257
Resistor Values
If you can read the bands on a ceramic resistor, you can determine its resistance value and its tolerance: The first two bands indicate the first two digits of its resistance value. The third band indicates the number of zeros to add. The fourth band indicates the tolerance.
Resistance Values
Color Black Brown Red Orange Yellow Green Blue Violet Gray White Brown Gold Silver Plain 1st Band 0 1 2 3 4 5 6 7 8 9 2nd Band 0 1 2 3 4 5 6 7 8 9 3rd Band 0 1 2 3 4 5 6 7 8 4th Band 1% 5% 10% 20%
So if the bands are: Blue 6 Red 2 White 9 Green 5 Violet 7 Yellow 0,000 Brown 0 Silver 10% Gold 5% Plain 20%
Orange Violet 3 0,000,000
5432 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 1 54321
432 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 1 4321
5432 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 1 54321
432 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 1 4321
The resistor value is: = 650 k, 10% = 270 , 5% = 930 M, 20%

258
REFERENCE
Ohms Law
VOLTS AMPS OHMS
With Ohms Law, as long as you have any two circuit values, you can easily calculate the third: Volts Amps = Ohms Volts Ohms = Amps Amps x Ohms = Volts
Electrical Power
WATTS VOLTS AMPS
A measurement of power developed in an electrical circuit. Just like with Ohms Law, whenever you have two measurements, you can calculate the third. Watts Volts = Amps Watts Amps = Volts Volts x Amps = Watts
REFERENCE
259
Electrical Formulas
Resistors in a Series Circuit
RTOTAL = R1 + R2 + R3
Two Resistors in a Parallel Circuit

RTOTAL = R1 x R2 R1 + R2
Multiple Resistors in a Parallel Circuit

RTOTAL = 1 + R1 1 1 + R2 1 R3
Two Capacitors in a Series Circuit

CTOTAL = C1 x C2 C1 + C2
Multiple Capacitors in a Series Circuit

1 CTOTAL = 1 + C1 1 + C2 1 C3
Capacitors in a Parallel Circuit

CTOTAL = C1 + C2 + C3
260
REFERENCE
Schematic Symbols
+ V
Battery
Power
Ground
Connected Wires
Unconnected Wires
Fuse
Circuit Breaker
Bulb
Meter
Pushbutton Switches
On/Off Switches
NC Switch
NO Switch
NC Switch
NO Switch
Transformer (Coil)
Relay
REFERENCE
261
Schematic Symbols (continued)

Fixed Resistor Variable Resistor Potentiometer
Diode
Zener Diode
LED
Photodiode
+ Fixed Capacitor Fixed Capacitor (Polarized) Variable Capacitor
B
B
NPN Transistor
PNP Transistor
Phototransistor
Crystal
262
REFERENCE
Glossary of Electrical Terms

Ammeter Electrical test device that measures current flow in a circuit. Displays measurement in amperes, or amps. Amperage Measurement of current flow in a circuit. Amperes; Amps Unit of measurement for reading current flow. Amperage is actually a reading of how many electrons are moving through a circuit at any given moment. One amp is the amount of current that one volt will push through one ohm of resistance. Analog Meter Measurement device that provides readings using a needle, instead of a digital output. Analog meters measure constantly, so the reading you see is the value taking place right now. But analog meters tend to be less accurate than digital meters, and the reading only updates as quickly as the needle can move. B+ Battery power. Closed Circuit A complete electrical path that provides the means for electricity to perform work. A closed circuit allows current to flow from its source, through the resistances, and back to its source. Computer Also controller; microprocessor. Device that provides the commands necessary to operate the engine or transmission, based on inputs from a series of sensors and switches. Controller See Computer. Conventional Electrical Theory Electrical circuit model which indicates
that electrical flow is from positive to negative. More recent studies show that electrons actually flow from negative to positive, but most texts still prefer to use the conventional model. Current Electron flow through a circuit, current is measured in amps. De-energize To turn off, or shut down a circuit or component. Digital On/off signal. A series of pulses that are either on or off, which provide information by varying frequency, or which control a circuit by varying frequency, duty cycle or ontime. Digital Multimeter Also DMM; DVOM; Digital Volt-Ohmmeter. Electrical device that provides measurements of electrical circuits, using a digital display. Digital meters and oscilloscopes read a circuit through sampling; how accurate your measurement is depends on how many samples the meter takes per second. Digital Volt-Ohmmeter See Digital Multimeter. Distributorless Ignition System Also Electronic Ignition. A type of ignition that doesnt use a distributor to provide spark to the cylinders. These systems usually provide spark through a process known as wastespark; a process which provides spark to two cylinders at once. One cylinder fires; the other receives spark on its exhaust stroke that cylinders spark is wasted. Ford uses this term to identify one of its electronic ignition system.
REFERENCE
263
Glossary of Electrical Terms (cont)

Diode An electrical one-way shutoff valve. A diode is a semiconductor, designed to allow current flow in one direction, but not in the other direction. These devices are commonly used to control the spark that develops when an electromagnetic coil de-energizes, and the magnetic field collapses. Duty Cycle A signal that varies its relationship between on-time and off-time. Duty cycle signals usually control a computer output device, such as an electronic pressure control solenoid: The longer the signal on-time, the longer the solenoid remains open, so the lower mainline pressure becomes. Electrostatic Discharge Electrical potential that releases suddenly; the shock you feel when you touch a doorknob on a dry day is electrostatic discharge. That shock can damage or destroy electronic components. Thats why its important to take precautions wear a static strap, never touch the terminals, etc. when working with electronic devices. Energize To turn on a circuit or component; provide with power and ground, to enable an electrical device to operate. Engine Control Module Also ECM. SAE J-1930 term for a device that controls only engine operation. See also PCM, TCM, Computer. Frequency The number of complete oscillations, or cycles, that occur each second. Measured in Hertz. Ground The return side of an electrical circuit, as defined by the conventional electrical theory. More recent studies show that electrons actually flow in the opposite direction of that shown by conventional theory, but its still the most common model for electrical circuits. Grounded Circuit An electrical circuit failure that keeps the circuit energized all the time, regardless of switch or relay position. Also known as a short-to-ground. Hertz Also Hz. Unit of measurement for frequency; the number of complete cycles that take place in one second. A signal that repeats itself 20 times every second has a frequency of 20 Hertz. High Impedance Having high resistance to electrical flow. Usually used to describe electrical meters. When used to test an electronic circuit, a low impedance meter would affect the characteristics of the circuit. The higher the meters impedance, the less effect it will have on the circuit, so the less change it will make to the circuit operation when connected. Intermittent Taking place in an irregular or unpredictable cycle. An intermittent problem or failure may happen one moment, then not be there the next. Thats why intermittent failures are often difficult to isolate. Light-Emitting Diode Also LED. A semiconductor that lights when energized, much like a light bulb. But, unlike a light bulb, an LED requires very little current, and that current flow must be in a specific direction, or the LED wont light.
264
REFERENCE

Microprocessor See Computer. Ohm Unit of resistance measurement. It takes one volt to push one amp of current through one ohm resistance. Ohmmeter Electrical device for measuring resistance in a circuit or component. Ohms Law Principle that defines the relationship between pressure (voltage), flow (amperage) and resistance (ohms). Ohms x Amps = Volts; Volts Ohms = Amps; Volts Amps = Ohms. Open Circuit An incomplete electrical path that wont provide the means for electricity to perform work. An open circuit prevents current flow, so the circuit wont operate. Oscilloscope An electrical test device that maps voltage changes in a circuit over a specific amount of time. An oscilloscope displays the voltage signal as a picture, to show how voltage changes through the components operating cycle. Parallel Circuit An electrical circuit designed with multiple paths through the circuit, so that not all of the current must pass through all of the loads in the circuit. If one leg of a parallel circuit opens, it wont prevent the other legs from operating. Potentiometer A three-wire sensor that modifies a voltage signal based on movement or position. Potentiometers receive a regulated voltage signal to one end of a resistor, and ground to the other; a wiper slides along the resistor, and picks up the voltage signal, based on its position
along the resistor. Powertrain Control Module Also PCM. SAE J-1930 term for a computer that controls engine and transmission operation. A PCM may also control other systems, including cruise control, A/C system, antilock brakes, etc., but it must control engine and transmission to be called a PCM. See also ECM, TCM. Pulse Generator An AC generator that develops a frequency signal that varies with the rotational speed of an internal transmission component, such as a sun shell, turbine shaft or output ring gear. The computer uses this signal to measure the components RPM. From this, the computer can determine when to shift, when a shift is complete, or if a clutch is slipping. Pulse Width Modulated Also PWM. A signal that varies its relationship between on-time and off-time. Pulse width modulated signals usually control a computer output device, such as an electronic pressure control solenoid: The longer the signal on-time, the longer the solenoid remains open, so the lower mainline pressure becomes. See Duty Cycle. Relay An electrical device that allows a low current circuit to control a high current circuit. Energizing a relay energizes an electromagnet, which opens or closes a set of contacts, to provide power or ground to a circuit that would normally require too much current for the device controlling the circuit.
REFERENCE
265

Resistance The ability of a circuit or device to reduce or limit current flow. Resistor A device that limits or reduces current flow in a circuit. Sensor A device that provides signals to the computer, based on engine or transmission operating conditions. The computer uses these signals to control engine operation more precisely. Serial Data A digital signal from the computer, to communication information with other computers or scan tools. Scan tools can provide the actual sensor readings the computer sees, and outputs from the computer, by interpreting serial data signals. Series Circuit An electrical circuit in which all of the loads are wired end to end, in such a way that forces all of the current passing through the circuit to travel through all of the loads. If one load in a series circuit opens, it will prevent the other loads from operating. Short Circuit An electrical circuit without the resistance necessary to operate properly. Because of this lost resistance, these circuits will often burn up, unless protected by a fuse or circuit breaker. Not to be confused with a grounded circuit. Shrink Tubing An insulating material that shrinks to seal a connection when you apply heat. Solenoid An electrical device that turns electrical signals into movement or work. Solenoids can control lever movement, such as throttle kickers, or can control vacuum or hydraulic flow. The solenoids youll most likely be dealing with open and close to control hydraulic flow, to allow the transmission to shift gears, control lockup, and control line pressure. Thermistor A semiconductor that varies resistance based on temperature. There are two types of thermistor: negative temperature coefficient (NTC) and positive temperature coefficient (PTC). The NTC thermistor is more common as the temperature goes up, its resistance goes down. Transistor A semiconductor that operates as an electronic relay. Transistors allow a low current circuit to control power or ground to a high current circuit. Variable Resistor A one- or two-wire sensor that modifies a voltage signal based on stress or temperature. Thermistors are the most common type of variable resistor in todays cars and trucks. Voltage The pressure in an electrical system, that pushes current through the circuit. One volt of pressure is necessary to push one amp of current through one ohm of resistance. Sometimes called the circuits potential. Voltmeter Electrical test device that measures the voltage potential in a circuit. Displays its reading in volts.
266
REFERENCE
Abbreviations
Abbr. A AC B, b base C C C, c cm cu db DC dm DPDT DPST E, e E, e mf F F, f flu FM g gnd, grd Hg Hz I IB IC IE k kg kHz Description Ammeter Alternating current Base electrode, units with single Degrees Celsius or centigrade Capacitance, capacitor Collector electrode Centimeter Cubic Decibels Direct current Decimeter Double-pole, double-throw switch Double-pole, single-throw switch Emitter electrode Voltage Microfarad Degrees Fahrenheit Frequency Fluid Frequency modulation Gram Ground Mercury Hertz Current Base current (DC) Collector current (DC) Emitter current (DC) x1000 Kilograms Kilohertz Abbr. kV kW kWH lb M m 0.001 mf, mfd MHz mm NC Nm NO R SPDT SPST t T V, v VBB VBC VBE VCB VCC VCE VEB VEC vee vF W w wh, whr Description Kilovolt Kilowatt Kilowatt hour Pound Mega; x1,000,000 Milli; one-one thousanth; 1/1000; Microfarad Megahertz Millimeter Normally closed Newton-meter Normally open Resistance; resistor Single-pole, double-throw switch Single-pole, single-throw switch Time Temperature Volt; voltmeter Base supply voltage (DC) Base-to-collector voltage (DC) Base-to-emitter voltage (DC) Collector-to-base voltage (DC) Collector supply voltage (DC) Collector-to-emitter voltage (DC) Emitter-to-base voltage (DC) Emitter-to-collector voltage (DC) Emitter supply voltage (DC) Forward voltage (DC) Watt; work Watt Watt-hour
REFERENCE
267
Numeric Equivalents
Decimal Inches 0.0078 0.0135 0.0145 0.0156 0.0160 0.0180 0.0200 0.0210 0.0225 0.0234 0.0240 0.0250 0.0260 0.0280 0.0292 0.0310 0.0312 0.0320 0.0330 0.0350 0.0360 0.0370 0.0380 0.0390 0.0400 0.0410 0.0420 0.0430 0.0465 0.0469 0.0520 0.0547 0.0550 0.0595 0.0625 0.0635 0.0670 0.0700 0.0730 0.0760 0.0781 0.0785 0.0810 0.0820 0.0860 0.0890 0.0935 0.0938 0.0960 0.0980 0.0995 0.1015 0.1016 0.1040 0.1065 0.1094 0.1100 0.1110 Fraction Inches
1
Millimeters 0.1981 0.3429 0.3683 0.3962 0.4064 0.4572 0.5080 0.5334 0.5715 0.5944 0.6096 0.6350 0.6604 0.7112 0.7417 0.7874 0.7925 0.8128 0.8382 0.8890 0.9144 0.9398 0.9652 0.9906 1.0160 1.0414 1.0668 1.0922 1.1811 1.1913 1.3208 1.3894 1.3970 1.5113 1.5875 1.6129 1.7018 1.7780 1.8542 1.9304 1.9837 1.9939 2.0574 2.0828 2.1844 2.2606 2.3749 2.3825 2.4384 2.4892 2.5273 2.5781 2.5806 2.6416 2.7051 2.7788 2.7940 2.8194
Drill Size 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56
Tap Size
/128 /16
Decimal Inches 0.1130 0.1160 0.1172 0.1200 0.1250 0.1285 0.1328 0.1340 0.1360 0.1405 0.1406 0.1440 0.1470 0.1476 0.1484 0.1495 0.1520 0.1540 0.1563 0.1570 0.1590 0.1610 0.1641 0.1650 0.1660 0.1690 0.1695 0.1719 0.1730 0.1770 0.1797 0.1800 0.1653 0.1820 0.1850 0.1875 0.1890 0.1910 0.1935 0.1953 0.1960 0.1990 0.2010 0.2031 0.2040 0.2050 0.2055 0.2090 0.2109 0.2130 0.2188 0.2210 0.2266 0.2280 0.2340 0.2344 0.2380 0.2400
Fraction Inches
15
/128 /8
17
/128
Millimeters 2.8702 2.9464 2.9769 3.0480 3.1750 3.2639 3.3731 3.4036 3.4544
Drill Size 33 32 31 30
Tap Size 6-40 NF 6-48 NS
/128
29 28 27 26 25 24 23 22 21 20 19
/64
/32
19
/128
/32
/128
21
/128
/64
0-80 NF 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 3-48 NC 3-56 NF 4-36 NS 4-40 NC 4-48 NF 1 /8-32 NC 3mm - 0.50

1
11
/64
/128
23
/128
1-64 NC 1-72NF
/16
/16
/128
2-56 NC 2-64 NF
25
/128
/64
3.5687 3.5712 3.6576 3.7338 3.7500 3.7694 3.7973 3.8608 3.9116 3.9700 3.9878 4.0386 4.0894 4.1681 4.1910 4.2164 4.2926 4.3053 4.3663 4.3942 4.4958 4.5644 4.5720 4.2000 4.6228 4.6990 4.7625 4.8006 4.8514 4.9149 4.9606 4.9784 5.0546 5.1054 5.1587 5.1816 5.2070 5.2197 5.3086 5.3569 5.4102 5.5575 5.6134 5.7556 5.7912 5.9436 5.9538 6.0452 6.0960
4mm - 0.70 4mm - 0.75 8-32 NC 8-36 NF 8-40 NS /16-24 NC 4.5mm - 0.75 10-24 NC
3
3 /16-32 NF 10-32 NF
5mm - 0.90 5mm - 0.80 18 17 16 15 14 13 12 11 10 9 8 7 6 6mm - 1.00 5 4 3 2 1 A B 7mm - 1.00

1 1
12-24 NC 5.5mm - 0.80 12-28 NF 12-32 NEF
14-20 NS
1 /4-20 NC 14-24 NS
11
/128 /32
13
/64
/4-24 NS /4-28 NF /4-32 NEF /4-40 NS
27
/128 /32 /128 /64
1 1
/8-40NF 5-40NC
13
/128 /64
29
5-44 NF 6-32 NC 6-36 NS
15
268
REFERENCE
Numeric Equivalents (continued)

Decimal Inches 0.2420 0.2422 0.2460 0.2500 0.2570 0.2578 0.2610 0.2656 0.2660 0.2720 0.2734 0.2770 0.2800 0.2810 0.2813 0.2891 0.2900 0.2950 0.2969 0.3020 0.3047 0.3110 0.3125 0.3160 0.3190 0.3203 0.3230 0.3270 0.3281 0.3320 0.3359 0.3390 0.3430 0.3438 0.3480 0.3500 0.3516 0.3580 0.3594 0.3672 0.3680 0.3750 0.3770 0.3820 0.3828 0.3860 0.3906 0.3970 0.3984 0.4040 0.4063 0.4130 0.4141 0.4210 0.4219 0.4290 0.4297 0.4375 0.4453 Fraction Inches
31
/128 /4
33
/128 /64
17
Millimeters 6.1468 6.1519 6.2484 6.3500 6.5278 6.5481 6.6294 6.7462 6.7564 6.9088 6.9444 7.0358 7.1120 7.1374 7.1450 7.3431 7.3660 7.4930 7.5413 7.6708 7.7394 7.8994 7.9375 8.0264 8.1026 8.1356 8.2042 8.3058 8.3337 8.4328 8.5319 8.6106 8.7122 8.7325 8.8392 8.8900 8.9306 9.0932 9.1288 9.3269 9.3472 9.5250 9.5758 9.7028 9.7231 9.8044 9.9212 10.0838 10.1194 10.2616 10.3200 10.4902 10.5181 10.6934 10.7163 10.8966 10.9144 11.1125 11.3106
Drill Size C D E F G H I J
Tap Size
Decimal Inches 0.4531 0.4609 0.4688 0.4766 0.4800 0.4844 0.4922 0.5000 0.5039 0.5156 0.5312 0.5469 0.5590 0.5625 0.5781 0.5787 0.5938 0.6094 0.6220 0.6250 0.6406 0.6562 0.6614 0.6719 0.6875 0.7008 0.7031 0.7187 0.7344 0.7500 0.7656 0.7812 0.7969 0.8125 0.8228 0.8281 0.8425 0.8437 0.8594 0.8750 0.8779 0.8906 0.9062 0.9219 0.9375 0.9531 0.9687 0.9844 1.0000
Fraction Inches 29 /64

59
Millimeters 11.5087 11.7069 11.9075 12.1056 12.1920 12.3038 12.5019 12.7000 12.8000 13.0962 13.0962 13.8913 14.2000 14.2875 14.6837 14.7000 15.0825 15.4788 15.8000 15.8750 16.2712 16.6675 16.8000 17.0663 17.4625 17.8000
Drill Size
Tap Size 1 /2-20 NF 1 /2-24 NS
/16-18 NC
/128 /32 61 /128

15
/64 63 /128 1 /2
33 17
31
14mm - 2.00 9 /16-12 NC 14mm - 1.50 14mm - 1.25 9 /16-18 NF 5 /8-11 NC 16mm - 2.00 /8-18NF /8-18NPT 16mm - 1.50 11 /16-11 NS
3 5
8mm - 1.25 5 /16-24 NF 8mm - 1.00
35
/128
/64 /32 35 /64 /16 37 /64

19 9
K
5
9 37
/32 /128 /64
/16-32 NEF
L M N 9mm - 1.25 3 /8-16 NC O 9mm - 1.00 P 9mm - 0.75 Q R S 10mm - 1.25 T U V 11mm - 1.50 W
7 3
19
/32 39 /64 /8 41 /64 21 /32

43 11 5
39
/128 /16 /128 /64
18mm - 2.50 11 /16-16 NS

3 /4-10 NC 18mm - 1.50 3 /4-16NF 20mm - 2.50 1 /2-14 NPT
41
/64 /16
45 23
21
/8-24 NF
43
/128 /32
/8-27 NPT 10mm - 1.50
11
/64 /32 47 /64 3 /4 49 /64 25 /32 51 /64 13 /16 20.9000

53
/8-9 NC
45
/128
/64 21.4000
10mm - 1.0
7
/8-14 NF 22mm - 1.50 7 /8-18 NS 24mm - 3.00 1-8 NC 24mm - 2.00 1-12 NF 3 /4-14 NPT 1-14 NS
/64 47 /128
3
23
27
/16-14 NC
/32 55 /64 7 /8 22.3000

57 29
/8
49
/128 /64
/64 /32 59 /64

15 61
25
/16-20 NF
X Y Z 12mm - 1.75 12mm - 1.50 1 /2-13 NC 12mm - 1.25

1
51
/128 /32
13
/16 /64 31 /32 63 /64 1
53
/128 /64
27
55
/128 /16 57 /128

7
/4-18NPT
2001
Technical Seminar
2001
2001

iii
Program Contents
General Motors .................................................... 1 Ford ................................................................... 49 Chrysler ............................................................. 91 Imports (Nissan and Subaru) ............................ 141 Reference ......................................................... 199
iv
ATRA Technical Department

Lance Wiggins, Technical Director Mike Baird Weldon Barnett Bill Brayton Larry Frash Steve Garrett Evelyn Marlow Cliff McCormick Randall Schroeder David Skora
Acknowledgements
Thank you for attending the 2001 ATRA seminar. The people behind the scenes, putting programs like this together dont always get the recognition they deserve for the effort they put forth. Producing a seminar program of this type requires months of hard work. I would like to thank everyone who had a part in producing this program. I would like to offer a special thanks to the following persons for spending a lot of evenings and weekends making sure we produced the best information possible: Larry Frash, who spent hours ferreting-out many of the facts used in this manual, as well as the initial copywriting and drawing. Evelyn Marlow, who took great pains to make sure our line art was as clean as possible, against sometimes overwhelming odds. Cliff McCormick, whose skill with our digital camera provided us with a crisp and unique collection of images. Steve Garrett, who was instrumental in collecting the very latest information for our GM section. My personal thanks to all of you; we couldnt have done it without you. Lance Wiggins Technical Director
GM UPDATES AND CHANGES
GM Updates and Changes

Contents
All Applications DTC P0122: TP Sensor Circuit Low Input ...............3 Ratio Error DTCs ..................................4 4T40E Harsh or Soft 32 Downshift .................8 Hard Upshifts with Possible Trouble Codes .............. 10 4T40E / 4T60E Intermittent Surge or Loss of Power .... 11 4T60E Hard Upshifts ..................................... 12 4T65E Moan after TCC Apply......................... 13 4T60E / 4T65E Updates for 2000 ................................ 18 34 Clutch Backing Plate................. 18 New TCC PWM Solenoid .................. 19 Updated Valve Body ........................ 20 Pump Interchange .............................. 21 Valve Body Changes ........................... 26 4L60E HD New Features ..................................... 30 Features Carried Over from 4L60E ..... 31 4L60E / 4L80E Possible No Shifts or Codes P0740, P0753, P0758, P0785, P1860 ............ 32 Delayed Engagements; Low Fluid Level ................................. 39 Hard 12 Upshifts; 1999 Vehicles ....... 40
Speedometer Reads 4L80E MPH/KPH at a Stop .......................... 14 Harsh Shifts, Possible DTC 63 ............ 41 4T65E Surge While Towing; Slip or Flare During 12 or 34 Upshift ............................ 15 4L60E 19961999 7.4L ............................... 42 2nd Gear Starts in Manual 2nd .............. 43 1999-and-Later Center Support and Sun Gear Shaft Changes ............ 44
Engine Surges or Chuggles When TCC Applies ............................ 16 Allison LCT 1000 2nd Gear Starts; Normal Operating Conditions ............. 47 Binds in Manual Low ........................ 17
All Applications
DTC P0122: TP Sensor Circuit Low Input

Some 1999-2001 W-body vehicles (Regal, Grand Prix, Monte Carlo/Impala and Intrigue) with a 3.8L engine have been showing up with code P0122 in memory. They may also exhibit these additional symptoms: Engine and transmission driveability problems DTC P0452 Fuel tank pressure sensor or circuit DTC P0462 Fuel level sensor or circuit DTC P1635 5-volt reference circuit
With the key on, engine off, check the 5-volt reference at the TPS. If theres no 5-volt reference, the problem may be the 5-volt reference wire is shorted to ground. The TP sensor shares its 5-volt reference circuit with several other components, including the fuel level sensor and the fuel tank pressure sensor. Look for this wiring to be pinched near the rear seat belt retaining stud. This chafes the wire, shorting it to ground.
"
All Applications
Ratio Error DTCs
All computers that are programmed to set ratio errors work off the same basic strategy and need to know at least three basic things. Input Speed: One way could be as simple as reading the engine RPM signal; another can be to read true input shaft speed, such as the 4T40E. Output Speed: Once again, this data can be received from a few different locations. One would be at the final drive, while another could be directly from the output shaft, such as the 4L60E. Calibration Knowledge: The computer must know how to calculate data from the input and output speed sensors, and it must also know the ratios that are being used by the year, make and model of the vehicle.
Inaccuracy in any of these three areas will cause false ratio errors to be set.
Two Basic Causes

Cause 1: Miscalculated Ratios
One way to determine if a ratio error is set due to a miscalculation is to operate the transmission with the drive wheels off the ground. Typically, if a ratio error is due to a miscalculation, it will set the code even when there is no load on the transmission. Possible causes: Incorrect PROM or calibration programming Wrong sprocket or final drive ratio (FWD only) Incorrect speed sensor reluctor tooth count Incorrect engine RPM reading EMI (Electromagnetic Interference) Incorrect PCM/TCM/VCM Faulty PCM/TCM/VCM
All Applications
Cause 2: Component Slipping
Ratio Error DTCs (continued)

Leaking, damaged or worn stator support bushings (4L60E) This is generally caused by a hardening problem with turbine shaft. The turbine shaft or input housing may require replacement. (Very common) An updated stator support bushing is now being used with the 4L60E HD.
N O T IC E
TCC pressure regulator valve is side loading or sticking (all applications): This condition causes low TCC apply pressure. Valve body updates have been issued to try to repair this condition. In addition, several aftermarket manufacturers have valve body repair kits to address this problem. (Very common) Front bearing failure (input or turbine shaft support bearing; 4T60E, 4T65E): The manufacture of this bearing was changed to eliminate this problem. When the bearing fails the customer may also complain of a whining noise in park or neutral. The channel plate sleeve is often damaged, which will also require replacement. (Very common)
All Applications

Cause 2: Component Slipping (continued)
A worn, sticking or damaged actuator feed limit valve or bore (all applications with a PCS): This valve provides the feed oil for the PCS, so it controls line pressure boost. Many times problems with this valve or its bore will also cause the vehicle to start in a gear other than 1st gear. Generally the customer complaint will be that the transmission bumps as the vehicle first starts to move. What the customer is actually feeling is the transmission downshifting during acceleration. (Very common)
All Applications

Cause 2: Component Slipping (continued)
Slipping or damaged clutches or bands: Refer to the clutch/band apply chart for the unit youre working on to determine which clutch or band could cause the problem. Some of the GM computers cant determine whats actually slipping; for example, is it the TCC or a clutch or band? (Very common) Faulty torque converter clutch Faulty or damaged TCC PWM solenoid wiring Faulty TCC PWM or TCC apply solenoid. Check whether an updated solenoid is available for the unit youre working on. Leaking turbine shaft O-ring or sealing rings Plugged or restricted TCC or AFL screens Sticking, worn or damaged TCC apply valve Sticking or damaged PCS Sticking or damaged pressure regulator valve Valve body, channel plate or case damage (warped, cracked, dented, etc.) Low solenoid current flow due to high resistance. Correct current flow for the shift solenoids and the TCC apply solenoid is generally around 0.51.0 amp, depending on solenoid resistance. Correct current flow for a TCC PWM solenoid is generally around 1.23.0 amps, depending on duty cycle. Low current flow indicates high resistance in the solenoid, its wiring, or its feed or control circuits.
&
4T40E
Harsh or Soft 32 Downshift

Depending on the configuration, these symptoms may be caused by a missing or mispositioned #6 checkball. As shown in the picture, the #6 checkball was moved from its original pocket (6a) to a different location in 1997, labeled 6b.
6b
6a
'
4T40E
Harsh or Soft 3-2 Downshift (continued)

The casting wasnt changed so unless youre certain of the year, the best way to tell which location to use is to look at the separator plate. For the checkball to function properly, there must be two holes in the separator plate.
6b
6a
If your plate is set up for both locations (which many were) you can install a checkball in either position. But in 6a the ball controls the drain rate of the direct clutch; in 6b the ball controls the drain rate of the 23 accumulator. Because of this, the 32 shift feel will be different, depending on the location. A checkball in location 6a will result in a softer 32 downshift. A checkball in location 6b will result in a firmer 32 downshift.

4T40E
Hard Upshifts with Possible Trouble Codes

The vehicle comes in suffering from harsh upshifts, and may have the malfunction indicator lamp (MIL) on. In addition, a number of codes may be stored in memory. This is primarily on Cavaliers, Aleros, Sunfires, Malibus and Grand Ams. The most common codes are P0716 and P0717, which are turbine shaft speed sensorrelated. In most cases the problem is the transmission connector. What happens is the connector only gets latched on one side, creating bad connections on the opposite side. Depending on which pins have a bad connection, many intermittent diagnostic trouble codes will set. To correct this problem, make sure the connector isnt damaged, and reconnect it properly. Clear any codes in memory, road test the vehicle, and check for any new codes. Remember to perform a complete drive cycle to give codes a chance to set.

4T40E / 4T60E
Intermittent Surge or Loss of Power

After operating the vehicle at fairly high throttle, suddenly it begins losing power or surging. The TCC may begin cycling off and on, and the transmission may even begin hunting between 3rd and 4th gears. The problem remains evident until the throttle drops back to idle, or maybe even until the engines been shut off. The problem is restricted to 1998 N-body (Grand Am, Achieva, Skylark) and U-body (Transport, Lumina, Venture and Silhouette) vehicles equipped with a V6 engine. The problem usually traces back to part of the isolation tape (a heavy rubber tape used in the radiator core support area) losing its adhesion. The tape becomes loose, and the high air flow through the engine air intake pulls the end of the tape into the air intake. This restricts the flow of air going into the engine, and past the mass airflow sensor (MAF). The engine loses power due to the restriction, and the computer receives a low reading from the mass airflow sensor. The low reading indicates the engine is under less of a load, so the computer adjusts engine performance and gear ratio accordingly. Once you release the throttle or shut the engine off, the tape falls back out of the air intake, and the engine can run properly again until the next time the tape gets sucked into the air intake. Remove the loose piece of isolation tape.
4T60E

Hard Upshifts
Vehicles equipped with a 4T60E transaxle may experience harsh upshifts for one or more of these reasons: A sticking accumulator valve Clean and inspect the valve body. A sticking accumulator piston Scotchbrite the bore and use a factory quality seal.
In addition, a missing, loose or mispositioned accumulator sleeve retainer will cause the sleeve to become misaligned with the valve body ports. The bushing retainer was changed at the start of production for 1993. The 93-and-later retainer wont interchange with earlier models. The picture shows the two applications.
IM P O R T A N T
All 4.9L and some 3.1L applications have a specific, unique 12 accumulator valve-and-spring line up, different from other 4T60E applications. Never assume that these applications have a harsh shift due to misassembly. The service manual may show the incorrect assembly for these applications. The picture shows the correct assembly for these applications.
4.9L and Some 3.1L 12 Accumulator
12 Accumulator All Others
!
4T65E
Moan after TCC Apply

Some 4T65Es may exhibit a moan or growl after TCC applies. The noise is generally worse at lower road speeds, just as TCC applies. Overriding TCC by stepping on the brake will usually eliminate the noise. The problem is that a specific harmonic frequency is set up in the cooler line when TCC applies. The harmonic is transferred through the cooler lines and into the vehicle body. Many manufacturers correct this type of problem by providing tuned cooler lines. Check with your local dealer to see if updated cooler lines are available for your particular application. If an updated line isnt available, install the updated cooler line retaining bracket, #25714015. This bracket mounts to a support bar just behind the passenger-side cooling fan.
"
4T60E / 4T65E
Speedometer Reads MPH/KPH at a Stop

A number of 1997-98 G, C, H and W bodies (Riviera, Aurora, Park Ave, Lumina, Monte Carlo, Regal, Grand Prix) have been showing up with the speedometer showing the vehicle is moving while its fully stopped. This is usually due to EMI (Electromagnetic Interference) being induced into the VSS wiring. The problem is that the VSS wires are routed too close to high voltage or high current wires. Probable sources: Fuel injector wiring PCS (Pressure Control Solenoid) 4T65E only. Secondary ignition wires (spark plug and coil wires). Charging system. Try disabling the alternator and retest.
To correct this problem, reroute the VSS wires to the computer. Move them away from any source of interference.
#
4T65E
Slip or .lare During 12 or 34 Upshift

19992001 vehicles with a 4T65E transaxle may exhibit a slip or flare on the 12 shift. This usually occurs during cold temperatures and disappears after the transmission reaches operating temperature. It may also slip or flare on the 23 upshift. The 12 shift solenoid ball and seat may distort with changing fluid temperature, causing a leak when the solenoid is supposed to be closed. To correct this problem, replace the solenoid with an updated one, part number 24219819.
12 Shift Solenoid
$
4L60E
Engine Surges or Chuggles When TCC Applies

Many 19961997 C, K and G trucks and vans have been experiencing a surge or chuggle, especially when the converter clutch is applied. Heres a list of the possible causes for this problem: Driving conditions: Wind, rough roads; speak with the customer about other possible adverse driving conditions; verify the complaint. Drive train: Inspect the tires for abnormal wear patterns, check driveshaft, wheel bearings, ball joints, bushings and other drive train components for wear. TCC apply: Use a scan tool to check for excessive converter slippage. Does the converter clutch have a smooth apply? Engine accessories: Check all belt-driven components. Turn off A/C heater system to eliminate the A/C clutch cycling from being a possible cause. Engine: Check for vibrations caused by out-of-balance components, such as the flywheel, harmonic balancer, bent pulleys, etc. Monitor engine misfire counters with a scan tool. Ignition or fuel problems can cause engine surges or misfires that are amplified when the TCC applies. Engine Calibration: Use a scan tool to make sure the latest engine calibration software has been installed.
Revised Calibrations: If none of the conditions listed are present, and the engine calibration is the latest version, you may need to install the latest transmission calibrations. Check with your local dealership for the latest calibration.
%
4L60E

2nd Gear Starts; Binds in Manual Low

There are three common causes for 2nd gear starts or a bind in manual low on a 4L60E transmission: Broken 12 accumulator, commonly caused by a broken spring Defective or worn 12 accumulator seal Worn or defective 12 accumulator pin or pin bore
To prevent this from occurring, replace the 12 accumulator springs during every rebuild.
&
4L60E
Updates for 2000

34 Clutch Backing Plate
The backing plate of the 34 clutch was updated to prevent it from being installed upside-down. This update eliminated the chamfer on the backing plate. You can use the updated plate with earlier model units. Three selective thickness plates are available for adjusting clutch clearance: 4.2 mm ............... 24217453 5.6 mm ............... 24217516 5.9 mm ............... 24212461
'
4L60E
Updates for 2000 (continued)

New TCC PWM Solenoid
The TCC PWM solenoid was updated in 2000. This solenoid will retrofit to all units using a PWM TCC. You can identify this solenoid by its gray connector, and its snout is now molded plastic instead of steel. The reason for the update was to reduce the possibility of valve body bore wear. TCC PWM Solenoid.......... 24212690
Early Solenoid
Late Solenoid w/Plastic Snout
4L60E
Updates for 2000 (continued)

Updated Valve Body
Currently the most common 4L60E diagnostic trouble code is P1870 Converter Clutch Slip. To correct this problem, GM has redesigned the TCC pressure regulator valve, isolator valve and spring. The valve lands are now longer to improve the support of the valve in the bore and to help reduce side-loading.
4L60E
Pump Interchange
The non-PWM (pulse width modulated) pumps that were used only in the 93 to 94 model 4L60E are almost identical to the earlier 4L60 pumps. The main differences are the 4L60E pump stators dont have the D2 boost circuit drilled, and the bore for the filter is larger. In fact, because the non-PWM pumps are becoming increasingly harder to find, some parts remanufacturers have been machining the filter bores of 4L60 stators to meet the demands. This works, if done properly, but there are a few more things you will need to do:
4L60 Stator
4L60 .ilter Bore, 0.870" Bore Diameter
4L60E
Pump Interchange (continued)

4L60E .ilter Bore, 0.970" Bore Diameter
4L60E Stator
When converting a 4L60 stator, youll have to use the 4L60 boost valve assembly.
4L60E

Make sure the D2 boost circuit has the necessary exhaust: Drill a vent hole about 1 8" / diameter in the D2 boost passage.
If youre using a 4L60 stator, drill a 1 8" hole in the D2 boost / passage for an exhaust.
If the stator was from a unit with an auxiliary valve body, plug the forward feed tube passage.
If youre using the stator from a unit with an auxiliary valve body, plug the forward feed tube passage.
"
4L60E

Does this sound like a can of worms just to replace a pump? Actually, the only reason were covering this is in case you receive a rebuilt pump that was converted from a 4L60. We want you to know it can work, and show you what to check to make sure it will work. There is a much easier way to replace a bad pump in a non-PWM 4L60E: When GM introduced the PWM lockup system in 1995, the pump body and stator castings were redesigned. But you can use a complete PWM pump assembly in the 93 and 94 non-PWM transmissions without any modification. The difference between the PWM and non-PWM pumps is that converter charge now feeds directly from mainline, which is the same thing that happens when a technician grinds the center land of the pressure regulator valve for the commonly-used line-to-lube modification.
C A U T IO N
Never try to mix the halves from a PWM and a non-PWM assembly. A complete PWM pump assembly will work in a non-PWM transmission. But a nonPWM pump wont work in a PWM transmission.
The circles show where to look for the most obvious differences.
Non-PWM Stator
PWM Stator
4L60E

The circles show where to look for the most obvious differences.
Non-PWM Pump Body
PWM Pump Body
4L60E
Valve Body Changes

There are three basic versions of 4L60E valve bodies. In 1993 and 1994 the 4L60E used a non-PWM converter clutch, which was the same as the one used on the 4L60. These valve bodies used 4 solenoids.
1993 94 Valve Body Uses 4 Solenoids
4L60E

Valve Body Changes (continued)

In 1995, GM introduced the PWM converter clutch to the 4L60E. These valve bodies are exactly the same as the non-PWM valve bodies, except: they have an additional solenoid. the separator plate is different. they have a converter clutch regulator valve instead of a signal valve.
You can interchange these valve bodies with the earlier, non-PWM valve bodies as long as you swap the valves assembly and separator plate, and add the PWM solenoid.
1995 Valve Body Uses 5 Solenoids and a Non-Vented Manual Valve
&
4L60E
Valve Body Changes (continued)

In 1996, GM modified the 32 control valve; its now a switch valve, and uses a 1924 ohm, on/off solenoid, rather than a 9 14 ohm PWM solenoid. These valve bodies also use a vented manual valve bore. This provides a vent for the low/reverse clutch circuit while in the D4 range. Earlier, nonvented valve bodies trapped this circuit any foreign oil in the circuit could apply the low/reverse clutch. You cant benefit from this new vent by installing the manual valve on earlier valve bodies. The valve will work, but no differently than earlier valves. If you use an earlier manual valve on vented valve bodies,
1996 On Valve Body Uses 5 Solenoids and a Vented Manual Valve

youll lose all line pressure through the vent when the shifter is in park. The separator plate for 1996-and-later valve bodies is different than both earlier plates.
Late (Vented)
The vented manual valve has the longer second land. But it only provides a vent for the low/reverse clutch circuit when used with the vented valve body (arrow).
Early (Non-Vented)
'
4L60E
There are three different separator plates made for the 4L60E. Use this picture to identify which separator plate you have.
95-on (PWM) 93-95 only
93-94 only (Non-PWM)
!
4L60E HD
2001 Models
Identification
Model Tag: 1KZD RPO Code: M32 The 4L60E HD appears in sport utility vehicles with the 6.0L engine; these include the Grand Suburban, Denali, Denali XL, Centennial pickup, Yukon-XL and 2002 Cadillac Escalade.
New .eatures
5-pinion carriers made of powdered metal and assembled with bronze, bat-wing washers to support each pinion. Reaction Carrier: Part # 24218069 Input Carrier: Part # 24218063 Heavy duty sun shell and sun gear. HD Sun Shell: Part # 24217145 HD Sun Gear: Part # 24218234 A new, heavy duty output shaft that has been stress relieved through a shotpeening process during manufacturing, to increase durability. HD output shaft: Part #24217157
Reaction Carrier
!
4L60E HD

2001 Models (continued)

Thinner 34 frictions to make room for an extra clutch without changing the design of the input housing. Instead of six frictions, the drum now holds seven. Improved input and reaction shell thrust bearings were added to handle the increased thrust loads. Induction hardened turbine shaft. Induction hardening relieves internal stress and increases shaft strength. Heat-treated stator support splines reduce the tendency to strip under extreme loads. Aluminum bushings are used because they can handle higher loads than bronze. A heavy duty low roller clutch, with large rollers and an enhanced housing for increased load capacity. Low Roller Clutch assembly (plate kit w/rear piston, steels, center support and roller clutch): Part # 8687996
.eatures Carried Over from 4L60E

ECCC (Electronically controlled capacity converter clutch) Adaptive shift control Abuse and shift torque management. Shift stabilization Second gear starts in manual 2 Tow/Haul mode Service transmission monitor
4L60E / 4L80E
Possible No Shifts or Codes P0740, P0753, P0758, P0785, P1860

4L60E/4L80E transmissions may exhibit any or all of these trouble codes and driveability problems: P0740 P0753 P0758 P0785 P1860 TCC Solenoid Electrical Fault 12 Solenoid Electrical Fault 23 Solenoid Electrical Fault 32 Solenoid Electrical Fault TCC PWM Solenoid Electrical Fault
4L80E applications fail to shift, or will drop into second gear intermittently. The customer may complain that the vehicle is going to neutral at higher road speeds. 4L60Es fail to shift and may drop or stay in 3rd gear when the shift lever is in the OD position. Any or all of these codes may set: P0758, P0785, P1860, P0753, P0740. If the problem is intermittent, the system may not set a code.
This problem is caused by a poor crimp on one of the terminals for circuit 1020.
!!
4L60E / 4L80E
Possible No Shifts or Codes P0740, P0753, P0758, P0785, P1860 (continued)

Generally the crimp problem is cavity A2 at the bulkhead connector or (C100) on later model applications at connector C2, pins E2 and F2 of the UBEC (Underhood Bussed Electrical Center, used on many trucks.
Circuit 1020
Bulkhead Connector (C100) C100
!"
4L60E / 4L80E

Starting with 1998 S-10 trucks and all other trucks and vans, GM began using the UBEC (Underhood Bussed Electrical Connector) rather than the simple bulkhead connector. The UBEC consists of several PC boards which connect a number of circuits, including the ignition switch to the transmission. When the UBEC fails youll lose power to the transmission, resulting in failsafe or transmission solenoid codes. Unfortunately, you cant repair the UBEC like you could the earlier bulkhead connector. Instead, you must either bypass the UBEC or replace it.
UBEC C2 Connector
Inner .ender
!#
4L60E / 4L80E
C2 Connector
Terminal E2: Power to UBEC Terminal .2: Power from UBEC to Transmission UBEC
!$
4L60E / 4L80E
!%
4L60E / 4L80E
!&
4L60E / 4L80E

On VCM applications, if a code sets for only one or two solenoids or circuits, inspect the weatherpack seal at the VCM. You may find the seal is mispositioned, allowing water into the VCM connector. This may cause severe corrosion, which can degrade solenoid performance and cause codes to set. If corrosion is present, the VCM and the female terminals may require replacement. The ignition switch is also a common source of any or all of these problems. This holds true for the redesigned, 3-contact ignition switches used on the S-10s. To isolate this as a possible source of the problem, monitor pin voltage on circuit 1020 when the condition occurs. If the voltage drops below battery voltage, inspect the pins listed or the ignition switch for possible problems. If you find an open in the UBEC, youll have to replace it, as it is cant be disassembled and reassembled effectively.
!'
4L60E / 4L80E
Delayed Engagements; Low .luid Level

