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2001 ATRA Semianr Manual
2001 ATRA Semianr Manual
Technical Seminar
2001
2001
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. 2001 ATRA, Inc. All Rights Reserved. Printed in USA.
2001 ATRA. All Rights Reserved.
iii
Program Contents
General Motors .................................................... 1 Ford ................................................................... 49 Chrysler ............................................................. 91 Imports (Nissan and Subaru) ............................ 141 Reference ......................................................... 199
iv
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
2001 ATRA. All Rights Reserved.
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
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.
All Applications
Cause 2: Component Slipping
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
All Applications
&
4T40E
6b
6a
'
4T40E
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
4T40E / 4T60E
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.
!
4T65E
"
4T60E / 4T65E
To correct this problem, reroute the VSS wires to the computer. Move them away from any source of interference.
#
4T65E
12 Shift Solenoid
$
4L60E
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
To prevent this from occurring, replace the 12 accumulator springs during every rebuild.
&
4L60E
'
4L60E
Early Solenoid
4L60E
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
4L60E
4L60E Stator
When converting a 4L60 stator, youll have to use the 4L60 boost valve assembly.
4L60E
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
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
4L60E
4L60E
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.
&
4L60E
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.
!
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
2001 ATRA. All Rights Reserved.
!
4L60E HD
4L60E / 4L80E
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
Circuit 1020
!"
4L60E / 4L80E
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
!'
4L60E / 4L80E
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
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.
"
4L80E
"
4L80E
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.
"!
4L80E
""
4L80E
To offset this difference, they made a 0.041" recess in the under side of the support, where the bearing race sits.
1997 98
2001 ATRA. All Rights Reserved.
1999 On
"#
4L80E
1997 98
1999 On
"$
4L80E
Incorrect
Correct
Incorrect
Late Shaft w/ Early Support Shoulder is almost flush with the support
2001 ATRA. All Rights Reserved.
Matching Shaft and Support Shoulder is about 0.050" above support Early Shaft w/ Late Support Shoulder is about 0.090" above support
"%
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.
"&
"'
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
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
#!
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 (+)
#"
VSS+
VSS+
##
VSS+
#$
#%
4R100
#&
4R100
#'
4R100 / E4OD
J3 Connector
$
4R100 / E4OD
Gasket ID
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.
$
4R100 / E4OD
Gasket ID (continued)
Location A
Location B
Separator Plate
Location C
4R100 / E4OD
Gasket ID (continued)
Type 1 Case Gasket
$!
4R100 / E4OD
Gasket ID (continued)
Type 1 Valve Body Gasket
$"
4R100 / E4OD
Gasket ID (continued)
Type 2 Case Gasket
$#
4R100 / E4OD
Gasket ID (continued)
Type 2 Valve Body Gasket
$$
4R100 / E4OD
Gasket ID (continued)
Type 3 Case Gasket
$%
4R100 / E4OD
Gasket ID (continued)
Type 3 Valve Body Gasket
$&
4R100 / E4OD
Gasket ID (continued)
Type 4 Case Gasket
$'
4R100 / E4OD
Gasket ID (continued)
Type 4 Valve Body Gasket
%
4R100 / E4OD
Plate ID
* These replacement separator plates will only retrofit if you update the entire valve body assembly to 1996 parts.
%
4R100 / E4OD
A4LD
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
%"
%#
%$
%%
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
%'
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.
SSA
SSD/ CCS
TCC Solenoid
&
Updated Driveshafts
Chassis Length 112" Wheelbase 118" Wheelbase 126" Wheelbase Ford P/N F87ZA-4602-AA F87ZA-4602-EA F87ZA-4602-PA
&
4R70W
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
&
AX4N / AX4S
&!
AX4N / AX4S
Mainline EPC
AX4N
&"
AX4N / AX4S
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 / AX4S
&%
AX4N / AX4S
AX4N
&&
AX4N / AX4S
AX4S
&'
CD4E
MTX-75 CD4E
CD4E: .5RZ-3A329-.
MTX-75: .5RZ-3A329-E
2001 ATRA. All Rights Reserved.
'
'
'
'!
42LE
'"
42LE
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
Tighten the spreader until you can slide the sprockets up and off the output and pinion shafts easily.
'$
42LE
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
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:
2001 ATRA. All Rights Reserved.
'&
42LE
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
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
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
42LE
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
The procedure is fairly simple: Install the centering block into the case, making sure it bottoms out in the adjuster bore.
"
42LE
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.
#
42LE
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.
$
42LE
%
42LE
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.
&
42LE
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.
'
42LE
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
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
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
!
42LE
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
The larger seal installs with its back against the smaller seal back, seal lip and garter spring facing away from the differential.
#
42LE
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
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.
%
42LE
&
42LE
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
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
42LE
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
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
"
42LE
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.
#
42LE
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.
2001 ATRA. All Rights Reserved.
$
42RH
Manual Valve
%
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.
&
Check the seal surface indicated: If they arent smooth all the way around, replace the drum.
And make sure the seal protrudes slightly.
'
45R.E
Clutch Application
Shifter Position Park Reverse Neutral Overdrive 1st 2
nd
Low / Reverse
S eco n d
Overdrive
Fourth
Underdrive
Overrun
Reverse
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
2 3
2 Prime
rd th
Reverse
!
45R.E
Reverse Hub/Shaft Rev/OD Reaction Plate Snap Ring (Wave) OD Hub/Shaft Snap Ring (.lat)
Bearing Number 4
Bearing Number 3
Plate
Disc
Seal
Snap Ring
Input Shaft Seal UD Piston Clutch Retainer Seal OD/Rev Piston Plate Spring Disc
Snap Ring
Belleville Spring
UD Clutch
!
45R.E
2C Bellville Spring
Seal Disc
Return Spring
Snap Ring
Plate
Snap Ring
Overrunning Clutch Seal Seal Snap Ring Retainer Belleville Spring Piston
!
45R.E
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
!!
45R.E
TCC Limit Valve Pump Housing Pump Cover Valve Body Reaction Shaft Support Seal Pump Body Drive Gear Oil Pump
Driven Gears
!"
45R.E
2C Accumulator 4C Accumulator Underdrive Accumulator Overdrive Accumulator Solenoid Switch Valve Manual Valve
#7
#5 #1
#6
Detent Spring
!#
45R.E
3 7 12 16 20 23
1 4 8 13 17 21
!$
45R.E
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
!%
45R.E
Direct Outputs:
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
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
Transmission
"
45R.E