Some 4x4s with the 4L60E or 4L80E may experience delayed engagements, caused by low fluid level in the transmission. This could be due to external leaks, but in some cases may be caused by a leak in the seal that separates the transmission from the transfer case. If you dont see any signs of major external leaks, check the transfer case fluid level: If its high, the input shaft seal is probably the culprit. Possible Causes: External leaks Damaged or improperly manufactured transfer housing input shaft seal: Check transfer case fluid level: If level is high, inspect the transfer case input shaft seal.
To correct the problem, examine the transfer housing input gear and bearing carefully. Replace any part thats worn or damaged. Then replace the input shaft seal with part number 14095609. Remember to drain the transfer case, and refill with the proper fluid.
"
4L60E / 4L80E
Hard 12 Upshifts; 1999 Vehicles

Some 1999 vehicles equipped with the 4L60E or 4L80E transmissions may experience harsh 12 upshifts. This problem may be accompanied by one or both of these other problems: Hard 12 upshifts at heavy throttle. Shift may seem long with, a bump at the end.
One possibility for this problem may be a line pressure variation during the shift. The correction is to reflash the VCM with an updated calibration. These calibrations include changes in the line pressure tables.
Calibration Update: Hard 12 Upshifts

Vehicle C/K 2500 Engine/Trans 6.0L/4L80E Axle Ratio 3.73:1 4.10:1 Old Calibration Number 16253293 16253294 16264138 16264140 C/K 1500 4.8L/4L60E 3.42:1 3.73:1 4.10:1 5.3L/4L60E 3.42:1 3.73:1 4.10:1 16254164 16254166 16264200 16264201 16254202 16246203 New Calibration Number 16264187 16264188 16264205 16264206 16264165 16264167 16264243 16264244 16264245 16264246
"
4L80E
Harsh Shifts, Possible DTC 63

Vehicles equipped with a 4L80E transmissions and diesel engines (mostly 6.5L models) may experience a harsh shift complaint. This may be accompanied by code 63 in memory. The problem could be the vehicle has the wrong (or a faulty) BARO/boost sensor. Diesel applications use a BARO/boost sensor to determine altitude. Gasoline applications use a MAP sensor to determine manifold pressure. Although these sensors look identical, theyre calibrated differently. To correct this problem, install BARO sensor number 16006833 on diesel applications.
"
4L80E

Surge While Towing; 19961999 7.4L

A number of 199699 trucks with the 7.4L engine have been showing up with a surge while towing. Here are the symptoms you can expect: Vehicle surges only when pulling a trailer. How bad a surge varies based on vehicle speed, trailer weight, condition and type of suspension, and the trailer hitch location and configuration. Surge tends to reduce significantly or go away when the TCC releases.
To diagnose this problem: Monitor the MAP, MAF and TPS values with a scan tool while the problem is occurring. Look for fluctuations at steady throttle. If the MAP, MAF and TPS signals fluctuate under steady throttle, check for fuel- or emission-related problems such as EGR, fuel pressure, faulty or dirty injectors, and ignition problems. Monitor TCC slip and gear ratios. Inspect the trailer suspension and hitch for possible problems. Consider relocating the load in the trailer or relocating the position of the hitch (5th wheel applications).
If all other possibilities check out okay, a new calibration is available to change the TCC lockup speed. This will greatly reduce the surge. Use a scan tool to identify the current calibration and the chart below to select the proper calibration update.
Calibration Update: Surge While Tow ing

Model Year 1996 1997 1998 1999 Old Scan Tool Calibration Number 16227602 16227603 16243564 16267332 16216254 16232743 16232744 New Scan Tool Calibration Number 16241010 16241011 16241012 16241013 16241014 16241015 16241016
"!
4L80E
2nd Gear Starts in Manual 2nd

A 1999 through 2001 vehicle equipped with a 4L80E starts in second gear when M2 range is selected. This is normal operation: A calibration update was issued for the GMT800 Pickup/ Suburban. To improve traction in slippery weather, the VCM was programmed to provide 2nd-gear-only operation in manual 2nd. This feature is identical to the 4L60E truck.
""
4L80E
1999-and-Later Center Support and Sun Gear Shaft Changes

In 1999, GM added a 0.041" shim under the rear ring gear bearing. This raised the height of the sun gear by 0.041".
To offset this difference, they made a 0.041" recess in the under side of the support, where the bearing race sits.
1997 98
1999 On
"#
4L80E
1999-and-Later Center Support and Sun Gear Shaft Changes (continued)

This also required a change in the sun gear shaft. The machined area that contacts the center support bushing is 0.041" shorter. The two tubes are easy to mix up, except that the 1999-and-later shaft has a machined groove in the splined area.
1997 98
1999 On
"$
4L80E
1999-and-Later Center Support and Sun Gear Shaft Changes (continued)

You may interchange these components as a set but not individually. Obviously, if you omit the shim (or add it where it doesnt belong) you will affect the rear endplay. Mixing up the sun gear shaft and support will affect the height of the shoulder of the shaft. The shoulder of the shaft should be about 0.050" above the center support ring tower. Naturally, a mismatch will also affect the front endplay, but if you arent careful you could change the shim on the pump to make up for it, without noticing the direct drum resting on the center support ring tower. You will notice it when it comes back.
Incorrect
Correct
Incorrect
Late Shaft w/ Early Support Shoulder is almost flush with the support
Matching Shaft and Support Shoulder is about 0.050" above support Early Shaft w/ Late Support Shoulder is about 0.090" above support
"%
Allison LCT 1000
Normal Operating Conditions

The Allison LCT 1000 appears in GM heavy duty applications equipped with 8.1L gas and 6.6L Duramax diesel engines. Several conditions may be misdiagnosed as problems when in fact they are actually normal conditions, according to GM and Allison. Never attempt to repair any of these customer complaints: A clunk when shifting the transmission from reverse to park. This noise is simply the parking pawl engaging the park gear. A clunk or clicking noise in park during startup. This noise has been identified as hydraulic valve train movement or staging in anticipation of operation. A clunk when shifting from park while parked on a hill; a condition common to several transmissions. A light whine or humming noise when the vehicle is stopped with the engine idling. This is considered normal by Allison for the type of pump design they are using. A whining noise when the vehicle is moving. This is a typical planetary noise and is considered normal for the three-planetary design that Allison is using. The whine is most noticeable in 1st and 2nd gears. Shifts which arent driver initiated are a common complaint. The TCM that Allison uses has the ability to command upshifts, downshifts and TCC apply or release without any input from the customer. The customer may notice that during deceleration, engine braking may occur while going down a grade. In addition, the customer may notice the transmission shifting even though they are decelerating down a hill or traveling in hilly terrain. Some customers may comment on the firm shifts the LCT 1000 provides. The LCT 1000 uses a clutch-to-clutch shift, so youll feel a distinct firmness regarding both upshifts and downshifts.
GM uses the LCT 1000 in heavy duty applications only. This transmission is designed to withstand heavy use, so harsh shifts and certain noises are considered normal.
"&
.ORD UPDATES AND CHANGES
"'
.ord Updates and Changes

Contents
All Applications False Codes P1729 or P1781 .............. 51 VSS / PSOM Problems A4LD No Cooler Flow after Bellhousing Change ......................... 72
Codes 452 /P0500.............................. 52 A4LD, 4R44E / 4R55E Pump Identification ............................ 74 4R100 4R44E, 5R55E Squawking Noise in Reverse Backing up a Hill ............................. 57 4R44E: No 2nd, No 4th After Rebuild 5R55E: No 3rd, No 5th After Rebuild ... 77 No 34 Upshift or a 34 Shift Hunt When Using Cruise Control .............. 58 4R100 / E4OD P0605 (RAM Test Error) or P0603 (KAM Test Error).................... 59 No TCC Apply ..................................... 78 4R44E / 4R55E / 5R55E Low Line Pressure and No Line Rise ... 79 Extension Housing Leaks ................... 80
Valve Body Gasket and 4R70W Separator Plate ID ............................ 60 Multiple Transmission Codes Type 1 Case Gasket ......................... 62 after Installing Type 1 Valve Body Gasket ............... 63 Exchange Transmission ................... 81 Type 2 Case Gasket ......................... 64 AX4N / AX4S Type 2 Valve Body Gasket ............... 65 Type 3 Case Gasket ......................... 66 Type 3 Valve Body Gasket ............... 67 Type 4 Case Gasket ......................... 68 Type 4 Valve Body Gasket ............... 69 Plate ID ........................................... 70 No Reverse, Slips in Reverse ............... 71 No Movement after Rebuild; Valve Body, Converter or Internal Problem .............................. 82 CD4E Passenger Side Axle Seal Wear, Noise or Vibration ............................ 89
#
#
All Applications
.alse Codes P1729 or P1781

1999-2000 Econoline, Crown Victoria, Grand Marquis, and Town Cars may experience codes P1729 (4x4 Low Switch Error) or P1781 (4x4 Circuit Out of Self Test Range) in continuous memory. A check of the systems will show these to be false codes. Codes P1729 and P1781 are stored in continuous memory; they wont cause any driveability problems, or cause the Malfunction Indicator Lamp (MIL) or Transmission Indicator Lamp (TCIL) to light. Clear the codes from memory; if they return, ignore them. Repair any other codes per normal diagnostics. Dont replace or reflash the computer for these codes there is no correction for this problem at this time.
VSS / PSOM Problems

Codes 452 /P0500
There are a number of problems that can be related to the vehicle speed sensor (VSS). These problems can include: VSS related DTCs Hard upshifts Early or late upshifts No speedometer reading No speed reading with a scan tool
The first thing you need to do is to determine whether the problem is in the speed sensor itself, or if the signal is being altered by a problem in the circuit.
PCM
VSS
PSOM SCS GEM ABS/ 4WABS MSGC
#!
VSS / PSOM Problems

Codes 452 /P0500 (continued)
Check the signal at the VSS with it disconnected and the drive wheels spinning. Voltage should be a minimum of 0.5 VAC. If not, check the reluctor or gear; if everything else looks okay, replace the sensor.
2
Shown from the terminal side of the sensor.
VSS+
VSS
If the VSS checks out okay, the problem could be due to a failure in one or more of these modules. Each of these modules shares the VSS signal, so each has the capability of influencing the VSS circuit.
Instrument Cluster Connector (PSOM) ID Test Pin 3 Grnd VSS+ Test Pin 6
PSOM () PSOM (+)
Programmable Speedometer/ Odometer Module (PSOM) Vehicle Harness Connector

Shown from the terminal side of the harness connector.
#"
VSS / PSOM Problems

Speed Control Servo Connector ID
VSS+
GEM Module Connector ID
VSS+
##
VSS / PSOM Problems

ABS Connector ID VSS+
Message Center Connector ID
VSS+
#$
VSS / PSOM Problems

VSS+ (Pin 3) VSS (Pin 6) EEC-IV Connector ID VSS Only
VSS (Pin 33)
OBD-II Connector ID VSS Only
VSS+ (Pin 58)
#%
4R100
Squawking Noise in Reverse Backing up a Hill

Models affected: 1999 F250 Heavy Duty and Super Duty F-series trucks with 5.4L or 6.8L gas engines. This condition is often due to low line rise; the computer command for line rise isnt adequate for the conditions. To correct this, Ford has issued an update computer calibration. Use the transmission tag number and calibration number to determine whether the truck youre working on requires this update.
Ford Computer Calibration Update

Application 5.4L 49 State 5.4L CA 6.8L 49 State Transmission ID Tag MER NUY YHH AEO BIH DOZ MCM 6.8L CA EAP FOT JUR JTY MFG NRR Calibration Number 9 VZA-AF 9 VZA-BJ 9 WAA-AA 9 WAA-AC 9 WAA-AF 9 WAA-AH 9 WAA-AI 9 WAA-BC 9 WAA-BD 9 WAA-BL 9 WAA-BV 9 WAA-BY 9 WAA-BZ
#&
4R100
No 34 Upshift or a 34 Shift Hunt When Using Cruise Control

Models affected: 1999 F-series Super Duty pickups with 7.3L diesel engines may experience a hunt between 3rd and 4th gears when using cruise control. In some cases, they may lose 4th gear entirely. A calibration update has been issued to take care of this problem.
Ford Calibration Update

Application F-250/350 Federal F-450/550/650 Federal F-250/350 California Climate Warm Cold Warm Cold Warm Cold Transmission ID FIF NVK AGD CNH NSU FHP Calibration Code 9DTA-AR 9DTA-AU 9DTA-AS 9DTA-AV 9DTA-BH 9DTA-BK
#'
4R100 / E4OD
P0605 (RAM Test Error) or P0603 (KAM Test Error)

Some OBD-II vehicles equipped with a 7.3L DI Turbo diesel engines have been showing up with the MIL (Malfunction Indicator Lamp) on. When you pull the codes, either P0603 or P0605 will appear. These codes may be caused by aftermarket devices designed to enhance engine and transmission driveability. Typically these devices plug into the harness between the computer and the vehicle harness, or on the J3 connector located at the back of the computer. Some of the vehicles may exhibit poor driveability; others will seem to operate just fine. In either case, the MIL may be lit. To repair the code, youll need to remove the device and retest the vehicle for codes. If the problem doesnt return, the customer can then decide to leave it off, or return the vehicle to the person who originally installed device.
J3 Connector
$
4R100 / E4OD
Gasket ID
Valve Body Gasket and Separator Plate ID

There are four sets of valve body gaskets that cover 1989-2001 E4OD/4R100. Heres how to choose the correct set of gaskets, by examining just the separator plate. Step 1: Check location A. If it has a hole at A, use type 2 gaskets. If it doesnt have a hole at A, go to step 2.
Step 2: Check location B. If it doesnt have a hole at B, use type 4 gaskets. If it has a hole at B, go to step 3.
Step 3: Check location C. If it has a round hole at C, use type 1 gaskets. If it has a slot at C, use type 3 gaskets.
Separator Plate Identification

Plate Type 1 Type 2 Type 3 Type 4 Location A No Hole Hole No Hole No Hole Location B Hole Hole Hole No Hole Location C Round Hole Round Hole Slot Slot
$
4R100 / E4OD
Gasket ID (continued)
VB Gasket and Separator Plate ID (continued)
Location A
Location B
Separator Plate
Location C
4R100 / E4OD
Type 1 Case Gasket
E9TZ-7C155-B 1989 Gasket No Colors
$!
4R100 / E4OD
Type 1 Valve Body Gasket
E9TZ-7D100-B Plain Black Stripe
$"
4R100 / E4OD
Type 2 Case Gasket
.4TZ-7C155-A Yellow Stripe
$#
4R100 / E4OD
.5TZ-7D100-A Yellow Stripe
$$
4R100 / E4OD
Type 3 Case Gasket
.6TZ-7C155-A Green Stripe
$%
4R100 / E4OD
.6TZ-7D100-A Green Stripe
$&
4R100 / E4OD
Type 4 Case Gasket
.81Z-7C155-AA Blue Stripe
$'
4R100 / E4OD
.81Z-7D100-AB Blue Stripe
%
4R100 / E4OD
Plate ID

Even though there are only four different sets of gaskets to choose from, there are several separator plates. This chart can help you identify the separator plate you have by its identification notches. On applications with more than one listing, either separator plate will work.
Separator Plate Application
Year 1989 199095 Engine Siz e 7.3L, 7.5L, 5.8L 4.9L, 5.0L, 5.8L, 7.3L, 7.5L Separator Plate E9TZ-7A008-A F4TZ-7A008-A F5TZ-7A008-A 199095 4.9L, 5.0L, 5.8L, 7.3L, 7.5L F6TZ-7A008-B* F5TZ-7A008-B* 1996 4.9L, 5.0L, 5.8L, 7.3L, 7.5L F6TZ-7A008-B F7TZ-7A008-AA 1997 6.8L F7UZ-7A008-AA F8UZ-7A008-CA F81Z-7A008-EA 4.2L, 4.6L, 5.4L, 7.3L 1998 6.8L 7.3L (4R100 Only) 6.8L (E4OD) 19982000 20002001 19992001 4.2L, 4.6L, 5.4L Transmission Tags H, J, L, M Transmission Tags A, B, C, D, E, F F7TZ-7A008-AA F8UZ-7A008-AA F8UZ-7A008-BA F7TZ-7A008-AA F81Z-7A008-BA F81Z-7A008-DA 4 4 4 4 4 4 4 4 3 Plate ID Gasket Type 1 2
* These replacement separator plates will only retrofit if you update the entire valve body assembly to 1996 parts.
%
4R100 / E4OD
No Reverse, Slips in Reverse

The Ford 4R100 and E4OD early and late accumulator bodies aren't interchangeable. 1996-and-later accumulator bodies have only three exhaust slots; earlier bodies have four. If you install a 1995 accumulator body with four slots on a later unit, reverse oil will exhaust through the line modulator exhaust slot.
1996-and-Later Accumulator Body, with 3 Exhaust Slots
1995 Accumulator Body, with 4 Exhaust Slots
A4LD
No Cooler .low after Bellhousing Change

If you install an A4LD pump and plate on an unmodified 4R44/55E bellhousing, youll end up with no cooler flow. But you can easily modify the 4R44/55E bellhousing to work with the A4LD pump and plate.
IM P O R T A N T
This is a one-way interchange; theres no easy way to modify the A4LD bellhousing to work with the 4R44/55E pump and plate.
To modify the 4R44/55E bellhousing: Extend the lube circuit passage through the additional bolt hole in the 4R44/55E bellhousing. Use the pump plate to make sure the lube passage is completely clear.
Before Modification
After Modification
Remove the dam in the 4R44/55E bellhousing between the bolt hole and lube circuit.
%!
A4LD
No Cooler .low (continued)

Use the pump plate as a template to make sure the modified hole is extended enough to open the lube passage all the way through the plate.
Partially blocked passage; remove material until the hole is clear
%"
A4LD, 4R44E / 4R55E

Pump Identification
The 4R44E/4R55E bellhousing is the only individual part of the two pump assemblies that you can easily interchange, with just a simple modification. However, you can interchange the complete assemblies, as long as you keep the components together as a set. The following illustrations identify the differences in these assemblies, to prevent mismatching components.
%#
A4LD, 4R44E / 4R55E
Pump Identification (continued)
%$
A4LD, 4R44E / 4R55E
Pump Identification (continued)
%%
4R44E: No 2nd, No 4th After Rebuild 5R55E: No 3rd, No 5th After Rebuild
After a rebuild or valve body repair, some 4R44Es and 5R55Es may have some gears missing: 4R44E: No 2nd or 4th gears 5R55E: No 3rd or 5th gears
4R44E, 5R55E
One likely cause for this problem is the plug between the EPC boost valve and the forward modulator valve is installed backward. Use the photo to identify the correct way to install this plug.
%&
4R44E/4R55E
No TCC Apply
1995-96 model 4R44E/4R55E transmissions may experience no TCC application. This may be due to a broken tip on the TCC solenoid. The repair is simple: Replace the solenoid. The updated solenoid part number is F77Z7G136-AA.
Original Design
Updated Design
Original Design; Damaged
%'
4R44E / 4R55E / 5R55E

Soft shifts Slips on acceleration Ratio errors Burned clutches and bands
Low Line Pressure and No Line Rise

A number of 4R44E, 4R55E and 5R55E transmissions have been showing up with low line pressure and/or no line rise. Symptoms of these problems include:
One common cause for this is a weak or bent EPC solenoid bracket. This allows the EPC solenoid to back out of the bore, causing line pressure to drop too low. If you run into one of these units, check the bore and the solenoid for wear and install a new bracket, part # XL2Z-7L491-AA.
EPC Solenoid SSB
SSA
SSD/ CCS
TCC Solenoid
Solenoid Brackets SSC
&
4R44E / 4R55E / 5R55E

Extension Housing Leaks
A number of 19982000 Rangers equipped with the 3.0L engine have been showing up with extension housing leaks. A further inspection reveals that the bushing has seized onto the driveshaft yoke, and spun in the housing. One likely cause of this problem is the computer programming: These computers originally allowed the vehicle to reach speeds in excess of 95 MPH. The driveshaft yoke seizes in the bushing due to lack of lube at these speeds, which causes it to spin in the tail housing. To correct the leak, replace the tail housing with part # F77Z-7A039-CA, and install an updated driveshaft. To correct the actual source of the failure, have the processor reprogrammed to prevent the vehicle from reaching such high speeds.
Updated Driveshafts
Chassis Length 112" Wheelbase 118" Wheelbase 126" Wheelbase Ford P/N F87ZA-4602-AA F87ZA-4602-EA F87ZA-4602-PA
&
4R70W
Multiple Transmission Codes after Installing Exchange Transmission

In 1998 Fords 4R70W changed its transmission connector. The illustrations show the terminal ID.
Pre-1998 Connector 3 6 7 9 2 1 5 4 8
1 2 3 4 5
Pre-1998 4R70W Terminal Identification Pin Function Shift Solenoid 1 Shift Solenoid B+ TCC TFT Shift Solenoid 2 Pin Function 6 7 8 9 EPC B+ TCC B+ TFT Ground EPC Solenoid
1998-On Connector 2 1 3
1998-On 4R70W Terminal Identification Pin Function 1 2 3 4 TFT Ground TCC Solenoid Solenoid B+ TFT Signal Pin Function 5 6 7 EPC Solenoid Shift Solenoid 1 Shift Solenoid 2
4 7 6 5
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AX4N / AX4S
No Movement after Rebuild; Valve Body, Converter or Internal Problem

Whenever youre facing a unit that wont move after a rebuild, the first question is whether the problem is caused by the valve body, converter or an internal transmission problem. The first step in this type of diagnosis is to monitor the signal from the input speed sensor with the transmission in gear and the drive wheels stopped. If you have a signal, the input shaft is turning, so the converter must be transmitting power: The problem has to be either in the valve body, or caused by an internal problem. If theres no signal from the input speed sensor, the input shaft probably isnt turning. That means the problem is either in the valve body or converter; thats the problem well discuss here.
&!
AX4N / AX4S
No Movement after Rebuild (continued)

Converter or Control Problem?
Remove the cooler lines and start the engine. If cooler flow is good, the converter is full of oil. That means the valve body is doing its job, providing the oil necessary for the converter. So that solves the problem: The converter is the culprit. If you get little or no cooler flow it means theres no converter charge. This can be caused by a pump volume problem or a sticking converter regulator valve.
Pump Volume Problem?

If the pump volume is unable to meet the demands of the pressure regulator valve, the mainline regulator valve will cut off converter charge to maintain as much pump volume as possible. Check mainline and EPC pressures.
Mainline EPC
AX4N
&"
AX4N / AX4S

Pump Volume Problem (continued)
Direct Clutch
Mainline
EPC
AX4S/ AXODE
If mainline is extremely high, and EPC Normal May be a stuck pressure regulator valve. EPC High (up to but not over 100 PSI) May be a bad EPC solenoid or electrical problem. Test accordingly. EPC High (over 100 PSI) Remove the spring from the pressure failsafe valve and 16 block the valve toward the retaining clip with a 5/ " rubber checkball.
If mainline is extremely low, remove the side cover, and blow air into the mainline pressure tap. Look for signs of leaks in the mainline circuit. If there are no signs of leaks, you may have a bad pump.
&#
AX4N / AX4S
Pressure Problem
Remove the spring from the pressure failsafe valve and block the valve toward the retaining clip with a 5 / " rubber checkball. 16
AX4N Pressure .ailsafe Valve
AX4S Pressure .ailsafe Valve
&$
AX4N / AX4S

Converter Charge Problem
If mainline is normal, the converter charge passage in the pump shaft may be plugged, or the sleeve in the valve body rotated. Either of these conditions will cut off converter charge oil to the converter.
&%
AX4N / AX4S

Converter Charge Problem (continued)
The most common cause of no converter charge is the converter regulator valve sticks and blocks converter charge oil. To correct this problem, install a 20%30% heavier spring in the converter regulator valve.
Converter Regulator Valve
AX4N
&&
AX4N / AX4S

Converter Charge Problem (continued)
Converter Regulator Valve
AX4S
&'
CD4E
Passenger Side Axle Seal Wear, Noise or Vibration

A number of 1995-96 Contours and Mystiques have been showing up with a noise or vibration when moving. An inspection usually reveals excessive wear on the passenger side axle seal. A likely source of the problem is if the wrong bolt holes were used to mount the intermediate axle shaft bracket. The original bracket has two sets of bolt holes: One set is used for the MTX-75 (manual transaxle) and the other for the CD4E applications.
MTX-75 CD4E
CD4E Original Axle Bracket

To prevent this from happening any more, two axle support brackets are now available: One is for the MTX-75, the other for the CD4E. But this only prevents the problem if you use the correct bracket.
The CD4E retainer bolts use these holes
The MTX-75 retainer bolts use these holes
CD4E: .5RZ-3A329-.
MTX-75: .5RZ-3A329-E
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CHRYSLER UPDATES AND CHANGES
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Chrysler Updates and Changes

Contents
42LE Differential Disassembly and Setup .... 93 Differential Disassembly ..................... 94 Checking and Adjusting Pinion Depth .................................. 100 Setting Pinion Depth ........................ 103 Interpreting Your Reading ............. 106 Differential Preload ........................... 109 Pinion Shaft Preload ......................... 113 Differential Backlash ........................ 117 Output Shaft Preload ........................ 120 Sprockets and Chain ........................ 121 42RH Worn Manual Valve .......................... 126 46RE / 47RE Reverse Buzz .................................... 127 Front Clutch Failure ......................... 128 45RFE New Product Information .................. 129 TCM Operation ................................. 136 Torque Converter Lockup ................. 138 Pressure Testing ............................... 139 Air Pressure Tests ............................ 140
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'!
42LE
Differential Disassembly and Setup

In 1993, Chrysler introduced the 42LE in their Concord, Intrepid, and Vision models. In 1994 they added the New Yorker and LHS to the list. Today the 42LE is becoming popular as a rebuild prospect, and with it come certain procedures that are critical for a successful rebuild. One of the most critical procedures is setting up the differential, pinion shaft, and output shaft. The output shaft is simple; its very similar to the 41TE. The pinion is similar to the 41TE, but because its a helical-type arrangement you sometimes have to consider pinion depth. Finally, the differential; this is very similar to setting up the differential in a rear-wheel drive vehicle. Output shaft preload, pinion preload, and differential preload and backlash are procedures youll need to follow for every rebuild; well cover them later. Setting pinion depth isnt necessary during most rebuilds. But sometimes youll be faced with serious damage that requires replacement of the pinion bearings, or worse yet, replacement of the entire ring and pinion assembly. In either case, you must reset pinion depth. You must reset pinion depth anytime you replace the pinion shaft or pinion bearings. And youll need some special tools to set the pinion depth. Some of the tools are common, such as a dial indicator, bearing splitter, and miscellaneous hardware; you should already have these tools on hand. But there are a few tools that are especially made just for this process; youll need them as well. The picture shows all of the specialty tools well use for setting up the geartrain on this unit. Included are tools well use for setting the pinion depth, as well as all the procedures for adjusting preload and backlash.
'"
42LE
Differential Disassembly and Setup (continued)

Differential Disassembly
Once you have the valve body, pump, clutch drums, clutch packs and planetary gearsets removed from the transaxle, removing the differential is easy and doesnt require any special tools: Remove the inner and outer differential adjuster ring clamps.
Remove the outer differential adjuster ring from the differential side cover. Remove the differential side cover bolts, then carefully remove the side cover, without damaging the cover-to-case mating surfaces.
Remove the differential, then remove the inner differential adjuster ring.
'#
42LE

Differential Disassembly (continued)
The output shaft and pinion shaft are a bit more challenging. First you need to remove the drive chain: Measure the drive chain stretch to determine whether the chain is reusable (well discuss this procedure at the end of this section). Remove the snap ring and wave spring from each of the sprockets.
Install the special sprocket spreader tool between the sprockets.
Tighten the spreader until you can slide the sprockets up and off the output and pinion shafts easily.
'$
42LE

Remove and save the small plastic thrust washer from under the output sprocket.
The procedure for removing the nuts on the two shafts is the same: Grind or chisel the stake outward or off of each nut. Remove the nut from the shaft. Tools 6497 (nut wrench) and 6498 (shaft socket) make this easy. You may prefer using an impact gun to remove these nuts, but youll need these tools during reassembly, so you might as well have them available.
'%
42LE

Once you have the nuts removed from the shafts, press the two shafts out of the case. The output shaft pops right out through the case, usually requiring little more than a few good taps with a soft mallet to slide the shaft through the bearing. Locate and save the small selective metal shim from under the rear output shaft bearing.
The pinion shaft isnt quite as cooperative. Tap (or pound, if required) the pinion shaft toward the case to pop the rear bearing off the shaft.
But the rear bearing outer race still in the case prevents you from tilting the pinion shaft enough to remove it from the case. For this youll need the bearing-race-removal tool (6577). This is a must-have tool; the race is almost impossible to remove without it. Heres how it works:
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42LE


Install the jaws of the tool on the bearing. Install the tool. Tighten the nut.
and the race pops off. Retrieve the selective shim from under this bearing, too.
Remove the bearing shield plate from the case by gently tapping it out from behind, then you can easily remove the pinion shaft through the differential housing.
''
42LE

The next step is to remove the pinion shaft seals. For this you can simply use a large screwdriver or drift and drive them out through the rear of the case.
If the output shaft and front pinion shaft bearings and races are in good condition, theres no need to remove these three races from the case. The unit is now sufficiently disassembled, ready for parts inspection and cleaning.
N O T IC E
The bearing race bores in the case may have a layer of oxidation. This will cause an excessively tight fit when installing new bearing races. Its a good idea to lightly sand the case bores of any bearing races that you removed.

42LE

Checking and Adjusting Pinion Depth
Theres no need to check the pinion shaft depth unless the pinion shaft bearings, pinion and ring gears, or case need to be replaced. If these parts are okay, skip ahead to the next section. If you do need to perform this check, well assume that youre replacing the pinion bearings too, so well also cover how to do that. Remove the pinion shaft front bearing race from the case using a drift or long punch.
Lightly sand the race bore to remove any coating or oxidation. Remove the pinion bearing from the pinion shaft with a common bearing splitter and press.

42LE

Checking and Adjusting Pinion Depth (continued)
Theres a shim between the bearing and the pinion gear: This is the selective washer to check if you replace the pinion shaft or its bearings. Install the new pinion shaft front bearing race into the case. Youll need to keep the pressing force on the race in line with the race bore, to keep the race from jamming partway into place. But this isnt always easy to do. Chryslers special tool set (6494) is designed specifically for this purpose. It works great and ranks quite high on our Must Get tools list. You also need part of this tool set to perform the actual pinion depth measurement, which well discuss next.

42LE

Checking and Adjusting Pinion Depth (continued)
Make sure that the bearing race seats all the way down into its bore by trying to slip a thin feeler gauge between the race and the end of the case bore. If the feeler gauge goes in, the race isnt home yet. Keep pressing or bashing until the race is fully seated.
IM P O R T A N T
The tests and adjustments for pinion depth, differential preload, pinion shaft preload, and differential backlash must be performed in the order presented. Neither pinion depth nor pinion shaft preload can be checked with the differential in the case, differential preload cant be checked with the pinion shaft in the case, and so on.
!
42LE

Setting Pinion Depth
Youll need special tool 6549 for this, which is actually a kit that includes several tools. You will also need tool 6494-2, which is a large, disk-shaped part of tool 6494, the tool used to press the front pinion bearing race into the case.
The procedure is fairly simple: Install the centering block into the case, making sure it bottoms out in the adjuster bore.
"
42LE

Setting Pinion Depth (continued)
Place the new pinion shaft front bearing on the gauge disk (6549-3) and threaded rod included in the kit, and slide them into the case.
Set tool 6494-2 into the rear pinion bearing race bore, and run the special nut from the 6549 kit down the threaded rod, into tool 6494-2. Center the gauge disk on the bearing as you finger-tighten the nut.
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42LE

Insert your dial indicator into the locating block from the kit, locking it into place with the blocks set screw. Make sure that your indicator doesnt protrude beyond the back of the locating block. Remove the tip from your indicator and screw in the dial indicator extension from the kit.
Zero-out your dial indicator, using the tube-shaped special tool from the kit. Place your dial indicator through the tube, and then lay the fixture on a flat surface. Press down on your indicator and zero the dial indicator, then lock or tape the dial face in place so it doesnt move.
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42LE

To make your measurement, insert the dial indicator locating block into the center hole of the centering block in the case. Holding the locating block against the centering block, slowly rotate the indicator, sliding the indicator peg back and forth across the gauge disk to achieve the reading closest to zero.
Interpreting Your Reading

Since different types of indicators use different types of scales, which can involve different ways of interpreting readings, its easy to get confused when trying to figure out your actual measurement. Were going to try to make this a bit easier for you. Most dial indicators rotate clockwise when you push the indicator peg toward the dial. If yours does, youre looking for how many thousandths of an inch counterclockwise your needle is from zero.
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42LE

If your indicator rotates counterclockwise when you push it, count the thousandths clockwise from zero to the measurement. The indicator used in our example rotates clockwise.
Although the indicator needle is pointing to 0.060" on the dial, were going to ignore that and count counterclockwise from zero, arriving at a measurement of 0.040". One clue: Your measurement must be somewhere within the 0.023"0.047" range. If your reading is substantially different, then either youre measuring improperly; interpreting your measurements wrong; or the pinion shaft front bearing, race or gauge disk is out of position. Check the bearing race; it may not be pressed all the way into its bore. To select the proper pinion depth shim, youll need two things: 1. The measurement value from your dial indicator reading, and 2. The pinion adjustment factor, which youll add to or subtract from your measurement, to give you the required shim size.
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42LE

The pinion adjustment factor is the number painted on the pinion shaft, with either a plus or a minus sign in front of it. If your shaft doesnt have a number on it, the factor is zero. Ready for some twisted logic?
If the adjustment factor number on the shaft has a minus in front of it, add that number to your measurement to determine the shim size. If the shaft number has a plus, subtract that number from your measurement to determine the shim size.
The shaft used has a minus 3 printed on it, so we add 0.003" to the reading of 0.040", for a required shim size of 0.043". There are 17 shims to choose from, in increments of about 0.001", from 0.027" to 0.045". Once youve installed the correct shim on the pinion shaft and pressed the bearing into place, youre done with pinion depth.
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42LE

Differential Preload
Install the O-ring and seal onto the inner differential adjuster ring. Support the outside diameter of the inner adjuster while pressing the seal in, and only drive the seal in flush. Its easy to break the center out of the adjuster if you drive the seal too far into its bore.
C A U T IO N
Lube the O-ring and adjuster threads with gear lube, and then install the adjuster into the case using special tool (6502C) until its just flush with the differential side of the case.
Lube the differential bearings with gear lube, then place the differential carrier into the case.

42LE


Differential Preload (continued)
Check the cover and case mating surfaces for damage on the contact area. Repair any damage that would keep the cover from lying flat on the case. Install the differential cover without any sealer, and tighten the bolts to 20 ft-lbs.
Install the O-ring on the outer adjuster, but dont install the seal yet. Lube the O-ring and adjuster threads with gear lube. Install the outer adjuster into the case, being careful not to damage the O-ring as it enters the bore. You may want to use the side of a pick tip to help feed the ring into the bore. Use an inch-pound torque wrench with special tool 6503 to tighten the outer adjuster until you start to feel a bit of preload on the differential bearings. Using the torque wrench will make sense in just a moment.

42LE

Now youll set the turning torque for the differential. This is a bit tricky so follow closely: Use tool 6548, with a long extension and an inch-pound torque wrench, to measure the differential turning torque.
The proper turning torque for the differential carrier is: 19 to 23 inch-pounds for new bearings. 6 to 10 inch-pounds for used bearings.
Remember, youre checking for turning torque; in other words, the torque required to keep the differential turning, not starting torque, which is the torque required to start the differential turning. While youre measuring the turning torque, tighten (or loosen) the outer adjuster to change the amount of turning torque.

42LE

Keep in mind that youre using an inch-pound torque wrench on the outer adjustment tool (6503). What youre doing is measuring how much torque it takes to tighten the outer adjuster to achieve the proper differential turning torque usually requiring about 125150 in-lbs of torque on the outer adjuster ring. Heres why youre checking this torque: After you install the pinion shaft, you wont be able to measure the differential turning torque by itself, because the differential and pinion shaft will be engaged. But now we know how much adjuster torque is needed to achieve the correct differential turning torque! Youll use the torque applied to the outer adjuster to get back to the right differential turning torque, even though the pinion shaft is installed and engaged with the differential. Once youve recorded the adjuster torque needed to achieve the correct differential turning torque, remove the outer adjuster from the differential cover. Then remove the differential cover and differential. Theres no reason to remove the inner adjuster, so just leave it in the case.
!
42LE

Pinion Shaft Preload
Set the pinion shaft into the case, and hold it in place with the support fixture tool (6595). Or you can use a substitute that will load the shaft against the front pinion bearing race firmly enough during seal installation.
Slide the seal protector tool (6592) onto the pinion shaft so you dont damage the seals. Install the two pinion shaft seals one at a time using the special driver tool (6567A), which also controls the crucial seal installation depth.
"
42LE

Pinion Shaft Preload (continued)
Notice that the two seals have a different outside diameter; install the smaller of the two seals with the ridges on one side of it first, closer to the differential. These ridges must face away from the differential, with the seal lip and garter spring facing toward the differential.
The larger seal installs with its back against the smaller seal back, seal lip and garter spring facing away from the differential.
Install the bearing shield into the case.
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42LE

Slide the selective shim over the pinion shaft. Dont worry about which selective washer you use just yet; use the washer that came with the unit.
Drive the rear pinion shaft bearing race into the case bore, making sure it goes all the way down against the shoulder in the bore. Place the rear pinion bearing onto the shaft, then start a new pinion shaft nut on the shaft threads. Never beat on the bearing; the shaft is still being held by the support fixture at the other end of the shaft. You can use the nut to press the bearing into position on the shaft.
C A U T IO N
$
42LE

To tighten the pinion shaft nut, youll need the same two special tools used to remove it: the socket for turning the shaft (with a torque wrench this time), and the holding wrench for the nut.
The torque for the nut is 200 ft-lbs, and the turning torque for the pinion shaft is 1 to 8 inch-pounds. Measure the turning torque repeatedly as you tighten the nut. If you exceed the turning torque specification without reaching the tightening torque of the nut, stop and install a thicker selective washer. If you reach the 200 ft-lbs and have endplay on the shaft, youll need a thinner selective washer.
One you achieve both the proper turning torque and tightening torque, stake the nut so it wont back off. Chrysler has a special tool (6589) that makes staking the nut easy.
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42LE

Differential Backlash
To set differential backlash: Place the differential into the case. Clean and dry the differential side cover and case mating surface. Apply a thin bead of silicone to the side cover and install it onto the case. Tighten all the cover bolts to 20 ft-lbs. Tighten the outer adjuster until you get to the specification you recorded earlier. Remember, you cant check the turning torque of the differential, so you must tighten the adjuster to the specification you found earlier; this should provide the correct differential turning torque.
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42LE

Differential Backlash (continued)
Okay, once again the next part gets a bit tricky, so follow closely. You must now set the differential backlash: Place a dial indicator through the access hole, with the tip of the indicator resting on the side of one of the differential ring gear teeth.
Reach into the access hole and move the differential ring gear back and forth while you check the indicator. Make sure the pinion shaft doesnt move while youre checking the backlash.
The proper backlash is 0.0045" to 0.0105". If the backlash is incorrect, move the differential carrier closer to, or away from, the pinion shaft. To move the carrier toward the pinion, turn the inner adjuster away from the carrier a small amount, then turn the outer adjuster toward the carrier the exact same amount, until you reach the proper adjuster torque. Check the backlash again. Moving the carrier closer to the pinion shaft reduces backlash. Moving the carrier away from the shaft increases the backlash.
'
42LE

Differential Backlash (continued)
Its a pretty weird tool setup, so it may take some practice to get reliable readings. Once you have the backlash correct, recheck the tightening torque of the outer adjuster.
Remember, as youre adjusting the differential backlash, youre changing the turning torque on the differential, because youre moving the adjusters. Once you have both the backlash and adjuster torque set properly, youre finished with this part of the setup procedure: Secure the adjusters with the adjuster clamps. Install the stub shaft seal protector over the differential stub shaft and install the seal into the outer adjuster.

42LE

Output Shaft Preload
The next part of the process is setting up the output shaft. You must set the turning torque of the output shaft, just as you did the pinion shaft. The procedure for setting the output shaft turning torque is exactly the same as it was for the pinion shaft. You use the same tools, the turning torque is the same, and you measure it the same way. And since the procedure is virtually identical, refer to the pinion shaft preload section for this procedure.

42LE

Sprockets and Chain
The output sprocket uses a selective shim under it to raise or lower the output sprocket to align the two sprockets.
To set up and install the sprockets and chain: Place the shim that came with the unit on the output shaft. Place the sprockets on their shafts, without the chain in place. Place a straightedge across the sprockets. Carefully press on the straightedge, first over one sprocket, then the other.
The sprockets may be perfectly aligned, but its doubtful. Youll most likely find that when you press the straightedge over one sprocket, theres clearance between the other sprocket and the straightedge. If so, measure this clearance with a feeler gauge. You want less than 0.015" clearance between the sprocket and straightedge.
42LE

Sprockets and Chain (continued)
If the clearance is more than 0.015", replace the selective washer under the output sprocket with a different thickness washer, until you get the right clearance. Once you have the sprockets aligned, its time to install the chain: Place the chain on the sprockets. Use the special chain sprocket-spreading tool (6550) to spread the sprockets apart; tightening the chain and place this assembly on the shafts.
Loosen the tool while you turn the two shafts. Once the splines of the sprockets and shafts line up, the sprockets and chain will slide right down onto the shafts.
Install the spring washers and snap rings that secure the two sprockets.
!
42LE

The last measurement is the chain snubber clearance: Bolt the snubber in place. Tighten the chain by prying on the side of the chain opposite the snubber with a screwdriver or bar, then measure the clearance between the snubber and chain. Snubber-to-chain clearance should be 0.000"0.030". If you have too much clearance, replace the snubber.
"
42LE

While were at the chain, lets look at how you measure it for too much stretch: Pry on the chain the same way you did for checking snubber clearance. Measure the distance across the inside of the chain.
Pry the same side of the chain in the opposite direction, and measure the distance across the inside of the chain again.
If you have a difference of more than 1" between the two measurements, replace the chain. Naturally, now isnt the time to check for chain stretch; you should have done that before you took the unit apart. But this is a great time for showing you how to do it.
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42LE

This last page of the section provides charts of the shim thicknesses available for the differential setup procedure.
Transfer Shaft Rear Shims (Inches)

0.1390.140 0.1400.141 0.1410.142 0.1420.143 0.1430.144 0.1440.144 0.1450.146 0.1460.147 0.1470.148 0.1480.149 0.1500.150 0.1510.152 0.1520.153 0.1530.154 0.1540.155 0.1550.156 0.1570.158 0.1580.159 0.1590.160 0.1600.161 0.1610.162 0.1630.163 0.1640.165 0.1650.166 0.1660.167 0.1670.168 0.1690.169 0.1700.171 0.1710.172 0.1720.173 0.1730.174 0.1740.175 0.1760.176 0.1770.178 0.1780.179 0.1790.180 0.1800.181 0.1810.182 0.1830.183 0.1840.185
Output Shaft Rear Shims (Inches)

0.2030.204 0.2050.205 0.2060.207 0.2070.208 0.2080.209 0.2090.210 0.2110.211 0.2120.213 0.2130.214 0.2140.215 0.2150.216 0.2160.217 0.2180.218 0.2190.220 0.2200.221 0.2210.222 0.2220.223 0.2230.224 0.2250.226 0.2260.227 0.2270.228 0.2280.229 0.2300.230 0.2310.232 0.2320.233 0.2330.234 0.2340.235 0.2350.236 0.2370.237 0.2380.239
Output Sprocket Spacer Shims (Inches)

0.1040.112 0.1120.120 0.1200.128 0.1370.145 0.1450.153 0.1530.161 0.1620.170
These procedures are time consuming and precise, but they really are necessary. The tools used in these procedures run about $1000. Naturally you can improvise for some of them, but with others youll have to get the tools, because the right tools will let you do the job right the first time.
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42RH
Worn Manual Valve

Dodge has a recall on 1991 and 92 Dakotas with the 42RH transmission. The problem has to do with the manual valve wearing out. Dodge offers a replacement valve under kit number CBMT8710. You may not want to purchase the complete kit, since it includes the pan gasket, a filter and some other seals that you probably already have. But always check the manual valve for wear.
Manual Valve
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46RE / 47RE
Reverse Buzz
This complaint is very common. There have been a number of fixes designed to help combat this complaint, such as: Pressure Regulator Valve (Steel OEM): 4130169 Brass Screen (Aftermarket): Ask your supplier Servo Kit (OEM: Reverse Band Anchor, Reverse Boost Valve and Plug): 04897877AA Reverse Boost Sleeve (OEM): 52118761 Reverse Boost Plug (OEM): 52118763 Worn Manual Valve: Replace the valve body or get a good valve
All these repairs have fixed the problem at one time or another but none of them works every time. Pay special attention to the pump gears: Any wear across the face of the teeth can and will cause a buzz. Using the higher volume pump on 46RE and 47RE units will usually take care of this problem.
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46RE and 47RE

.ront Clutch .ailure
Make sure you inspect the seal surface of the front clutch carefully during every rebuild. Some front clutch drums werent finished properly, so they wear out the piston seal. If the seal surface isnt smooth all the way around, replace the front clutch drum. And make sure the inner seal isnt recessed too deeply into the seal groove. Some drums have seal grooves that are cut too deep, which prevents the seal from making adequate contact with the piston.
Check the seal surface indicated: If they arent smooth all the way around, replace the drum.

And make sure the seal protrudes slightly.
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45R.E
New Product Information

The 45RFE is used in the 1999-on Jeep Grand Cherokee, equipped with the 4.7L engine. The 42RE is still used with the smaller 4.0L engine in the Jeep Grand Cherokee. This can lead to some problems when giving quotes for servicing these vehicles. Make sure of the engine size to determine which unit youre dealing with.
Clutch Application
Shifter Position Park Reverse Neutral Overdrive 1st 2
nd
Low / Reverse
S eco n d
Overdrive
Fourth
Underdrive
Overrun
Reverse
2nd Prime 3rd 4th Limp In Manual 2 1st 2 Manual Low

nd
Limp In
0 L/R clutch is only applied when the output shaft speed is below 150 RPM.
Gear Ratios
Gear 1
st nd nd
Ratio 3.00:1 1.67:1 1.50:1 1.00:1 0.75:1 3.00:1
2 3
2 Prime
rd th
Reverse
!
45R.E
New Product Information (continued)

The primary mechanical components of the transmission are: Three multiple disc input clutches underdrive, overdrive, and reverse.
Reverse Reaction Plate Reverse Clutch Snap Ring (Selective)
Reverse Hub/Shaft Rev/OD Reaction Plate Snap Ring (Wave) OD Hub/Shaft Snap Ring (.lat)
Bearing Number 4
Bearing Number 3
Plate
Disc
Input Clutch Hub Seal
Seal
Snap Ring
UD Balance Piston Snap Ring
Snap Ring UD Hub/Shaft Bearing Number 2 OD Clutch Snap Ring (Taper)
Input Shaft Seal UD Piston Clutch Retainer Seal OD/Rev Piston Plate Spring Disc
Snap Ring (.lat)
UD/OD Reaction Plate (Selective)
Snap Ring
Belleville Spring
UD Clutch
!
45R.E

Three multiple disc holding clutches 2C, 4C and Low/Reverse).
2C Piston Seal Snap Ring
Disc Plate 4C Retainer Bulkhead
2C Bellville Spring
4C Piston Reaction Plate Snap Ring (Selective)
Seal Disc
Return Spring
Snap Ring
Snap Ring (Selective) Reaction Plate
Plate
Snap Ring
Overrunning Clutch Seal Seal Snap Ring Retainer Belleville Spring Piston
L/R Clutch Retainer
!
45R.E

Three planetary gear sets reaction, reverse and input.
Bearing Number 11 Bearing Number 10 Snap Ring Bearing Number 9 Bearing Number 8 Reaction Annulus Bearing Number 6 Reaction Planetary Carrier Reverse Planetary Carrier Input Sun Gear Input Planetary Carrier Input Annulus
Reaction Sun Gear Bearing Number 7 Thrust Plate
!!
45R.E
TCC Accumulator Valve

Dual-stage hydraulic oil pump, consisting of four TCC valves, a pressure regulator valve, two pumps (primary and secondary), and a bolt-on stator.
TCC Control Valve TCC Switch Valve
Oil Pump to Case Bolt (6)
TCC Limit Valve Pump Housing Pump Cover Valve Body Reaction Shaft Support Seal Pump Body Drive Gear Oil Pump
Pressure Regulator Valve
Sealing Rings (5)
Oil .ilter Seal
Driven Gears
!"
45R.E

Valve body low/reverse switching valves, solenoid switch valves, 7 checkballs, and a manual valve. Features five hydraulic accumulators overdrive, underdrive, 4C, 2C, and low/reverse.
Low/Reverse Accumulator Low/Reverse Switch Valve
Upper Valve Body
2C Accumulator 4C Accumulator Underdrive Accumulator Overdrive Accumulator Solenoid Switch Valve Manual Valve
TRS Selector Plate #4 #2 #3
#7
#5 #1
Clutch Passage Seals
#6
Detent Spring
!#
45R.E

Solenoid pack solenoids, pressure switches, range selector, and temperature sensor. There are 23 pins in the connector.
Transmission Terminal Identification
Shown from the pin side of the harness connector
Gray
Pin Function 1 2 3 4 5 6 7 8 9 10 11 12 Fused Ignition Switch Ouput (Run) L/R Solenoid Engine Starter Motor Relay TRS T41 Sense TRS T42 Sense Backup Lights Overdrive Solenoid TRS T3 Sense TRS T1 Sense Transmission Control Relay Output 4th Clutch Pressure Switch Pressure Control Solenoid Pin Function 13 14 15 16 17 18 19 20 21 22 23 TRS T2 Sense L/R Pressure Switch 2nd Clutch Pressure Switch Overdrive Pressure Switch Underdrive Solenoid Underdrive Pressure Switch 4th Clutch Solenoid 2nd Clutch Solenoid MS Solenoid Speed Sensor Ground Transmission Temperature Sensor
3 7 12 16 20 23
1 4 8 13 17 21
Pressure Control Solenoid
Solenoid Pack 23-Way Connector
Transmission Range Sensor

!$
45R.E

The Transmission Control Module (TCM) is the brain of the electronic control system and relies on information from various direct and indirect inputs (sensors, switches, etc.) to determine driver demand and vehicle operating conditions. With this information, the TCM can calculate performance in a timely manner, to optimize the shifts. Various output or control devices are used to achieve this, such as the solenoid pack, transmission control relay, etc.
TCM Operation
The 45RFE relies on full electronic control for all upshifts and downshifts. It features real-time adaptive closed-loop shift and pressure control. Direct Inputs: Battery (B+) Voltage Ignition (On) Voltage Transmission Control Relay (Switched B+) Throttle Position Sensor Crankshaft Position Sensor Transmission Range Sensor Pressure Switches Transmission Temperature Sensor Input Shaft Speed Sensor Output Shaft Speed Sensor Line Pressure Sensor
Indirect inputs: Engine/Body Identification Manifold Pressure Target Idle Torque Reduction Confirmation Engine Coolant Temperature Ambient/Battery Temperature DRB Scan Tool Communications
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45R.E
Direct Outputs:

TCM Operation (continued)
Transmission Control Relay Solenoids Torque Reduction Request
Indirect Outputs: Transmission Temperature (to ECM) PRNDL Position (to BCM)
Other responsibilities and functions of the TCM are: Storing and maintaining Clutch Volume Indexes (CVIs). Storing and selecting appropriate shift schedules, depending on shift lever position, throttle position, engine load, fluid temperature, and software level. System Self-Diagnostics Diagnostic Capabilities (with DRB scan tool) If you replace the TCM, youll have to perform the Quick Learn Procedure.
N O T IC E
Clutch Volumes
Clutch Low/Reverse Second Overdrive Fourth Underdrive Updated During 21 or 31 Downshift 32 Kickdown 23 Upshift 34 Upshift 43 Kickdown Clutch Volume 45 to 134 25 to 85 30 to 100 30 to 85 30 to 100
Now, with all that out of the way, lets get into some of the things that make this unit stand above others that are trying to achieve the same things.
!&
45R.E

Torque Converter Lockup
The lockup torque converter has four different working modes: No EMCC (Electronic Modulated Converter Clutch): When the L/R solenoid is off, theres no EMCC. Several conditions can cause this, such as a failure in the transmission or the TCM simply determines that, because of the load, it isnt needed. This may be normal. Partial EMCC: The L/R solenoid is modulated (duty cycled) to obtain partial lockup. The TCM maintains partial EMCC until conditions are right for it to switch to full lockup. During partial EMCC, some slip occurs. Partial EMCC usually takes place at lower road speeds, low load and light throttle. Full EMCC: The TCM increases the L/R solenoid duty cycle to 100% (full on) only after partial EMCC. The TCM brings the transmission input speed within the desired slip range of the engine speed, relative to engine RPM. Gradual-to-no EMCC: This is to soften the change from full or partial EMCC to no EMCC. This occurs at mid-throttle. The TCM decreases the duty cycle on the L/R solenoid to achieve this.
To determine how to control lockup, the TCM uses coolant temperature, engine RPM, vehicle speed, throttle position, and manifold vacuum. The TCC can be engaged in third gear while in D range, and in fourth gear in OD range, depending on the position of the overdrive control switch.
!'
45R.E

Pressure Testing
There are only three pressure tests you can perform from the outside of the 45RFE: T/C off (converter released), T/C on (converter applied), and line pressure, which requires a special adapter. This adapter allows you to check the integrity of the pressure transducer, as well as the working line pressure at idle. Compare the pressure reading on your scan tool to the gauge reading to determine whether the transducer is sending the correct signal to the TCM. Its possible to check all of the clutch circuits by using a special oil pan that lets you hook into virtually every circuit in the transmission. This pan must be used when checking oil pressures. The 45RFE uses closed loop control of the line pressure, so the pressure readings may very greatly, but should always follow line pressure. The pressure specs are: Upshift/downshift pressure for all shifts except the 34, 43 and 42 prime is 120 PSI. Upshift/downshift pressure for the 34, 43, and 42 prime is 100 PSI. Garage shift pressure for NR is 220 PSI. Garage shift pressure for RN and N1 is 120 PSI.
Transmission
Special Tool 8258
"
45R.E

Pressure Testing (continued) Air Pressure Tests
When air pressure testing, always regulate the air pressure to 30 PSI. You can perform these air pressure tests in the vehicle or on the bench when repairing this unit. Refer to for the different test port locations. Air pressure tests will enable you to determine the holding ability of the clutch drum being used. If the clutches are damaged, the test wont let you determine the holding ability of that clutch, but it does let you identify problems in the apply circuit.
4th Low/Reverse 2nd
Overdrive
Underdrive
Reverse
IMPORT UPDATES AND CHANGES
"
Import Updates and Changes

Contents
Nissan Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure ....... 143 RE4F02A and RL4F02A ................. 144 RE4F03A ....................................... 145 RE4F04A and 4F20E ..................... 146 RL4R01A, RE4R01A, R4A-EL and R4AX-EL ................. 147 RE4R03A ...................................... 148 JR403E ......................................... 149 Subaru 4-Speed ............................ 150 RE4R01A, RE4R03A, R4AEL, Subaru and JR403E Line Pressure Control Solenoid.... 152 RE4F02A Line Pressure Control Solenoid ......................... 152 RE4F03A, RE4F04A and 4F20E Line Pressure Control Solenoid.... 153 RE4F02A ....................................... 154 RE4F03A, RE4F04A and 4F20E .... 155 Nissan Trouble Code Diagnosis Code Retrieval Procedures ................ 166 Preliminary Check ............................ 167 All, Except J30, Q45 and Quest ........ 168 Quest Only ....................................... 168 J30 Only .......................................... 169 Q45 Only .......................................... 169 Reading Codes Most Systems ......... 170 Reading J30 Codes ........................... 172 Reading Q45 Codes .......................... 174 Diagnostic Trouble Codes ................. 175 Clearing Diagnostic Trouble Codes ... 175 Code 1: Revolution Sensor ................ 176 Code 2: VSS (Vehicle Speed Sensor) .. 178 Code 3: TPS (Throttle Position Sensor) ............... 181 Solenoid Codes ................................. 184 Code 8: Fluid Temperature Sensor Out of Range ............................................ 186
Code 9: Engine Revolution Signal ..... 188 RE4R01A, RE4R03A, R4A-EL, R4AX-EL, JR403E and Nissan Computer Pin Charts Subaru 4-Speed .......................... 156 All Up to 1998 RE4F02A ....................................... 157 Except RWD Vans and Wagons ...... 189 RE4F03A, RE4F04A and 4F20E .... 158 RE4R01A, RE4R03A, R4A-EL, R4AX-EL, JR403E and 1999-On ........................................... 193 Subaru 4-Speed .......................... 159 Subaru Computer Pin Charts Nissan RE4F02A Early Models .................................... 195 Low Pressure at Idle ......................... 160 Nissan RE4F04A and 4F20E Slides Through 2nd Gear, Upshifts 134 ............................... 163
All RWD Vans and Wagons Up to 1998 ..................................... 191
Late Models ...................................... 197
"
"!
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure

It isnt uncommon for electronically-controlled Nissan transmissions to have problems with line pressure. Whether its low mainline at idle, not enough line rise, or no line rise at all, the result will be soft shifts or burnt clutches and bands. Its a good idea to check pressures before any work is performed on the vehicle. But its absolutely necessary to check pressures when you reinstall the unit, even if it seems to work great. Most of these transmissions dont have a true line pressure tap. Instead, you can check line pressure by checking the forward clutch pressure when the units in D, S and L, and reverse clutch pressure when its in reverse. But remember, if forward clutch pressure is 20 PSI at idle, it could be a mainline pressure problem or it could be a leak in the forward clutch circuit. The point is, dont assume theres a problem with mainline pressure just because forward clutch pressure is low.
Mainline Pressure Specifications

Pressure in Drive (PSI) Transmission RL4F02A RE4F02A RL4F03A RE4F03A RE4F04A / 4F20E RL4R01A RE4R01A / RE4R03A Vehicle All All All All Quest / Villager All Others All 2WD 4WD 4WD Subaru 4-Spd 2WD / 4WD Idle 5464 5561 7580 7075 7075 7075 6167 6470 6874 6874 5774 6482 Full 175200 186198 155160 155160 170180 155165 128139 128139 148159 175186 148159 164182 Pressure in Reverse (PSI) Idle 5464 5561 125130 120125 120130 120130 97102 102108 95101 8894 102108 85100 Full 175200 186198 250260 265275 260270 245260 202213 201212 206218 219230 206218 206230
R4A-EL / R4AX-EL 2WD
""
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
RE4.02A and RL4.02A
Lockup Release Reverse Clutch
High Clutch
Mainline
Mainline
Governor (RL4.02A Only)
Low Clutch
Cooler .low (to Cooler)
Low/Reverse Brake
"#
Nissan
RE4.03A
.orward Clutch
Low/Reverse Brake
"$
Nissan
RE4.04A and 4.20E
Lockup Release .orward Clutch
Lockup Apply
Low/Reverse Brake
"%
Nissan
RL4R01A, RE4R01A, R4A-EL and R4AX-EL
Accumulator Vent Passage Plug
High Clutch/ Servo Release 3rd Gear
2nd Band Apply 4th Band Apply
Governor (RL4R01A Only)
Reverse
.orward Clutch
"&
Nissan
RE4R03A
High Clutch/Ser vo Release 3rd Gear A ccum ulator Vent Passage Plug
2nd Band A pply
4th Band A pply
Reverse
Overrun Clutch
.or ward Clutch
"'
Nissan
JR403E
Reverse
3rd Clutch/ Ser vo Release 3rd Gear 2nd Band A pply 4 Band A pply
th
A ccum ulator Vent Passage Plug
.or ward Clutch Overrun Clutch Low/Reverse Brake
Mainline
#
Nissan
Subaru 4-Speed
3rd Clutch
Lockup Apply
Overrun Clutch
.orward Clutch
#
Nissan
Subaru 4-Speed (continued)
Oil Pump Control Reverse Clutch 3rd Clutch/ Servo Release
Transfer Clutch
Oil Pump Outlet
Low/Reverse Brake Reverse Clutch 2nd Band Apply 4th Band Apply
#
Nissan
The most common reason for no line rise in Nissan transmissions with electronic pressure control is a bad line pressure control solenoid. The only way to purchase one of these solenoids separately is to order one for the RE4R01A, part # 31940-41X01. All Nissan line pressure control solenoids are the same, except for the bracket and wiring. The bracket is held on to the solenoid by a snap ring. To use this solenoid on other units, simply use the original connector and bracket from the unit youre working on, and splice the wires to the original connector.
RE4R01A, RE4R03A, R4AEL, Subaru and JR403E Line Pressure Control Solenoid
RE4.02A Line Pressure Control Solenoid
#!
Nissan
RE4.03A, RE4.04A and 4.20E Line Pressure Control Solenoid
Subaru 4-Speed
#"
Nissan
Another common reason for no line rise is insufficient feed to the line pressure control solenoid. Always enlarge the line pressure control solenoid feed orifice to 0.062", on every Nissan transmission you rebuild.
RE4.02A
Solenoid .eed Orifice
##
Nissan
RE4.03A, RE4.04A and 4.20E
#$
Nissan
RE4R01A, RE4R03A, R4A-EL, R4AX-EL, JR403E and Subaru 4-Speed
#%
Nissan
If you are getting line rise but not enough on all Nissans except RE4F02A, install a 25%30% stronger spring in the pilot valve and a 40%45% stronger spring in the pressure modifier valve. The RE4F02A doesnt use a pressure modifier valve, but you can still add a 25%30% stronger spring in the pilot valve. These modifications will greatly improve line rise and can be used as a normal rebuild procedure.
RE4.02A
Install a 25%30% stronger spring in the pilot valve.
#&
Nissan
RE4.03A, RE4.04A and 4.20E
Install a 40%45% stronger spring in the pressure modifier valve.
#'
Nissan
RE4R01A, RE4R03A, R4A-EL, R4AX-EL, JR403E and Subaru 4-Speed
Install a 40%45% stronger spring in the pressure modifier valve.
$
Nissan RE4.02A
Low Pressure at Idle
The RE4F02A has a unique way of controlling the pump slide. The job of the mainline regulator valve is to control pressure by dumping pump volume when mainline pressure is too high. When the mainline pressure is too high, the valve moves toward the spring and opens a passage that sends the excess oil through the converter relief valve to the converter. If this isnt enough to regulate mainline pressure, the valve moves farther toward the spring, sending pressure to the control cylinder. The control cylinder pushes the pump slide to lower the output volume.
$
Nissan RE4.02A
Low Pressure at Idle (continued)

The problem occurs when the area where the pump slide contacts the pump is either worn or machined wrong. When this happens, the first time the control cylinder moves the slide, the slide sticks hydraulically in a low volume position. This will cause low line pressure at idle.
When the area that the slide contacts is worn or machined wrong, the slide can stick hydraulically in a low volume position.
$
Nissan RE4.02A
Low Pressure at Idle (continued)

To correct or prevent the pump slide from sticking, block the control cylinder piston toward the cover. This will prevent the control cylinder from moving the pump slide. Its okay to do this during every RE4F02A rebuild.
Install the bushing here to block the control cylinder.
To prevent the pump slide from sticking, block the control cylinder piston toward the cover.
Single-seal type uses a THM 200-4R center support bushing.
Dual-seal type uses a THM 350 sun gear bushing.
$!
Nissan RE4.04A and 4.20E

Slides Through 2nd Gear, Upshifts 134

We havent found a consistent fix for these symptoms. Instead, there are a few modifications to cure the problems. You can perform these modifications, one by one, until the problem goes away, or you can perform them all at once. Step 1: Check mainline, and make sure its operating properly (covered in the previous section.) Step 2: Install a lighter spring in the 24 servo.
Return Spring
Install a lighter spring in the 24 servo
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Slides Through 2nd Gear, Upshifts 134 (continued)
Step 3: Install a heavier spring in the 12 accumulator piston.
Install a heavier spring into the 12 accumulator piston.
$#

Slides Through 2nd Gear, Upshifts 134 (continued)
Step 4: Enlarge the feed hole to the 12 accumulator piston to 0.072".
Enlarge the feed hole to the 12 accumulator piston to 0.072".
12 Accumulator .eed
$$
Nissan Trouble Code Diagnosis

Code Retrieval Procedures
Nissan and Infinity provide diagnostic trouble codes through one of four ways: Power (or Power Shift) Light O/D Off Light A/T Check Light Digital readout at the diagnostic information display
These systems indicate there are codes in memory by flashing the light 16 times every time you start the engine. The light used to indicate and display codes depends on the specific vehicle youre working on.
O/D Off Light
If the vehicle has a Mode switch, it indicates codes through the Power or Power Shift light.
Some Nissans and Infinities display trouble codes through the O/D Off light.
A/T Check Light Digital Display

The 300 ZX and J30s display diagnostic trouble codes through the A/T Check light.
Q45s display diagnostic trouble codes through a digital display.
$%

Code Retrieval Procedures (continued)
Preliminary Check
To enable Nissans to display any diagnostic trouble codes stored in memory, you have to run through a specific procedure. This puts the system into the mode to display diagnostic trouble codes. Before you can begin the code procedure, you must first run through a preliminary check, to prepare the vehicle for self-diagnosis, and to make sure the lights are working properly. Heres how to prepare the system to deliver codes. Step 1: Bring the engine to normal operating temperature. Step 2: Turn the key off. Step 3: Set the parking brake. Step 4: Turn the key on, engine off. Now youre ready to check the display light, to make sure its capable of working. This applies to all vehicles except the Q45. This procedure depends on what type of light and switches the vehicle uses: Step 1: Put the switch in the proper position: If the vehicle has an O/D Off button, work the button to make sure the O/D Off light comes on. Then work the button again to turn the light off. If the vehicle has a Mode button, work the button to make sure the Power or Power Shift light comes on. Then work the button again to turn the light off. Step 2: Turn the key off, and wait a few seconds. Step 3: Turn the key on, engine off. The indicator light on the dash should come on for a few second, then turn off. This is to check the light circuit, to make sure its capable of indicating codes. If the light doesnt come on now, check the light circuits operation before continuing the test procedure. Step 4: Turn the key off. Step 5: Move the shifter to D. Step 6: Turn the O/D Off switch off. Now youre ready to begin the specific procedure to retrieve codes. The procedure depends on which vehicle youre working on.
$&

All, Except J30, Q45 and Quest
Heres how to set the system to display diagnostic trouble codes, on all Nissans and Infinities, except the J30, Q45 and Quest: Step 1: Turn the key on, engine off, and wait for a few seconds. Step 2: Move the shifter to 2. Step 3: Turn the O/D switch on (light off). Step 4: Move the shifter to 1. Step 5: Turn the O/D switch off (light on). Step 6: Press the throttle to the floor and release it. Step 7: On vehicles that display codes through the O/D Off light, turn the O/D switch on. After performing this procedure, the computer system will display any diagnostic trouble codes by flashing the appropriate light on the dash.
Quest Only
Heres how to set the system to display diagnostic trouble codes on the Quest: Step 1: Hold the O/D Off button in, and turn the key on, engine off. Then wait for a few seconds, and release the button; at this point, the O/D Off light should be lit. Step 2: Move the shifter to 2. Step 3: Press and release the O/D Off switch; the O/D Off light should go out. Step 4: Move the shifter to 1. Step 5: Press and release the O/D Off switch; the O/D Off light should come back on. Step 6: Press the throttle to the floor and release it. After performing this procedure, the computer system will display any diagnostic trouble codes by flashing the O/D Off light on the dash.
$'

J30 Only
Heres how to set the system to display diagnostic trouble codes on the J30: Step 1: Turn the key on, engine off, and wait for a few seconds. Step 2: Move the shifter to 3. Step 3: Press the throttle to the floor, then release it. Step 4: Move the shifter to 2. Step 5: Press the throttle to the floor, then release it. Step 4: Move the shifter to the right this puts the shifter into Manual 1. Step 5: Press the throttle to the floor, then release it. After performing this procedure, the computer system will display any diagnostic trouble codes by flashing the A/T Check light on the dash.
Q45 Only
Heres how to set the system to display diagnostic trouble codes on the Q45: Step 1: Turn the odometer reset counter knob counterclockwise, and hold it there for the next step. Step 2: Turn the key on, engine off, and then release the odometer reset knob the odometer display should display AT CHECK. Step 3: Move the shifter to 3. Step 4: Press the throttle to the floor, then release it. Step 5: Move the shifter to 2. Step 6: Press the throttle to the floor, then release it. Step 7: Move the shifter to the right this puts the shifter into Manual 1. Step 8: Press the throttle to the floor, then release it. After performing this procedure, the computer system will display any diagnostic trouble codes on the digital odometer display.
%

Reading Codes Most Systems
Nissans and M30 Infinities display diagnostic trouble codes using an 11-flash sequence. The light flashes 11 times in a row; the sequence always starts with a long flash about two seconds long. Its followed by 10 shorter flashes. If there are no problems in the system, all ten flashes will be very short about 0.2 seconds each.
Heres how Nissans and most Infinities indicate no diagnostic trouble codes in memory.
On Off
But if the computer identifies a problem in the system, one of those 10 flashes will be longer nearly a full second long. Count the flashes: The long flash identifies the code in memory. For example, if the first flash after the two second flash is the long one, youre looking at code 1.
Heres how Nissans and most Infinities display diagnostic trouble code 1.
On Off
If the fourth flash is the longer one, youre looking at code 4.

And heres how Nissans and most Infinities display diagnostic trouble code 4.
On Off
If theres more than one code in memory, the computer displays all of the codes in the same pass. Heres how a system would display codes 1, 4 and 8 at the same time:
This is how Nissans and some Infinities would display codes 1, 4 and 8 at the same time.
On Off
%

Reading Codes Most Systems (continued)
After the code displays, the light remains off for about 21/2 seconds. If there are no other codes in memory, the computer repeats the code; if there are additional codes stored, the computer displays the next code in the sequence. If the light flashes on and off, in regular, one-second intervals, it indicates the battery is low or was disconnected long enough to interrupt the computer memory.
If the battery is low, or was disconnected long enough to affect the computers memory, the light will flash on and off in regular, one-second intervals.
On Off
If the light remains on or off, try performing the sequence again: You may have missed one of the steps in the procedure. If the light still remains off, look for a problem in one of these systems or circuits: shift lever position (inhibitor) switch 1-range switch kickdown switch idle switch (closed throttle position switch) overdrive switch display circuit system computer
%

Reading J30 Codes
Infinity J30s display diagnostic trouble codes using a 13-flash sequence. The light flashes 13 times in a row; the sequence always starts with a long flash about two seconds long. Its followed by 12 shorter flashes. If there are no problems in the system, all twelve flashes will be very short about 0.2 seconds each.
Heres how J30s indicate there are no diagnostic trouble codes in memory.
On Off
But if the computer identifies a problem in the system, one of those 12 flashes will be longer nearly a full second long. Count the flashes: The long flash identifies the code in memory. For example, if the first flash after the two second flash is the long one, youre looking at code 1.
Heres how J30s display diagnostic trouble code 1.
On Off

And heres how J30s display diagnostic trouble code 4.
On Off
This is how the J30 computer would display codes 1, 4 and 8 at the same time.
On Off
%!

Reading J30 Codes (continued)
After the code displays, the light remains off for about 21/2 seconds. If there are no other codes in memory, the computer repeats the code; if there are additional codes stored, the computer displays the next code in the sequence. If the light flashes on and off, in regular, one-second intervals, it indicates the battery is low, or was disconnected long enough to affect the computer memory.
If the battery is low, or disconnected long enough to affect the computer memory, the light will flash on and off in regular, one-second intervals.
On Off
If the light remains on or off, try performing the sequence again: You may have missed one of the steps in the procedure. If the light still remains off, look for a problem in one of these systems or circuits: shift lever position (inhibitor) switch 1-range switch kickdown switch idle switch (closed throttle position switch) display circuit system computer
%"

Reading Q45 Codes
The Infinity Q45 indicates diagnostic trouble codes through a digital display. This display doubles as the odometer display. During the diagnostic trouble code retrieval, you have to turn the odometer reset knob counterclockwise; this changes the odometer display to read AT CHECK.
Q45s display diagnostic trouble codes through a digital display.
Digital Display
After youve gone through the diagnostic trouble code retrieval procedure, any codes in memory will display in a hexadecimal format; that is, it will display any codes as a 1 through 10, or as an A through D.
1
Heres how a Q45 would display diagnostic trouble code 1.
If there are no codes in memory, the odometer will display OK.
O
Heres how a Q45 indicates there are no codes in memory.
%#

Diagnostic Trouble Codes
Here is a list of the diagnostic trouble codes that apply to Nissans. Remember, never condemn a component based solely on a code; always check the circuit and component before replacing any parts.
Diagnostic Trouble Codes All Except: 1 2 3 4 5 6 7 8 9 10 J30 1 2 3 4 5 6 7 8 9 10 11 12 Q45 Code Definition 1 2 3 4 5 6 7 8 9 A B C D AT CHECK Vehicle Speed Sensor (Revolution Sensor) Transmission Circuit Open or Shorted Vehicle Speed Sensor speedometer circuit Open or Shorted Throttle Position Sensor Circuit Open or Shorted Shift Solenoid A Circuit Open or Shorted Shift Solenoid B Circuit Open or Shorted Timing Solenoid or Overrun Clutch Solenoid Circuit Open or Shorted Lockup Solenoid Circuit Open or Shorted ATF Temperature Sensor circuit is Open, or the Computer Power Source is Insufficient Engine RPM Signal Circuit Open or Shorted Line Pressure Solenoid Circuit Open or Shorted Turbine Shaft Speed Sensor is Open or Shorted Line Pressure Solenoid Circuit Open or Shorted Engine Control Circuit between Engine and Transmission Computers is Open or Shorted Battery is Low, or Power was Disconnected Long Enough to Affect Computer Memory Inhibitor Switch, 1 Range Switch, Kickdown Switch, Idle Switch, Overdrive Switch, Display Circuit System or Computer
Regular Flashing On and Off Light Stays Off
Clearing Diagnostic Trouble Codes

Nissan clears any codes in memory automatically after youve repaired the problem, and started the engine twice.
%$

Code 1: Revolution Sensor
About the Sensor
The revolution sensor produces an AC signal that increases in voltage and frequency as output shaft speed increases. Typical voltage is about 0.5 VAC at a slow vehicle speed and can go as high as 1520 VAC in some cases. The sensor uses two wires, but the connector has three terminal cavities: terminal 3 is the ground wire for a shielded housing.
D
IA G N O S T IC
IP
While the computer uses the frequency to calculate vehicle speed, it wont recognize the signal if the voltage is below about 0.5 VAC. This is called the threshold voltage.
%%

Code 1: Revolution Sensor (continued)
Conditions to Set Code
The computer must see a signal from the VSS while receiving no signal from the revolution sensor.
Testing the Revolution Sensor

Pulse Generator Pin ID
Pin 1 2 3
Function Pulse Generator + Pulse Generator Shield Ground
Shown from the sensor side of the connector.
Resistance Test
The resistance should be between 500 600 ohms at normal operating temperature, but checking the resistance of the revolution sensor isnt a complete test. If the resistance is out of range, the sensor is bad. But even if the resistance is within specs, the sensor could still create insufficient voltage or a variation in frequency. Thats why you should always check sensor output too.
Revolution Sensor Output Test

With the sensor either connected or disconnected, probe the two wires with your digital meter or scope. With the drive wheels rotating, the signal voltage should be above 0.5 VAC. The frequency should be zero with the vehicle stopped, and should increase smoothly with vehicle speed.
%&

Code 2: VSS (Vehicle Speed Sensor)
About the Sensor
The VSS produces an AC signal that increases in voltage and frequency with vehicle speed. Typical voltage is about 0.5 VAC at a slow vehicle speed and can go as high as 1520 VAC in some cases. The combination meter (speedometer) uses the AC signal to toggle a 5-volt DC reference, which the computer uses to calculate vehicle speed.
VSS
Transmission Computer
Combination Meter (Speedometer)

The computer must see a signal from the revolution sensor and receive no signal from the VSS.
%'

Code 2: VSS (continued)
Resistance Test
The resistance should be about 200 ohms at normal operating temperature, but checking the resistance of the VSS isnt a complete test. If the resistance is out of range, the sensor is bad. But even if the resistance is within specs, the sensor could still create insufficient voltage or a variation in frequency. Thats why you should always check sensor output too.
Testing the Vehicle Speed Sensor
Sensor Output Test

With the VSS either connected or disconnected, probe the two wires with your digital meter or scope. With the drive wheels rotating, the signal voltage should be above 0.5 VAC, and can rise as high as 1520 VAC. The frequency should be zero with the vehicle stopped, and should increase smoothly with vehicle speed.
VSS connector shown from the sensor side of the connector
&

Code 2: VSS (continued)
VSS Signal to the Computer
While the VSS creates its own AC signal, the computer never actually receives that signal. Instead, the combination meter (speedometer) takes the AC signal, and creates a digital, 5-volt DC signal that varies in frequency; as the vehicle speed increases, the signal frequency increases with it. This is the signal that the TCM receives.
Testing the Vehicle Speed Sensor (continued)
Testing the DC Signal

To check the DC signal at the TCM, youll need a digital meter that reads DC frequency or an oscilloscope. Use the pin charts to find the VSS signal wire at the computer. Backprobe the VSS signal wire with your meter or scopes positive lead. Connect the negative lead to the computer signal ground. Rotate the drive wheels.
The signal from the speedometer should switch from zero to 5 volts. As you increase the wheel speed, the signal speed or frequency of the pulses should increase. On a meter, the signal voltage will average out to about 2.5 volts. The frequency of the signal should continue to increase with wheel speed. If the signal isnt correct, check these three items before condemning the speedometer: Make sure the VSS signal to the speedometer is correct. Make sure you have a good 5-volt reference signal to the speedometer. Make sure you have a good ground to the speedometer.
If these three items check out okay, the speedometer is probably the source of the problem.
&

Code 3: TPS (Throttle Position Sensor)
About the Sensor
The TPS provides a varying voltage signal to the computer. Inside the TPS are two additional switches: the idle switch and the full throttle switch. These switches supply the computer with a 12-volt signal, one at idle and the other at full throttle. But failure of the idle /full throttle switches will not set a code #3. The function and connector view is provided to avoid confusion while testing the TPS. The TPS signal travels through the short harness attached to the side of the TPS; the idle/full throttle signals use the connector molded to the TPS housing.
Throttle Position Sensor (TPS) harness connector shown from the switch side of the connector
Idle / Full Throttle Switch harness connector shown from the switch side of the connector

The computer must see a TPS signal below 0.2 volts or above 5 volts.
4 .5 4 .0 3 .5 3 .0 2 .5 2 .0 1 .5 1 .0 0 .5 0 .0
/1 4
/1 2
/3 4
lo
. u ll
se d
&

Code 3: TPS (continued)
Testing the TPS
1 2 3
5-Volt Reference TPS Signal Ground Idle Switch
4 5 6
.ull Throttle Switch
Backprobe terminal #1 at the sensor. Reference voltage should be about 5 VDC. If incorrect most Nissans supply reference voltage to the TPS from the TCM and the ECM. One of the computers should be able to provide the correct voltage. Splice in a new wire from the correct voltage source to the sensor.
Backprobe terminal #3 at the sensor. The ground circuit should have no more than 0.1 V. If incorrect, splice in a wire to the battery () terminal.
Backprobe terminal #2 at the sensor. Signal voltage should increase steadily with throttle opening. Any sudden dropouts or glitches in the signal can indicate a faulty sensor or wire returning to the ECM or TCM.
&!

Code 3: TPS (continued)
Testing the TPS at the Computer
Testing the TPS signal return voltage at the TCM is a valid test. Knowing that the return circuit is typically wired to the ECM first, and then is an output to the TCM can shorten diagnostic time. The circuit pin numbers and locations vary between vehicles at the computers. Check the signal output from the ECM. If the signal is incorrect, splice in a new wire from the input at the PCM to the input at the TCM.
&"
Nissan Trouble Code Diagnosis Solenoid Codes

About the Solenoids
All but one Nissan transmission use five solenoids: two shift solenoids, an overrun solenoid to control engine braking, a lockup solenoid, and a line pressure control solenoid.The R4AEL in a Mazda 929 uses a 6th solenoid together with a lockup PWM; this is an on-off solenoid. The chart indicates the code that each solenoid will set, and the specs for testing that solenoid.
Transmission Solenoid Specifications Solenoid A B Overrun Clutch Lockup Line Pressure Control R4AEL Lockup Control Normally Open Open Open Closed (PWM) Closed (PWM) Open Resistance 2030 2030 2030 2.55.0 2.55.0 2030 Current @ 13.0 VDC 0.430.65 amps 0.430.65 amps 0.430.65 amps Varies with Duty Cycle Varies with Duty Cycle 0.430.65 amps C ode 4 5 6 7 10

As soon as the ignition turns on, the computer begins monitoring current flow through each of the solenoid circuits. The computer will identify a solenoid problem if the current is either too high or too low.
Solenoid Diagnostic Tips

Solenoid codes are easy to fix as long as you keep in mind that only one or more of the following items can cause a solenoid code to set: Battery Voltage: Battery voltage directly affects current flow throughout all electrical circuits, including the solenoids. The system must maintain between 12.6 to 15.0 volts at all times. Insufficient Ground: Make sure the transmission case is well grounded. Poor Connections and Bad Wiring: Inspect the connectors first. If theyre good, consider replacing the wire in question, from the computer to the solenoid.
&#

Solenoid Codes (continued)
Solenoid Diagnostic Tips (continued)
Bad Shift Solenoids: Shift solenoids dont go bad electrically that often. But if you suspect a bad solenoid, try connecting some known good solenoids to the harness, outside of the case, before pulling the pan. Bad Computer: Before replacing the computer, try connecting a solenoid directly to the computer. Try to get as close to the computer connector as possible, cut the wire near the computer connector, and connect it directly to the known good solenoid (refer to pin chart).
&$

Code 8: .luid Temperature Sensor Out of Range About the Sensor
The fluid temperature sensor is a thermistor; a variable resistor that changes resistance based on temperature. The fluid temperature sensor is a Negative Temperature Coefficient (NTC) thermistor; that is, its resistance decreases as temperature increases. The computer supplies a 5-volt reference to the sensor. When the sensor is cold, its resistance is high, so the signal voltage will be high. As the temperature increases, the resistance through the sensor to ground decreases, so the voltage also decreases.
Transmission Fluid Temperature Sensor Specifications Fluid Temperature F 68 176 C 20 80 Resistance 2.5 k 0.3 k Voltage 1.56 V 0.45 V

The computer must read a signal that is out of range (open or shorted signal).
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Code 8: .luid Temperature Sensor (continued) Testing the .luid Temperature Sensor
The best way to test the fluid temperature sensor operation is to start when the system is cold, and then continue to monitor it as the system warms up. Heres how to check the sensor signal: Backprobe the fluid temperature sensor wire with the positive lead from your scope or digital meter. Connect the negative lead to a good ground. Start the engine, and check the signal. It should be high, depending upon the temperature outside.
Let the vehicle run with your meter connected. If possible, drive the vehicle while monitoring the sensor signal. As the transmission fluid warms up, the sensor signal voltage should continue to drop off smoothly. When the transmission temperature reaches normal operating temperature, the sensor signal should have dropped below about half a volt. If the sensor voltage is out of range, make sure you have a good connection to the sensor. If the connections are okay, but the sensor voltage drops off to zero or jumps to 5 volts, the sensors probably bad.
&&

Code 9: Engine Revolution Signal
About the Signal
The engine revolution signal isnt like other signals to the computer. Instead of coming from a dedicated sensor, the engine revolution signal is created by the engine control module (ECM) for the transmission computer. Its based on the signal the ECM receives from the crankshaft sensor. This is a digital signal that switches from zero to five volts. It varies in frequency based on engine RPM.
Testing the Engine Revolution Signal

Since the engine starts and runs, we have to assume the crankshaft sensor is working properly. Without the reference signal from the crankshaft sensor, the engine wont start. So with that in mind, you can narrow down the engine revolution signal failure to a few areas: The ECM isnt developing the proper signal. Theres an open or short in the wiring between the ECM and the transmission computer. The transmission computer isnt acknowledging the signal properly.
Check the signal from the ECM at the transmission computer with the engine running, using a scope or digital meter. If youre getting a signal at the transmission computer, the TCM itself is most likely the problem. If you dont have a signal at the transmission computer, run a new wire from the ECM to the transmission computer. If you still dont get a signal, the problem is most likely in the ECM.
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Nissan Computer Pin Charts

All Up to 1998 Except RWD Vans and Wagons
# ! " $ % & ' ! " # $ % & '
! " # $ % & ' ! ! ! !! !" !#

!$ !% !& !' " " " "! "" "# "$ "% "&
Pin 1 2 3 4 5 6 7 8 9 13 14 15 16 17 18 19
Function Line Pressure Control Solenoid Line Pressure Control Solenoid w/Drop Resistor O/D Off Light Or Power Indicator Light Ignition TCC Solenoid Shift Solenoid A Shift Solenoid B Overrun Clutch / 3-2 Control Solenoid Ignition Inhibitor Switch P/N (Some Models) Idle Switch Ground Inhibitor Switch 1 Inhibitor Switch 2 Inhibitor Switch D Inhibitor Switch P or N
Conditions Idle Full Throttle Idle Full Throttle O/D Off or In Power Mode O/D On Key Off Key On Solenoid Off Solenoid On Solenoid Off Solenoid On Solenoid Off Solenoid On Solenoid Off Solenoid On Key Off Key On In Park or Neutral All Other Ranges Idle Above Idle Always In Manual Low All Other Ranges In Manual 2 All Other Ranges In Drive All Other Ranges In Neutral or Park All Other Ranges
Signal 1.52.5 VDC <0.5 VDC 514 V D C <0.5 VDC <0.5 VDC B+ 0 VDC B+ <1.0 VDC 815 V D C <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC B+ 0 VD C B+ <1.0 VDC 5.0 VDC B+ <1.0 VDC <0.1 VDC B+ <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC
'

All Up to 1998 Except RWD Vans and Wagons (continued)
Pin 20 21 23 24 25 27 31 33 34 35 36 37 39 40 42 48 Function Inhibitor Switch R Full Throttle Switch Keep Alive Power Engine Speed Signal Revolution Sensor Vehicle Speed Sensor TPS Reference Voltage Transmission Fluid Temperature Sensor TPS Signal TPS Ground A/T Power Switch (Some Models) Cruise Control Signal O/D Select Switch O/D Cut Signal from Cruise Control A/T Comfort Switch (Some Models) Ground Conditions In Reverse All Other Ranges Full Throttle All Other Throttle Openings Key On Key Off Engine Running: Voltage Should Rise with Engine RPM Wheels Rotating: Voltage Should Rise with Vehicle Speed Vehicle Stopped Vehicle Moving Key Off Key On ATF @ 68 F (20 C) ATF @ 176 F (80 C) Idle Rises Gradually to Full Throttle Always Switch in Power Position Switch Not in Power Position ASCD Cruise Being Performed ASCD Cruise Not Being Performed O/D Switch On O/D Switch Off ASCD Cruise Released ASCD Cruise Applied Comfort Position On Comfort Position Off Always Signal B+ <0.5 VDC B+ <0.5 VDC B+ B+ 0.6-2.5 VDC >0.5 VAC 0 or 5 V D C 2.5 VDC 0 VDC 5 VDC 1.56 VDC 0.45 VDC 0.20.6 VDC 3.04.0 VDC <0.1 VDC B+ <1.0 VDC B+ <1.0 VDC 514 V D C <0.1 VDC 4.5-5.5 VDC <1.0 VDC B+ <1.0 VDC <0.1 VDC
'

All RWD Vans and Wagons Up to 1998
! ! " " # # $ $ % % & & ' ' ' ! ! ! " ! # !! $ !" % !# & !$
Pin 1 2 3 4 6 7 8 9 10 11 12 15 16 17 19 20
Function Inhibitor Switch 2 Inhibitor Switch 1 A/T Power Switch (Some Models) Idle Switch O/D Cut Signal from Cruise Control Full Throttle Switch Cruise Control Signal O/D Select Switch TPS Reference Voltage TPS Signal Transmission Fluid Temperature Sensor TPS Ground Revolution Sensor Full Throttle Switch Inhibitor Switch N or P Inhibitor Switch D
Conditions In Manual 2 All Other Ranges In Manual Low All Other Ranges Switch in Power Position Switch Not in Power Position Idle Above Idle ASCD Cruise Released ASCD Cruise Applied At Full Throttle All Other Throttle Openings ASCD Cruise Being Performed ASCD Cruise Not Being Performed O/D Switch On O/D Switch Off Key Off Key On Idle Rises Gradually to Full Throttle ATF @ 68 F (80 C) ATF @ 176 F (80 C) Always Wheels Rotating: Voltage Should Rise with Vehicle Speed At Full Throttle All Other Throttle Openings In Neutral or Park All Other Ranges In Drive All Other Ranges
Signal B+ <0.5 VDC B+ <0.5 VDC B+ <1.0 VDC B+ <1.0 VDC 4.55.5 VDC <1.0 VDC B+ <0.5 VDC B+ <1.0 VDC 514 V D C <0.1 VDC 0 VDC 5 VDC 0.20.6 VDC 3.04.0 VDC 1.56 VDC 0.45 VDC <0.1 VDC >0.5 VAC B+ <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC
'

All RWD Vans and Wagons Up to 1998 (continued)
Pin 21 22 23 24 25 26 28 29 30 31 32 33 34 35 36 Function Overrun Clutch / 3-2 Control Solenoid TCC Solenoid O/D Off Light or Power Indicator Light Vehicle Speed Sensor Engine Speed Signal Inhibitor Switch R Keep Alive Power Ignition Ignition Ground Ground Line Pressure Control Solenoid w/Drop Resistor Line Pressure Control Solenoid Shift Solenoid A Shift Solenoid B Conditions Solenoid Off Solenoid On Solenoid Off Solenoid On O/D Off O/D On or in Power Mode Vehicle Stopped Vehicle Moving Engine Running: Voltage Should Rise with Engine RPM In Reverse All Other Ranges Key On Key Off Key Off Key On Key Off Key On Always Always Idle Full Throttle Idle Full Throttle Solenoid Off Solenoid On Solenoid Off Solenoid On Signal <0.5 VDC B+ <1.0 VDC 814 V D C <0.5 B+ 0 or 5 V D C 2.5 VDC 0.62.5 VAC B+ <0.5 VDC B+ B+ 0 VDC B+ 0 VDC B+ <0.1 VDC <0.1 VDC 514 V D C <0.5 VDC 11.5 VDC <0.5 VDC <0.5 VDC B+ <0.5 VDC B+
'!

1999-On
' ! " ! # " $ # % $ & % ! ' & " # $ % !$ & ' ! ! "$ ! " "% !! " "& !" !# !$ !& !' "
"! "" "#
Pin 1 2 3 10 11 12 13 16 17 18 19 20 22 24 25
Function Line Pressure Control Solenoid Line Pressure Control Solenoid w/Drop Resistor TCC Solenoid Ignition Shift Solenoid A Shift Solenoid B O/D Off Light Idle Switch Full Throttle Switch O/D Cut Signal from Cruise Control Ignition Overrun Clutch / 32 Sontrol Solenoid O/D Select Switch O/D Cut Signal from Cruise Control Ground
Conditions Idle Full Throttle Idle Full Throttle Solenoid Off Solenoid On Key Off Key On Solenoid Off Solenoid On Solenoid Off Solenoid On O/D Off O/D On or In Power Mode Idle Above Idle Full Throttle All Other Throttle Openings ASCD Cruise is Released ASCD Cruise is Applied Key Off Key On Solenoid Off Solenoid On O/D Switch On O/D Switch Off ASCD Cruise is Released ASCD Cruise is Applied Always
Signal 1.52.5 VDC <0.5 VDC 514 V D C <0.5 VDC <1.0 VDC 814 V D C 0 VD C B+ <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC B+ B+ <1.0 VDC B+ <0.5 VDC 4.55.5 VDC <1.0 VDC 0 B+ <0.5 VDC B+ 514 V D C < 0.1 VDC 4.55.5 VDC <1.0 VDC <0.1 VDC
'"

1999-On (continued)
Pin 26 27 28 29 30 31 32 33 34 35 36 39 40 41 42 45 47 48 Function Inhibitor Switch 1 Inhibitor Switch 2 Keep Alive Power Revolution Sensor EC M EC M TPS Reference Voltage EC M Inhibitor Switch D Inhibitor Switch R Inhibitor Switch N or P Engine Speed Signal VSS TPS Signal TPS Ground Brake Switch Transmission Fluid Temperature Sensor Ground In Drive All Other Ranges In Reverse All Other Ranges In N or P All Other Ranges Engine Running: Frequency Should Rise with Engine RPM Vehicle Stopped Vehicle at Speed (DC Frequency) Idle Rises Gradually to Full Throttle Always Brake Pedal Applied Brake Pedal Released ATF @ 68 F (20 C) ATF @ 176 F (80 C) Always B+ <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC 0.62.5 VDC 0 or 5 V D C 2.5 VDC 0.20.6 VDC 3.04.0 VDC <0.1 VDC B+ 0 VD C 1.56 VDC 0.45 VDC <0.1 VDC Key Off Key On 0 VD C 5 VD C Conditions In Manual Low All Other Ranges In Manual 2 All other ranges Key On Key Off Wheels Rotating: Frequency Should Rise with Vehicle Speed Signal B+ <0.5 VDC B+ <0.5 VDC B+ B+ >0.5 VAC
'#
Subaru Computer Pin Charts

Early Models
! ! " " # # $ $ % % & & ' ' ' ! ! ! " ! # !! $ !" % !# & !$
Pin 1 2 3 4 5 6 8 9 10 11 12 13 14 15 16 18
Function Inhibitor Switch 3 Inhibitor Switch 2 Brake Switch Idle Switch Speed Sensor 2 O/D Cut Signal from Cruise Control Cruise Control Signal 1 Gear Hold Switch FWD Switch TPS Signal Transmission Fluid Temperature Sensor Manual 2 Indicator Light Inhibitor Switch Park TPS Ground Revolution Sensor Keep Alive Power
st
Conditions In Manual 3 All Other Ranges In Manual 2 All Other Ranges Brake Pedal Applied Brake Pedal Released Idle Above Idle Drive Wheels Stopped Drive Wheels Rotating ASCD Cruise Released ASCD Cruise Applied ASCD Cruise Being Performed ASCD Cruise Not Being Performed Switch On Switch Off FWD On FWD Off Idle Rises Gradually to Full Throttle ATF @ 68 F (20 C) ATF @ 176 F (80 C) In Manual 2 All Other Ranges In Park All Other Ranges Always Wheels Rotating: Frequency Should Rise with Vehicle Speed Key Off Key On
Signal <0.1 VDC B+ <0.1 VDC B+ B+ <1.0 VDC B+ <1.0 VDC <0.1 or 5 VDC 5.0 V Pulses 4.55.5 VDC < 1.0 VDC B+ <1.0 VDC 514 V D C < 0.1 VDC <0.1 VDC B+ 0.20.6 VDC 3.04.0 VDC 1.56 VDC 0.45 VDC <0.1 VDC B+ <0.1 VDC B+ <0.1 VDC >0.5 VAC B+ B+
'$

Early Models (continued)
Pin 19 20 21 22 23 24 25 26 28 29 30 31 32 33 34 35 36 Function Inhibitor Switch N Inhibitor Switch D Overrun Clutch / 32 Control Solenoid TCC Solenoid O/D Off Light or Power Indicator Light Transfer Clutch Solenoid Engine Speed Signal Inhibitor Switch R Oil Temperature Light Ignition Ignition Ground Ground Line Pressure Control Solenoid w/Drop Resistor Line Pressure Control Solenoid Shift Solenoid A Shift Solenoid B Conditions In Neutral All Other Ranges In Drive All Other Ranges Solenoid Off Solenoid On Solenoid Off Solenoid On Off On or in Power Mode 2WD Mode 4WD Mode Engine Running: Frequency Should Rise with Engine RPM In Reverse All Other Ranges Light On Light Off Key Off Key On Key Off Key On Always Always Idle Full Throttle Idle Full Throttle Solenoid Off Solenoid On Solenoid Off Solenoid On Signal <0.1 VDC B+ <0.1 VDC B+ <0.5 VDC B+ <1.0 VDC 814 V D C <0.5 VDC B+ <0.1 VDC Varies 0.62.5 VDC <0.1 VDC B+ <0.1 VDC B+ 0 VD C B+ 0 VD C B+ <0.1 VDC <0.1 VDC 514 V D C <0.5 VDC 514 V D C <0.5 VDC <0.5 VDC B+ <0.5 VDC B+
'%

Late Models
! " # $ % & ' ! " # $ % & ' ! " # $ % & ' ! " # $ % & ' ! " # $
Connector A
Pin A1 A2 A3 A5 A6 A7 A8 A9 A 10 A11 A 14 A 16 A 20 Function Ground FWD Switch Cruise Control Signal ABS Signal Manual Switch Brake Switch Inhibitor Switch N Inhibitor Switch P Inhibitor Switch R VSS Keep Alive Power Idle Switch Ground
Connector B
Connector C
Signal <0.1 VDC B+ <0.1 VDC B+ <1.0 VDC <0.1 VDC 610 V D C <0.1 VDC B+ B+ <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC 0 or 5 V D C 2.5 VDC B+ B+ <0.1 VDC 36 V D C <0.1 VDC
Conditions Always Fuse Removed Fuse Installed ASCD Cruise Being Performed ASCD Cruise Not Being Performed Switch On Switch Off Switch On Switch Off Brake Pedal Applied Brake Pedal Released In Neutral All Other Ranges In Park All Other Ranges In Reverse All Other Ranges Vehicle Stopped Vehicle at Speed (DC Frequency) Key On Key Off Idle Off Idle Always
'&

Late Models (continued)
Pin B1 B2 B3 B4 B6 B7 B8 B 10 B 12 C1 C3 C5 C7 C8 C 10 C 13 C 14 C 15 Function Inhibitor Switch D Inhibitor Switch 3 Inhibitor Switch 2 Inhibitor Switch 1 Ignition Ground TPS Signal Transmission Fluid Temperature Sensor Pulse Generator Ignition FWD Solenoid TCC Solenoid Line Pressure Control Solenoid w/Drop Resistor Line Pressure Control Solenoid Ground Shift Solenoid B Shift Solenoid A Overrun Clutch / 32 Control Solenoid Conditions In Drive All Other Ranges In Manual 3 All Other Ranges In Manual 2 All Other Ranges In Manual 1 All Other Ranges Key Off Key On Always Idle Rises Gradually to Full Throttle ATF @ 68 F (20 C) ATF @ 176 F (80 C) Wheels Stopped Wheel Rotating Key Off Key On FWD Fuse In FWD Fuse Out Solenoid Off Solenoid On Idle Full Throttle Idle Full Throttle Always Solenoid Off Solenoid On Solenoid Off Solenoid On Solenoid Off Solenoid On Signal B+ <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC 0 B+ <0.1 VDC 0.20.6 VDC 3.04.0 VDC 1.56 VDC 0.45 VDC 0 0.5 AC 0 B+ B+ 0.5 VDC <1.0 VDC 814 V D C 2.5 VDC <0.5 VDC 514 V D C <0.5 VDC <0.1 VDC <0.5 VDC B+ <0.5 VDC B+ <0.5 VDC B+
RE.ERENCE
''
Reference
Contents
Conversion Tables ............................................................... 200 Resistor Values ................................................................... 203 Ohms Law .......................................................................... 204 Electrical Power .................................................................. 204 Electrical Formulas ............................................................. 205 Resistors in a Series Circuit ............................................. 205 Two Resistors in a Parallel Circuit .................................... 205 Multiple Resistors in a Parallel Circuit ............................. 205 Two Capacitors in a Series Circuit.................................... 205 Multiple Capacitors in a Series Circuit ............................. 205 Capacitors in a Parallel Circuit ........................................ 205 Schematic Symbols ............................................................. 206 Glossary of Electrical Terms ................................................ 208 Abbreviations ...................................................................... 213 Numeric Equivalents ........................................................... 213

RE.ERENCE
Conversion Tables
Area
Multiply By To Obtain Multiply
Distance
By To Obtain
In In In Ft Ft m cm mm
645.2 6.452 0.0069 0.0929 144.0 10.764 0.155 0.00155
mm cm Ft m In Ft In In
in in mm cm ft ft meter mile km
25.4 2.54 0.0394 0.3937 0.3048 5280.0 3.2808 1.6093 0.6214
mm cm in in meter miles ft km mile
area of a circle = r area of a cylinder = rh

= 3.14
r = Radius
h = Height
Multiply
Pressure
By To Obtain
Temperature
(F 32) x 5 9 = C (C x 9 5) + 32 = F
PSI PSI PSI kPa bar kg/cm Hg mbar
0.0703 0.0689 6.8948 0.14503 14.503 14.2233 34.0136 0.0294
kg/cm bar kPa PSI PSI PSI mbar Hg
RE.ERENCE


Torque
Multiply
Weight
By To Obtain
Grams Ounces Ounces Pounds Pounds Pounds Tons Tons Kilograms Kilograms
0.03527 28.3495 0.0625 16.0 0.0005 0.4536 2000.0 907.18 2.20462 0.001102
Ounces Grams Pounds Ounces Tons Kilograms Pounds Kilograms Pounds Tons

Multiply Cubic in. (in 3) Cubic in. (in 3) Cubic in. (in 3) Liters Cubic cm (cm 3) Cubic mm (mm3) By 0.01639 16.387 16387.0 61.025 0.06103 To Obtain Liters Cubic cm (cm 3) Cubic mm (mm3) Cubic in. (in 3) Cubic in. (in 3)

Multiply By To Obtain
Quarts Pints Ounces LIters LIters Liters
0.94633 0.4732 0.02957 1.05672 2.11344 33.81497
Liters Liters Liters Quarts Pints Ounces
0.000061 Cubic in. (in 3)
RE.ERENCE

Duty Cycle (%)
Feed Controlled
Degrees Dwell Voltage*
100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
90.0 85.5 81.0 76.5 72.0 67.5 63.0 58.8 54.0 49.5 45.0 40.5 36.0 31.5 27.0 22.5 18.0 13.5 9.0 4.5 0.0
60 57 54 51 48 45 42 39 36 33 30 27 24 21 18 15 12 9 6 3 0
45.00 42.75 40.50 38.25 36.00 33.75 31.50 29.25 27.00 24.75 22.50 20.25 18.00 15.75 13.50 11.25 9.00 6.75 4.50 2.25 0.00
14.0 13.3 12.6 11.9 11.2 10.5 9.8 9.1 8.4 7.7 7.0 6.3 5.6 4.9 4.2 3.5 2.8 2.1 1.4 0.7 0.0
RE.ERENCE
!
Resistor Values
If you can read the bands on a ceramic resistor, you can determine its resistance value and its tolerance: The first two bands indicate the first two digits of its resistance value. The third band indicates the number of zeros to add. The fourth band indicates the tolerance. Resistance Values
54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321
4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321
54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321
4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321

"
RE.ERENCE
Ohms Law
VOLTS AMPS OHMS
Electrical Power
WATTS VOLTS AMPS
RE.ERENCE
#
Electrical .ormulas

RTOTAL = R1 x R 2 R1 + R 2

RTOTAL = 1 + R1 1 1 + R2 1 R3


CTOTAL = 1 + C1 1 1 + C2 1 C3

$
RE.ERENCE
Schematic Symbols
+ V
Battery
Power
Ground
Connected Wires
Unconnected Wires
.use
Circuit Breaker
Bulb
Meter
Pushbutton Switches
On/Off Switches
NC Switch
NO Switch
NC Switch
NO Switch
Transformer (Coil)
Relay
RE.ERENCE
%

.ixed Resistor Variable Resistor Potentiometer
Diode
Zener Diode
LED
Photodiode
+ .ixed Capacitor .ixed Capacitor (Polarized) Variable Capacitor
B
B
NPN Transistor
PNP Transistor
Phototransistor
Crystal
&
RE.ERENCE

RE.ERENCE
'


RE.ERENCE

RE.ERENCE


RE.ERENCE
Abbreviations
RE.ERENCE
!
Numeric Equivalents
1
Millimeters 0.1981 0.3429 0.3683 0.3962 0.4064 0.4572 0.5080 0.5334 0.5715 0.5944 0.6096 0.6350 0.6604 0.7112 0.7417 0.7874 0.7925 0.8128 0.8382 0.8890 0.9144 0.9398 0.9652 0.9906 1.0160 1.0414 1.0668 1.0922 1.1811 1.1913 1.3208 1.3894 1.3970 1.5113 1.5875 1.6129 1.7018 1.7780 1.8542 1.9304 1.9837 1.9939 2.0574 2.0828 2.1844 2.2606 2.3749 2.3825 2.4384 2.4892 2.5273 2.5781 2.5806 2.6416 2.7051 2.7788 2.7940 2.8194
Drill Size 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56
Tap Size
Decimal Inches 0.1130 0.1160 0.1172 0.1200 0.1250 0.1285 0.1328 0.1340 0.1360 0.1405 0.1406 0.1440 0.1470 0.1476 0.1484 0.1495 0.1520 0.1540 0.1563 0.1570 0.1590 0.1610 0.1641 0.1650 0.1660 0.1690 0.1695 0.1719 0.1730 0.1770 0.1797 0.1800 0.1653 0.1820 0.1850 0.1875 0.1890 0.1910 0.1935 0.1953 0.1960 0.1990 0.2010 0.2031 0.2040 0.2050 0.2055 0.2090 0.2109 0.2130 0.2188 0.2210 0.2266 0.2280 0.2340 0.2344 0.2380 0.2400
Fraction Inches
Millimeters 2.8702 2.9464 2.9769 3.0480 3.1750 3.2639 3.3731 3.4036 3.4544
/128 /16
15
/128 /8
17
/128
/128
29 28 27 26 25 24 23 22 21 20 19
/64
/32
19
/128
/32
/128
21
/128
/64

1
11
/64
/128
23
/128
1-64 NC 1-72NF
/16
/16
/128
2-56 NC 2-64 NF
25
/128
/64
3.5687 3.5712 3.6576 3.7338 3.7500 3.7694 3.7973 3.8608 3.9116 3.9700 3.9878 4.0386 4.0894 4.1681 4.1910 4.2164 4.2926 4.3053 4.3663 4.3942 4.4958 4.5644 4.5720 4.2000 4.6228 4.6990 4.7625 4.8006 4.8514 4.9149 4.9606 4.9784 5.0546 5.1054 5.1587 5.1816 5.2070 5.2197 5.3086 5.3569 5.4102 5.5575 5.6134 5.7556 5.7912 5.9436 5.9538 6.0452 6.0960
3
3 /16-32 NF 10-32 NF
5mm - 0.90 5mm - 0.80 18 17 16 15 14 13 12 11 10 9 8 7 6 6mm - 1.00 5 4 3 2 1 A B 7mm - 1.00

1 1
12-24 NC 5.5mm - 0.80 12-28 NF 12-32 NEF
14-20 NS
/4-20 NC 14-24 NS
11
/128 /32
13
/64
/4-24 NS /4-28 NF /4-32 NEF /4-40 NS
27
/128 /32 /128 /64
1 1
/8-40NF 5-40NC
13
/128 /64
29
5-44 NF 6-32 NC 6-36 NS
15
"
RE.ERENCE

31
Millimeters 6.1468 6.1519 6.2484 6.3500 6.5278 6.5481 6.6294 6.7462 6.7564 6.9088 6.9444 7.0358 7.1120 7.1374 7.1450 7.3431 7.3660 7.4930 7.5413 7.6708 7.7394 7.8994 7.9375 8.0264 8.1026 8.1356 8.2042 8.3058 8.3337 8.4328 8.5319 8.6106 8.7122 8.7325 8.8392 8.8900 8.9306 9.0932 9.1288 9.3269 9.3472 9.5250 9.5758 9.7028 9.7231 9.8044 9.9212 10.0838 10.1194 10.2616 10.3200 10.4902 10.5181 10.6934 10.7163 10.8966 10.9144 11.1125 11.3106
Tap Size
Decimal Inches 0.4531 0.4609 0.4688 0.4766 0.4800 0.4844 0.4922 0.5000 0.5039 0.5156 0.5312 0.5469 0.5590 0.5625 0.5781 0.5787 0.5938 0.6094 0.6220 0.6250 0.6406 0.6562 0.6614 0.6719 0.6875 0.7008 0.7031 0.7187 0.7344 0.7500 0.7656 0.7812 0.7969 0.8125 0.8228 0.8281 0.8425 0.8437 0.8594 0.8750 0.8779 0.8906 0.9062 0.9219 0.9375 0.9531 0.9687 0.9844 1.0000
Fraction Inches
29
Millimeters 11.5087 11.7069 11.9075 12.1056 12.1920 12.3038 12.5019 12.7000 12.8000 13.0962 13.0962 13.8913 14.2000 14.2875 14.6837 14.7000 15.0825 15.4788 15.8000 15.8750 16.2712 16.6675 16.8000 17.0663 17.4625 17.8000
Drill Size
1 1
Tap Size /2-20 NF /2-24 NS
/64
/128 /4
59
/16-18 NC
/128 /32 61 /128

15
33
/128 /64
17
/64 63 /128 1 /2
33 17
31
3 5
8mm - 1.25 5 /16-24 NF 8mm - 1.00
35
/128
/64 /32 35 /64 /16 37 /64

19 9
K
5
9 37
/32 /128 /64
/16-32 NEF
7 3
19
/32 39 /64 /8 41 /64 21 /32

43 11 5
39
/128 /16 /128 /64
18mm - 2.50 11 /16-16 NS

3 /4-10 NC 18mm - 1.50
41
/64 /16
45 23
21
/8-24 NF
43
/128 /32
/8-27 NPT 10mm - 1.50
11
/64 /32 47 /64 3 /4 49 /64 25 /32 51 /64 13 /16 20.9000

53
/4-16NF 20mm - 2.50 1 /2-14 NPT
/8-9 NC
45
/128
/64 21.4000
10mm - 1.0
7
7 /8-14 NF 22mm - 1.50 7 /8-18 NS 24mm - 3.00
/64 47 /128
3
23
27
/16-14 NC
/32 55 /64 7 /8 22.3000

57 29
/8
1-8 NC 24mm - 2.00 1-12 NF 3 /4-14 NPT 1-14 NS
49
/128 /64
/64 /32 59 /64

15 61
25
/16-20 NF
X Y Z 12mm - 1.75 12mm - 1.50 1 /2-13 NC 12mm - 1.25

1
51
/128 /32
13
/16 /64 31 /32 63 /64 1
53
/128 /64
27
55
/128 /16 57 /128

7
/4-18NPT

iii
Program Contents
General Motors .................................................... 1 Ford ................................................................... 65 Chrysler ........................................................... 125 Imports ............................................................ 173 Isuzu ........................................................... 173 Mazda .......................................................... 193 Mercedes ..................................................... 222 Mitsubishi ................................................... 233 Nissan ......................................................... 246 Subaru ........................................................ 248 Computer Reprogramming ............................... 253 Reference ......................................................... 260
iv
ATRA Technical Department

Dennis Madden, Technical Director Mike Baird Weldon Barnett Bill Brayton Larry Frash Steve Garrett Evelyn Marlow Cliff McCormick Randall Schroeder David Skora Lance Wiggins Glenn Troub, Director of Online Services Irvin Gers, Online Services
Acknowledgements
Thank you for attending the 2000 ATRA seminar. The people behind the scenes, putting programs like this together dont always get the recognition they deserve for the effort they put forth. Producing a seminar program of this type requires months of hard work. I would like to thank everyone who had a part in producing this program. I would like to offer a special thanks to the following persons for spending a lot of evenings and weekends making sure we produced the best information possible: Larry Frash, who spent hours ferreting-out many of the facts used in this manual, as well as the initial copywriting and drawing. Evelyn Marlow, who took great pains to make sure our line art was as clean as possible, against sometimes overwhelming odds. Cliff McCormick, whose skill with our digital camera provided us with a crisp and unique collection of images. Steve Garrett, who was instrumental in collecting the very latest information for our GM section. Steve Bodofsky, who designed and laid out our manual, created the slide show, and provided much of the editing for this program. Dennis Madden Technical Director
GENERAL MOTORS
General Motors Contents

4L60E Neutral Safety Switch Replacement .......2 New-Design Pressure Switch Assembly; Code P1810 ..........................................3 P1870 Sets Regularly or Intermittently .4 4T60, 4T60E Intermittent No 4th and Possibly No TCC; Possible DTC 31, 91, E91 or P0705 ......................... 44 Binds on the 12 Shift ........................ 46
New TCC Orifice ...................................6 4T60E/4T65E Intermittent Delayed Engagement No 2nd, 4th and Reverse ....................... 10 or Neutral while Driving ...................... 47 4L60E/4L80E 4T65E Possible No Shifts or Codes P0740, Reverse Reaction Drum Breaking........ 48 P0753, P0758, P0785, P1860 ............. 12 4T80E 4L80E No Reverse / Slips in Reverse ............. 15 Possible P0756, 23 Shift Solenoid Performance ......................... 16 Second Gear Starts ............................. 18 Lube Problems; Parts Interchange ...... 19 Turbine Speed Sensor Failure ............. 49 Second Gear Starts ............................. 50 199395 Cadillacs ATF Indicator Reset54 Delayed or No Engine Braking In D3, D2, or L ................................... 55
Front Lube Circuit ........................... 19 GM Front Wheel Drive VSS Harness Repair Kit ...................... 56 Center Lube Circuit ......................... 24 Rear Lube Circuit ............................ 31 Saturn TAAT Air Check Locations ............................ 57 4T40E/4T45E Slips in 4th; No 4th; Slips in 3rd and 4th; No 3rd or 4th; Possible DTC P0730........ 36 Intermittent Loss of TCC ..................... 38 Slips in Reverse at Heavy Throttle; Possible Burnt Reverse Clutches......... 40 Second Gear Starts ............................. 41 1st Gear Only ...................................... 42 No Movement Forward or Reverse; Possible Noise that Follows RPM ......... 43 Valve Body ......................................... 58 Harsh Reverse .................................... 60 Solenoid Harness Kit .......................... 61 Pressure Testing ................................. 62 Second Design Shift Solenoids ............ 64
GENERAL MOTORS
4L60E
Neutral Safety Switch Replacement

Very often, the harnesses for the neutral safety switch are melted to the point that you cant remove them without damaging the harness, switch, or both. The switch, and both harness connectors are available separately. Pay attention to the color and position of the existing wires before cutting them; the replacement harness connectors arent color-coded. The GM part numbers are: 12450016 ........................... Neutral Safety Switch 15305887 ........................... Large Connector 15305925 ........................... Small Connector
GENERAL MOTORS
4L60E
New-Design Pressure Switch Assembly; Code P1810

A diagnostic trouble code P1810 refers to a problem with the pressure switch assembly. This can be caused by debris shorting out the switch contacts. GM has introduced a new-design switch assembly that has a plastic shield, to protect the switch contacts from exposure to debris. The GM part number for the new switch assembly is 24215111.
Original Design
Updated PSA
"
GENERAL MOTORS
4L60E
P1870 Sets Regularly or Intermittently

Diagnostic trouble code P1870 (Transmission Component Slipping) is a very common problem on the 4L60E. It sets on all vehicles, and can be difficult to diagnose as its often intermittent. P1870 will set if: TCC is commanded on TCC duty cycle is at maximum TCC slip RPM is greater than 130 for longer than 7 seconds DTCs P0122, P0123, P0502, PO503, P0711, P0712, P0713, P0740, P0753, P0758, P1810, P1860 arent set. VSS is between 30 and 70 MPH (48112 KPH) Speed ratio (engine speed divided by output speed, also known as N/V ratio on some scan tools) is between 0.69 and 0.88 D4 range is selected TP is between 9% and 35% TFT is between 68 F and 266 F (20 130 C)
The computer reacts to code P1870 by: Raising line pressure to maximum Freezing shift adapts Inhibiting TCC
Any type of slip in 4th gear may lead to code P1870. This means a problem with the 34 clutch, 24 band or the forward clutch could cause this code. So P1870 isnt just related to the TCC or TCC operation. Other causes for code P1870 include: Clutch or servo sealing problems (seals, bushings, shafts, pistons) Friction material damage or improper stacking TCC or its feed circuit is leaking Solenoid problems (hydraulic leakage and low current flow) TCC pressure regulator valve side-loading in the bore, causing it to stick intermittently. This results in low TCC apply pressure.
GENERAL MOTORS
4L60E
P1870 Sets Regularly or Intermittently (cont)

To isolate the cause of the P1870 DTC: Use a scan tool to check whether the TCC slip values are consistent while driving at a steady throttle with the TCC applied. Apply and release the converter several times and check the slip RPM. Slip RPM at steady throttle should range between 10 to +30 for non-Electronically Controlled Capacity Clutch (EC3) torque converter applications and 10 to +60 on EC3 applications. Watch the slip RPM each time the TCC applies. After the first time the TCC slips too much, pay attention to how often it occurs on each subsequent apply. If theres too much slip on every apply, inspect the TCC hydraulic system for leaks (all TCC seal rings, gaskets, bushings, solenoids, converter. Replace the damaged or faulty components). If the slip isnt consistent with every TCC apply, check the TCC pressure regulator valve in the valve body for side-loading.
TCC Pressure Regulator
This is a very common problem and very often the valve body bore is worn, allowing the valve to cock in the bore. This reduces the amount of TCC apply pressure, resulting in excessive TCC slip. If a possible side loading occurs, replace the valve body or install a TCC pressure regulator valve kit readily available from many aftermarket companies. GM no longer produces new valve bodies as service parts: All valve bodies are now serviced as remanufactured valve bodies only. If no damage is present and you are confident a TCC pressure regulator valve side loading isnt present, replace the TCC PWM solenoid.
GENERAL MOTORS
4L60E; 1997-on
New TCC Orifice
The 1997-and-later stator supports use a new design orifice for TCC solenoid feed. This new orifice consists of a metal housing with a plastic insert.
The early design orifice was a simple cup plug.
Early Design TCC Orifice
GENERAL MOTORS
4L60E; 1997-on
New TCC Orifice (continued)
The new design orifice is a cylindrically-shaped sleeve.
Late Design TCC Orifice
Under severe overheating conditions, the plastic insert can melt, clogging the orifice. Currently, the orifice isnt serviced separately, which gives you two choices: 1. You can replace the stator support with an earlier PWM support. 2. You can replace the orifice with an orificed cup plug. The cup plug used in earlier supports is too small for the bore, but you can use a larger plug. To do this you first need to enlarge the existing hole.
&
GENERAL MOTORS
4L60E; 1997-on
Use a " drill to enlarge the existing hole.
Use part number 8628864 for the new orifice.
GENERAL MOTORS
'
4L60E; 1997-on
Drive the new orificed plug into the newly drilled hole, just below flush.
IM P O R T A N T
The orifice in the new plug is too small. Always enlarge it to 0.028".

GENERAL MOTORS
4L60E
No 2nd, 4th and Reverse

Many 1997-99 4L60Es may lose reverse, 2nd and 4th gears. This is caused by a change in the manufacturing process for the sun gear reaction shell. During production, the radius of the area attaching the splines on the shell to the shell housing was reduced. This leads to a fatigue failure of the shell.
This is how the sun shell looks when it strips out Heres how the sun shell should look
GENERAL MOTORS

4L60E
No 2nd, 4th and Reverse (continued)

GM increased the radius of this area for added strength. To repair this condition, replace the shell. The part number for the updated shell is the same as the old shell. Whats more, GM didnt purge the faulty parts from inventory, so you may not get the updated part when you order it. The best way to tell if your part is the updated one is by checking the ID stamped inside the shell. The ID consists of a letter and three numbers. If your shell begins with the letters A or B, you have the old-style shell. The updated shells begin with the letter W. The GM part number for the sun gear shell is 8683439.
The W tells you this is the updated sun shell
GENERAL MOTORS
4L60E/4L80E
Possible No Shifts or Codes P0740, P0753, P0758, P0785, P1860

4L60E/4L80E transmissions may exhibit any or all of these trouble codes and driveability problems: P0740 P0753 P0758 P0785 P1860 TCC Solenoid Electrical Fault 12 Solenoid Electrical Fault 23 Solenoid Electrical Fault 32 Solenoid Electrical Fault TCC PWM Solenoid Electrical Fault
4L80E applications fail to shift, or will drop into second gear intermittently. The customer may complain that the vehicle is going to neutral at higher road speeds. 4L60Es fail to shift and may drop or stay in 3rd gear when the shift lever is in the OD position. Any or all of these codes may set: P0758, P0785, P1860, P0753, P0740. If the problem is intermittent, the system may not set a code.
This problem is caused by a poor crimp on one of the terminals for circuit 1020.
GENERAL MOTORS
!
4L60E/4L80E

Generally the crimp concern is cavity A2 at the bulkhead connector or (C100) on later model applications at connector C2, pins F2 or E2 of the UBEC (Underhood Bussed Electrical Center, used on many trucks.
Circuit 1020
Bulkhead Connector (C100) C100
"
GENERAL MOTORS
4L60E/4L80E

On VCM applications, if a code sets for only one or two solenoids or circuits, inspect the weatherpack seal at the VCM. You may find the seal is mispositioned, allowing water into the VCM connector. This may cause severe corrosion, which can degrade solenoid performance and cause codes to set. If corrosion is present, the VCM and the female terminals may require replacement. The ignition switch is also a common source of any or all of these problems. This holds true for the redesigned, 3-contact ignition switches used on the S-10s. To isolate this as a possible source of the problem, monitor pin voltage on circuit 1020 when the condition occurs. If the voltage drops below battery voltage, inspect the pins listed or the ignition switch for possible problems. If you find an open in the UBEC, youll have to replace it, as it is cant be disassembled and reassembled effectively.
GENERAL MOTORS
#
4L80E
No Reverse / Slips in Reverse

No reverse or a slip in reverse after a rebuild can be caused by installing a replacement boost valve bushing that doesnt match the original valve. Some late-model pumps use a smaller boost valve than earlier models. Installing a smaller, late-model boost valve in a larger, early replacement bushing creates a large leak in the reverse apply circuit. For now, the late-model valves and bushings arent available separately, so if you have a smaller valve that needs replacement, youll have to replace the valve-and-bushing assembly with the early set. These early design components are available separately. Early Valve 8680549 Early Bushing 8682856
0.855"
0.830"
Early Valve
Late Valve
$
GENERAL MOTORS
4L80E
Possible P0756, 23 Shift Solenoid Performance

Some 4L80E transmissions may intermittently set a P0756 code, which indicates performance problem in the 23 shift solenoid. The parameters for setting a P0756 are: No TPS, VSS, TCC, PSM, or shift solenoid codes are set in memory VSS greater than 5 MPH TPS angle 1520% and steady MAP value is steady between 0105 kPa Calculated engine torque is between 5450 ft-lbs Engine speed is above 450 RPM Transmission fluid temperature is between 68F and 266F The PCM/VCM commands a specific gear and then calculates a range other than the desired ratio has been achieved. The computer monitors N/V ratio (speed ratio; engine speed divided by transmission output speed) and determines the shift didnt occur. If the speed ratio doesnt drop more than 0.3 when the computer commands the shift to 3rd, and the condition exists longer than 1.5 seconds, the computer will set the code.
P0756 may set if an electrical problem exists, even if an electrical code for the solenoid or circuit (P0758) doesnt set. This may occur if the wiring for the solenoid (CKT 1223) is severely damaged but not fully severed.
GENERAL MOTORS
%
4L80E
Possible P0756, 23 Shift Solenoid Perf. (cont)

If theres resistance in the wiring, such as corrosion or a bad connection, current flow through the solenoid will be very low. Low current flow through the solenoid will cause the solenoid to fail hydraulically when the computer energizes it. If the 2-3 solenoid fails to hold pressure, the ratio will be incorrect. The typical cause for this code is the wiring is incorrectly routed. The harness is designed to be routed over the top of the transmission bell housing. In many cases the harness is incorrectly positioned, allowing it to wedge between the fuel lines and the body. This results in severe damage to the wiring harness, as the pinch weld on the body wears through the conduit and wiring insulation.
1. Engine Harness 2. Heated Oxygen Sensor Connectors 3. Vehicle Speed Sensor 4. Transmission Connector 5. Park/Neutral Position Switch 6. Transmission Input Speed Sensor
5 4 3
If code P0756 is set, inspect the harness, and repair as necessary. If theres no damage to the harness, other possible causes include: faulty 23 shift solenoid sticking 23 shift valve loss of line pressure feed to the direct clutch faulty/damaged direct clutch insufficient feed to the solenoid
&
GENERAL MOTORS
4L80E
Second Gear Starts

A second gear start complaint (that often goes away when you step on the gas) is often caused by poor shift solenoid A pressure. This can be caused by a leaking shift solenoid or poor feed to the shift solenoid. One of the often overlooked areas for this leak is the O-ring on the #11 checkball capsule bushing. This bushing is located at the end of the 34 shift valve bore, and serves as a seal for solenoid A pressure. Always replace this O-ring during a rebuild or valve body service.
Always replace this O-ring during a rebuild or valve body service.
GENERAL MOTORS
'
4L80E
Lube Problems; Parts Interchange

In 1997, General Motors altered the lube circuit of the 4L80E. The 1991-through-96 models had two lube circuits, both originating from the return cooler line. The front lube circuit started at the return cooler line, went up to the pump, then flowed toward the rear, providing lubrication for the overdrive section. The rear lube, also originating from the return cooler line, flowed from the output shaft, forward. This circuit lubed everything from the output shaft-to-case bushing to the forward clutch hub. In 1997, GM broke the lube circuit into three separate sections, each with its own lube source. Front lube now has its own circuit. Rather than using cooler return oil, front lube is provided by a new circuit that uses converter charge oil. Another new circuit is for the rear lube. This new circuit uses oil from the actuator feed limit circuit, and only lubes the case bushing. Cooler return oil is now solely responsible for lubricating the main gear train; but rather than the oil flowing from the rear all the way to the forward clutch hub, it now flows from the center support, then flows both forward and rearward. In this section well look at all three lube circuits, and compare the earlier components with the revised parts used in the 1997-and-later units. But before we compare these components, you must be aware of the differences in the cases. The later case has a cooler return line that enters the center of the case, rather than at the front. Obviously, the early and late cases are not interchangeable.
.ront Lube Circuit

Front lube is provided through a new circuit that comes from converter charge. This is provided by a slot created in the stator support. Both the pump and stator support were changed to provide for this circuit. Early and late pump assemblies arent interchangeable. However, the late pump will work in an early unit. Also, GM has replacement pumps and stator supports that look very similar to the later parts. Make sure you know what youre using before you install the parts.
GENERAL MOTORS
4L80E
Lube Problems; Parts Interchange (continued)

.ront Lube Circuit (continued)
The pump for the 4L80E was changed in 1997 as part of a lube modification. In addition, GM came out with a new pump assembly to replace the early (1991 96) pump assembly. This replacement uses the same stator support castings as the late stator support, so never use the casting numbers to identify which stator support youre using. The difference is in the bathtub: The late stator support is drilled; the early replacement isnt. Any pump body will work in an early transmission, but it must be bolted to the earlydesign stator support. Never swap the stator supports between early and late transmissions. Never use an early pump body or stator support in a late transmission.
1991 96 (Early) Stator Support
The large single channel indicates this is an early-design stator support.
GENERAL MOTORS
4L80E

1991 96 Replacement Stator Support
The bathtub in the replacement stator support isnt drilled. Never use this support in a 1997-or-later case.
1997 on (Late) Stator Support
The bathtub in the late stator support is drilled. Never use this support in a 1991 96 case.
GENERAL MOTORS
4L80E

1991 96 Pump Body
Never use this pump body with the late stator support and transmission case.
GENERAL MOTORS
4L80E

1991 96 Replacement and 1997 on Pump Body
This pump body will work with both early and late stator supports.
"
GENERAL MOTORS
4L80E

Center Lube Circuit
Center lube comes from the cooler return line. It enters the case, directly to the center support. It flows both forward to the forward clutch hub, and rearward to the front of the output shaft.
Cooler Return Line .itting
Here are the parts that were changed, and how they affect the lube circuit:
GENERAL MOTORS
4L80E

Center Support
The center support has a new port that allows oil from the cooler return line to enter the support. Obviously, the early and late supports arent interchangeable.
1991 1996
1997-On
Cooler Return Passage
GENERAL MOTORS
4L80E

Center Support Bushing
The obvious difference between the early and late bushings is their height. However, interchanging these bushings will reduce or completely block off lube flow to all sections on the gear train.
1997-On 1991 1996
GENERAL MOTORS
4L80E

Sun Gear Tube
The sun gear tube now has a wider groove, which takes oil from the center support and feeds it to the intermediate roller clutch.
1991 1996
C A U T IO N
The early tube uses solid bushings; the late tube uses grooved bushings. Using solid bushings in the late tube will cut off lube oil to the forward clutch hub and the rear ring gear.
1991 1996

Grooves
1997-On
1997-On
&
GENERAL MOTORS
4L80E
Sun Gear

The late-design sun gear has four lube slots, versus the earlier gear, which had two. At first it seems as though this difference is negligible; however, when you compare how the two gears match up with the sun gear tube you can see that the tube completely cuts off oil flow between the tube and gear. These gears are not interchangeable.
1991 1996
1997-On
Notice the tube cuts off all flow through the slots on the early gear; the slots remain open on the late assembly.
1991 1996
1997-On
GENERAL MOTORS
'
4L80E

Rear Ring Gear Shaft
The early shaft is hollow. It allows oil to flow from the output shaft to the forward clutch hub. The late shaft is solid. Using the solid shaft in an early unit will starve the forward clutch hub, center support bushing and intermediate roller clutch. Never interchange these shafts.
1991 1996 1997-On
Hollow
Solid
1991 1996
1997-On

!
GENERAL MOTORS
4L80E

Rear Ring Gear
The late rear ring gear has four lube slots that allow oil to flow to the bushing in the output shaft. Using the early gear will starve this bushing. Also, the front bearing for this ring gear has notches in it that allows for oil to flow to the notches in the gear. The late bearing will work on all models. The early bearing will only work on early models.
1991 1996
1997-On
1991 1996
1997-On
GENERAL MOTORS
!
4L80E

Rear Lube Circuit
Rear lube comes from the actuator feed limit circuit. It flows from the valve body, through a tube, to the case bushing.
GENERAL MOTORS
4L80E

Output Shaft
The output shaft has a feed hole for gear train lube. The late shaft is solid. Using the late shaft on an early unit will starve the entire gear train of oil. Using the early shaft on a late unit will connect the center and rear lube circuits. These shafts arent interchangeable.
1991 1996
1997-On
GENERAL MOTORS
!!
4L80E

Case, Valve Body and Separator Plates
The case, valve body and separator plate were also changed. The case and valve body changes are obvious; the separator plate change is somewhat subtle. These plates are not interchangeable. Interchanging these plates will completely starve some gear train components.
Early Case with Large Opening for Lube Tube
Late Case with Small Opening for Lube Tube
!"
GENERAL MOTORS
4L80E

Case, Valve Body and Separator Plates (continued)
Early Design with the Large Lube Tube
Late Design with the Small Lube Tube
GENERAL MOTORS
!#
4L80E

Case, Valve Body and Separator Plates (continued)
You can create a serious mismatch by using the late separator plate with the early valve body and case. The late separator plate and valve body are notched in the front, exposing a cavity in the case. On the late case, that cavity is void; it serves no purpose. On the early case, that cavity is cooler return, which provides gear train lube oil. Using the late separator plate with an early valve body and case will dump lube oil into the sump, and starve the gear train.
!$
GENERAL MOTORS
Slips in 4th; No 4th; Slips in 3rd and 4th; No 3rd or 4th; Possible DTC P0730
Some 4T40E/4T45E transaxles may experience one of the following problems: Slips in 4th or no 4th Slips in 3rd and 4th or no 3rd or 4th Possible code P0730 set in memory
4T40E/4T45E
To diagnose this problem, monitor gear ratio on your scan tool. Typically youll notice an incorrect gear ratio in 4th gear. You should notice this problem in 4th gear before the transaxle develops a ratio error problem in 3rd gear. This is because the torque to the clutches is nearly 100% in 4th but drops to around 60% in 3rd gear. If the problem has been going on for a while, youll see incorrect ratios for 3rd and 4th gears. The correct ratio in 3rd gear is between 0.91:1 and 1.07:1, while 4th gear ratio should remain between 0.61:1 and 0.72:1. The most common causes for this problem are: Direct clutch piston seal delamination Pressure Control Solenoid (PCS)
To identify the possible causes, check the line pressure and compare your pressure readings to the amperage commands in the tables. If line pressure is incorrect, either the pressure control solenoid failed, theres a valve body problem, or the computer isnt providing the proper signal.
Nominal Line Pressure Range 50 160 PSI 345 58 186 PSI 400
GENERAL MOTORS
!%
Slips in 4th; No 4th; Slips in 3rd and 4th; No 3rd or 4th; Possible DTC P0730 (continued)
Pressure Control Solenoid Current (Amps) 0.00 0.10 0.30 0.50 0.60 0.70 0.80 0.90 0.95 1.00 1.05 1.10 Line Pressure (PSI) 152 160 149 151 141 143 124 127 111 115 97 101 81 84 64 67 56 58 50 51 50 50
4T40E/4T45E
If line pressure readings are within specifications, inspect the direct clutch piston for possible seal delamination. If chunks of the seal are missing or if cracks are developing in the seal rubber, the seal is delaminating. The seal used in the direct clutch is a molded design; that is, the piston and seal are a one-piece assembly. An upgraded molded piston has been released. You can identify the new piston by the part number molded into the rubber of the seal. Updated pistons have number 24205044 molded into the seal.
!&
GENERAL MOTORS
4T40E
Intermittent Loss of TCC

Some 4T40Es may lose TCC until you cycle the ignition off and on. This condition may also set DTC P1887. Diagnosis using the service manual may lead you to replacing the TCC release switch. The TCC release switch has created this problem, especially on early model units. The TCC release switch is part of the Pressure Switch Assembly (PSA) and is serviced by replacing the PSA.
Pressure Switch Assembly
Another possibility is an open or short in the TCC release switch circuit on the PSA. To isolate this problem, use a scan tool and monitor the position of the TCC release switch. With the key on, engine off, monitor the TCC release pressure data. TCC release pressure should indicate NO when monitoring with key on, engine off. If it indicates YES, check the harness for a possible open circuit, wiring damage, or weak terminal pin tension before replacing the switch.
GENERAL MOTORS
!'
4T40E
Intermittent Loss of TCC (continued)

Start the engine and monitor the switch status. If the TCC release switch data displays NO, check the switch wiring for a short to ground. If the wiring is okay, replace the switch. If the switch has already been replaced for this condition, check for a hydraulic problem (gasket, debris) that could prevent pressure from dropping at the switch when the TCC turns off.
P C M
The GM part number for the pressure switch assembly is 24200495.

P r e s s u r e S w itc h A s s e m b ly
L O
S ig n a l A S ig n a l A
P R N D 4
S ig n a l B S ig n a l B
D R R E V
S ig n a l C S ig n a l C
D 2 1
T C C R e le a s e T C C R e le a s e
T C C R e le a s e S w itc h
N C ; O p e n s w h e n T C C is R e le a s e d
N D C B A E
S R V U T L M
Pi n A B C D E L M N P R S T U V
Function 1-2 Solenoid 2-3 Solenoid Pressure Control Solenoid (High) Pressure Control Solenoid (Low) B+ Supply for Shift Solenoids and PWM Solenoid TFT (High) TFT (Low) Pressure Switch Assembly Signal A Pressure Switch Assembly Signal B Pressure Switch Assembly Signal C Input Speed Sensor (High) PWM Solenoid TCC Release Switch Input Speed Sensor (Low)
"
GENERAL MOTORS
4T40E
Slips in Reverse at Heavy Throttle; Possible Burnt Reverse Clutches

Some 4T40E transaxles may slip in reverse, at mid to high throttle openings. The slip may seem worse when the transaxle is cold. This condition is most common on J-body vehicles (Sunfire, Caviler), though it does occur in other applications. Check line pressure and the Pressure Control Solenoid (PCS) commanded status before disassembling the unit. If line pressure the PCS commanded and actual amperage readings are correct, check the orifice in the reverse input clutch center retainer and seal assembly. Make sure it isnt plugged, incorrectly sized, or missing. The orifice should be about 0.055" in diameter. A problem at this orifice will prevent the reverse clutch from applying all the way, which can lead to slipping and cause the clutches to fail. The slip is caused by a reduced clutch clamping load as the outer diameter of the piston isnt being supplied with enough pressure. The GM part number for the retainer and seal assembly is 24205041.
GENERAL MOTORS
"
4T40E
Second Gear Starts

A second gear start complaint (that often goes away when you step on the gas) is often caused by poor shift solenoid A pressure. This can be caused by a leaking shift solenoid or poor feed to the shift solenoid. One of the often overlooked areas for this leak is the O-ring on the 34 shift valve plug. Always replace this O-ring during a rebuild or valve body service.
A leak at this O-ring can cause 2nd gear starts.
"
GENERAL MOTORS
4T40E/4T45E
1st Gear Only
A common problem on 97-and-later 4T40E/4T45E applications is a lack of 2nd, 3rd, 4th and reverse gears. This is caused by a broken weld on the reaction sun gear and shell assembly. Typically the friction weld attaching the sun gear to the shell breaks, allowing the sun gear to turn free of the shell. To repair, replace the shell with an updated version. The GM part number for the revised shell is 24204471.
Look for the shell to break here.
IA G N O S T IC
IP
Heres an easy way to confirm whether the shell is broken: Remove the pan, and then remove intermediate/4th servo assembly. Take the unit out of park. Use a long screwdriver or rod to push up on the band, locking the shell in place. If the shell is broken, youll be able to turn both drive wheels backward at the same time. If the shell is okay, the drive wheels will lock when you try to turn them both backward at the same time. However, both wheels will turn forward, regardless of the condition of the shell.
GENERAL MOTORS
"!
4T40E/4T45E
No Movement .orward or Reverse; Possible Noise that .ollows RPM

This resembles the problem faced several years ago on the 3T40: Generally the customer comes out one morning, puts the car into gear, and it wont move forward or backward. In many instances, the transaxle may exhibit a grinding/rattling type noise. This problem is usually caused by a shattered or broken pump rotor, caused by one of these conditions: an improper heat-treating process during manufacturing. the spacer on the pump drive shaft came apart and got into the pump rotor.
To repair this problem, clean the unit thoroughly and install a new pump assembly. Both of these failures have been addressed in the service pumps available.
IM P O R T A N T
Another cause for a broken shaft or rotor is high line pressure always check line pressure before delivering the vehicle.
""
GENERAL MOTORS
4T60E
Intermittent No 4th and Possibly No TCC; Possible DTC 31, 91, E91 or P0705
Some applications may experience an intermittent loss of TCC and possibly 4th gear; code 31, 91, E91, P0705 may be stored in memory, depending on the year and model of the vehicle. These codes indicate a misadjusted Transmission Range (TR) switch. On many applications, no code will set; codes arent available for TR switch failures on some vehicles. In that case the computer will inhibit 4th gear as long as it believes the shifter is in D range instead of OD. The PCM programming is designed to inhibit TCC when the code sets. Most shops wont be able to duplicate this condition.
TR Switch
GENERAL MOTORS
"#
4T60E
Intermittent No 4th and Possibly No TCC; Possible DTC 31, 91, E91 or P0705 (continued)
This intermittent problem can be due to a misadjusted TR switch; but it may occur if the driver rests his hand on the shift lever. To identify the source of the problem, monitor the TR switch scan data while applying slight pressure to the shift lever. The correct scan data display for OD range is: A = HI, B = LO, C = LO, P = HI On Cadillacs, the values may be listed as binary code values where a HI is represented by 1, and low is 0. If the scan data indicates LO/LO/LO/LO, adjust the sensor and recheck the scan values. If the scan values remain LO/LO/LO/LO, inspect the wiring. If you dont find any problems in the wiring, replace the TR switch.
T R S w itc h
P R N D 3 2 1
P C M 4 -W a y C o n n e c to r A B C D B 7 -W a y C o n n e c to r
In p 1 2 In p 1 2 In p 1 2 In p 1 2 u t V o u t V o u t V o u t V o B C P A lts lts lts lts
Transmission Range Sw itch
4-Way Connector
R an g e Park Reverse Neutral D4 D3 D2 Low
A Lo Lo Hi Hi Lo Lo Hi
B Hi Lo Lo Lo Lo Hi Hi
C Hi Hi Hi Lo Lo Lo Lo
P Lo Hi Lo Hi Lo Hi Lo
7-Way Connector
"$
GENERAL MOTORS
4T60, 4T60E
Binds on the 12 Shift

A bindup during the 12 shift, which then goes away in 3rd and 4th is caused by a 3rd clutch that is applied all the time, or applies anytime the input clutch is applied. This can be caused by cross leaks, such as the input clutch drum sealing rings in the driven sprocket support, or any number of areas in the valve body or channel casting. One of the more common causes is a mismatch between the type of input clutch piston and 3rd clutch piston used. If you use 10-plate 3rd clutch components with an input clutch piston designed for 8-clutch 3rd clutch components, the input clutch piston will interfere with the 3rd clutches, causing the 3rd clutch to apply anytime the input clutch is applied. Use the illustrations below to identify the parts. Always make sure that the 3rd clutch rotates freely when you air check the input clutch.
103 mm (4.055") 95.1 mm (3.744")
3rd Clutch Piston

20.1 mm (0.791") 14 mm (0.551")
Input Clutch Piston
27.6 mm (1.087")
33.95 mm (1.337")
Clutch Stacked Properly
Clutch Stacked Improperly
GENERAL MOTORS
"%
4T60E/4T65E
Intermittent Delayed Engagement or Neutral while Driving

Some 4T60Es and 4T65Es may experience a delayed engagement when you first place the shift lever into gear. This complaint is similar to having a rolled input clutch seal (a common cause of delayed engagement on these applications). In addition, the transaxle may seem to go into neutral while driving. This problem may be caused by a broken pump priming spring or springs. This allows oil pressure to intermittently drop to minimum pressure, allowing the clutch or band to release. Testing this problem can be difficult. Before you tear into the trans to check the spring, always check any external components that could be responsible. Make sure the modulator valve moves freely in the bore, and the modulator is in good shape. If youre working on a 4T65E, verify the computer signal for line rise. The easiest way to check it is with a scan tool. If the primary springs are broken, replace them. The GM part numbers for the springs are: Inner Spring 8646251 Outer Spring 8646189
"&
GENERAL MOTORS
4T65E
Reverse Reaction Drum Breaking

The original 2nd clutch and reverse reaction drums had splines with 25 sides; these drums had a tendency to strip. GM has released new-design 2nd clutch and reverse reaction drums with 10 sides on the splines. A kit is available with both parts. The GM part number for the kit is 24213402.
Original Drum with 25 Splines
Updated Drum with 10 Splines
GENERAL MOTORS
"'
4T80E
Turbine Speed Sensor .ailure

Its a good idea to replace the turbine speed sensor on every 4T80 rebuild. But dont be surprised to find the wires on the replacement sensor are out of position. Always check to make sure that the sensor wires are indexed into locations A and C. The GM part number for the replacement sensor is 24209654.
Incorrect
Correct
#
GENERAL MOTORS
4T80E
Second Gear Starts

A second gear start (that usually goes away when you step on the gas) is often caused by poor pressure at shift solenoid A. This can be caused a leaking shift solenoid, or poor feed to the solenoid. Early solenoids were designed to hold the pressure control solenoid feed screen in place. The force of the screen pushing against the solenoid had a tendency to break the solenoids. If you have the early setup, replace them with the upgrade kit.
The later solenoid setup used a separate bracket to hold the screen in place. The GM part number for the solenoid update kit is 24211355. If you already have the later solenoid setup, the GM part number for the solenoids is 24207662. The GM part number for the screen is 8680389.
GENERAL MOTORS
#
4T80E
Second Gear Starts (continued)

Another source for solenoid A leaks is the 34 shift valve plug. The 34 shift valve plug has an O-ring that seals solenoid A pressure. Replace this O-ring on every rebuild.
GENERAL MOTORS
4T80E
C A U T IO N

Another measure you can take to correct second gear starts is to enlarge the feed orifice for solenoid A to 0.035". This isnt a rebuild procedure; only modify the plate if the other repairs dont fix the problem.
GENERAL MOTORS
#!
4T80E

A simple cause of a second gear start complaint is having the traction control disabled. Cadillac programs a second gear start whenever the traction control is off. Cycle the traction control switch and look for the words Traction Ready. If you see this, the traction control system is functioning properly, and isnt the cause of your second gear starts.
#"
GENERAL MOTORS
4T80E
199395 Cadillacs AT. Indicator Reset

1993-and-later Cadillacs have an ATF Life telltale that shows when the transmission should be serviced. This usually sets at about 100,000 miles. The actual display will vary from model to model; however, the key (and problem) is the display has a message that you seemingly cant get rid of. For 1993 through 1995 models you can reset the ATF life through the self-diagnostic functions in the instrument panel. To do so, follow these steps. 1. Key on, engine off. 2. Press the OFF and WARMER buttons simultaneously on the climate control panel. Allow the display to show if there are any codes before continuing. 3. When the display shows PCM? press the HIGH fan button. The display will ask which function you want, beginning with PCM DATA. Press the LOW fan button to select different functions. Continue pressing the LOW fan button until you see PCM OVERRIDE on the display. 4. Press the HIGH fan button. You should see PS00 in the display. 5. Use the HIGH fan button again, to scroll through the parameters (e.g. PS01, PS02 etc.) until you get to PS15. 6. Look at the Climate Control Panels Temperature display. The number in the display indicates ATF Life. 7. Use the WARMER button to raise ATF life. The display only has two digits. When it reaches 100, itll display . 8. Turn the ignition off; the ATF Life is reset. For 1996-and-later vehicles, youll need a scan tool to reset the ATF Life indicator.
GENERAL MOTORS
##
4T80E
Delayed or No Engine Braking In D3, D2, or L

A loss of engine braking can occur if the forward clutch piston inner skirt is too high. These pistons restrict oil flow to the overrun piston, either delaying or preventing engine braking in any forward manual ranges. GM has a revised forward piston that is machined down on the inner skirt to allow for better flow to the overrun piston. The GM part number for the revised piston is 24213271. This kit also includes the overrun piston.
This inner skirt was machined down
.orward and Coast Clutch Housing
#$
GENERAL MOTORS
GM .ront Wheel Drive

VSS Harness Repair Kit
The VSS harness connector will often crack or break while disconnecting the harness during transmission removal. Never reuse a broken harness connector; replace it with a new harness connector. The GM part number for the harness kit is 12101899. The kit contains the harness (with wires) and two crimp connectors.
GENERAL MOTORS
#%
Saturn TAAT
Air Check Locations
2nd Apply 3rd Apply 1st Apply 1st Oil Pressure to Servo Rev Pressure from Servo to 2nd Clutch for Clutch Apply in Rev Reverse Pressure to Servo
4th Apply
#&
GENERAL MOTORS
Saturn TAAT
Valve Body
3rd Mainline Pressure 2nd TCC 4th
White
Pink
GENERAL MOTORS
#'
Saturn TAAT

Clutch Priority Valve O-Rings
Line Pressure Regulator Valve
3rd Clutch Exhaust Valve
O-Rings
Converter Limit Valve (Rear)
Converter Limit Valve (.ront) TCC Enable Valve
Manual Valve
Actuator .eed Mode Valve

$
GENERAL MOTORS
Saturn TAAT
Harsh Reverse
A harsh reverse condition is often caused by a worn out pressure regulator bore. Saturn offers a kit that includes the valve body half (with regulator valve) and gaskets. The Saturn part number for the kit is 21005813. When the pressure regulator bore wears out, line pressure will go higher than commanded. To verify line pressure, follow the procedures on page 62.
GENERAL MOTORS
$
Saturn TAAT
Solenoid Harness Kit

Poor connections at the solenoid harness connector can cause many problems including wrong gear starts and harsh shifts. In some cases no DTCs will set. Saturn offers a solenoid harness connector repair kit for replacing this connector. The Saturn part number for the kit is 12116563. Always stager the splices about " apart, beginning with the first splice, which you should start about 1" from the connector.
GENERAL MOTORS
Saturn TAAT
Pressure Testing
Normal line pressure in park ranges from a minimum of 5872 PSI at an idle to a maximum of 175-245 PSI. There are two methods you can use to check line pressure: The first is the easiest and is for checking minimum and maximum pressures. Heres how: Connect a pressure gauge to the line pressure port.
Line Pressure
With the engine idling and the transmission in park you should have between 58 and 72 PSI.
GENERAL MOTORS
$!
Saturn TAAT
Pressure Testing (continued)

Remove the line pressure solenoid fuse, located in the fuse block in the engine compartment.
Line Pressure .use
When you remove the fuse, line pressure should rise to between 175 and 245 PSI. You may need to raise engine RPM a bit to achieve maximum pressure. The second method for checking line pressure is by commanding pressure rise with a scan tool and verifying the results with a pressure gauge. Begin this test by connecting your scan tool to the diagnostic connector. Dont start the engine yet. Scroll through the menu until you get to Special Tests. Select Line Pressure. The scan tool will prompt you to start Command Line Pressure Gauge Readings Should Be: the engine. kP a PSI kP a PSI Select Run.
396 57 72 87 102 117 131 146 161 175 191 205 220 400 500 425 550 500 675 600 800 700 925 800 1050 900 1175 1000 1300 1100 1400 1200 1500 1300 1650 1500 1850 58 72 61 80 72 98 87 116 101 134 116 152 130 170 145 188 159 203 174 218 188 240 218 268 498 600 702 804 906 1008 1110 1212 1314 1416 1518
The test will begin. All functions are automatic. The test will set the engine to 1500 RPM. It will then command line pressure from 396 kPa to 1518 kPa, in 100 kPa increments. As it does, verify that line pressure rises on your pressure gauge. Use the chart to convert kPa to PSI.
$"
GENERAL MOTORS
Saturn TAAT
Second Design Shift Solenoids

Beginning with 1997 models, Saturn began using a second design solenoid for the 2nd/ Reverse, 3rd and 4th clutch. The second design solenoid has a screen on the feed side and is less likely to fail mechanically. You can use the second design solenoid for all past models, but never use it for the TCC or pressure solenoid locations. For those locations, continue using the first design solenoid. The Saturn part numbers for these solenoids are: First Design 21002509 Second Design 21003289
.irst Design 2nd Clutch
Second Design
3rd Clutch 4th Clutch
.ORD MOTOR COMPANY
$#
.ord Contents
4R44E, 4R55E, 5R55E Application ......................................... 66 A4LD Light Throttle 23 Flare .................... 105 4R44E and 4R55E Clutch New Design Center Support .............. 108 and Band Application ......................... 67 AODE and 4R70W 4R44E and 4R55E Solenoid Operation .. 67 New 23 Accumulator Piston ............ 109 5R55E Clutch and Band Application... 68 5R55E Solenoid Application ................ 68 Valve Locations; Right Side ................. 69 Valve Locations; Left Side ................... 70 Checkball and Small Part Locations .... 71 Mainline and EPC Pressure Testing .... 72 Delayed Reverse ................................. 73 Delayed Forward Engagement ............ 74 23 Flare (4R44E, 4R55E); 34 Flare (5R55E) ............................... 75 Lube Orifice ........................................ 76 OD Drum Sensor ................................ 78 Diagnostic Trouble Codes (DTC) .......... 80 4R44E, 4R55E, 5R55E ....................... 81 Solenoid Circuit Failure Codes ............ 81 Ratio Errors ....................................... 86 TCC-Related Codes ............................. 89 Temperature Sensor Codes ................. 92 Throttle Position Sensor (TPS) Codes... 93 Mass Airflow (MAF) Sensor Codes ....... 93 Diagnostic Code P0756 Solenoid B Performance or Stuck Off .. 94 Electrical Checks ................................ 95 Turbine Sensor Adjustment .............. 102 Directional Friction Installation ........ 104
AX4N Checkball and Check Valve Locations . 110 Cracked Case; ATF Leaks ................. 112 AX4S 1991 Valve Body Interchange ........... 113 CD4E Uncontrollable High Line Pressure .... 114 No Forward ...................................... 116 No Reverse ....................................... 117 E4OD/4R100 Checkball Locations ......................... 118 Ford VSS Harness Repair Kit .................... 123
$$
.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Application
The 4R44E and the 4R55E are almost identical; the difference between them is in the load capacity: The 4R55E is stronger than the 4R44E. Even though the 5R55E is a 5-speed automatic, it is mechanically the same as its 4speed cousins, the 4R44E and the 4R55E. The difference is in the way the computer commands the upshifts. By commanding the overdrive band on while the transmission is in 1st gear, the 5R55E develops a 1.86:1 ratio. This falls between 1st gear (2.47:1) and 2nd gear (1.47:1). Heres how it works: 1st gear is still 1st gear. However, rather than applying the intermediate band for 2nd gear, the OD band applies for 2nd. Its actually an overdriven 1st gear. For 3rd gear the unit releases the OD band and applies the intermediate band. Applying the direct clutch puts the unit into 4th gear. Finally the OD band reapplies to put the transmission into 5th gear. Confused? Thats okay: As long as you remember the extra gear falls between 1st and 2nd gear, the 5R55E will be a lot easier to diagnose. Because these units look very similar and the computer is what decides whether its a 4 speed or 5 speed, use the vehicle application chart to verify which unit youre working on.
Transmission Application Year and Engine 1995 2.3L, 3.0L 4.0L 1996 2.3L, 3.0L 4.0L 1997 2.3L, 3.0L 4.0L 1998-on 2.5L, 3.0L 4.0L 4R44E 5R55E 5R55E 4R44E 5R55E 4R44E 5R55E 5R55E 4R44E 4R55E 4R44E 4R55E 4R55E 4R44E 4R55E 4R55E Ranger Aerostar Explorer and Mountaineer
.ORD MOTOR COMPANY
$%
4R44E, 4R55E, 5R55E

Gear
Park Reverse Neutral Drive; Overdrive Enabled 4th 3rd 2nd 1 st Drive; Overdrive Disabled 3rd 2
nd st
4R44E and 4R55E Clutch and Band Application

Forw ard Clutch Direct Drum Intermediate B an d Overdrive B an d C o ast Clutch Low/Reverse B an d Overdrive Sprag Low Sprag Gear Ratios
2.10:1
F/W
F/W F/W F/W
0.75:1 1.00:1 1.47:1 2.47:1
F/W F/W
1.00:1 1.47:1 2.47:1
Manual 2 Manual 1
F/W
1.47:1 2.47:1
= Applied
F/W = Freewheeling
4R44E and 4R55E Solenoid Operation

Solenoid Operation: 4R44E / 4R55E
Selector Position Park/Neutral Reverse Drive; Overdrive Enabled Gear R an g e P/N R 4 3
th rd
Shift Solenoid 1 On On Off Off On On Off On On On On
Shift Solenoid 2 Off Off Off Off On Off Off On Off On Off
Shift Solenoid 3 Off Off On Off Off Off Off Off Off Off Off
Coast Clutch Solenoid Off Off Off Off Off Off On On On Off Off
Engine Braking No Yes Yes No No No Yes Yes No Yes Yes
2nd 1 st Drive; Overdrive Disabled Manual 2 Low 3

rd
2nd 1 st 2
nd
1 st
$&
.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Gear
Park Reverse Neutral Drive; Overdrive Enabled 5th 4 3 2
th
5R55E Clutch and Band Application

Forw ard Clutch Direct Drum Intermed B an d Overdrive B an d 1997 C o ast C l 1998-on C o ast C l Low/Rev B an d Overdrive Sprag Low Sprag Gear Ratio
2.10:1
F/W
F/W F/W F/W
0.75:1 1.00:1 1.47:1 1.86:1 2.47:1
rd
nd st
F/W
F/W
1 Drive; Overdrive Disabled
4th 3rd 2
nd st
F/W F/W F/W F/W
1.00:1 1.47:1 1.86:1 2.47:1
Manual 2 Low
F/W
F/W
1.86:1 2.47:1
= Applied
F/W = Freewheeling
5R55E Solenoid Application

Solenoid Operation: 5R55E
Selector Position Park/Neutral Reverse Drive; Overdrive Enabled Gear R an g e P/N R 5th 4th 3 2 Drive; Overdrive Disabled
rd nd st
Shift Shift Solenoid 1 Solenoid 2 On On Off Off On On On Off On On On On On Off Off Off Off On Off Off Off On Off Off Off Off
1997 Only Shift Coast Clutch Solenoid 3 Solenoid Off Off On Off Off On Off Off Off On Off Off Off Off On Off Off Off Off Off On Off Off Off On On
Engine Braking No Yes Yes No No No No Yes No No No Yes Yes
1998-On Coast Clutch Solenoid Off On Off Off Off Off Off On On Off Off On On
Engine Braking No Yes Yes No No No No Yes Yes No No Yes Yes
1 4 3 2
th rd
nd st
1 Manual 2 Low 2
nd st
Differences between 1997 and later models highlighted by dark band.

.ORD MOTOR COMPANY
$'
4R44E, 4R55E, 5R55E

Valve Locations; Right Side
.orward Modulator Valve Manual Valve
EPV Boost Valve Mainline Regulator Valve Boost Valve .orward Engagement Control Valve SS1 32 Valve *43 Valve Manual Low Valve
32 Valve *43 Valve SS3 34 Shift Valve *12 and 45 Shift Valve Plug Cooler Pressure Limit Valve
Thermostat Bypass Valve
* 5R55E Only
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.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Valve Locations; Left Side
Reverse Modulator Valve
23 Shift Valve *34 Shift Valve
12 Shift Valve *23 Shift Valve EPC Solenoid Plug
Solenoid Regulator Valve Coast Clutch Valve
SS2
Solenoid Regulator Valve
Coast Clutch Solenoid
TCC Solenoid Converter Clutch Valve
* 5R55E Only
.ORD MOTOR COMPANY
%
4R44E, 4R55E, 5R55E

EPC Limit Relief Valve EPC Limit Circuit Screen Checkball C Checkball E
Checkball and Small Part Locations

Extension Housing Lube Orifice
Checkball A Checkball B
Converter Pressure Relief Valve

Item Description 1 2 3 4 5 6 7 8 Checkball A Checkball B Checkball C Checkball E Converter Relief Valve EPC Relief Valve Extension Housing Lube Orifice EPC Screen Function Allows checkball C to receive pressure in reverse, manual 2 and manual low Orifices the apply oil to the direct clutch in reverse only Allows the 3-4 shift valve to be controlled by SS1 or Checkball A pressures (reverse, manual 2 or manual low) Low/reverse checkball Limits the maximum converter charge pressure Limits the maximum EPC pressure Limits the amount of lube oil sent to the rear bushing Filters EPC oil
.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E
Mainline and EPC Pressure Testing
Mainline Pressure
EPC Pressure
Mainline Pressure (PSI) Transmission 4R44E 2.3L, 2.5L 4R44E 3.0L Gear Range OD, 2, L Rev OD, 2, L Rev 4R55E 4.0L OD, 2, L Rev 5R55E 4.0L OHV 5R55E 4.0L SOHC OD, 2, L Rev OD, 2, L Rev Idle 75100 115145 105135 150180 85100 95160 80115 135165 95125 100130 WOT 225260 280350 225260 280350 225260 280350 225260 280350 225260 280350
EPC Pressure (PSI) Idle 2030 3545 3040 4555 2535 5565 2535 5565 4050 5565 WOT 110135 110135 110135 110135 110135 110135 110135 110135 110135 110135
.ORD MOTOR COMPANY
%!
4R44E, 4R55E, 5R55E

Delayed Reverse
1) Low line pressure. 2) Excessive low/reverse band clearance. 3) Excessive direct clutch clearance. Direct clutch clearance should be between 0.008" 0.010" per friction. 4) Leaks in the reverse apply circuit, such as direct drum piston seals, direct drum to center support seal rings, intermediate servo, low/reverse servo seals. If all of these items are okay and youre still experiencing a delayed reverse engagement, try blocking the reverse modulator valve. Like the A4LD, delayed reverse engagements are common in the 4R44E, 4R55E and 5R55E. And just like the A4LD, there are ways to correct the problem. Here are the most common causes for a delayed reverse:
Block this valve in toward the valve body
%"
.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E
Delayed .orward Engagement

To improve forward engagement, remove the spring from the engagement control valve.
.ORD MOTOR COMPANY
%#
4R44E, 4R55E, 5R55E
23 .lare (4R44E, 4R55E); 34 .lare (5R55E)

A 23 flare on a 4R44E or 4R55E (or a 34 flare on the 5R55E) is often caused by low line pressure. The problem isnt that the computer doesnt vary line pressure, or that theres an underlying valve body problem. Its simply the computer doesnt command line pressure high enough to make a proper shift. If the intermediate servo is in good shape, and you do get line pressure variation during throttle changes, try adjusting the pressure control solenoid adjustment screw clockwise, of a turn.
%$
.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Lube Orifice
The removable lube orifice shown here is used to limit the amount of lube oil supplied to the extension housing. Since this circuit receives mainline pressure directly, modifying the orifice or leaving it out will affect line pressure. Never modify or omit this orifice. If the puck is missing you can use an A4LD valve body puck. Make sure the hole through the center is 0.025".
Extension Housing Lube Orifice
.ORD MOTOR COMPANY
%%
4R44E, 4R55E, 5R55E

Lube Orifice (continued)
IM P O R T A N T
Some valve bodies dont have a pocket for a removable orifice. In these valve bodies, the 0.025" orifice is located in the separator plate. All valve bodies must have an orifice of one type or the other.
If this orifice is 0.025" in diameter, the lube orifice puck isnt necessary.
%&
.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

OD Drum Sensor
Although every 9798 5R55E was equipped with a fully functional OD drum sensor, Ford not only states that the computer was never programmed to use the signal, but also suggests disabling the sensor.
OD Drum Sensor
Exciter Ring
To disable the OD drum sensor properly, simply splice the two wires together that go to the sensor. This will prevent stray signals from confusing the computer.
.ORD MOTOR COMPANY
%'
4R44E, 4R55E, 5R55E

In some cases, the exciter ring can become damaged, causing noises during operation.
OD Drum Sensor (continued)
The best way to prevent these noises is to remove the exciter ring during every rebuild.
&
.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E
Diagnostic Trouble Codes (DTC)

There are many ways to approach trouble codes. Some technicians prefer to diagnose the system completely, while others simply want a list of possibilities to throw parts at the problem. Both of these extremes have their benefits and drawbacks. The true technician knows which approach to choose for a successful diagnosis. In this section weve tried to offer enough information to aid everyones approach, including a brief definition of most codes associated with the 4R44E family, common causes, quick fix suggestions, and some computer strategies that happen due to certain codes. By strategies, we mean functions that the computer is programmed to change in the event of a trouble code. Understanding these strategy changes can be useful for diagnosis, or at least offer an explanation when the transmission does something really strange. Very little is published about specific code strategies and even less is given to us by the manufacturer. The code strategies listed in this section are only some we know exist. Among the first things you should check on a vehicle with electrical codes are the power and grounds supplied to the computer. Poor values in these two circuits can be the root cause of many electrical trouble codes. To keep from repeating this throughout the section, well assumed youve already checked these circuits and are known to be good. You must include these in your testing, whether we mention it or not.
.ORD MOTOR COMPANY
&
4R44E, 4R55E, 5R55E

Solenoid Circuit .ailure Codes
P0743, P0750, P0755, P0760, P0765, P1746, 652: 621: 622: 641: P1754, 643: P1747, 624: TCC solenoid open or shorted circuit. SS1 open or shorted circuit. SS2 open or shorted circuit. SS3 open or shorted circuit. SS4 open or shorted circuit. EPC solenoid open or shorted circuit.
How the Codes Set:

The computer constantly monitors current flow through each solenoid. If the current goes out of normal range, the computer will set the corresponding code.
Possible Causes:
1) Bad wire or poor connections 2) Bad solenoid 3) Bad computer
Common Causes:
1) Bad connections or wiring 2) Bad solenoid
The Quick .ix:

1) Clean and tighten related connections. 2) Replace the wire that connects the related solenoid to the computer. 3) Replace the solenoid.
D
IA G N O S T IC
IP
Try these suggestions one at a time. The order is simply our suggestion based on simplicity, cost or frequent helpline calls. There is no reason to follow this order.
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.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Strategies
Solenoid Circuit .ailure Codes (continued)

When the EPC solenoid sets a solenoid circuit code, the computer turns the EPC solenoid off, causing high line pressure and hard shifts. When the TCC solenoid sets a solenoid circuit code, the computer turns the TCC solenoid off, disabling lockup. When a shift solenoid circuit code sets, the computer shuts the failed solenoid off. The following charts show the changes in shift patterns due to these strategies.
4R44E / 4R55E Shift Strategies

SS1 Alw ays Off Gear Commanded 1 st 2nd 3rd 4
th
SS3 Alw ays Off Gear Commanded 1 st 2nd 3rd 4

th
Actual Gear Range OD 3rd 2nd 3rd 4

th
Actual Gear Range OD 1 st 2nd 3rd 3

rd
Manual 2 2nd 2nd
Manual L *1st
Manual 2 2nd 2nd
Manual L 1 st
* With SS1 always off, the L/R band isnt applied in manual low.
SS2 Alw ays Off Gear Commanded 1 st 2nd 3rd 4th Actual Gear Range OD 1 st 1 st 3rd 4th Manual 2 2nd 2nd Manual L 1 st Gear Commanded 1 st 2nd 3rd 4th
SS4 Alw ays Off Actual Gear Range OD 1 st 2nd 3rd 4th Manual 2 2nd 2nd Manual L 1 st
SS4 always off causes no engine braking.
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4R44E, 4R55E, 5R55E

5R55E Shift Strategies
SS1 Alw ays Off Gear Commanded 1 st 2nd 3rd 4th 5
th

SS3 Alw ays Off Gear Commanded 1 st 2nd 3rd 4th 5
th
Actual Gear Range OD 4th 5th 3rd 4th 5

th
Actual Gear Range OD 1 st 1 st 3rd 4th 4

th
Manual 2 3rd *
Manual L 3rd
Manual 2 3rd 3rd
Manual L 1 st
* Overdriven 2nd gear; 1.10:1 ratio.
SS2 Alw ays Off Gear Commanded 1 st 2nd 3rd 4th 5th Actual Gear Range OD 1 st 2nd 1 st 4th 5th Manual 2 3rd * Manual L 1 st Gear Commanded 1 st 2nd 3rd 4th 5th
SS4 Alw ays Off Actual Gear Range OD 1 st 2nd 3rd 4th 5th Manual 2 3rd * Manual L 1 st
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.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Diagnostic Suggestions

Heres some useful data you can use to test each solenoid circuit for problems. Perform these tests at the computer connector with the computer disconnected. 1) Use the specifications chart for computer pin ID and resistance values. Check resistance between the positive and negative terminals for each solenoid. They should fall between the specs listed. 2) Check resistance between the negative terminal and chassis ground. The readings for all solenoids should read infinity (no continuity). This is testing the circuit for shorts to ground.
Solenoid All Solenoids (+) EPC () TCC () CCS () SS1 () SS2 () SS3 () All Except 95 Explorer Pins 71, 97 P i n 81 P i n 54 P i n 28 P i n 27 Pi n 1 P i n 53 95 Explorer P i n 37, 57 P i n 38 P i n 53 P i n 28 P i n 51 P i n 52 P i n 55 3.1 5.7 8.9 16.0 22.0 48.0 22.0 48.0 22.0 48.0 22.0 48.0 Resistance (Ohms)
C A U T IO N
Always perform these tests with the computer disconnected.
Because the computer monitors the amperage through each of the solenoid circuits, its able to identify an open or shorted circuit quickly and accurately. The computer is also programmed to shut the solenoid circuit off to save the computer from possible damage.
.ORD MOTOR COMPANY
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4R44E, 4R55E, 5R55E

Diagnostic Suggestions (continued)

Amperage testing is much more accurate than resistance testing. Always use amperage testing to verify resistance testing. 3) To perform an amperage test, use a jumper to connect B+ to the positive solenoid feed terminal at the computer connector. Ground the solenoid negative wire to chassis ground through an ammeter. Use the following equation to calculate the expected amperage, or simply use the chart. Volts Resistance = Amperage
Calculated Amperage
Solenoid Resistance System Voltage 12.5 Volts 13.0 Volts 13.5 Volts 14.0 Volts 14.5 Volts 15.0 Volts EPC Solenoid 3.1 Ohms 4.03 4.19 4.35 4.52 4.68 4.84 5.7 Ohms 2.19 2.28 2.37 2.46 2.54 2.63 TCC Solenoid 8.9 Ohms 1.40 1.46 1.52 1.57 1.63 1.69 16 Ohms 0.78 0.81 0.84 0.88 0.91 0.94 Shift Solenoids 22 Ohms 0.57 0.59 0.61 0.64 0.66 0.68 48 Ohms 0.26 0.27 0.28 0.29 0.30 0.31
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.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Ratio Errors
P0731, P0732, P0733, P0734, P0735 645 646 647 648 1st Gear Ratio Error 2nd Gear Ratio Error 3rd Gear Ratio Error 4th Gear Ratio Error 5th Gear Ratio Error
Possible Related Codes

P1714, P0751, P1751 P1715, P0756, P1756 P1716, P0761, P1761 P1717 P1762 SS1 Functional Failure SS2 Functional Failure SS3 Functional Failure SS4 Malfunction SS3/SS4/OD Band Servo Failure
How the Codes Set

The computer constantly monitors the actual gear ratio by calculating the output speed and the engine RPM or the turbine speed sensor. When it sees a ratio that differs from the ratio it commanded, the computer sets the trouble code that represents the failure.
.alse Codes
False codes can be set by false signals from the transmission range sensor. For example: If the transmission range sensor signals OD range, but youre actually in manual low, the computer will expect to see an upshift.
Possible Causes
1) 2) 3) 4) Internal components (see component failure chart for more detail) Hydraulically bad shift solenoids Sticky valves Bad transmission range sensor
Common Causes
1) Low line pressure or poor line rise 2) Bad servos 3) Internal components
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4R44E, 4R55E, 5R55E

Ratio Errors (continued)
The Quick .ix
For ratio errors there really is no quick fix. If you decide to throw parts at it, new OD and intermediate servos are a must. The rest is up to you. If you want to do it properly, follow the diagnostic suggestions.
Determine whether youre reading a false code or a real ratio error. 1) Drive the vehicle on the road until the code resets. Does the transmission have the gear in question? 2) Drive the vehicle on the rack with no load to see if the code sets.
Results w hen Code Sets Road Test Missing Gear Missing Gear Slips in Gear Gear Feels Fine Gear Feels Fine Rack Test Missing Gear Has Gear Has Gear No Code Sets Has Gear Probable Cause Bad Solenoids; Sticky Valves; Internal Components Internal Components Internal Components Internal Components False Code
This chart is based on logic. For example, if you had a 4R44E setting a code P0734 (4th gear ratio error), it could be a control problem (sticky 34 shift valve or a bad SS3), an internal component (bad OD servo or a bad OD band) or it could be a false code (range sensor or even a computer). If it is missing or slipping in gear, it cant be a false code. If it has the gear at fault but slips it cant be a control problem or a false code. If it sets the code on the rack, its very likely its a false code, because on the rack theres no load.
Use the chart as a guide only.
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.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Ratio Errors (continued)
Component .ailure Chart
This chart will help identify the major components that can cause each ratio code.
C ode P 0731, 645 P 0732, 646 P 0733, 647 P 0734, 648 P 0735 4R 44E / 4R 55E Low Sprag; Forward Clutch Intermediate Band Direct Clutch Overdrive Band N/A 5R 55E Low Sprag; Forward Clutch Overdrive Band Intermediate Band Direct Clutch Overdrive Band
Many things can set ratio codes. This chart only displays the major ones.
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4R44E, 4R55E, 5R55E

TCC-Related Codes
P1740, P1743 P0741, P1744, 628 TCC Stuck On, TCC Never Applied TCC Slip
How the Codes Set

P1740: The computer either sees no TCC apply when commanded or it sees TCC when it isnt commanded. P1743: The computer detects lockup when it isnt being commanded. P0741, P1744, 628: The computer sees an RPM drop indicating the converter is trying to lock up but its slipping.
Possible Causes
1) 2) 3) 4) Teflon seal ring on stator support Pump volume problem Bad TCC solenoid Bad torque converter
Common Causes
1) Teflon seal ring on stator support 2) Pump volume problems
The Quick .ix

Try replacing the TCC solenoid.
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.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Diagnostics
TCC-Related Codes (continued)

1) If the code comes back and the transmission is still in the vehicle, check cooler flow. Remove the cooler return line: At normal operating temperature, cooler flow should be at least 1 quart in 20 seconds, in drive, at idle. 2) Check line pressure. If cooler flow is less than 1 quart in 20 seconds and line pressure is normal, try enlarging the converter feed hole to 0.060".
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4R44E, 4R55E, 5R55E

Diagnostics (continued)
TCC-Related Codes (continued)

3) If the code continues to set with good cooler flow and a new TCC solenoid, the problem is probably either the torque converter or the teflon ring on the stator support. Make sure the teflon ring is a butt-cut style and not a scarf cut. The Ford part number for this oil control ring is F77Z-7L323-AA.
Early, Scarf-Cut Ring
Late, Butt-Cut Ring
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.ORD MOTOR COMPANY
Temperature Sensor Codes

P0112, 112 P0113, 113 P0114, 114 Possible Causes: Bad sensor Bad wiring
4R44E, 4R55E, 5R55E

Intake Air Temperature (IAT) Sensor Grounded Intake Air Temperature (IAT) Sensor Open Intake Air Temperature (IAT) Sensor Out of Range
Strategies: Either high or low EPC pressure (hard or soft shifts) P0117, 117 P0118, 118 P1116, 116 Possible Causes: Bad sensor Bad wiring Engine Coolant Temperature (ECT) Sensor Grounded Engine Coolant Temperature (ECT) Sensor Open Engine Coolant Temperature (ECT) Sensor Out of Range
Strategies: No lockup P0712, P0713, P1711, P1783, 638Transmission 637Transmission 636Transmission 657Transmission Fluid Fluid Fluid Fluid Temperature Temperature Temperature Temperature (TFT) Sensor Grounded (TFT) Sensor Open (TFT) Sensor Out of Range is Too High
Possible Causes: Bad sensor Bad wiring
Strategies: High EPC pressure (hard shifts)

Degrees C 0 20 21 40 41 70 71 90 91 110 111 130 131 150 Degrees F 32 68 69 104 105 158 159 194 195 230 231 266 267 302 Sensor Resistance 100.0k 37.0k 37.0k 16.0k 16.0k 5.0k 5.0k 2.7k 2.7k 1.5k 1.5k 0.8k 800 540 Signal Voltage 3.90 3.10 3.10 2.20 2.20 1.00 1.00 0.61 0.61 0.36 0.36 0.22 0.22 0.10
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4R44E, 4R55E, 5R55E

P0121 P0123, P1120, P1121, P1124, P1125, 122 125, 167 Possible Causes: Bad sensor Bad wiring
Throttle Position Sensor (TPS) Codes

Throttle Position Sensor (TPS) Signal Error
Throttle Opening Idle 1/8 1/4 3/8 1/2 5/8 3/4 7/8 WOT Approx. Voltage 0.50 0.95 1.44 1.90 2.37 2.84 3.31 3.78 4.24
Various Strategies 1) 2) 3) 4) High EPC pressure Abnormal shift scheduling TCC cycling No TCC
Mass Airflow (MA.) Sensor Codes

P0102, P0103, P1100, P1101, 157 159, 184, 185 Possible Causes: Bad sensor Bad wiring Mass Airflow (MAF) Sensor Signal Error
Various Strategies 1) 2) 3) 4) High EPC pressure, harsh shifts Low EPC pressure, soft shifts Abnormal shift scheduling Incorrect TCC engagement scheduling
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.ORD MOTOR COMPANY
4R44E, 4R55E, and 5R55E
Diagnostic Code P0756 Solenoid B Performance or Stuck Off

DTC P0756 sets when the computer commands the intermediate servo on and doesnt see a ratio change. Before you jump into electrical testing or replace shift solenoid 2 (P0756 is a generic code for solenoid B. In this application the solenoid is referred to as SS2), first check to see if the intermediate band is broken. The best way to check for a broken band is to see if you can turn the band adjustment bolt in, until its almost flush. If so, replace the band.
.ORD MOTOR COMPANY
'#
4R44E, 4R55E, 5R55E

Electrical Checks
6 0 4 0 2 0
1995 Explorer 4.0L VIN-X

5 1 3 1 1 1 5 0 3 0 1 0 4 1 2 1 1
Computer Connector
Terminal Circuit Description 1 2 3 4 5 6 7 8 9 10 11 12 13 15 16 17 Keep-Alive Power (KAPWR) Brake On-Off Switch (BOO) Vehicle Speed Sensor (VSS+) Ignition Diagnostic Monitor (IDM) Turbine Speed Sensor (TSS) Vehicle Speed Sensor (VSS) Engine Coolant Temperature Sensor (ECT) Fuel Pump Monitor (FPM) Mass Airflow Sensor Ground (MAF) A/C Cycling Clutch Switch Canister Purge Solenoid (CANP) Fuel Injector 6 (INJ6) Transmission Control Indicator Light (TCIL) Fuel Injector 5 (INJ5) Ignition System Ground (IGN GND) Self-Test Output (STO) and MIL Signal Type DC Volts DC Volts Conditions Always Brake Released Brake Applied AC Frequency 30 MPH 55 MPH DC Frequency Idle AC Frequency 880910 RPM 22002275 RPM DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage Millisecond On-Time DC Voltage Millisecond On-Time DC Voltage DC Voltage Always 86 F 230 F Pump Off Pump On Always A/C Off A/C On Idle 55 MPH Idle; Normal Operating Temp. TCIL Off TCIL On Idle; Normal Operating Temp. Always MIL Off MIL On Value Battery Voltage <0.10 Volts Battery Voltage 65 Hz 125 Hz 21 31 Hz 118 122 Hz 295 310 Hz <0.10 Volts 2.62 Volts 0.36 Volts <0.10 Volts Battery Voltage <0.10 Volts <0.10 Volts Battery Voltage Battery Voltage <0.10 Volts 3.3 5.7 ms Battery Voltage <0.10 Volts 3.3 5.7 ms <0.10 Volts Battery Voltage <0.10 Volts
'$
.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

1995 Explorer 4.0L VIN-X (continued)
Terminal Circuit Description 18 Data Bus (+)
Electrical Checks (continued)

Signal Type DC Voltage Conditions Key Off; Scan Tool Removed Key On; Scan Tool Removed 19 20 21 22 24 25 26 27 29 30 Data Bus () Computer Case Ground Idle Air Control Solenoid (IAC) Fuel Pump Relay (FP) Cylinder Identification (CID or CMP) Idle Air Temperature Sensor (IAT) Reference Voltage (VREF) Differential Pressure Feedback EGR (DPFE) Octane Adjust Switch Manual Lever Position Switch (MLPS) DC Voltage DC Voltage Always Always Value <0.10 Volts Battery Voltage <0.10 Volts <0.10 Volts Varying Voltage, Freq. and Duty Battery Voltage <0.10 Volts 5 7Hz 2.62 Volts 0.36 Volts 4.9 5.1V 0.4 Volts >0.4 Volts <0.10 Volts 9.1 Volts 4.2 Volts 3.5 Volts 2.8 Volts 2.1 Volts 1.4 Volts 0.7 Volts No Data Available DC Voltage Duty Cycle Solenoid Off Solenoid On 33 EGR Vacuum Regulator Solenoid 0% 33% 90% 34 35 36 37 Automatic Ride Control (ARC) Fuel Injector 4 (INJ4) Spark Output (SPOUT) Signal Vehicle Power (VPWR) DC Voltage Millisecond On-Time Idle Idle; Normal Operating Temp. Battery Voltage <0.10 Volts 0.00 0.75 in-Hg 0.55 2.05 in-Hg 5.69 6.95 in-Hg 4.3 Volts 3.3 5.7 ms Varies with RPM and Load <0.10 Volts Battery Voltage
DC Frequency Engine Running and Duty Cycle DC Voltage Pump Off Pump On DC Frequency Hot Idle DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage 86 F 230 F Key On Idle EGR Open Closed Open P R N D 2 L
31 32
Fuel Flow Rate (Instrument Panel) Coast Clutch Solenoid
Variable Duty Engine Running and Frequency DC Voltage Key Off Key On
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4R44E, 4R55E, 5R55E

1995 Explorer 4.0L VIN-X (continued)
Terminal Circuit Description 38 39 40 41 43 44 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 Electronic Pressure Control Solenoid (EPC) Fuel Injector 3 (INJ3) Ground Transmission Control Switch (TCS) Heated Oxygen Sensor, Left Side (HO2S-2) Heated Oxygen Sensor, Right Side (HO2S-1) Sensor Ground Throttle Position Sensor Signal (TP) Self-Test Input Signal (STI)

Signal Type Duty Cycle Millisecond On-Time DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage Conditions Idle WOT Idle; Normal Operating Temp. Always TCS and OD Off TCS and OD On Engine Running Engine Running Always Idle WOT Normal Grounded Transmission Fluid Temperature Sensor (TFT) DC Voltage Mass Airflow Sensor Signal (MAF) Shift Solenoid 1 (SS1) Shift Solenoid 2 (SS2) Torque Converter Clutch Solenoid (TCC) Wide-Open Throttle A/C Cutoff Shift Solenoid 3 (SS3) Profile Ignition Pickup Signal (PIP) Vehicle Power (VPWR) Fuel Injector 1 (INJ1) Fuel Injector 2 (INJ2) Ground DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage 86 F 230 F Engine Running Solenoid Off Solenoid On Solenoid Off Solenoid On Solenoid Off Solenoid On A/C On; Idle A/C On; WOT Solenoid Off Solenoid On DC Frequency Engine Running DC Voltage Millisecond On-Time Millisecond On-Time DC Voltage Key Off Key On Idle; Normal Operating Temp. Idle; Normal Operating Temp. Always Value 4.2 Volts 0.5 Volts 3.3 5.7 ms <0.10 Volts Battery Voltage <0.10 Volts 01V; Varies 01V; Varies <0.10 Volts 0.5 0.9 Volts 4.0 4.5 Volts Battery Voltage <0.10 Volts 2.62 Volts 0.36 Volts 05 Volts; Incr. w/Throttle Opening Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts Increases with Engine RPM <0.10 Volts Battery Voltage 3.3 5.7 ms 3.3 5.7 ms <0.10 Volts
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.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

199597 Aerostar; 1995-on Ranger; 1996-on Explorer/Mountaineer
Because of the number of vehicles these charts cover, some of the terminals listed may not appear on the vehicle youre working on. But only terminal 64 changes function.
Computer Connector
Terminal Circuit Description 1 2 3 11 13 14 15 16 21 22 24 25 26 27 28 29 Shift Solenoid 2 (SS2) Malfunction Indicator Lamp (MIL) Digital Transmission Range Sensor (TR1) 1997- on Purge Flow Sensor (PF) Flash EPROM Power Supply 4x4 Low Switch Data Bus () Data Bus (+) Crankshaft Position Sensor (+) Crankshaft Position Sensor () Ground () Case Ground () Ignition Coil Driver 1 Shift Solenoid 1 (SS1) Coast Clutch Solenoid (CCS) Transmission Control Switch (TCS) Signal Type DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage Conditions Solenoid Off Solenoid On MIL Off MIL On P, R and N D, 2 and L Idle 30 MPH Scan Tool Removed Switch Off Switch On Scan Tool Removed Scan Tool Removed Engine Running DC Voltage DC Voltage DC Voltage Duty Cycle DC Voltage DC Voltage DC Voltage Always Always Always Key Off Key On Solenoid Off Solenoid On Solenoid Off Solenoid On TCS and OD Off TCS and OD On
Value Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts <0.10 Volts 9.5 Volts <0.10 Volts 1.0 4.9 Volts 0.5 0.6 Volts Battery Voltage <0.10 Volts <0.10 Volts 0.5 Volts 0 Hz Increases w/RPM <0.10 Volts <0.10 Volts <0.10 Volts <0.10 Volts Battery Voltage Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts
AC Frequency Engine Off
.ORD MOTOR COMPANY
''
4R44E, 4R55E, 5R55E

Terminal Circuit Description 30 31 33 35 36 37 38 39 40 41 47 Octane Adjust Switch Power Steering Pressure Switch Vehicle Speed Sensor (VSS) Heated Oxygen Sensor, RR (HO2S-1,2) Mass Airflow Sensor Ground ()

Signal Type Conditions Closed Open DC Voltage DC Voltage DC Voltage DC Voltage Wheels Straight Wheels Turning Always Engine Running Always 86 F 230 F Engine Coolant Temperature Sensor (ECT) Intake Air Temperature Sensor (IAT) Fuel Pump Monitor (FPM) A/C Cycling Clutch Switch EGR Vacuum Regulator Solenoid DC Voltage DC Voltage DC Voltage DC Voltage Duty Cycle 86 F 230 F 86 F 230 F Pump Off Pump On A/C Off A/C On 0% 33% 90% 48 49 50 51 52 53 54 55 Engine RPM Output Digital Transmission Range Sensor (TR2) 1997-on Digital Transmission Range Sensor (TR4) 1997-on Ground () Ignition Coil Driver 2 Shift Solenoid 3 (SS3) Torque Converter Clutch (TCC) Solenoid Keep-Alive Power (KAPWR) DC Frequency Engine Off Engine Running DC Voltage DC Voltage DC Voltage Duty Cycle DC Voltage DC Voltage DC Voltage P, R and 2 N, D and L P, N and Low R, D and 2 Always Key Off Key On Solenoid Off Solenoid On Solenoid Off Solenoid On Always Value <0.10 Volts 9.3 Volts <0.10 Volts 2.0 4.0 Volts <0.10 Volts 01V; Varies <0.10 Volts 2.62 Volts 0.36 Volts 2.62 Volts 0.36 Volts 2.62 Volts 0.36 Volts <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage 0.00 0.75 in-Hg 0.55 2.05 in-Hg 5.69 6.95 in-Hg 0 Hz Varies with RPM <0.10 Volts 9.5 Volts <0.10 Volts 9.5 Volts <0.10 Volts <0.10 Volts Battery Voltage Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage
Transmission Fluid Temperature Sensor (TFT) DC Voltage

.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Terminal Circuit Description 58 59 60 62 64 Vehicle Speed Sensor (VSS+) *Overdrive Drum Speed Sensor Heated Oxygen Sensor, RF (HO2S-1,1) Fuel Tank Pressure Sensor Manual Lever Position Sensor (MLPS) 1995 and 96 only

Signal Type Conditions 55 MPH AC Frequency Input Shaft Turning DC Voltage DC Voltage DC Voltage Engine Running 0 PSI P R N D 2 L Digital Transmission Range Sensor TR3A 1997-on 65 67 69 71 73 74 75 76 77 78 79 Differential Pressure Feedback EGR (DPFE) DC Voltage DC Voltage P, 2 and L R, N and D Idle EGR Open Evaporative Canister Purge Solenoid (EVAP) DC Voltage Wide-Open Throttle A/C Cutoff PCM Power Relay Fuel Injector 5 (INJ5) Fuel Injector 3 (INJ3) Fuel Injector 1 (INJ1) Ground Ground Coil Driver 3 Transmission Control Indicator Lamp (TCIL) DC Voltage DC Voltage Millisecond On-Time Millisecond On-Time Millisecond On-Time DC Voltage DC Voltage Duty Cycle DC Voltage Solenoid Off Solenoid On A/C On; Idle A/C On; WOT Key Off Key On Idle; Normal Operating Temp. Idle; Normal Operating Temp. Idle; Normal Operating Temp. Always Always Key Off Key On TCIL Off TCIL On Value 65 Hz 125 Hz Increases w/RPM 01V; Varies 2.6 Volts 4.2 Volts 3.5 Volts 2.8 Volts 2.1 Volts 1.4 Volts 0.7 Volts <0.10 Volts 1.7 Volts 0.4 Volts >0.4 Volts Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts <0.10 Volts Battery Voltage 4.5 4.8 ms 4.5 4.8 ms 4.5 4.8 ms <0.10 Volts <0.10 Volts <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage AC Frequency 30 MPH
* When the Overdrive Drum Speed Sensor is disabled properly, there should be no signal on terminal 59.
.ORD MOTOR COMPANY

4R44E, 4R55E, 5R55E

Terminal Circuit Description 80 81 83 84 85 87 88 89 90 91 92 93 94 95 97 99 100 101 103 Fuel Pump Relay (FP) Electronic Pressure Control Solenoid (EPC) Idle Air Control Solenoid (IAC) Turbine Shaft Speed Sensor Cylinder Identification Signal (CMP) Heated Oxygen Sensor, LF (HO2S-2,1) Mass Airflow Sensor Signal (MAF) Throttle Position Sensor Signal (TP) Reference Voltage Sensor Ground Brake On/Off Switch Signal (BOO) HO2S Heater; Right Front (HO2S-1,1) HO2S Heater; Left Front (HO2S-2,1) HO2S Heater; Left Rear (HO2S-2,2) PCM Power Relay Fuel Injector 6 (INJ6) Fuel Injector 4 (INJ4) Fuel Injector 2 (INJ2) Ground

Signal Type DC Voltage Duty Cycle Conditions Pump Off Pump On Idle WOT DC Frequency Engine Running and Duty Cycle AC Frequency 880 910 RPM 2200 2275 RPM DC Frequency Engine Off Engine Running DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage DC Voltage Millisecond On-Time Millisecond On-Time Millisecond On-Time DC Voltage Engine Running Engine Running Idle WOT Key On Always Brake Released Brake Applied Heater Off Heater On Heater Off Heater On Heater Off Heater On Key Off Key On Idle; Normal Operating Temp. Idle; Normal Operating Temp. Idle; Normal Operating Temp. Always Value Battery Voltage <0.10 Volts 4.0 4.5 Volts 0.5 0.8 Volts Varying Voltage, Freq. and Duty 118 122 Hz 295 310 Hz 0 Hz Varies w/RPM 01V; Varies 05 Volts; Incr. w/Throttle Opening 0.5 0.9 Volts 4.0 4.5 Volts 4.95.1V <0.10 Volts <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage <0.10 Volts Battery Voltage 4.5 4.8 ms 4.5 4.8 ms 4.5 4.8 ms <0.10 Volts

.ORD MOTOR COMPANY
4R44E, 4R55E, 5R55E

Turbine Sensor Adjustment
The exciter ring on the 4R44E, 4R55E, and 5R55E mounts to the overdrive planet. Its very delicate and is easily damaged by something as simply as washing or bumping it during teardown. If you damage the ring, you may have problems with the computer reading the turbine RPM correctly.
.ORD MOTOR COMPANY
!
4R44E, 4R55E, 5R55E
Turbine Sensor Adjustment (continued)

During assembly, always check the clearance between the exciter ring and the turbine shaft sensor: The proper clearance is 0.025" to 0.072".
Ford has a tool that makes measuring this really easy. The part number for the tool is: T95L-70010-F.
"
.ORD MOTOR COMPANY
5R55E; 1997-On 4R44E

Directional .riction Installation
.orward Clutch
Install the friction plates into the forward drum with the word Top facing up, and the grooves pointing counterclockwise, from ID to OD. The friction plates in the 5R55E and 1997-and-later 4R44E transmissions are directional, and must be installed correctly to provide proper operation.
Coast Clutch and Direct Clutch

Install the friction plates into the coast clutch and direct clutch drums facing opposite the forward clutch. The word Top should still be facing up, but now the grooves point clockwise, from ID to OD.
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A4LD
Light Throttle 23 .lare

Some 1990 through 93 vehicles with the A4LD transmission may exhibit a 23 flare at light throttle. Ford has released a stronger 23 backout valve spring to address this problem. The Ford part number for the new spring is F3TZ-7D230-A
Plug
Retainer
Backout Valve Backout Valve Spring
Bore 211
$
.ORD MOTOR COMPANY
A4LD
Light Throttle 23 .lare (continued)

Vehicles Affected
Year and Model 1990 Aerostar RWD (Van) Aerostar RWD (Wagon) Aerostar AWD (Van) Aerostar AWD (Wagon Ranger 4x2 Ranger 4x4 1991 Aerostar RWD (Van) Aerostar RWD (Wagon) Aerostar AWD (Van) Aerostar AWD (Wagon Ranger 4x2 Ranger 4x4 Explorer 4x2 Explorer 4x4 1992 Aerostar RWD (Van) Aerostar RWD (Wagon) Aerostar AWD (Van) Aerostar AWD (Wagon Explorer 4x2 Explorer 4x4 Ranger 4x2 Ranger 4x4 1993 (built before 6/21/93) Aerostar RWD (Van) Aerostar RWD (Wagon) Aerostar AWD (Van) Aerostar AWD (Wagon Explorer 4x2 Explorer 4x4 Ranger 4x2 (ALT) Ranger 4x2 (CAL) Ranger 4x4 (ALT) Ranger 4x4 (CAL)
Transmission Model # 90GT-FAA 90GT-FBA 90GT-AEA 90GT-AEE 90GT-DAA 90GT-BAA 91GT-HAA 91GT-SBA 91GT-SDA 91GT-SFA 91GT-LAA 91GT-NAA 91GT-BAB 91GT-EAB 92GT-AKA 92GT-AMA 92GT-ARA 92GT-ATA 92GT-CDA 92GT-CFA 92GT-DCA 92GT-DEA 93GT-CBA 93GT-KBA 93GT-EBA 93GT-NBA 93GT-HAA 93GT-NAA 93GT-LAA 93GT-LBA 93GT-SAA 93GT-SBA
.ORD MOTOR COMPANY
%
A4LD
Light Throttle 23 .lare (continued)

Look for the identification tag on the lower left extension housing bolt.
Transmission Model Number
Year
Month
Year 1990 1991 1992 1993
Day
C ode 00 01 02 03
Code Month E F G H September October November December C ode J K L M
Month January February March April
Code Month A B C D May June July August
&
.ORD MOTOR COMPANY
A4LD
New Design Center Support

Ford has released a new design center support that uses a needle bearing in place of the thrust washer in the #4 position. This new bearing is selective, and is available in four thicknesses. The Ford part number for the new support is F5TZ-7A130-B. You can use this support for the 199395 models with the snap shell. This is the same center support used for the 4R44E and 4R55E.
Selective Needle Bearings

Part Number F5TZ-7L326C F5TZ-7L326B F5TZ-7L326A F3TZ-7L326A Thickness 0.091" 0.096" 0.083" 0.090" 0.075" 0.082" 0.071" 0.075" ID Notches 3 2 1 None
.ORD MOTOR COMPANY
'
AODE and 4R70W
New 23 Accumulator Piston

The 23 accumulator piston has been replaced with a one-piece, stamped-steel piston. The new piston will retrofit earlier model transmissions. The Ford part number for the new piston is F7AZ-7H292-AB.

.ORD MOTOR COMPANY
AX4N
Checkball and Check Valve Locations

The AX4N uses six checkballs and three check valves in the valve body. Each valve has a different weight spring. Use the graphic to identify which checkballs and which valveand-spring combination go in which location.
Valve Body
Cooler Bypass Check Valve Heavy Spring Type B Valve B1
Converter Drainback Check Valve Light Spring Type A or B Valve
:
B4 B10
:
B3
B2 23 Capacity Modulator Check Valve Medium Spring Type A Valve
Dont install a checkball here.
Type A Valve
Type B Valve
.ORD MOTOR COMPANY

AX4N
Pump
Checkball and Check Valve Locations (cont)
B8

.ORD MOTOR COMPANY
AX4N
Cracked Case; AT. Leaks

A leak from the coast servo area on these units can be due to a crack in the case. Always check the area indicated for hairline cracks; these cracks are fairly common, and may be present long before a leak occurs.
Examine this area thoroughly for cracks.
.ORD MOTOR COMPANY
!
AX4S
1991 Valve Body Interchange

The 1991 AX4S valve body is unique; its the only year Ford used a simple on-off solenoid for lockup. The problem is that these valve bodies are becoming very difficult to find, so if you have one thats no good, youre out of luck until now. Ford released upgrade kits to convert the 1991 valve body hydraulics to the 92 model, but still keep the simple on-off solenoid. You can use one of these kits with a 92-andlater PWM valve body, while keeping the on-off solenoid. Although this wasnt Fords original intent, it works great. These kits contain a clip, some checkballs, gaskets, two separator plates, a new backout valve, and instructions. The backout valve in the kit is the same as the one in the PWMtype valve body, so you wont need to replace it. Assemble the valve body as you normally would, using the two new plates. You can now install the on-off lockup solenoid and youre back in business. There are three kits available, based on application: F1DZ-7A142B .............. 3.0L F1DZ-7A142C .............. 3.8L F1DZ-7A142D .............. 3.8L Police
"
.ORD MOTOR COMPANY
CD4E
Uncontrollable High Line Pressure

Uncontrollable high line pressure is responsible for many of the cracked forward/coast/ direct clutch drum complaints. In many cases, this high line pressure problem is the result of a worn out pressure regulator valve, or regulator valve bore in the valve body. During rebuild, make sure you inspect the valve and bore carefully.
Pressure Regulator Valve
.ORD MOTOR COMPANY
#
CD4E
Uncontrollable High Line Pressure (continued)

An effective countermeasure for this problem is to enlarge the PR balance holes in the separator plate. Enlarge these balance holes to 0.055". If the valve or bore are worn excessively, enlarging the balance holes wont help the condition.
$
.ORD MOTOR COMPANY
CD4E
No .orward
A CD4E that wont move forward can be caused by a misaligned rear ring gear shaft. This causes a side load on the gear train, popping the forward clutch snap ring loose. If you run into this problem, replace the clutch drum and snap ring, naturally, but also replace the ring gear. There are two ring gears, based on which engine you have. The part numbers for these ring gears are: F3RZ-7A153-B (2.0L) F3RZ-7A153-A (2.5L)
This shaft may be misaligned
.ORD MOTOR COMPANY
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CD4E
No Reverse
After a rebuild or repair, some CD4Es may not have reverse. This can be caused by installing the solenoid housing gasket backward. To repair this condition, remove the housing, and make sure the gasket seals the oil passages properly.
Gasket Placed Properly
Improper Gasket Placement
&
.ORD MOTOR COMPANY
E4OD/4R100
Checkball Locations
Ford has made several changes to the case and valve body on the E4OD (labeled the 4R100 starting in 1998). The first was in 1996. These models have a different case, separator plate and valve body, compared to 1990 through 95 models. Consequently, the checkball locations also changed. Identifying the case is easy: 1990 through 95 models had a Rough Forge number beginning with F0.
.ORD MOTOR COMPANY
'
E4OD/4R100
Checkball Locations (continued)

The 1996 case has a Rough Forge number beginning with F7.
In 1998, the Rough Forge number became F8.

.ORD MOTOR COMPANY
E4OD/4R100
CB7 BS3

199095 Checkball Locations for .0 Cases
CB8 BS1
CB1
CB6
BS6
CB14
CB9
EPC
.ORD MOTOR COMPANY

E4OD/4R100
CB7 BS3

1996-On Checkball Locations for .7 and .8 Cases
CB8 BS1
CB1
CB6
CB14
CB9
EPC
.ORD MOTOR COMPANY
E4OD/4R100

199095 Valve Body Checkball Locations
CB12
BS2
1996-On Valve Body Checkball Locations

BS6
CB16
CB15
CB13
BS2
.ORD MOTOR COMPANY
!
.ord
VSS Harness Repair Kit

Its not uncommon to replace the VSS on many vehicles during the rebuild, especially on those where the VSS is close to the exhaust and suffers heat damage. Although this is a great idea, an often-overlooked item is the vehicle harness connector. Ford offers a harness repair kit to replace the old VSS connector. The Ford part number for the kit is F2PZ-14A464-A Ford also offers these other repair kits you might find useful: F2PZ-14A464-B .................. E4OD Solenoid F2PZ-14A464-C .................. MLP F2PZ-14A464-D ................. AXODE (91/92 Top) F2PZ-14A464-E .................. AXODE (91/92 Side) F2PZ-14A464-F .................. AXOD F2PZ-14A464-G ................. AODE, AX4S (1993on)
CHRYSLER CORPORATION
#
Chrysler Contents
41TE, 42LE Transaxle Identification .................... 126 Diagnostic Trouble Codes (DTC) ........ 130 Burnt Low/Reverse Clutch; Slips in Low and Reverse .................. 132 New Design Input and Output Sensors ................................ 133 Input Clutch Drum Retainer and Related Parts Changes ............... 134 Code 74: Calculated Oil Temperature in Use .......................... 137 Computer Harness Wire Colors ......... 142 Buzz or Rattling Noise ...................... 151 Gear Lube from the Vent .................. 152 Clutch and Band Application ............ 153 42RE/44RE and 46RE/47RE Introduction ..................................... 153 Pressure Testing ............................... 154 Wrong Gear Starts ............................ 155 Checkball and Tube Locations .......... 157 Planet Failure ................................... 161 Drives Forward in Neutral, Binds in Reverse............................... 168 OD Selective Washer Setup............... 169
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41TE
Transaxle Identification
The 41TE transaxle is used in many of Chryslers front wheel drive vehicles. There are many different units, based on the application. One of the biggest differences in these variations is transfer gear and final drive ratios. Chrysler uses a sticker, located on top of the bell housing, to identify the unit. The following chart shows transaxle application based on the ID code. The chart also shows the tooth counts of the output gear, transfer gear, pinion gear, and final drive ring gear. This is useful information, particularly if your working on a vehicle you suspect has the wrong transaxle.
Identification Sticker
Model ID AA AC AS/NS AY AG AJ AP JA JX F J2 2 F 24S
Year 19891995 19891993 19891998 19901993 19901993 19901995 19931994 19951998 19961998 19951996 19951996
Vehicle Sprint/Acclaim/Lebaron Dynasty/New Yorker Minivan Fifth Avenue/Imperial Daytona Lebaron Shadow/Sundance Cirrus/Stratus/Breeze Sebring Convertible Sebring/Avenger Eagle Talon
%
41TE

If the ID sticker is missing you can use the ID numbers stamped in the case near the transfer gear cover.
&
41TE
Year 1989 1989 1990 1990 1990 1990 1991 1991 1991 1991 1992 1992 1992 1992 1993 1993 1993 1994 1994 1994 1994 1994 1995

Application Production # Transfer 3.0L 3.0L 3.0L 3.3L 3.0L 3.3L 3.8L 3.0L 3.3L 3.3L-AWD 3.8L 3.0L 3.3L 3.3L-AWD 3.8L 3.0L 3.3L 3.0L 3.3L 3.3L 3.8L 3.8L 2.0L 4446659 4531664 4531551 4531630 4531681 4531682 4567847 4567848 4567849 4567850 4659359 4659360 4659361 4659362 4567645 4567646 4567647 4659072 4659073 4659074 4659075 4659076 4567500 54 54 54 54 54 54 54 58 58 54 54 58 58 58 46 49 49 49 49 49 46 46 50 Output Pinion/Ring 59 59 59 59 59 59 59 55 55 59 59 55 55 55 50 47 47 47 47 47 50 50 46 16/60 16/60 16/60 16/60 16/60 16/60 17/59 17/59 17/59 16/60 17/59 17/59 17/59 17/59 17/59 17/59 17/59 17/59 17/59 17/59 16/60 16/60 16/60 Ratio 3.42 3.42 3.42 3.42 3.42 3.42 3.17 3.65 3.65 3.42 3.17 3.65 3.65 3.65 3.19 3.61 3.61 3.61 3.61 3.61 3.45 3.45 4.07 A J, A P & A S B o d y A S B ody A S B ody A S B ody AWD AS Body JA , F J2 2 , F 2 4 S AWD AS Body AWD AS Body AY Body AY Body Notes
'
41TE
Year 1996 1996 1996 1996 1996 1996 1996 1996 1996 1997 1997 1997 1997 1997 1997 1998 1998 1998 1998 1998 1998 1998

Application Production # Transfer 2.0L 2.4L 2.5L 3.3L 3.3L 3.8L 3.3L 3.8L 3.8L 2.0L 2.4L 2.4L 2.5L 3.3L 3.8L 2.0L 2.4L 2.4L 2.5L 3.0L 3.3L 3.8L 4799717 4799716 4799718 4567623 4799712 4567622 4567623 4799713 4799714 4800636 4800634 4800630 4800635 4800631 4800632 4800856 4800485 4800850 4800327 4800859 4800851 4800852 50 49 49 49 49 46 49 46 46 50 49 49 49 49 46 50 49 49 49 49 49 46 Output Pinion/Ring 46 47 47 47 47 50 47 50 50 46 47 47 47 47 50 46 47 47 47 47 47 50 16/59 16/60 16/60 17/59 17/59 16/60 17/59 16/60 16/60 16/60 16/60 16/60 16/60 17/59 16/60 16/60 16/60 16/60 16/60 17/59 17/59 16/60 Ratio 4.07 3.90 3.90 3.61 3.61 3.45 3.61 3.45 3.45 4.07 3.90 3.90 3.90 3.61 3.45 4.07 3.90 3.90 3.90 3.61 3.61 3.45 JA JA/JX,NS JX NS Up To 6-5-95 NA After 6-5-95 NS Up To 6-5-95 NS Up To 6-5-95 NS After 6-5-95 All Wheel Drive JA JA/JX NS JX NS NS JA JA/JX NS JX NS NS NS Notes
!
41TE
Diagnostic Trouble Codes (DTC)

C ode 11 12 13 14 15 16 17 18 19 20 21 22 23 24* 25 26 27 28 29* 31 32 33 35 36 Description Internal TCM Failure Battery was Disconnected Internal TCM Failure Transmission Relay Output Always On Transmission Relay Output Always Off Internal TCM Failure Internal TCM Failure Engine Speed Sensor Circuit Bus Communication with Engine Module Transmission Control Relay Output OD Pressure Switch Sense Circuit 2-4 Pressure Switch Circuit 2-4/OD Pressure Switch Circuit LR Pressure Switch Sense Circuit LR/OD Pressure Switch Sense Circuit LR/2-4 Pressure Switch Sense Circuit All Pressure Switch Sense Circuits Check Shifter Signal Throttle Position Sensor Signal OD Hydraulic Pressure Switch Circuit Loss of Prime Fault Immediately after Shift Loss of Prime Fault Immediately after Shift Limp-in? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes (Pre-96) Yes Yes (Pre-96) No Yes (Pre-96) N/A (96-97) Yes (Pre-96) N/A (96-97) Yes (Pre-96) N/A (96-97) No No Yes Yes Yes No No Type of Failure C N/A C C , E, S C , E, S C C C , E, S C, E C , E, S C , E, S, T C , E, S, T C , E, S, T C , E, S, T C , E, S, T C , E, S, T C , E, S, T C , E, S C , E, S E, S, T E, S, T E, S, T T T
C = Controller
E = Electrical
S = Sensor/Actuator
T = Transmission
N/A = Not Applicable
* In 1997, codes 24, 29, 37, 38, 47 and 50 58 can take up to 5 minutes to light the Malfunction Indicator Lamp (MIL). You can find these faults through your DRB-III under OBD-II Diagnostics: One-Trip Faults. They are OBD-II diagnostic trouble codes waiting to mature. Refer to the appropriate TSB for running changes to this feature.
!
41TE
Diagnostic Trouble Codes (continued)

C ode 37* 38* 41 42 43 44 45 46 47* 48 50* 51* 52* 53* 54* 56* 57* 58* 60 61 62 70 71 73 74 75 76 Description Solenoid Switch Latched in TCC Position Torque Converter Clutch Control Circuit LR Solenoid Circuit 2-4 SolenoidCircuit OD Solenoid Circuit UD Solenoid Circuit Internal TCM Failure 3-4 Shift Abort Solenoid Switch Latched in L-R Position TRD Link Communication Error Gear Ratio Error in Reverse Gear Ratio Error in 1st Gear Ratio Error in 2nd Gear Ratio in 3rd Gear Ratio Error in 4
th
Limp-in? No No Yes Yes Yes Yes No No Yes No Yes Yes Yes Yes Yes Yes Yes Yes No No No No No No No No No
Type of Failure T, S T, S C , E, S C , E, S C , E, S C , E, S C T T C, E C , E, S, T C , E, S, T T, S T, S T, S C , E, S C , E, S C, E T T T E, S N/A T C , E, S N C, E
Input Speed Sensor Error Output Speed Sensor Error Speed Sensor Ground Error Inadequate Element Volume LR Inadequate Element Volume 2-4 Inadequate Element Volume OD Autostick Sensor Circuit Manual Shift Overheat Worn Out or Burnt Transaxle Fluid Calculated Oil Temperature in Use Repairing High Temperature Operations Repairing Power-UP at Speed
C = Controller
E = Electrical
S = Sensor/Actuator
T = Transmission
N/A = Not Applicable
* In 1997, codes 24, 29, 37, 38, 47 and 50 58 can take up to 5 minutes to light the Malfunction Indicator Lamp (MIL). You can find these faults through your DRB-III under OBD-II Diagnostics: One-Trip Faults. They are OBD-II diagnostic trouble codes waiting to mature. Refer to the appropriate TSB for running changes to this feature.
!
41TE
Burnt Low/Reverse Clutch; Slips in Low and Reverse

Some 41TE valve bodies have a bathtub for the #1 checkball thats too shallow. This can allow the checkball to stick, causing the low/reverse clutch circuit to leak. You can check for this by measuring the clearance between the top of the checkball and the top of the valve body casting. You must have at least 0.007" of space for the checkball. If you have less than 0.007" clearance, replace the valve body.
!!
41TE
New Design Input and Output Sensors

The input and output speed sensors were redesigned for 1997-and-later units. The new sensors use O-rings with a smaller cross-section than the previous design. You can use the new sensors on earlier models; but always use the proper O-rings. Using the early O-ring on the late sensor wont allow the sensor to mount flush against the case; using the late O-ring on an early sensor may cause leaks. The Chrysler part numbers for the two sensors are: 04800878 Input 04800879 Output You can still use the harness repair kit for the new sensors, Chrysler part number 4419478. These sensors include the proper O-rings.
!"
41TE, 42LE
Input Clutch Drum Retainer and Related Parts Changes

Chrysler has updated the input clutch drum, OD/UD reaction plate, and tapered snap ring several times since 1989. They have also changed the part numbers several times, without changing the part. Because of this, theres a lot of confusion as to which parts to use during a rebuild. In 1997, Chrysler changed the thickness of the OD/UD tapered snap ring from 0.076" to 0.091". At the same time, they widened the groove for the snap ring. The thick snap ring wont fit the earlier retainer. The reason for the thicker snap ring was to help prevent it from breaking.
!#
41TE, 42LE
Input Clutch Drum Retainer (continued)

If you have an earlier trans and you want to upgrade it with the new drum and related components, youll want to order the update kit. The kit that includes the drum, two OD/UD pressure plates (0.233" thick, and 0.244" thick), and both the lower (flat) and upper (tapered) snap rings. The Chrysler part number for the kit is 5016198AA
!$
41TE, 42LE
Input Clutch Drum Retainer (continued)

There are also two plate kits available, but they include the earlier 0.076" tapered snap ring instead of the 0.091" snap ring. The 0.076" snap ring is only available with these kits; Chrysler no longer sells them separately. These kits include the OD/UD pressure plate, both snap rings for this plate, and the OD/Reverse pressure plate. The Chrysler part numbers for these kits are: 5017513 Includes 0.232" OD/UD pressure plate 5017179 Includes 0.256" OD/UD pressure plate
You can also purchase the 0.091" snap ring and three OD/UD pressure plates separately. The Chrysler part numbers for these are: 4659934 4883013 4883014 4883015 0.091" 0.232" 0.244" 0.256" Snap Ring Plate Plate Plate
These three plates also include the 0.091" snap ring.
!%
41TE, 42LE; 1996-and-Later
Code 74: Calculated Oil Temperature in Use

After vehicle startup, the transmission may operate in 2nd and reverse for the first few minutes of operation and then resume normal shifting. The Transmission Control Module (TCM) may be sensing an open circuit in the transmission temperature sensor circuit, indicating the transmission is extremely cold (below 16 F). This false temperature signal will keep the transmission in 2nd gear until the transmission temperature signal indicates the temperature has risen above 12 F. This condition usually sets transmission Diagnostic Trouble Code (DTC) 74 Calculated Oil Temperature in Use. Once code 74 sets, the computer wont attempt to use the signal from the transmission temperature sensor, but will use the calculated oil temperature routine for all 41TE/AE and 42LE applications built before 1996. The computer will continue to use the calculated oil temperature routine for 35 OBD-II drive cycles. If calculated oil temperature is used, the vehicle will operate normally; but the condition may return after 35 OBD-II drive cycles, when the computer tries to use the transmission temperature sensor for input again. To diagnose code 74, there are a few things you must understand:
Conditions to Set Code 74:

The computer must detect intermittent or out-of-range data from the transmission temperature sensor circuit for three consecutive drive cycles before the code will set. Setting code 74 will enable the calculated oil temperature routine to initialize the transmission oil temperature at startup for 35 OBD-II drive cycles. After 35 OBD-II drive cycles, the computer will attempt to use the temperature sensor for every start until code 74 resets.
Invalid Temperature Data

If the computer detects intermittent or out-of-range data from the transmission temperature sensor before code 74 sets, it switches to the calculated temperature routine, starting from the last good temperature signal. This can cause 2nd and reverse only, if the transmission temperature sensor indicates a startup temperature below 16F (which occurs if the temperature sensor circuit resistance is high, but not quite an open circuit). No code sets unless its the third consecutive start with invalid data. So you may not be sure whether the computer is using the temperature sensor signal or the calculated oil temperature routine for shift scheduling.
!&

Code 74 (continued)
Clearing Code 74
Clearing the codes wont automatically enable the computer to use the transmission temperature sensor signal. The computer remembers the last time code 74 was set and wont attempt to use the temperature sensor signal until 35 OBD-II drive cycles have passed, regardless of whether the code is still in memory. Disconnecting the battery, however, will enable the computer to use the transmission temperature sensor signal.
C A U T IO N
Disconnecting the battery will clear all computer memories, including the clock, learned engine parameters, and radio antitheft codes and presets. Make sure you take the necessary precautions before disconnecting the battery.
Three items can cause the computer to lose or receive an intermittent temperature sensor signal: Defective wiring between the temperature sensor and the transmission computer The temperature sensor The transmission computer
Use the illustrations as we go through the testing procedure. The pins youll use will vary, depending on which model youre working on.
5 .0 0 4 .8 0 4 .6 0 4 .4 0 4 .2 0 4 .0 0 3 .8 0 3 .6 0 3 .4 0 3 .2 0 3 .0 0 2 .8 0 2 .6 0 2 .4 0 2 .2 0 2 .0 0 1 .8 0 1 .6 0 1 .4 0 1 .2 0 1 .0 0 0 .8 0 0 .6 0 0 .4 0 0 .2 0 8 0 6 0 4 0 2 0 0 2 0 4 0 6 0 8 0 1 0 0
S ig n a l V o lta g e ( V a lid R a n g e : 0 .0 7 6 4 .9 3 9 )
T e m p e ra tu re ; D e g re e s .
1 2 0
1 4 0
1 6 0
1 8 0
2 0 0
2 2 0
2 4 0
2 6 0
2 8 0
3 0 0
3 2 0
3 4 0
3 6 0
3 8 0
4 0 0
4 2 0
!'

Code 74 (continued)
T r R a S w S e
7 6 1 1 8
a n n g itc n s
s e e
P o w e r tr a in C o n tro l M o d u le
S T -R u n
. u s e d Ig n itio n T R S T 4 1 S e n s e
**1 ****4 1
S ta rt
. u s e d Ig n itio n T R S T 1 S e n s e T ra n T e m S ig n S e n s
5 4
* 9 6 ** 9 6 *** N **** 9 N o
9 8 J A -J X . J 2 2 -. 2 4 S S O n ly 6 9 8 J A -J X , N S t u s e d o n . J 2 2 -. 2 4 S
T r a n s m is s io n C o n tro l M o d u le
S p e e d S e n s o r G ro u n d
1 3
T o B a c k u p L a m p s
T R S T 4 2 S e n s e
**3 ****4 2
T R S T 3 S e n s e
**4 3 ****3
a l o r
**4 1 ****1
R u n
1 6
*5 **5 ***1 0
*1 0 **1 0 ***5 9
B a c k u p L a m p S w itc h
P N
P R N L
P 3 L
N O L
T ra n s T e m p S e n s o r
T r a n s m is s io n R a n g e S e n s o r
Checking Circuit Voltage

Measure the voltage at the temperature sensor wire, key on engine off (pin 53 or 54, depending on model); voltage should vary based on temperature. The voltage should never fall below 0.07 volts, or rise above 4.94 volts. If the voltage drops below 0.07 volts, look for a voltage supply problem or a bad temperature sensor. If the voltage goes above 4.94 volts, look for a grounding problem or a bad temperature sensor.
Transmission Range Sensor Connector (includes Transmission Temperature Sensor Wiring) 10
1 6
"

Code 74 (continued)
Checking the Ground Circuit
Measure the voltage on the ground side of the circuit, at the temperature sensor (key on, engine off). The voltage should be below 0.5 volts. If voltage is high, look for one of these problems: a broken wire to the computer an open ground circuit in the computer an open ground circuit to the computer.
To check the ground on the computer measure the voltage at the temperature sensor wire (pin 13 or 14, depending on model); it should be less than 0.5 volts. If the ground is okay, replace the wire to the temperature sensor. If the voltage is high, check for a bad ground to the computer (use the computer wiring charts to identify the grounds for the vehicle youre working on. The ground wires to the computer should be below 0.1 volts.
Terminal Side 51 50 11 10 1
Harness Side
20
41
"

Code 74 (continued)
Checking the Voltage .eed Circuit
Measure the voltage to the temperature sensor (key on, engine off; harness connector unplugged); it should have at least 5.5 volts. If the voltage is low, check resistance. Look for an open or short-to-ground in the temperature sensor wire to the computer. Measure the voltage at the computer (pin 53 or 54, depending on model). If the voltage at the computer is okay, replace the wire to the temperature sensor. If the voltage is still low, cut the wire about 3" from the computer and measure it again. o If the voltage is now okay, replace the wire. o If the voltage is still low, check the voltage supply, starting at the battery: With the key off, a fully-charged battery should have 12.6 volts. If the battery is low, charge or replace it before continuing. Voltage at the computer terminal should be within 0.1 volts of battery voltage.
"
41TE
1
Computer Harness Wire Colors

Cavity Color LG/BK Application AA AC, AY AG AJ AP AS NS JA , JX F 2 4 S , F J2 2 AA AC, AY AS , AA, AS AC AG AJ AP AY NS JA F 2 4 S , F J2 2 AA, AS AC AJ AP AY AG , JA , JX NS F 2 4 S , F J2 2 AA AC AP AS AY NS AA JA-JX F 2 4 S , F J2 2 90, 9295 9293 9094 9095 9394 9295 96, 98 9598 9596 89, 91 89-91 89-95 89-93 90-93 90-95 93-94 90-93 96-97 95 95 8995 8993 9095 9394 9093 9598 9698 9596 8990, 9295 8993 9394 8995 9095 9698 91 9598 9596 CCD Bus () TRS T3 Sense Backup Lights Function TRS T1 Sense
LG/GY YL/DG LG 2 TN/BK
TN/GY WT/RD 3 VT
RD 4 WT/BK
WT WT/DG WT/DB
"!
41TE
5
Computer Harness Wire Colors (continued)

Cavity Color BK/VT VT/BR LB/BR VT/BK BK/DR BK/DR YL/LB LG/LB 6 BK/YL Application AA AS AA AG, AJ AA AG, AJ AP JF 2 2 , F 2 4 S JF 2 2 , F 2 4 S J A , JX JA , JX AA AG, AJ AP AC, AY AS EXC 3.0 JA , JX NS TN/YL DB/WT BK/RD GY/VT 7 PK AG, AJ F 2 4 S , F J2 2 AS 3.0 AS EXC 3.0 AS F J2 2 , F 2 4 S JA NS JX AA, AS AC AG, AY AJ AP NS JA , JX F 2 4 S , F J2 2 89 8991 9091 91 9295 91 9394 95 96 9697 98 9395 9395 9394 93 93 9598 9698 9091 95 93-95 94-95 95 96 98 98 98 8995 8993 9093 9095 9394 9698 9598 9597 Ignition Switch Output (Start) Distributor Signal (+) Autostick Upshift Switch Sense Function CCD Bus (+)
GY/BK
Distributor Signal (+) Crankshaft Position Sensor Distributor Signal (+) Crankshaft Position Sensor Chassis Ground Distributor Signal (+) SCI Transmit (Scan Tool Data Line)
PK/LG 8 YL
YL/RD YL/OR BK/RD
""
41TE
9

Cavity Color BK/LG Application AA AC AS AY JA , JX AA F 2 4 S , F J2 2 AA AG AJ AS JA , JX NS AP AS JA , JX NS AA AG, AY AJ AP AS NS NS JA JA , JX F J2 2 , F 2 4 S JA , JX AA AC AG AJ AP AS AY NS AA AG, AJ J A , JX F 2 4 S , F J2 2 AS 89 8993 8990 9093 9597 91 9597 90, 9295 9093 9095 9193 98 9698 9394 9495 98 97 8995 9093 9095 9394 9495 96 97 95 98 9595 9697 89, 9195 8993 90, 9293 90, 9295 9394 8993 9093 9698 90 91 9598 9596 9495 Throttle Position Sensor Signal Engine Load Signal Ignition Switch Output (Start/Run) Function OD Pressure Switch Sense
OR LG OR/BK
OR/BR 10 11 YL/DG DB
DB/WT RD/WT RD/VT BK/WT 12 OR/DB
OR OR/BK OR/LB BR/RD DB/OR
"#
41TE

Cavity 13 Color DB/RD Application AA AC AS AY AA AC, AY AG AJ AP AS NS JA , JX F 24S , F 22S AA AC AG, AY AJ AP AS NS JA , JX F 2 4 S , F J2 2 AA, AS AC AG, AY AJ AP NS JA , JX F 2 4 S , F J2 2 AA, AS AC AG, AY AJ AP NS JA , JX AA, AS AC AG, AY AJ AP F J2 2 , F 2 4 S NS JA , JX 89 8991 8990 9091 9095 9293 9093 9095 9394 9195 9698 9598 9596 8995 8993 9093 9095 9394 8995 9698 9598 9596 8995 8993 9093 9095 9394 9698 9598 9596 8995 8993 9093 9095 9394 9698 9598 8995 8993 9093 9095 9394 9596 9698 9598
Function Speed Sensor Ground
DB/BK
DB/BR GY/DB 14 LG/WT
Output Speed Sensor Signal
LG/VT WT/YL 15 LG
EATX Relay Control
LG/YL DG/BK 16 RD
EATX Relay Output
RD/BR 17 RD
EATX Relay Output
RD/BR
"$
41TE

Cavity 18 19 Color LG/OR WT Application AS AA AC, AY AG AJ AP AS JA NS AA AC, AY AS JA , JX JX AA, AS AC AG, AY AJ AP JA NS J A , JX JX F 2 4 S , F J2 2 AA AC , AS AG, AY AJ AP AA AS JA , JX NS F J2 2 , F 2 2 S AA AC , AS AY AA AC, AY AG AJ AP AS NS JA , JX F 2 4 S , F J2 2 9495 9095 9293 9093 9095 9394 9195 98 9698 89 9091 8990 9597 98 8995 8993 9093 9095 9394 98 9698 9597 98 9596 8990, 9295 8993 9093 9095 9395 91 9495 9598 9698 9596 89, 91 8991 9091 90, 9295 9293 9093 9095 9394 9295 9698 9598 9597 TRS T42 Sense TRS T41 Sense LR Solenoid Control Function Overdrive Off Switch 24 Solenoid Control
WT/DB
WT/PK WT/PK 20 LB
LB/WT WT/BK 41 BR/YL
BR/LB BK/OR BK/WT BK/YL 42 VT
VT/WT
VT/TN RD/DG
"%
41TE
43

Cavity Color BK/VT Application AA AC AS AA AA AC, AY AG AJ AS NS AC, AY AP JA , JX F 2 4 S , F J2 2 JA , JX NS AA AG, AJ AS AA AA AG AJ AP F J2 2 , F 2 4 S JA , JX J A , JX AA AC , AS AG AJ AP AY AA AS AC JX NS JA , JX F J2 2 , F 2 4 S JA 89, 9192 89 8990 90 9395 9193 9093 9095 9195 9697 90 9394 9597 9596 98 98 8990 91 8991 91 9295 9293 9295 9394 9596 9697 98 8990, 9295 8993 9093 9095 9394 9093 91 9495 89 98 9698 9597 9596 98
Function CCD Bus (+)
BK/BR VT/GR
BK VT/BK BK/DB VT/DG VT/BR 44 WT/BK
CCD Bus ()
WT PK/BK
WT/DB LG/LB YL/LB 45 GY/BK
Autostick Downshift Switch Sense
Distributor Signal (+)
GY GY/VT 46 PK/LB
SCI Receive (Scan Tool Input)
DB/RD PK/DG
"&
41TE

Cavity 47 Color YL/BK Application AA AC AG AJ AP AS AY NS AA AS J A , JX F J2 2 , F 2 4 S AS F 24S F J2 2 AA, AS AC AG, AY AJ AP NS JA , JX F J2 2 , F 2 4 S AA, AS AC AG, AY AJ AP F 2 4 S , F J2 2 JA , JX NS F 2 4 S , F J2 2 AA AC AG, AY AJ AP AS NS AS J A , JX JA F 2 4 S , F J2 2 JX 8990, 9295 8993 9093 9095 9394 8993 9093 9698 91 9495 9598 9596 9495 9596 9596 8995 8993 9093 9095 9394 9698 9598 9596 8995 8993 9093 9095 9394 95 9598 9698 96 8995 8993 9093 9095 9394 8993 9698 9495 9597 98 9596 98 Input Speed Sensor Signal Sensor Ground L-R Pressure Switch Sense OD Off Switch Sense Function 24 Pressure Switch Sense
YL YL/DG YL/GY DG 49 DB OR/BK 50 DG
DG/TN DG/RD 51 BK/LB
BK/DG 52 RD/BK
RD/WT OR/YL WT/DG RD/YL

"'
41TE
53

Cavity Color BK/YL Application AA, AS AC AG, AY AJ AP JA , JX NS F 2 4 S , F J2 2 AA, AC AG, AJ AS, AY J A , JX JA NS JX AA AC AS AY NS AA AG AJ AP AS AC, AY AS NS J A , JX F 2 4 X , F J2 2 AA AC AG, AJ AP AS, AY JA , JX NS AS F 2 4 S , F J2 2 8995 8993 9093 9095 9394 9598 9698 9596 8992 9092 9092 9697 98 9798 98 8991 8991 8991 9091 96 9295 9093 9095 9394 9293 9293 9495 9798 9598 9596 8995 8993 9093 9394 9095 9598 9698 89 9596 Ground Fused Battery (+) Ground Function Ground
BK 54 BK/YL
VT/YL VT/LG VT/WT 56 RD
Transmission Temperature Signal
RD/WT
BK/PK RD/VT RD/DB PK/YL RD/BL 57 BK/RD
BK
#
41TE

Cavity 58 Color BK/RD Application AA AC AG AJ AS AY AS AA AC, AY AJ AP AS AG JA , JX NS YL/WT 59 PK F 2 4 S , F J2 2 AA, AJ AC, AY AG AP AS NS AA AC AS AY AS AS JA , JX F 2 4 S , F J2 2 AA AC AG, AY AG, AJ AP NS AS JA , JX F 2 4 S , F J2 2 8991 8992 9092 9093 9092 9092 89 9295 93 9495 9394 9395 93 9598 9698 9596 9095 9293 9093 9394 9295 9698 89 8991 90 9091 91 89 9598 9596 8995 8993 9093 9095 9394 9698 89 9598 9596 OD Solenoid Control UD Solenoid Control Vehicle Speed Sensor Signal Function Signal Ground
BK WT/OR
PK/YL
BK BK/YL PK/DB DG/YL 60 BR
BK BR/TN LG/RD
#
42LE
Buzz or Rattling Noise

This buzzing or rattling noise is most often present while accelerating lightly from a stop, and then driving through the 1015 MPH range. This noise doesnt vary with turns. Chrysler has a redesigned chain snubber to address this problem. The Chrysler part number for the snubber is 4778989. 1993 and 94 models use a wide single chain. In 1995, Chrysler began using two narrow chains; the sprocket teeth are offset, and operate more quietly than the single chain. If youre working on a trans with the single chain, consider upgrading to the two-chain setup. The part numbers for the sprockets are: Output Shaft Sprocket .......... 4659232 Transfer Shaft Sprocket......... 4659233
N O T IC E
Chrysler chains are very expensive; you can buy the same chains through the aftermarket for much less.
Chain Snubber
1995-on 2-Chain Setup

#
42LE
Gear Lube from the Vent

During certain conditions, its not uncommon for gear lube to blow out the vent. Chrysler has introduced an additional vent to resolve the problem. This new vent replaces the existing fill plug. The Chrysler part number for the new vent is 05011589AA.
Differential Side Cover
Added Vent Tube Oil .ill Plug
#!
42RE/44RE and 46RE/47RE

Introduction
The 42RE and the 44RE are based on the A500 (42RH). The 46RE and the 47RE are based on the A518/A618 (46RH/47RH) transmissions. For the most part, all of these units are controlled in the same manner. Well refer to them as the 42RE and the 46RE. Although the computer controls shift timing, it does so in an unusual way. These transmissions still use a lockup solenoid and an OD solenoid. The main difference is the addition of the governor pressure control solenoid and the governor pressure transducer. Governor pressure is no longer controlled by centrifugal force that increases with output shaft speed. On these units, the computer reads output shaft speed from the VSS, and then creates governor pressure electronically, using the governor pressure control solenoid. The governor pressure transducer provides a feedback signal, to indicate to the computer how much governor pressure is actually being produced. Because of this, adjusting the TV pressure can still alter shift timing.
Clutch and Band Application

R an g e P/N Reverse Drive; 1st OD On nd 2 3rd 4
th
Forw ard Clutch
Front Clutch
Intermediate B an d
Low /Rev B an d
Direct Clutch
Overdrive Clutch
Low Sprag
Overdrive Sprag
* F/W F/W F/W * * F/W * F/W F/W F/W F/W F/W * * * * *
Drive; 1 OD Off nd 2 3rd 2 L 1

st nd
st
2 1
st
Applied
F/W Freewheeling
* The OD Sprag is only necessary to prevent a flare during the 34 shift.
#"

Pressure Testing
The 42RE and 46RE transmissions have several pressure ports to choose from. In many cases, its a good idea to have two pressure gauges. Keep in mind that in reverse the pressure can exceed 250 PSI, so always use a 0300 PSI gauge when testing reverse pressure. Despite the number of pressure taps, there is no mainline pressure tap. Use the chart to compare your results to the factory specifications.
Overdrive Clutch
Governor
Accumulator .ront Servo
Rear Servo
Accumulator Range P/N R Drive 1st 2

nd
Front Servo Idle 0 WOT 0
Rear Servo Idle 0 WOT 0
OD Clutch Idle 0 0 0 0 0 5560 0 0 WOT 0 0 0
Idle 0 0 5560 5560 5560 5560 5560 5560
WOT 0 0 90100 90100 90100 90100 90100 90100
Governor Pressure 0 0
145175 230280 145175 230280 0 0 5560 5560 0 0 0 0 90100 90100 0 0 0 0 0 0 0 5560 0 0 0 0 0 90100
3rd 4 2 L
th
Pressure should be zero 0 at a stop, and increase about 0 1 P S I per 90100 MPH. 0 0
##

Wrong Gear Starts
Occasionally wrong gear starts are caused by stuck shift valves; more often theyre caused by high governor pressure. Connect a 0100 PSI pressure gauge to the governor port. Pressure should be 0 PSI at a stop, and increase about 1 PSI for every 1 MPH of vehicle speed (12 PSI at 12 MPH, 45 PSI at 45 MPH, and so on). If governor pressure is good, the wrong gear start is cause by a stuck shift valve. If governor pressure is high, the shift valves are okay.
Causes of High Governor Pressure

1) 2) 3) 4) 5) Any transmission trouble code (very common) Bad governor pressure control solenoid (very common) Bad governor pressure transducer (very common) Poor connections to the governor pressure solenoid and transducer (rare) Bad computer (rare)
Quick .ix
If its Friday night and you only have time for a guess, try replacing the governor pressure solenoid and transducer. Replace both with brand new, OEM-quality replacement parts.
#$

Wrong Gear Starts (continued)
When a trouble code sets, the computer shuts off the 12-volt supply to the transmission, keeping the transmission in 3rd gear. Repair the trouble codes first. If the high governor pressure is high without trouble codes, youll need to perform further diagnosis: While watching governor pressure with a gauge, use a scan tool to monitor Desired Governor Pressure and Actual Governor Pressure. All three should read about the same. Unless the computer is bad or theres a bad input to the computer, the desired pressure should follow vehicle speed fairly closely. 1) If the pressure transducer is good, but a bad governor pressure control solenoid is causing the high governor pressure, the Actual Governor Pressure and the pressure gauge reading should read the same, both of which will be higher than expected. However, the Desired Governor Pressure wont match the Actual Governor Pressure or the pressure gauge reading. 2) If the pressure transducer is lying to the computer, the Desired Governor Pressure and the Actual Governor Pressure may or may not be the same. However, the pressure gauge reading will definitely not be the same as the Desired Governor Pressure. 3) If the governor pressure control solenoid and the pressure transducer are bad, the only reading you can trust is from your pressure gauge. If the scan tool readings make no sense, try changing both the transducer and the solenoid.
#%

Checkball and Tube Locations
The 42RE was introduced in 1993 and was used only with Jeeps. Chrysler began using the RE versions in 1996. Several changes have occurred to the valve body over the years, including changes in the checkballs and the addition of a boost tube. These illustrations will detail those changes. Not all models will use the #7 and #9 checkballs. Models that use these checkballs will have two holes in the separator plate above the checkballs. Using a #7 checkball on a valve body that wasnt designed for it will prevent the unit from going into forward ranges. Using a #9 checkball in a valve body that isnt designed for it will prevent the unit from going into reverse.
#9 Checkball #7 Checkball
#&

#1 Checkball #8 Checkball #2 Checkball #5 Checkball
Checkball and Tube Locations (continued)
#6 Checkball
#3 Checkball
#4 Checkball
#'

1994-On

1994-on models have an added boost valve tube. These valve bodies offer slightly higher line pressure while the torque converter clutch is applied.
Boost Valve Tube
$

1998-On

1998-on models have an additional checkball. These valve bodies wont shift 43 or 32 while the converter clutch is applied.
#10 Checkball
$
42RE, 46RE, and 47RE

Planet .ailure
One of the more common reasons for planet failure is a restricted cooler. One of the cooler-related problems is using an in-series auxiliary cooler. A better way to install an auxiliary cooler is to install it in parallel. The illustrations show the difference between the OE cooler configuration, a series-fed cooler and a parallel-fed cooler.
OE Cooler Configuration
Heres the standard OE cooler configuration. Fluid goes from the transmission to the cooler, and back to the trans.
$

Planet .ailure (continued)
Series-.ed Coolers
Heres how most technicians add an auxiliary cooler, by connecting it in series with the OE cooler. While this provides additional cooling, it can also increase backpressure, and reduce overall cooler flow.
$!

Parallel-.ed Coolers
For many applications, connecting the coolers in parallel is a better choice. This prevents the additional backpressure, while providing the additional cooling necessary.
$"

Cooler Check Valve Kit
Another cooler related failure is a clogged cooler check valve. Some radiators have a oneway check valve on the return line, from the cooler to the transmission. If the check valve is clogged, its best to replace it. The Chrysler part number for the check valve is 4778670.
$#

Cooler Bypass Kit
Chrysler also offers a bypass kit for vehicles that operate in very cold areas. The kit consists of several plumbing pieces. This kit is designed for vehicles that operate in areas that see temperatures under 15 F. The Chrysler part number for the bypass kit is 4874284.
$$

Intermediate Shaft
Early models have only one lube hole in the intermediate shaft; later units have two.
The later model intermediate shaft has two lube holes.
Bottom View
Top View
$%

N O T IC E
Chrysler offers a five-pinion planet for the OD section. This is a great improvement for heavy-use vehicles. Make sure you price this planet before offering it to your customer: The retail price is over $400. Chryslers part number for the fivepinion OD planet is 4761011.
Another consideration for rough service 46 and 47REs is the five-pinion steel front planet. When you change the planet you will also need a Teflon bushing and five-tab washer. The Chrysler part numbers for these items are: 04617998 Planet 04617951 Teflon Bushing 04539129 Washer
$&
46RE and 47RE
Drives .orward in Neutral, Binds in Reverse

The 46RE and 47RE have two different shaft diameters. One has a bushing journal diameter of 1.170"; the other is 1.124" in diameter. Using the smaller shaft in a stator support designed for the larger shaft will allow converter charge oil to feed the rear clutch, applying the rear clutch in all ranges except park (there is no converter charge in park).
$'
42/44RE and 46/47RE

OD Selective Washer Setup
One important (yet commonly overlooked) rebuild procedure is selecting the washer between the overdrive piston and direct clutch hub. This washer isnt for setting endplay; rather, its used to coordinate the release of the direct clutch with the apply of the overdrive brake. If the washer is too thin, it can cause a bindup during the 3-4 shift. If the washer is too thick, it can prevent the direct clutch from applying all the way. This will cause a slip in reverse, or no reverse at all. There are two ways you can use to select the proper washer: The factory way, and Cliffs way. Lets first look at the factory method:
.actory Method
1. Place the overdrive section in a fixture so its vertical. 2. Place a straight edge across the housing and measure from the top of the straight edge.
C A U T IO N
Make sure you dont have the bearing or selective washer on the direct clutch hub. Your dial indicator needs to contact the hub directly.
%
42/44RE and 46/47RE
OD Selective Washer Setup (continued)

3. Take a measurement in four places, about 90 apart. 4. Average the four measurements. For example: Lets say your four measurements were 1.812", 1.818", 1.815", and 1.817". Heres the formula: 1.812 + 1.818 + 1.815 + 1.817 = 7.262 7.262 4 = 1.8155" Well round this to 1.816" 5. Subtract the thickness of the straightedge. If you had a straightedge thats 0.500 thick, then 1.816 0.500 = 1.316 6. Find a washer from the chart that comes closest to your measurement.
Measurement
1.250" 1.264" 1.265" 1.279" 1.280" 1.294" 1.295" 1.309" 1.310" 1.324" 1.325" 1.339" 1.340" 1.354" 1.355" 1.369" 1.370" 1.384" 1.385" 1.399"
Spacer P/N
4431730 4431585 4431731 4431586 4431732 4431587 4431733 4431588 4431734 4431590
Spacer Thickness
0.108" 0.110" 0.123" 0.125" 0.138" 0.140" 0.153" 0.155" 0.168" 0.170" 0.183" 0.185" 0.198" 0.200" 0.213" 0.215" 0.228" 0.230" 0.243" 0.245"
This is a very reliable and accurate method, but some consider it a bit time consuming. Now lets look at Cliffs method:
%
42/44RE and 46/47RE

Cliff s Method

Place the overdrive section in a fixture, just like you did in the factory method. Before you begin your measuring process you need to make a couple of changes. First remove the wire snap ring.
Now add an extra overdrive steel plate.
%
42/44RE and 46/47RE

Select your washer:

1. Get the OD piston, bearing, and any selective washer you choose and stack them as they would fit in the overdrive section.
Make sure you install the bearing and washer before you place the piston on top of the OD section.
2. While pressing down on the piston check for about 0.010" of jiggle in the extra steel you placed in the OD section. Increase or decrease the thickness of the selective until you get about 0.010" of play in the OD pack. 3. Once you have the correct selective washer, remove the extra OD steel place and reinstall the wire snap ring.
IMPORT TRANSMISSIONS
173
Import Transmissions Contents

Isuzu 4L30E Solenoid Grounding Kit .................... 174 Converter Drainback ........................ 175 Delays Forward ................................ 176 Code 41: Ratio Error ......................... 178 Isuzu NPR Diagnostic Trouble Codes ................. 179 Component Locations ....................... 185 Computer Terminal Identification ..... 189 Circuit Testing .................................. 191 Mazda F4AEL 12 Slide-Bump ................................ 193 Mazda G4AEL 23 Flare .......................................... 194 Double Engagement into Reverse ...... 202 Misdiagnosed Problems .................... 203 Computer-Commanded 2nd Gear Starts; Forward Clutch Slip ........... 204 34 Shift Hunt............................... 207 Shifts 4231 ............................... 208 Shifts 134 .................................. 209 42 and 43 Flare .......................... 211 Codes, Common Causes and Computer Strategies .................. 212 Code 06 ......................................... 212 Code 12 ......................................... 213 Code 55 ......................................... 214 Code 60, 61, 62 and 63 ................. 215 Rebuild Procedures, Technical Tips and Review ................ 216 The Transmission .......................... 216 The Valve Body .............................. 216 Kill the Hold Mode ............................ 217 Mazda R4AEL; Nissan RE4R01A, 3A Replacement Solenoid Connectors .... 218 New Design Output Speed Sensor ..... 219 No Turbine Sensor Signal ................. 220 No Converter Charge ........................ 221 Mercedes 722.3, 4 and 5 23 Flare .......................................... 222 Harsh 12, 23 or 34 Shifts............. 223 Oversized B2 Servo Seal ................... 224 Self-Adjusting B1 Servo .................... 225 Slips on 43 or 32 Kickdown ........... 230 Mitsubishi F4A2, 3, W4A3, F4A4 and 5 No 3rd or 4th Gear; Late Shifts ............ 233 Harsh 12 Shift ................................ 237 Mitsubishi KM Series No Forward, or Falls out of Forward ..................... 238 Mitsubishi F4A2, 3, and W4A3 Planet Failure ................................... 239 Repeat Pump Bushing Failure .......... 244 Nissan RE4F04A No 3rd or 4th Gear .............................. 246 Reverse Drum Snap Ring Pops Out .... 247 Subaru 4EAT Kills the Engine in Gear .................... 248 Subaru 4-Speed AWD Chatters/Binds on Slow, Sharp Turns ............................ 249
174
Isuzu 4L30E
Solenoid Grounding Kit

Bad grounds are a real problem, especially with the 4L30E. The standard grounding method for the solenoids is a simple spade connector. Isuzu has a harness kit that includes an eyelet you bolt on the valve body. This new ground is far superior to the spade connector, and its a good idea to use one on every rebuild. The Isuzu part number for the kit is 8-96041-331-0.
Early units used a spade connector to provide solenoid ground. These units often suffered from bad grounds.
Isuzu offers a harness that provides a more positive ground for the solenoids.
175
Isuzu 4L30E
Converter Drainback
Converter drainback can be caused by a leak at the intermediate shaft sealing ring. Isuzu now uses a solid Teflon sealing ring for this location. Isuzu part number 8-96041-327-0 includes the solid ring and sizing tool. The ring isnt available through Isuzu separately; if you already have the sizing tool, check with your local aftermarket supplier to see if they can supply you with the ring.
Sizing Tool
Solid Ring
176
Isuzu 4L30E
Delays .orward
A forward delay is usually caused by poor feed to the servo. In many cases this is caused by a restricted band solenoid. The solenoid screen breaks apart and gets stuck in the solenoid, restricting flow to the servo. Its a good idea to replace the band solenoid and screen during every rebuild. The Isuzu part numbers for the solenoid and screen are: 8-96042-006-0 8-96041-012-0 (Solenoid) (Screen)
177
Isuzu 4L30E
Delays .orward (continued)

You may also find it helpful to enlarge the servo feed orifice in the separator plate to increase servo feed. The original orifice is 0.040" in diameter. Enlarging it to 0.050" will help reduce the delay.
178
4L30E
Code 41: Ratio Error

A code 41 is typically caused by clutch slip. If youre working on a 1990 or 91 Trooper II, 1992 or 93 Trooper, or 1991 through 93 Rodeo, be aware that some units were made with poorly machined overdrive housing castings. The machining problem was where the 4th brake piston outer seal rides, and where the 4th accumulator piston seal rides. If you have a wiped out 4th clutch, make sure you check these areas very closely for a rough surface where the seals ride. If you need to replace the housing you have two choices: Use a 1994-or-later housing, or replace it with an update kit. The kit contains a new housing, a replacement plate with gaskets, and two accumulator setups (for various models). The Isuzu part number for the kit is 8-96041-192-0. If you use the update kit, check the ID tag to make sure you use the right accumulator setup. The ID tag is located just above the manual linkage shaft on the drivers side of the trans.
GA
A/T Model Code
3747653
A/T Serial Number
Check for these two items: the model code and serial number. For units with model codes GA, GB, GC, GG, FA, FB and a serial number less than 3887359, use the accumulator kit with the longer accumulator spring. Models FD and FE with serial numbers between 3887359 and 4072977 also take the kit with the longer accumulator spring. Models FF, FG, GE, GN, GR, GJ, GV, or GO, with a serial number less than 4072977, use the accumulator kit with the shorter spring.
179
Isuzu NPR
Problem Indication
Diagnostic Trouble Codes

The JR403E control system indicates problems in the computer system through the Economy light on the dash. When you first turn the key on, the light will flash 16 times, to indicate a diagnostic trouble code stored in memory.
To indicate a computer system problem or display diagnostic trouble codes, Isuzu trucks flash the Economy light on the dash.
Once you know theres a code in memory, there are two different procedures for retrieving and reading the codes, depending on vehicle year. The easiest way to determine which procedure to follow is to try the procedure for early systems: If the system displays codes, you chose correctly; if not, look for the diagnostic link connector, required for the second procedure. On each system, the computer displays the codes by flashing the Economy light on the dash.
Retrieving the Codes; Early Systems

To retrieve the codes on early vehicles, set the parking brake. Youll have to put the vehicle in gear during the procedure, and this will prevent it from rolling. To prepare to retrieve the codes: Turn the ignition key off. Put the shift selector in D. Set the Economy/Drive switch to normal.
Now youre ready to begin the procedure to display diagnostic trouble codes:
180
Isuzu NPR
Step 1: Step 2: Step 3: Step 4: Step 5: Step 6:

Problem Indication (continued)
Turn the key on, engine off. Move the shift selector to 2. Move the Economy/Drive switch to economy. Move the shift selector to 1. Move the Economy/Drive switch back to normal. Hold the throttle all the way to the floor.
The computer will begin displaying diagnostic codes by flashing the Economy light on the dash.
Reading the Codes; Early Systems

Isuzu trucks display diagnostic trouble codes using an 11-flash sequence. The light flashes 11 times in a row; the sequence always starts with a long flash about two seconds long. Its followed by 10 shorter flashes. If there are no problems in the system, all ten flashes will be very short about 0.1 seconds each.
On Off
Heres how early Isuzu trucks indicate no diagnostic trouble codes in memory.
But if the computer identifies a problem in the system, one of those 10 flashes will be longer nearly a half second long. Count the flashes: The long flash identifies the code in memory. For example, if the first flash after the two second flash is the long one, youre looking at code 1.
On Off
Heres how early Isuzu trucks display diagnostic trouble code 1.
181
Isuzu NPR

Problem Indication (continued)
On Off
And heres how early Isuzu trucks display diagnostic trouble code 4.
On Off
This is how early Isuzu trucks would display codes 1, 4 and 8 at the same time.
Code Definitions; Early Vehicles

Code 1 2 3 4 5 6 7 8 9 10 Definition Vehicle speed sensor transmission circuit open or shorted. Vehicle speed sensor speedometer circuit open or shorted. Throttle position sensor circuit open or shorted. Shift solenoid A circuit open or shorted. Shift solenoid B circuit open or shorted. Overrun clutch solenoid open or shorted. Lockup clutch solenoid open or shorted. ATF temperature sensor circuit is open or the computer power source is insufficient. Engine RPM signal circuit open or shorted. Line pressure solenoid open or shorted.
182
Isuzu NPR
Clearing the Codes

Once youve repaired any problems in the system, you can clear the codes from memory by disconnecting the #11 fuse for at least 10 seconds. Then replace the fuse.
#11
183
Isuzu NPR

Retrieving the Codes; Late Systems
The procedure for retrieving codes on late model Isuzu trucks involves jumping between the two terminals on the diagnostic link connector. Look for the connector just below the brake fluid reservoir, in the engine compartment.
To display the codes, run a jumper wire between the two terminals, and turn the key on, engine off.
Connect a jumper between the two terminals on the connector, and turn the key on, engine off. The computer will begin flashing the Economy light on and off to display the codes.
Reading the Codes; Late Systems

Late model Isuzu trucks display codes using a two digit format: The first series of flashes indicates the tens digit, and the second series indicates the ones digit. Heres how code 32 would appear:
On Off
Heres how late model Isuzu trucks display diagnostic trouble code 32.
If there is more than one code in memory, the codes will display in order, from lowest number to highest. Each code will display three times, then the system goes on to the next code in memory. If there are no codes, the computer will flash the Economy light on and off, in a regular, even pattern.
184
Isuzu NPR
Code 11 13 15 17 21 24 31 32 33 34 35 Definition

Code Definitions; Late Vehicles
Vehicle speed sensor transmission circuit open or shorted. Engine RPM signal circuit open or shorted. ATF temperature sensor circuit is open or the computer power source is insufficient. Inhibitor switch circuit open or shorted Throttle position sensor circuit open or shorted. Vehicle speed sensor speedometer circuit open or shorted. Shift solenoid A circuit open or shorted. Shift solenoid B circuit open or shorted. Overrun clutch solenoid open or shorted. Lockup clutch solenoid open or shorted. Line pressure solenoid open or shorted.
Clearing the Codes

Once youve repaired any problems in the system, you can clear the codes from memory by disconnecting the #11 fuse for at least 10 seconds. Then replace the fuse.
#11
185
Isuzu NPR
Component Locations
Inhibitor Switch
186
Isuzu NPR
Component Locations (continued)
187
Isuzu NPR
Idle Switch
188
Isuzu NPR

Throttle Sensor Kickdown Switch
Pad Center
ke ro mm St 1 35
.loor Panel
189
Isuzu NPR
Early Systems
Computer Terminal Identification
190
Isuzu NPR
Late Systems
Computer Terminal Identification (continued)
191
Isuzu NPR
Pin Function 1 Inhibitor Switch; Manual 2 Input Inhibitor Switch; Manual L Input Brake Switch
Circuit Testing
Operating Conditions In Manual 2 All Ranges Except Manual 2 In Manual L All Ranges Except Manual L Brake Pedal Applied Brake Pedal Released 4 Idle Switch Accelerator Pedal Applied Accelerator Pedal Released 5 Early N/A Late Diagnostic Link 6 Overdrive Switch Overdrive Switch Off Overdrive Switch On 7 Kickdown Switch Accelerator Pedal Applied Accelerator Pedal Released 8 9 N/A Economy Switch Switch Set to Normal Switch Set to Economy 10 11 TPS Reference TPS Signal Key On Idle Wide-Open Throttle 12 ATF Temperature Sensor At 50 F (10 C) At 104 F (40 C) 13 14 15 16 17 N/A Idle/Full Throttle Ref. Sensor Ground VSS1 (at Transmission) Full Throttle Switch Key On Always With Output Shaft Rotating Idle Accelerator More than Halfway Down 8 15 Volts Less than 0.1 Volts Square Wave DC Signal Less than 1 Volt 8 15 Volts 3 8 Volts Less than 1.0 Volt 4.5 5.5 Volts 4.0 4.9 Volts * 0.1 1.8 Volts * About 1.8 Volts About 1.1 Volts Battery Voltage Less than 1.0 Volt Less than 1.0 Volt 3 8 Volts Measurement Battery Voltage Zero Volts Battery Voltage Zero Volts Battery Voltage Zero Volts Less than 1.0 Volt 8 15 Volts
* On some models, TPS voltage is low at idle and increases with throttle opening.
192
Isuzu NPR
Pin Function 18 19 N/A Inhibitor Switch; Neutral Input Inhibitor Switch; Drive Input
Circuit Testing (continued)

Operating Conditions Measurement In Neutral All Ranges Except Neutral In Drive All Ranges Except Drive Solenoid On Solenoid Off 22 Lockup Solenoid Converter Clutch Applied Converter Clutch Released 23 Economy Switch Switch in Normal Position; Key On Switch in Economy Position; Key On 24 25 VSS2 (in Speedometer) Engine RPM Sensor With Speedometer Cable Rotating Engine Off Engine Running 26 Inhibitor Switch; Reverse Input N/A Keep-Alive Power Ignition Ignition Ground Ground Line Pressure Control Solenoid Line Press. Control Sol. w/Dropping Resistor Shift Solenoid A Always Key On Key On Always Always Idle Full Throttle Idle Full Throttle Solenoid On Solenoid Off 36 Shift Solenoid B Solenoid On Solenoid Off Battery Voltage Battery Voltage Battery Voltage Less than 0.1 Volt Less than 0.1 Volt 1.5 2.5 Volts Less than 0.5 Volts 5 14 Volts Less than 0.5 Volts Battery Voltage Zero Volts Battery Voltage Zero Volts In Reverse All Ranges Except Reverse Battery Voltage Zero Volts Battery Voltage Zero Volts Battery Voltage Zero Volts 8 15 Volts Less than 1.0 Volt Battery Voltage Less than 1.0 Volt Square Wave DC Signal Zero Volts AC Varying Volts AC Battery Voltage Zero Volts
20
21
Overrun Clutch Solenoid
27 28 29 30 31 32 33
34
35
193
Mazda .4AEL
12 Slide-Bump
Mazda has a replacement 12 accumulator spring for resolving a 12 slide-bump complaint. The replacement accumulator spring replaces both the large and small original springs. The Mazda part number for the spring is FU68-21-227C.
194
Mazda G4AEL
23 .lare
A 2-3 flare in a G4AEL can be very difficult to diagnose. To add to the frustration, you have the customer, the center manager, and maybe even the dog pressuring you to fix it now! Because of the additional pressure, youre often forced to do things that wont really fix the problem; rather, they simply overcome it or cover up the problem. One of two things is almost certain: Itll probably come back fried within 6 months, and Since you never really found the problem, its very likely that the next five G4AEL transmissions you rebuild will do the same thing.
There are a number of things that cause problems in the 34 clutch drum. Many of them can be prevented during the original rebuild.
Step 1: The Drum

Leak check the air bleeds with solvent. If they leak, try reseating them by tapping them carefully with a small punch. If that fails to correct the leak, throw the drum away or machine it for a new checkball capsule.
Try to get 3rd clutch clearance between 0.030"0.045". The shorter the distance the piston has to travel, the less volume necessary to apply the clutch.
195
Mazda G4AEL
23 .lare (continued)
Step 2: The Differential
Take the extra 15 minutes to disassemble the differential completely. The output gear has two Teflon rings that seal the 3rd clutch drum. The best working ring available for this application is machined Teflon. You can identify these rings by their absence of molding marks; all you should see are machining marks. Because these rings are machined, theyre held to a much tighter tolerance.
196
Mazda G4AEL
Step 3: The A ccumulators

When you reassemble the differential, pay close attention to the 23 accumulator. A good quality Teflon or rubber ring will work well. The main point is good quality. Always Scotchbright the bores when using rubber rings.
IM P O R T A N T
One of the most critical parts of the 3rd clutch circuit is the Teflon ring on the input shaft. It can be difficult to find a ring to fit properly. Sometimes the only alternative is to custom fit your own. Butt cut a larger ring to fit.
197
Mazda G4AEL
Step 4: Air Testing
Air checking the 3rd clutch is critical to avoid a 2-3 flare. If you dont air check the 3rd clutch properly, you can easily create a problem. The transmission must be completely assembled with the pump bolted to the case before you apply any air to the 3rd clutch. If you try to air check the 3rd clutch before bolting the pump in place, air pressure will force the input shaft upward. This allows the Teflon ring to come out of its bore and separate. When the drum comes back down the ring is cut. In some cases you wont notice the cut ring.
34 Clutch
198
Mazda G4AEL
Step 5: The Valve Body
While youre rebuilding the valve body, there are some things that should become part of your normal rebuild procedure. Flat sand all surfaces of the valve body with 180220 grit sandpaper. Use a machined surface or a thick piece of glass; never use a file. Many of the circuits inside the small channel cover and directly below it are for 3rd gear pressure, making this a very critical area for flatness. Enlarge the 3rd clutch apply orifice to 0.041".
34 Clutch .eed
199
Mazda G4AEL
The 12 accumulator is commonly overlooked when dealing with a 23 flare. 3rd clutch pressure routes between the two O-rings of the 12 accumulator. During the 23 upshift, the computer turns the 12 shift solenoid off, which exhausts 2nd apply pressure. This computer strategy causes some hard-to-find problems.
A leak at this seal can cause a 23 flare
One of those hard-to-find problems is a 23 flare. This occurs when the 12 shift solenoid hydraulic circuit reacts faster than 23 shift solenoid hydraulic circuit. This releases the band before the 3rd clutch has even begun to apply. This is a difficult problem to identify when its in the vehicle, and impossible to find if someone yanked out the transmission before it was diagnosed properly.
200
Mazda G4AEL
Step 6: The Last Resort
There is no accurate test for a 23 flare, because the only test that works depends greatly on your judgement. With a 0100 PSI gauge on the 3rd gear pressure tap, monitor how the pressure rises during the very beginning of the flare. If you see about 30 PSI, the problem is usually internal. But if theres 0 PSI at the beginning of the flare, its because the 12 shift valve downshifted quicker than the 23 shift valve. Theres another way you can identify whether a 23 flare is due to a shift valve timing problem or an internal leak: If the 23 flare is caused by an internal leak, it will usually get worse as the transmission gets hot. A 23 flare caused by shift valve timing problems tend to get less noticeable when hot, because the shift solenoids receive more volume as the oil thins out.
3rd Clutch
201
Mazda G4AEL
While the 23 shift solenoid can cause a 23 flare, its highly unlikely. Dont waste your time and money on a set of new shift solenoids; its very rare to find a bad solenoid. To correct a shift valve timing problem, you can enlarge the 23 solenoid feed hole to 0.041". This will lessen the time the 23 shift valve takes to move after the solenoid closes.
23 Solenoid .eed Orifice
C A U T IO N
Never modify this plate unless youre faced specifically with a 23 flare. If you perform this modification on a unit thats working properly, it could cause a 23 bind.
202
Mazda G4AEL
Double Engagement into Reverse

A double engagement into reverse on a G4AEL occurs when the reverse clutches apply before the low/reverse clutches. Because the reverse clutch assembly uses a belliville spring to release the apply piston, clutch clearance should be 0.015"0.020" for a two-friction clutch assembly, and 0.020"0.025" for three-friction clutch assembly. The tight clearances are to make sure the belliville spring doesnt overtravel.
Because reverse clutch clearances are so tight, the low/reverse clutch pack must also maintain a tight clearance. Total clearance on the low/reverse clutch should be 0.030"0.040".
203
Mazda G4AEL
Misdiagnosed Problems
The G4AEL computer never reads actual vehicle speed during normal operation (no codes in memory). Thats because the computer only uses the signal from the output speed sensor if the input speed sensor fails. Instead, the computer calculates vehicle speed from the input RPM, based on the gear command. This works just fine as long as the transmission is working properly. But when internal problems occur, such as forward clutch slip or sticking shift valves, to name a few, the computer can no longer calculate vehicle speed accurately. Whats more, the computer doesnt look for ratio errors. Because of this, many symptoms that may seem to be caused by a computer-commanded electrical problem are actually misdiagnosed or overlooked internal problems. Problems such as 2nd gear starts, 34 shift hunting, shifts 4231, or shifts 134 can be very difficult to diagnose without looking at the signals the computer receives. This chart shows the vehicle speed, based on input RPM and gear range. This will allow you to see what the computer sees. The difference is that you, unlike the computer, are smart enough to recognize a problem when you see it. Well refer to this chart when discussing these types of symptoms.
Vehicle Speed (MPH) 1 Gear 0.3 0.7 1.3 2.0 2.6 3.3 6.6 13.0 20.0 26.0 33.0 39.0
st
Input Shaft RPM 50 100 200 300 400 500 1000 2000 3000 4000 5000 6000
Pulse Generator Frequency (Hz ) 10 20 40 60 80 100 200 400 600 800 1000 1200
2nd Gear 0.6 1.2 2.4 3.6 4.8 6.0 12.0 24.0 36.0 48.0 60.0 72.0
3rd Gear 0.9 1.9 3.7 5.5 7.4 9.2 19.0 37.0 55.0 74.0 92.0 111.0
4th Gear 1.3 2.6 5.3 7.9 11.0 13.0 26.0 53.0 79.0 106.0 132.0 159.0
204
Mazda G4AEL
Common Cause
Misdiagnosed Problems (continued)

Computer-Commanded 2nd Gear Starts; .orward Clutch Slip
A computer-commanded 2nd gear start is usually caused by forward clutch slip. If the forward clutch slips while the vehicle is stopped, the computer will assume the vehicle is moving. Remember, the computer calculates vehicle speed from input RPM and gear range: If the forward clutch slips enough, the computer will command second gear.
Quick Verification
Disconnect the input speed sensor (pulse generator) located on top of the case. This will create a code 55, forcing the computer to use the output speed sensor. If the computer now commands 1st gear starts, the problem is a slipping forward clutch.
Pulse Generator
205
Mazda G4AEL

Computer-Commanded 2nd Gear Starts; .orward Clutch Slip (continued)
The .ix
1) Use good quality, machined teflon rings 2) Check for cracks in the forward piston
206
Mazda G4AEL

Computer-Commanded 2nd Gear Starts; .orward Clutch Slip (continued)
3) Set clutch clearance to 0.030"0.040" 4) Install a rubber sealing ring from an AXOD overdrive servo cover in place of the lower teflon sealing ring
207
Mazda G4AEL
34 Shift Hunt
Common Cause
Even though this condition appears to be commanded by the computer, the problem is usually caused by a very small piece of dirt stuck in the 34 shift solenoid feed circuit.
Quick Verification
Monitor the 12 shift solenoid signal. If the 12 shift solenoid is the only one being commanded to cycle on and off, the problem is in the 34 shift solenoid feed circuit.
The .ix
Because the problem is usually caused by a very small piece of dirt stuck in the 34 shift solenoid feed circuit, disassemble the valve body and inspect the 34 shift solenoid feed orifice. If the hole isnt plugged, try enlarging it to 0.041". This should overcome any small leaks caused by normal wear.
34 Shift Solenoid .eed Orifice
Other Possible Causes

Other possible but unlikely causes could be a bad 34 shift solenoid or a cracked end plug for the 34 shift valve.
208
Mazda G4AEL
Shifts 4231
Common Cause
A 4231 upshift is usually caused by the 12 and the 23 shift solenoids wiring being crossed. The picture shows the proper placement for the two shift solenoids.
23 Solenoid (Blue Wire)
Quick Verification
Use the shift solenoid pattern command chart with the ratio chart to see which patterns give you the proper gear ratios. If you use your imagination while looking over your results youll be able to verify whether you have the wires crossed to the 12 and 23 shift solenoids.
The .ix
If the valve body cover is off, switch the wiring for the 12 and 23 shift solenoids to their proper positions (green wire on top, blue wire in the center). If the side cover is still bolted to the case and youre in a hurry, simply cut the 12 and the 23 solenoid wires and cross them.
209
Mazda G4AEL
Shifts 134
Common Cause
If the computer is commanding 1234 but the transmission is shifting 134, it can only be caused by a leak at the large diameter seal on the 12 accumulator. Since 3rd clutch apply pressure feeds between the two sealing rings on the 12 accumulator, servo apply pressure can only leak past the large diameter ring if 3rd gear apply pressure isnt there to stop the leak. Once in 3rd gear, servo apply pressure doesnt leak.
Quick Verification
Verify the computer is commanding 2nd gear and that 4th gear is good. If so, the problem is a cut 12 accumulator seal.
The .ix
1) Inspect the bore for wear 2) Scotchbrite the bore
210
Mazda G4AEL

Shifts 134 (continued)
3) Install a good quality rubber O-ring
C A U T IO N
When using rubber O-rings, make sure the O-ring doesnt get cut by the square feed passage during assembly.
211
Mazda G4AEL
42 and 43 .lare
Common Cause
Although a 42 flare is much more common, 42, 43 and 32 flares can all be caused by a worn forward sprag.
Quick Verification
To verify whether the sprag is at fault, disconnect the 34 shift solenoid electrical connector. When the 34 solenoid is off, the coast clutch stays applied in 1st, 2nd and 3rd gears, which helps support the forward sprag. Although this wont allow 4th gear, drive the vehicle making several 32 kickdowns. If the flare has improved, the sprag is bad.
N O T IC E
While inspecting the forward sprag assembly, keep in mind a little wear goes a long way. Be extremely picky.
.lat Spots Arent Acceptable
212
Mazda G4AEL
Codes, Common Causes and Computer Strategies

Almost every trouble code in every vehicle causes the system to switch to an alternate operating strategy of one form or another. Many of these can be used to your advantage, as long as you can recognize them. Heres a list of common strategies and fixes for the most common transmission-related codes.
Code 06
Definition: VSS (output speed sensor) Sensor Location: Either on the differential, driven directly from the speedometer gears, or inside the speedometer in the dash. How the Code Sets: The computer must see all of these conditions to set a code 06. 1) Receive a Manual D, S, or L signal from the inhibitor switch. 2) Receive a signal from the input speed sensor (pulse generator). 3) Receive no signal from the output speed sensor. Common Causes: Melted speedometer gears, bad wiring, blown dash fuse (in some applications). Causes of False Codes: 1) An inhibitor switch that signals Manual D, S or L while the transmission is actually in neutral or park. Forward clutch slip can easily set this code. 2) When retrieving codes, 6 short flashes represent a code 06 while 6 slightly longer flashes represent a code 60. Most code 06 problems are actually a misread code 60. (This is when knowing computer code strategies can really help you). Computer Strategy: When a code 06 sets, the only action the computer takes is to flash the Hold or Manual light.
213
Mazda G4AEL
Code 12
Codes (continued)
Definition: TPS (Throttle Position Sensor) Sensor Location: Mounted on the side of the throttle body. How the Code Sets: The computer must see one of these conditions to set a code 12. 1) Less than about 0.02 volts 2) More than about 4.8 volts Common Causes: Bad TPS, no 5.0V reference signal from the computer to the TPS, bad ground wire, and bad connections. Causes of False Codes: None Computer Strategy: Very late upshifts.
214
Mazda G4AEL
Code 55
Codes (continued)
Definition: Pulse generator (input speed sensor) Sensor Location: On top of the case, directly in line with the forward drum. How the Code Sets: The computer must see both of these conditions to set a code 55. 1) Signal from the output sensor. 2) No signal from the pulse generator; the minimum AC threshold voltage for the input speed sensor is about 0.5 volts AC. Common Causes: Bad pulse generator, poor connections. Causes of False Codes: Other than coasting downhill with key on, engine off, there are no false codes possible.
215
Mazda G4AEL
Code 60, 61, 62 and 63
Definition: Code Code Code Code 60: 61: 62: 63:
Codes (continued)
12 shift solenoid open or shorted circuit. 23 shift solenoid open or shorted circuit. 34 shift solenoid open or shorted circuit. Lockup solenoid open or shorted circuit.
Solenoid Location: On the valve body. How the Code Sets: The computer must see one of these conditions to set a code 60, 61, 62 or 63: 1) Less than 0.20 amps through the solenoid circuit. 2) More than 1.5 amps through the solenoid circuit. Common Causes: Pinched wires inside the transmission, bad section in harness wiring (especially in the area around the battery box), bad connection at the solenoids or at the computer. Causes of False Codes: None Computer Strategy: The computer simply stops using the solenoid that set the code. Solenoids without codes are used normally. This presents some very odd shift complaints as shown below. Code 60: 1st and 3rd gear only. Code 61: Shifts 3434. Code 62: No 4th gear, 23 flare in some cases. Code 63: No lockup. The Fix: Only a few things cause shift solenoid codes. 1) Bad solenoid very uncommon. 2) Bad computer very uncommon. 3) Bad wiring or connections almost every time. The easy fix: run four brand new wires from the computer connector all the way to the shift solenoid connector.
216
Mazda G4AEL
The Transmission
Rebuild Procedures, Technical Tips and Review

1) Stay as far away from internal parts interchange as you can. 2) Always use good quality machined Teflon rings. 3) If you custom cut rings to reduce leaks, use a butt cut instead of a scarf cut.
The Valve Body

1) 2) 3) 4) 5) 6) 7) 8) 9) Remove all valves. Flat sand each casting. Thoroughly clean all components before reassembly. Enlarge the TV balance to 0.055". Enlarge the TV feed orifice to 0.075". Enlarge the 34 clutch apply orifice to 0.041". Scotchbrite the accumulator bores and install rubber rings. Be careful assembling the accumulators; make sure the square feed passages dont cut the rubber rings. Leave out the checkballs under the thin cover on all applications.
10) Check the TV cam for wear. If its worn, dont worry; a new one is available from Mazda P/N FU01-21-369A. 11) With the exception of the accumulator retaining plates, leave all of the valve body gaskets out. Tests have shown that leaving these gaskets out allows the valve body to maintain its torque, and the valve body wont warp as easily at high temperatures. 12) Torque the valve body bolts to 7080 inch-pounds.
217
Mazda G4AEL
Kill the Hold Mode
When selected, the Hold Mode tells the computer to provide 2nd gear starts and shift into 3rd at a very low speed. In this mode you will also have no kickdown and, if driven long enough, the transmission will likely die. The only usable function is to cancel overdrive. Unfortunately many customers like to use this feature, not realizing what theyre doing to the transmission. During some extensive research, we wanted to see what strategies the fluid temperature switch would cause. It took 2 hours of driving to realize what this switch would do when shorted. It turned the wicked Hold Mode into a sweet OD cancel switch. Whether or not its a secret input created by Mazda engineers (because they hate the Hold Mode too) who cares? Weve tested it on enough models to feel confident that its not a fluke. If you want to turn the Hold Mode into an OD cancel switch, disconnect the fluid temperature switch and short the two wires from the harness connector together.
.luid Temperature Switch
218
Mazda R4AEL; Nissan RE4R01A

Replacement Solenoid Connectors
BV36-19-010 ................ Brown Connector BV36-19-01X ............... Gray Connector Its not uncommon for the solenoid connectors on these units to get brittle and break. Mazda offers replacement connectors to address this. The Mazda part numbers for these connectors are:
Connector A Brown
Connector C Gray Connector B Brown
219
Mazda R4AEL
New Design Output Speed Sensor

The original design output speed sensor had a molded resin body that would crack over time. This problem usually sets a code 6. The new design sensor has a steel body, and is much more durable. The Mazda part number for the new sensor is: BV72-21-5H2 (2WD) BV74-21-5H2 (4WD)
(Resin Molded Cover)
Old
(Stainless Steel Cover)
New
220
Mazda R4AEL; Nissan RE4R01A, 3A

No Turbine Sensor Signal
Some Mazda R4AELs and Nissan RE4R01As and 3As use a turbine shaft sensor. This sensor accesses the turbine shaft through a hole in the stator support. The turbine shaft used on these models have splines machined into the shaft, which allows the sensor to measure its RPM. If you need to replace the turbine shaft make sure the replacement shaft has the machined splines. The splines are not very large, and are easy to miss. Using a non-machined turbine shaft in an application that uses the sensor will set a no turbine shaft signal code.
221
Mazda R4AEL; Nissan RE4R01A, 3A

No Converter Charge
Some Mazda R4AELs and Nissan RE4R01As and 3As use a turbine shaft sensor. This sensor accesses the turbine shaft through a hole in the stator support. Using a stator support with an access hole on models that dont use the sensor will prevent the converter from developing the necessary converter charge.
222
Mercedes 722.3 and 4

23 .lare
During the 23 shift, the B1 band releases while the K1 clutch engages. If working (mainline) and modulator pressures are normal, and the band adjustment is correct (0.3 mm) you can fix a 23 flare by removing one of the B1 release springs. Both springs are similar in tension, so it doesnt matter which one you remove.
An effective measure against 23 flare problems is to use the self-adjusting servo. The part number for the selfadjusting B1 servo is 124 270 12 32. If you upgrade to the self-adjusting servo you must also use the latermodel servo guide. The part number for the later-style guide is 140 277 08 40.
Early Style Servo and Guide

Self-Adjusting Servo and Guide
223

Harsh 12, 23 or 34 Shifts
Mercedes has released new accumulator assemblies for the 722.403 (190D 2.2L) and 414 (190D 2.5L) units to combat harsh shift complaints. You can resolve these complaints by using these parts: Harsh Harsh Harsh Harsh 12 23 34 34 Shift Shift Shift Shift ........................... ........................... (722.403) ............ (722.414) ............ 124 126 126 126 270 270 270 270 00 03 04 05 35 35 35 35
K2 Accumulator (34 Shift)
K1 Accumulator (23 Shift)
B1 Accumulator (12 Shift)
224

Oversized B2 Servo Seal
Transmissions remanufactured by Mercedes may have an oversized B2 servo bore. Mercedes addresses worn B2 servo bores by machining them larger. If you get one of these units, youll need to use the oversized sealing ring. Machined cases will have ID numbers (89 for 722.3, and 76 for 722.4) stamped in the bottom of the servo bore. The Mercedes part numbers for the oversized rings are: 140 277 01 55 (722.3) 202 277 00 55 (722.4)
225
Mercedes 722.3, 4 and 5

Self-Adjusting B1 Servo
Starting in 1991, Mercedes used a self-adjusting B1 servo. You may use this servo in any 722.3 5 transmission. But if the unit youre working on already has a self-adjusting servo, you may run into problems reusing the servo. Resetting the self-adjusting servo isnt so easy.
Servo Disassembly
Fully extend the servo: The best way is to put the servo in the case without the servo guide and spring and blast the servo with air. This will move the servo to the fully-applied position, and allow you to release the cover. You dont need to secure the servo with the snap ring to extend the servo; the servo extends just fine without the snap ring.
226

Servo Disassembly (continued)
Self-Adjusting B1 Servo (continued)

Once the servo extends, remove the assembly from the case. Now you should be able to separate the cover and pin from the servo.
Use narrow snap ring pliers to open the pin-lock mechanism in the servo cover.
227

Servo Disassembly (continued)

Remove the snap ring that secures the diaphragm spring.
Servo Reassembly
Drop the servo pin into the servo, with the rounded end facing up.
228

Servo Reassembly (continued)
Place the diaphragm spring over the pin.
Use a " deep well socket to push the diaphragm spring onto the pin, and down to the seat.
229

Servo Reassembly (continued)

Install the snap ring into the servo, securing the diaphragm spring.
Snap the cover onto the pin.
Assemble the servo and cover assembly into the case.

230

Slips on 43 or 32 Kickdown
Mercedes uses a complex system for reapplying the B2 band for a 43 kickdown, and the B1 band for a 32 kickdown. An often-overlooked aspect of this system is the reaction valves in the case. The reaction valves control servo apply. If the reaction valves leak, the bands wont apply fully. Testing the reaction valves is easy: Remove the valves from the case.
B1 Reaction Valve
B2 Reaction Valve
231

Remove the pin retainer.
Slips on 43 or 32 Kickdown (continued)
Blow compressed air into the feed holes; air should blow out the exhaust port. Compress each reaction valve in a vise. Never overtighten the vise; is doesnt require a lot of force to close the valves.
232
Slips on 43 or 32 Kickdown (continued)

With the reaction valve compressed, blow compressed air into the feed hole.
Air shouldnt leak out of the exhaust port. If the reaction valve leaks, replace it.
233
Mitsubishi .4A2, 3, W4A3, .4A4 and 5

No 3rd or 4th Gear; Late Shifts
Starting in 1991, Mitsubishi incorporated several temperature-related modified shift strategies. Depending on the model and ATF temperature, the modified strategies range from late shifts, to no 3rd and 4th gear, or simply no 4th gear. If you experience any of these conditions, check the temperature sensor reading with a scan tool and see if its accurate, and if it falls within the specifications detailed in this text.
D
IA G N O S T IC
IP
The temperature sensor reading should be at room temperature first thing in the morning, after the car has sat for several hours.
Affected Vehicles
Models equipped with F4A automatic transaxle: 1991-98 1992-98 1994-98 1995-98 1992-96 1993-98 3000GT Diamante Galant Eclipse Expo and Expo LRV Mirage
The following chart shows which models have which strategy. Also notice that some models have whats called fuzzy logic and Invecs II. These are self-tailoring strategies that vary shift timing based on the drivers driving habits.
Shift Mode at: Vehicle 199198 3000GT 199296 Diamante 199798 Diamante 199598 Eclipse 1998 Eclipse 199698 Eclipse Spyder 199697Eclipse Spyder 199296 Expo/Expo LRV 199498 Galant 199396 Mirage 199798 Mirage Engine 3.0L 3.0L 3.5L 2.0L Turbo 2.4L SOHC 2.0L Turbo 2.4L SOHC 1.8L, 2.4L 2.4L 1.8L 1.8L, 1.5L Normal Temperature Power/ECONO Power/ECONO INVECS-II Fuzzy Logic Fuzzy Logic Fuzzy Logic Fuzzy Logic Standard Fuzzy Logic Standard INVECS-II High Temperature High Temp Mode I High Temp Mode I High Temp Mode II High Temp Mode I High Temp Mode I High Temp Mode I High Temp Mode I High Temp Mode I High Temp Mode I High Temp Mode II Not Applicable Low Temperature Low Temp Modes I & II Low Temp Modes I & II Low Temp Mode II Low Temp Modes I & II Low Temp Modes I & II Low Temp Modes I & II Low Temp Mode I Low Temp Modes I & II Low Temp Modes I & II Low Temp Modes I & II Not Applicable
234

No 3rd or 4th Gear; Late Shifts (continued)
POWER/ECONO Modes
The POWER or ECONO light on the instrument panel will come on when using these shift modes. ECONO (meaning ECONOmy) is used for most driving situations and provides the best fuel mileage. Pressing the A/T MODE button on the shift indicator puts the transaxle in POWER mode. When in the POWER mode, the transaxle generally stays in lower gears longer before upshifting, and also downshifts more quickly during deceleration.
.uzzy Logic Mode

On F4A transaxles that use fuzzy logic, the transmission control module (TCM) modifies shift timing for smooth shifting when traveling up and down hills. Artificial intelligence is built into the TCM to automatically simulate the natural shift patterns that a driver would use with a manual transmission. The TCM analyzes inputs from the brake switch sensor, throttle position sensor, and vehicle speed sensor. In addition to the normal A/T shift pattern, fuzzy shift controls have multiple shift patterns to suit five different driving conditions: 1. level roads (same as standard A/T mode) 2. uphill at low speeds 3. uphill at high speeds 4. downhill in 3rd gear 5. downhill in 2nd gear When driving uphill in fuzzy logic shift mode, the transaxle will stay in a lower gear range to maintain power instead of hunting between gears. The TCM takes frequent samples of vehicle speed and throttle opening. It compares each sample with a previous sample to know when to prevent upshifts that would detract from climbing performance. When driving downhill, the TCM downshifts to provide engine braking without the driver repeatedly pressing the brake pedal. This automatic downshifting is sometimes experienced even when driving on short, gradual slopes or flat roads. The transaxle wont enter fuzzy logic shift mode if the selector lever is not in D or if the ATF reaches temperatures specified for High Temperature Mode or Low Temperature Mode. Also, the fuzzy logic mode isnt used if the TCM judges the throttle position sensor to be operating improperly, or if the transaxle enters the failsafe mode.
235

INVECS-II (Intelligent Vehicle Control System II) Mode
Used only on 1997 and later Mirage and Diamante models, INVECS-II shift control operates similar to fuzzy logic. It has an added feature of learning the drivers shift pattern preferences. Shift control patterns are modified to favor the drivers style of driving. For drivers who prefer a vigorous style of driving, the transaxle stays in a lower gear until the engine speed becomes relatively high, to provide a sporty feel. For drivers who prefer a more leisurely driving style, upshifting occurs at lower engine speeds. For drivers who frequently press the brake pedal when driving downhill, the transaxle downshifts earlier than normal. If the battery is disconnected, INVECS-II must relearn the drivers shift pattern preference. For diagnosis, INVECS-II can be disabled with a scan tool, provided the scan tool has the proper software.
1 0 0 %
2 2
T h r o ttle O p e n in g A n g le
5 0 %
0 %
N o r m a l U p s h ift In v e c s -II/ . u s s y L o g ic 1 0 0 0 2 0 0 0 3 0 0 0 4 0 0 0 5 0 0 0 O u tp u t S h a ft S p e e d (R P M ) 6 0 0 0
This upshift pattern chart demonstrates shifting differences with fuzzy logic and INVECS-II. The heavy lines indicate normal A/T up shift patterns. The shaded areas indicate the range of speeds at which fuzzy logic and INVECS-II controls shifting.
236

High Temperature Mode I
To avoid ATF overheating, the transaxle enters this shift mode when the ATF temperature reaches above 125 C (257 F) at vehicle speeds below 70 KPH (44 MPH). Under these conditions, the transaxle will shift between 1st and 2nd gears only, not into 3rd gear. When the ATF temperature decreases to 110 C (230 F) or below, the transaxle returns to normal shift mode.
N O T IC E
On Eclipse models, the ATF temperature for entering High Temperature Mode I is 115 C (239 F). The transaxle returns to normal shift mode when the ATF temperature is 105 C (221 F) or below.
High Temperature Mode II

To avoid ATF overheating, the transaxle enters this shift mode when the ATF temperature reaches above 125 C (257 F) at vehicle speeds below 65 KPH (40 MPH). Under these conditions, the transaxle will only shift between 2nd and 3rd; not into 4th gear. When the ATF temperature decreases to 110 C (230 F) or below, the transmission returns to normal shift mode.
Low Temperature Mode I

When the ATF temperature reaches 20 C (68 F) and below, upshifts are delayed to compensate for the reduced power that normally accompanies lower operating temperatures. The transmission returns to normal shift mode when the ATF temperature reaches above 20 C (68 F).
Low Temperature Mode II

When the ATF or engine coolant is cold, upshifts between 2nd and 3rd and between 3rd and 4th are delayed to help the catalytic converter warm up more quickly. This condition lasts only one or two minutes after engine startup.
237
Mitsubishi .4A2, 3, and W4A3

Harsh 12 Shift
A harsh 12 shift is often caused by a shorted servo switch. One of the more common reasons for this is having the wrong E-clip on the servo pin. The proper clip is very narrow. Using a standard clip for a shaft the size of the servo pin will short the switch. The computer uses the servo switch to initiate the shift-feel strategy of the pressure control solenoid. The E-clip isnt available separately; if yours is missing, youll have to purchase a new servo.
238
Mitsubishi KM Series
No .orward, or .alls out of .orward

A KM-series unit with no forward ranges, or falls out of forward, can be caused by a stuck N-D control valve, or an N-D control valve sleeve that is installed backward. There are other problems that can cause this condition, such as a bad sprag or rear clutch leaks. Heres a simple test to help find the problem: 1. See if the trans goes in gear in manual low. If it still doesnt move forward, suspect a rear clutch leak, such as sealing rings or a missing checkball in the pump body. 2. If the vehicle moves, shift to manual second. If the trans shifts to second, suspect a bad sprag. If the trans binds up, the sprag is in backward. If the trans shifts to second and then quickly falls out of gear, the N-D control valve is either stuck or the sleeve is installed backward.
N-D Control Sleeve
239

Planet .ailure
There are three main factors involved in planet failures on these units: 1. A stuck damper clutch control valve: Overtightening the valve body or filter can cause the damper clutch control valve to stick. Make sure you dont overtighten the valve body and filter bolts. The torque specs for these bolts are: Valve Body Bolts .......... 36 48 in-lbs Filter Bolts ................... 48 60 in-lbs
Damper Clutch Control Valve
240

2. A clogged turbine shaft: Make sure you blow out the turbine shaft if you suspect a torque converter failure or have an existing planet failure problem. You can remove the plug at the end clutch end of the shaft to make it easier to blow out the shaft. Replacement plugs are available at the dealer. MF665531 10 mm (0.400") 19891992 MD712132 8 mm (0.320") 19921998
241

3. A clogged radiator: If the planet fails on one of these units, consider replacing the radiator. These radiators have a habit of clogging with converter clutch material. Unfortunately, a cooler flow test wont always reveal a clogged filter. All too often, the cooler will flow fine for awhile, and then later restrict cooler flow. If you must replace the planets, make sure they are the exact same version as those that came out of the unit. You can have all sorts of slipping and ratio-error codes as a result of using the wrong planets. These charts and illustrations show the details of the different planetaries.
Planetary Gear Ratios
Gear 1 st 2
nd
Wide Ratio 2.846 1.581 1.000 0.685 2.176
Close Ratio 2.551 1.488 1.000 0.685 2.176
3rd 4th Reverse
The information on these pages was provided courtesy of Bob Nuttall of Nuttman, Inc.
242

Planetary Carrier
A Trans Type KM175-1 KM176-5 KM177-0 F 4A 21 KM175-5, F4A22, F4A32, W4A32 KM177-8, F4A23, W4A32 F4A33 & W4A33 Ratio Wide Wide Close Wide Wide Close Close Overall Height 3.299" 3.350" 3.350" 3.360" 3.433" 3.433" 3.629" B Journal OD 1.180" 1.295" 1.295" 1.295" 1.295" 1.295" 1.295" C Spline Height 0.910" 0.850" 1.150" * 0.850" 0.952" 1.135" * 1.150" ** D Tin Plate Flat Stepped Flat Stepped Stepped Stepped Flat E Bolts Raised Raised Recessed Raised Raised Recessed Rivited F Spline Diameter 4.893" 5.185" 5.185" 5.185" 5.185" 5.185" 5.456"
* Step cut in around the top instead of a chamfer.
** Elongated chamfer cut around the top.
243

.orward Sun Gear Reverse Sun Gear
Forw ard Sun Gear

A Trans Type KM175-1 KM176-5 KM177-0 F 4A 21 KM175-5 & F4A22 KM177-8, F4A23, W4A32 F4A32 & W4A32 F4A33 & W4A33 Ratio Wide Wide Close Wide Wide Close Wide Close Overall Height 3.192" 3.015" 3.200" 3.015" 3.200" 3.195" 3.195" 3.440" B Journal OD 1.020" 1.096" 1.096" 1.096" 1.096" 1.096" 1.096" 1.096" C Tooth C ount 26 26 29 26 26 29 26 29 D ID Groove None None 1 None None 1 1 None
Reverse Sun Gear

KM175-1 KM176-5 KM177-0 F 4A 21 KM175-5 & F4A22 KM177-8, F4A23, W4A32 Wide Wide Close Wide Wide Close34 2.287" 2.270" 2.267" 2.270" 2.267" 2.267" 1.570" 1.545" 1.545" 1.545" 1.545" 1.545" 34 34 34 34 34 34 None None 1 None 2 1
244

Repeat Pump Bushing .ailure
There are several possible causes for repeat pump bushing failure. Some of the things you should check are: 1. Proper case ground. The best way to check for a proper ground is to measure the case for voltage. Start the engine and turn a bunch of accessories on. Connect the negative lead of your voltmeter to the negative battery post. Connect the positive lead of your voltmeter to the transmission case.
If you have more than 0.01 volts at the case, add a ground strap. You may also have a poor connection at the negative post of the battery. Make sure the connection is clean and tight. 2. A missing torque converter pilot bushing: The crankshaft has a bushing that works as a pilot for the torque converter. Its not uncommon for this bushing to seize to the converter pilot; when you remove the trans, the pilot comes out with the torque converter. Then, when you install the replacement converter, the crankshaft has no pilot bushing, so the converter mounts off-center. Always make sure the converter you send out for rebuild doesnt have a pilot bushing stuck to it. And more importantly, make sure the bushing is in the crankshaft when you install the transmission.
Mitsubishi has a number of different pilots available
245
Repeat Pump Bushing .ailure (continued)

3. If all else fails, you can remove the O-ring from the inner pump gear. This will allow for more pump bushing lubrication.
246
Nissan RE4.04A
No 3rd or 4th Gear
A complaint of no 3rd or 4th gear is often caused by a worn outer piston seal in the high clutch drum. This can occur just weeks after rebuilding the unit. The problem could be caused by the type of seal you use, or the inside surface of the drum may be too rough for the seal. Nissan has a replacement drum with a smoother seal surface. The Nissan part number for the drum is 31412-80X07.
Check these areas for roughness
If you still have this problem after replacing the drum, consider using factory seals. The part number for the seals are: Inner Seal ........... 31527-80X01 Outer Seal ........... 31527-80X02
247
Nissan RE4.04A
Reverse Drum Snap Ring Pops Out

The reverse drum snap ring can pop out of its groove, causing the unit to lose reverse. Nissan has a replacement drum with a design change to address this problem. When you replace the drum, replace the snap ring, too. The replacement drum uses two dished cushion plates. The Nissan part numbers are: Drum .................................... 31511-80X03 Snap Ring ............................. 31506-80X12 Dished Cushion Plate ............ 31535-80X07
248
Subaru 4EAT
Kills the Engine in Gear

A misassembled lockup control valve will apply the converter clutch in every gear. This will kill the engine when you put the transmission in gear. Some service manuals show the lockup valve arrangement incorrectly. Make sure you assemble the lockup valve with the spring installed into the valve body first, then the valves.
Lockup Control Valve
249
Subaru 4-Speed AWD
Chatters/Binds on Slow, Sharp Turns

A problem in the transfer clutch on these units can cause the vehicle to chatter or buck while turning a corner slowly while braking. The computer inputs that can affect transfer clutch operation are: Vehicle Speed Sensor (VSS) Throttle Position Sensor (TPS) Inhibitor Switch Manual Switch
The transfer clutch is controlled by duty solenoid C. When the solenoid receives a 95% duty cycle signal, the transfer clutch is fully released; at 25% the transfer clutch is fully applied. During failsafe or power loss to the system, the solenoid will put the unit into full time all-wheel drive. Heres how to check the transfer clutch system on these vehicles:
Transfer Valve Body
Solenoid C
Step 1: Check for diagnostic trouble codes (DTCs). The procedure for checking trouble codes varies from year to year, and model to model. Always check your shop manual for the proper procedure for the vehicle youre working on. Step 2: Disable the transfer clutch. Insert a 15-amp, blade-type fuse in the FWD switch, as shown in the graphic.
.WD Connector
Dropping Resistor
250
Subaru 4-Speed AWD
Chatters/Binds on Slow, Sharp Turns (cont)

Now check the vehicle: If the chatter is gone, you know theres a problem in the AWD control system (electrical or hydraulic). If the problem is still there with the fuse in place, the problem is probably internal; the transfer clutch is probably seized. Heres how to check the system operation: Connect a pressure gauge to the transfer clutch tap.
Transfer Clutch
Connect the positive lead of your digital voltmeter to transmission harness terminal 11.
" &
! % $ " #
' !
$
#
251
Subaru 4-Speed AWD

Set your meter to DC Volts.
c3 GR
Chatters/Binds on Slow, Sharp Turns (cont)

Connect the negative lead of your digital meter to a good ground.
Duty Solenoid C (in Transmission) GR 11
4
TCU
c2
GL
GL 6
GL 3 4 B .WD Switch
.use
Check 1: Engine idling and the fuse inserted in the FWD switch. You should see 814 volts at duty solenoid C, and have zero PSI to the transfer clutch circuit. Check 2: Engine idling and the fuse removed from the FWD switch. Transfer clutch voltage and pressure should vary with throttle opening: Pressure should be low at idle, and increase as you open the throttle. Duty solenoid C voltage should be high at idle, and drop as the throttle opens. Compare your readings to the chart.
AWD Mode Selector Range Idle (600 800 RPM) Reverse Drive Accelerator 7 11 PSI 7 11 PSI Released Stall 104 114 PSI 104 114 PSI WOT FWD Mode Stall 0 PSI 0 PSI WOT
If the voltage doesnt respond properly to throttle opening, check the circuit between the solenoid and the computer. If the voltage responds properly to throttle opening but pressure doesnt, look for a bad solenoid or a sticking transfer clutch valve. If the voltage and pressure respond properly to throttle opening, look for a damaged transfer clutch assembly; the transfer clutches are probably seized.
T
IP
IA G N O S T IC
A condition that feels somewhat similar can be caused by a variation in tire size, such as one new tire with three old ones. Always check the tire sizes and condition before beginning a major repair to correct a chatter in turns.
COMPUTER REPROGRAMMING
#!
Computer Reprogramming Bulletin Listings Contents

GM Bulletin Listings ................................................................ 254 Ford Bulletin Listings .............................................................. 255 Chrysler Bulletin Listings ........................................................ 256 Mitsubishi Bulletin Listings ..................................................... 257
#"
GM Bulletin Listings
Year 1994-96 Model Complaint Fix Replace the EPROM TS B # 9674L80E-01A Trucks C, K, P and Failsafe after Cold Start; Intermittent G; Oshkosh; Spartan DTC 87 Trucks C, K and G Surge or Chuggle on TCC Apply; No DTCs 1996-97 Reprogram Computer 9774L60E-13A
1996-97
P Trucks
Won't Downshift to 1st Manually over 25 Reprogram Computer MPH; Won't Downshift to 2nd Manually over 40 MPH; Upshifts to 2nd at 30 MPH with Selector in Manual 1; Upshifts to 3rd at 40 MPH with Selector in Manual 1 or 2 TCC Slips or Sets DTC P1870 Reprogram Computer
9774L80E-02
1997
Camaro; Firebird
9774L60E-19
1998
Buick Lesabre, Park Avenue; Olds 88; Pontiac Bonneville Olds Intrigue
Shudder after Slowing, and then Reapplying more than 50% Throttle Buzz on Deceleration during Coast Downshift, at 1721 MPH Harsh 12 Upshift at Light to Medium Throttle or on 32 Forced Downshift Vibration or Growl in Driveline; TCC Engages Too Early Harsh 12 caused by Insufficient Line Pressure
Reprogram Computer
99-07-30-007
1998
Reprogram Computer
99-07-30-008
1999
Trucks C, K
Reprogram Computer
99-07-30-009
1999
Trucks C, K
Reprogram Computer
99-07-30-010A
1999
Trucks C, K
Reprogram Computer
99-07-30-002
Saturn
199697 Saturn Bump or Ratcheting Sound in 1st Gear under Light Throttle Reprogram Computer 97-T-05
##
.ord Bulletin Listings

Year 1992-97 Model Complaint
rd th
Fix
TS B # 98-4-10
Crown Victoria; Shudder or Vibration in 3 or 4 at Light to Additional Cooler; Grand Marquis; Town Moderate Acceleration, Over 35 MPH Reprogram Computer C ar Explorer DTCs 645-648 Check for Damaged Int. or O/D Piston Seal; Faulty Throttle Position Sensor; Replace Computer Reprogram Computer
1995
98-3-21 98-5-16
1995-97
Contour; Mistique
DTCs P0133 and P0153; Stalls on Transmission Engagement when Cold; Forward Surge on Engagement Harsh 32 and Flare on Light Throttle Downshift between 1015 MPH; Harsh 32 Downshift while Coming to a Stop
98-17-14
1996
Taurus; Sable
Reprogram Computer
99-1-4
1996
Taurus; Sable
Harsh Engagement; Stalls on Check DTCs, Repair as Engagement; Surge Between 3545 MPH Necessary; Reprogram Computer Erratic Shift Hunting between 3 and 4 on Grade; No 34 after Grade 23 Flare after a WOT 32 or 42 Harsh 12 at Light Throttle Harsh 31 Downshift Coming to a Stop; 3rd Gear Starts after Stopping; Hesitation on Acceleration; No Power Harsh 12 at Light Throttle; Harsh 32 after a 13 Upshift Some of these vehicles may require computer reprogramming after replacing CD4E transaxle. Squawking Noise while Backing Up on a Grade, Caused by Low Reverse Pressure 23 or 34 Flare 43 Coastdown Clunk from 2030 MPH 343 Hunt with Cruise Control Engaged Reprogram Computer Reprogram Computer Reprogram Computer Reprogram Computer
99-7-1
1996-97 1997 1997-98 1997-99
F Super Duty Ranger Econoline Explorer; Mountaineer Contour; Mystique; Cougar Contour; Mystique; Cougar F250 HD; Super Duty F Series Super Duty F Series F 150 Super Duty F Series
98-21-19 98-12-14 98-4-23 98-7-10 99-8-7
1998
Replace Intermediate Servo; Reprogram Computer Reprogram Computer
98-13-11
1998-99
98-24-2
1999
Reprogram Computer
98-24-4
1999 1999 1999
Replace Solenoid Body; Reprogram Computer Reprogram Computer Reprogram Computer
99-5-2 99-8-1 99-12-4 99-16-9
#$
Chrysler Bulletin Listings

Year 1996 1996 1996 1996-97 1997 1998 1998 Model Ram Truck FJ; GS; JA; JX; LH; NS AB; AN; BR; ZJ FJ; GS; JA; JX; LH; NS Wrangler Concord, Intrepid FJ; GS; JA; JX; LH; NS Complaint No Upshift after a 32 Downshift Reduced Sensitivity to Failsafe for Intermittent DTCs 15, 22, 5054, 5658 False DTC Hex A4 (37); Unable to Perform TCC Actuator Test Overly Sensitive to Intermittent Faults; Various Driveability Complaints DTC P1794 Caused by Late Upshift 43 Coastdown Shift Speed Too High Overly Sensitive to Intermittent Faults; Various Driveability Complaints Fix Reprogram Computer Reprogram Computer Reprogram Computer Reprogram Computer Reprogram Computer Reprogram Computer Reprogram Computer TS B # 21-04-96 21-05-96 21-07-96 21-02-98 Rev A 21-14-96 21-08-98 21-03-98
#%
Mitsubishi Bulletin Listings

Year 1995 Model Eclipse RS and GS Complaint TCC Shudder; Harsh TCC Engagement Fix Reprogram Computer; Replace EATX Harness TS B # TSB-95-23-002 1996-97 Eclipse DTC 2127, 3133, 5058; Won't Shift Reprogram Computer; Replace EATX Manually between Forward Gears; 2nd Gear Starts, Won't Shift Cold, DTC 74; Harness Delayed Upshift on Grades; Poor MidThrottle Performance on 1996 Models Harsh 23 at Low to Moderate Acceleration Harsh 32 Downshift below 30 MPH Replace Transmission Computer Replace Transmission Computer Replace Transmission Computer TSB-98-23-003REV
1997 1997-98
Diamante Galant; Eclipse Spyder
TSB-97-23-014 TSB-97-23-013
1997-98
Harsh 32 Downshift below 30 MPH Galant; Eclipse Spyder (Also earlier vehicles with replacement transaxles) Eclipse Failsafe below 16F (27C); Long 32 Coastdown Cold; 2nd Gear Starts; Hesitates Cold at Light Throttle; Delayed Upshift on Grades
TSB-98-23-014
1998
Reprogram Computer; Replace EATX Harness
TSB-98-23-002REV
RE.ERENCE
#'
Reference Contents
Conversion Tables ............................................................... 260 Resistor Values ................................................................... 263 Ohms Law .......................................................................... 264 Electrical Power .................................................................. 264 Electrical Formulas ............................................................. 265 Resistors in a Series Circuit ............................................. 265 Two Resistors in a Parallel Circuit .................................... 265 Multiple Resistors in a Parallel Circuit ............................. 265 Two Capacitors in a Series Circuit.................................... 265 Multiple Capacitors in a Series Circuit ............................. 265 Capacitors in a Parallel Circuit ........................................ 265 Schematic Symbols ............................................................. 266 Glossary of Electrical Terms ................................................ 268 Abbreviations ...................................................................... 273 Numeric Equivalents ........................................................... 273
$
RE.ERENCE
Conversion Tables
Area
Multiply By To Obtain Multiply
Distance
By To Obtain
In In In Ft Ft m cm mm
645.2 6.452 0.0069 0.0929 144.0 10.764 0.155 0.00155
mm cm Ft m In Ft In In
in in mm cm ft ft meter mile km
25.4 2.54 0.0394 0.3937 0.3048 5280.0 3.2808 1.6093 0.6214
mm cm in in meter miles ft km mile
area of a circle = r area of a cylinder = rh

= 3.14
r = Radius
h = Height
Multiply
Pressure
By To Obtain
Temperature
(F 32) x 5 9 = C (C x 9 5) + 32 = F
PSI PSI PSI kPa bar kg/cm Hg mbar
0.0703 0.0689 6.8948 0.14503 14.503 14.2233 34.0136 0.0294
kg/cm bar kPa PSI PSI PSI mbar Hg
RE.ERENCE
$

Torque
Multiply
Weight
By To Obtain
Grams Ounces Ounces Pounds Pounds Pounds Tons Tons Kilograms Kilograms
0.03527 28.3495 0.0625 16.0 0.0005 0.4536 2000.0 907.18 2.20462 0.001102
Ounces Grams Pounds Ounces Tons Kilograms Pounds Kilograms Pounds Tons

Multiply Cubic in. (in 3) Cubic in. (in 3) Cubic in. (in 3) Liters Cubic cm (cm 3) Cubic mm (mm3) By 0.01639 16.387 16387.0 61.025 0.06103 To Obtain Liters Cubic cm (cm 3) Cubic mm (mm3) Cubic in. (in 3) Cubic in. (in 3)

Multiply By To Obtain
Quarts Pints Ounces LIters LIters Liters
0.94633 0.4732 0.02957 1.05672 2.11344 33.81497
Liters Liters Liters Quarts Pints Ounces
0.000061 Cubic in. (in 3)
RE.ERENCE

Duty Cycle (%)
Feed Controlled
Degrees Dwell Voltage*
100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
90.0 85.5 81.0 76.5 72.0 67.5 63.0 58.8 54.0 49.5 45.0 40.5 36.0 31.5 27.0 22.5 18.0 13.5 9.0 4.5 0.0
60 57 54 51 48 45 42 39 36 33 30 27 24 21 18 15 12 9 6 3 0
45.00 42.75 40.50 38.25 36.00 33.75 31.50 29.25 27.00 24.75 22.50 20.25 18.00 15.75 13.50 11.25 9.00 6.75 4.50 2.25 0.00
14.0 13.3 12.6 11.9 11.2 10.5 9.8 9.1 8.4 7.7 7.0 6.3 5.6 4.9 4.2 3.5 2.8 2.1 1.4 0.7 0.0
RE.ERENCE
$!
Resistor Values
If you can read the bands on a ceramic resistor, you can determine its resistance value and its tolerance: The first two bands indicate the first two digits of its resistance value. The third band indicates the number of zeros to add. The fourth band indicates the tolerance. Resistance Values
54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321
4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321
54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321
4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321

$"
RE.ERENCE
Ohms Law
VOLTS AMPS OHMS
Electrical Power
WATTS VOLTS AMPS
RE.ERENCE
$#
Electrical .ormulas

RTOTAL = R1 x R 2 R1 + R 2

RTOTAL = 1 + R1 1 1 + R2 1 R3


CTOTAL = 1 + C1 1 1 + C2 1 C3

$$
RE.ERENCE
Schematic Symbols
+ V
Battery
Power
Ground
Connected Wires
Unconnected Wires
.use
Circuit Breaker
Bulb
Meter
Pushbutton Switches
On/Off Switches
NC Switch
NO Switch
NC Switch
NO Switch
Transformer (Coil)
Relay
RE.ERENCE
$%

.ixed Resistor Variable Resistor Potentiometer
Diode
Zener Diode
LED
Photodiode
+ .ixed Capacitor .ixed Capacitor (Polarized) Variable Capacitor
B
B
NPN Transistor
PNP Transistor
Phototransistor
Crystal
$&
RE.ERENCE

RE.ERENCE
$'

%
RE.ERENCE

RE.ERENCE
%

RE.ERENCE
Abbreviations
RE.ERENCE
%!
Numeric Equivalents
1
Millimeters 0.1981 0.3429 0.3683 0.3962 0.4064 0.4572 0.5080 0.5334 0.5715 0.5944 0.6096 0.6350 0.6604 0.7112 0.7417 0.7874 0.7925 0.8128 0.8382 0.8890 0.9144 0.9398 0.9652 0.9906 1.0160 1.0414 1.0668 1.0922 1.1811 1.1913 1.3208 1.3894 1.3970 1.5113 1.5875 1.6129 1.7018 1.7780 1.8542 1.9304 1.9837 1.9939 2.0574 2.0828 2.1844 2.2606 2.3749 2.3825 2.4384 2.4892 2.5273 2.5781 2.5806 2.6416 2.7051 2.7788 2.7940 2.8194
Drill Size 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56
Tap Size
Decimal Inches 0.1130 0.1160 0.1172 0.1200 0.1250 0.1285 0.1328 0.1340 0.1360 0.1405 0.1406 0.1440 0.1470 0.1476 0.1484 0.1495 0.1520 0.1540 0.1563 0.1570 0.1590 0.1610 0.1641 0.1650 0.1660 0.1690 0.1695 0.1719 0.1730 0.1770 0.1797 0.1800 0.1653 0.1820 0.1850 0.1875 0.1890 0.1910 0.1935 0.1953 0.1960 0.1990 0.2010 0.2031 0.2040 0.2050 0.2055 0.2090 0.2109 0.2130 0.2188 0.2210 0.2266 0.2280 0.2340 0.2344 0.2380 0.2400
Fraction Inches
Millimeters 2.8702 2.9464 2.9769 3.0480 3.1750 3.2639 3.3731 3.4036 3.4544
/128 /16
15
/128 /8
17
/128
/128
29 28 27 26 25 24 23 22 21 20 19
/64
/32
19
/128
/32
/128
21
/128
/64

1
11
/64
/128
23
/128
1-64 NC 1-72NF
/16
/16
/128
2-56 NC 2-64 NF
25
/128
/64
3.5687 3.5712 3.6576 3.7338 3.7500 3.7694 3.7973 3.8608 3.9116 3.9700 3.9878 4.0386 4.0894 4.1681 4.1910 4.2164 4.2926 4.3053 4.3663 4.3942 4.4958 4.5644 4.5720 4.2000 4.6228 4.6990 4.7625 4.8006 4.8514 4.9149 4.9606 4.9784 5.0546 5.1054 5.1587 5.1816 5.2070 5.2197 5.3086 5.3569 5.4102 5.5575 5.6134 5.7556 5.7912 5.9436 5.9538 6.0452 6.0960
3
3 /16-32 NF 10-32 NF
5mm - 0.90 5mm - 0.80 18 17 16 15 14 13 12 11 10 9 8 7 6 6mm - 1.00 5 4 3 2 1 A B 7mm - 1.00

1 1
12-24 NC 5.5mm - 0.80 12-28 NF 12-32 NEF
14-20 NS
/4-20 NC 14-24 NS
11
/128 /32
13
/64
/4-24 NS /4-28 NF /4-32 NEF /4-40 NS
27
/128 /32 /128 /64
1 1
/8-40NF 5-40NC
13
/128 /64
29
5-44 NF 6-32 NC 6-36 NS
15
%"
RE.ERENCE

31
Millimeters 6.1468 6.1519 6.2484 6.3500 6.5278 6.5481 6.6294 6.7462 6.7564 6.9088 6.9444 7.0358 7.1120 7.1374 7.1450 7.3431 7.3660 7.4930 7.5413 7.6708 7.7394 7.8994 7.9375 8.0264 8.1026 8.1356 8.2042 8.3058 8.3337 8.4328 8.5319 8.6106 8.7122 8.7325 8.8392 8.8900 8.9306 9.0932 9.1288 9.3269 9.3472 9.5250 9.5758 9.7028 9.7231 9.8044 9.9212 10.0838 10.1194 10.2616 10.3200 10.4902 10.5181 10.6934 10.7163 10.8966 10.9144 11.1125 11.3106
Tap Size
Decimal Inches 0.4531 0.4609 0.4688 0.4766 0.4800 0.4844 0.4922 0.5000 0.5039 0.5156 0.5312 0.5469 0.5590 0.5625 0.5781 0.5787 0.5938 0.6094 0.6220 0.6250 0.6406 0.6562 0.6614 0.6719 0.6875 0.7008 0.7031 0.7187 0.7344 0.7500 0.7656 0.7812 0.7969 0.8125 0.8228 0.8281 0.8425 0.8437 0.8594 0.8750 0.8779 0.8906 0.9062 0.9219 0.9375 0.9531 0.9687 0.9844 1.0000
Fraction Inches
29
Millimeters 11.5087 11.7069 11.9075 12.1056 12.1920 12.3038 12.5019 12.7000 12.8000 13.0962 13.0962 13.8913 14.2000 14.2875 14.6837 14.7000 15.0825 15.4788 15.8000 15.8750 16.2712 16.6675 16.8000 17.0663 17.4625 17.8000
Drill Size
1 1
Tap Size /2-20 NF /2-24 NS
/64
/128 /4
59
/16-18 NC
/128 /32 61 /128

15
33
/128 /64
17
/64 63 /128 1 /2
33 17
31
3 5
8mm - 1.25 5 /16-24 NF 8mm - 1.00
35
/128
/64 /32 35 /64 /16 37 /64

19 9
K
5
9 37
/32 /128 /64
/16-32 NEF
7 3
19
/32 39 /64 /8 41 /64 21 /32

43 11 5
39
/128 /16 /128 /64
18mm - 2.50 11 /16-16 NS

3 /4-10 NC 18mm - 1.50
41
/64 /16
45 23
21
/8-24 NF
43
/128 /32
/8-27 NPT 10mm - 1.50
11
/64 /32 47 /64 3 /4 49 /64 25 /32 51 /64 13 /16 20.9000

53
/4-16NF 20mm - 2.50 1 /2-14 NPT
/8-9 NC
45
/128
/64 21.4000
10mm - 1.0
7
7 /8-14 NF 22mm - 1.50 7 /8-18 NS 24mm - 3.00
/64 47 /128
3
23
27
/16-14 NC
/32 55 /64 7 /8 22.3000

57 29
/8
1-8 NC 24mm - 2.00 1-12 NF 3 /4-14 NPT 1-14 NS
49
/128 /64
/64 /32 59 /64

15 61
25
/16-20 NF
X Y Z 12mm - 1.75 12mm - 1.50 1 /2-13 NC 12mm - 1.25

1
51
/128 /32
13
/16 /64 31 /32 63 /64 1
53
/128 /64
27
55
/128 /16 57 /128

7
/4-18NPT

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2002 TECHNICAL SEMINAR

Automatic Transmission Rebuilders Association

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

ATRA Technical Team

Dennis Madden Chief Exsecutive Officer

Lance Wiggins Technical Director

Evelyn Marlow Technical Supervisor

Randall Schroeder Senior Technical Advisor and Seminar Speaker

Steve Garrett Technical Advisor and Seminar Speaker

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

ATRA Technical Team(continued)

Kelly Hilmer ATRA Online

Cliff McCormick Senior Technican and Network Administrator

David Skora Technical Advisor

Bill Brayton Technical Advisor and Seminar Speaker

Mike Baird Technical Advisor and Seminar Producer

Mike VanDyke Technical Advisor

Mike Brown Technical Advisor

Pete Huscher Technical Advisor

2002 TECHNICAL SEMINAR

ATRA Technical Team ATRA Staff

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

2002 ATRA. All Rights Reserved.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

General Motors T-Truck

2002 ATRA. All Rights Reserved. Printed in U.S.A.

General Motors T-Truck (continued)

Part Number 15706341

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

Part Number 8631362

2002 ATRA. All Rights Reserved. Printed in U.S.A.

Roller clutch assembly Part # 2421271 1

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

Spacer Plate # 24205050

2002 ATRA. All Rights Reserved. Printed in U.S.A.

4T40E chain has eleven links

4T45E chain has thirteen links

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2-3 Accumulator valve train

2002 ATRA. All Rights Reserved. Printed in U.S.A.

Added balance hole

2-3 Accumulator valve eliminated

2002 ATRA. All Rights Reserved. Printed in U.S.A.

Part Number 8684255

2002 ATRA. All Rights Reserved. Printed in U.S.A.

New Calibration Part Number 12216203 12216193 12216213

Description NC1/NF7 Federal/Cal NM Leaded Gas K29 Unleaded Export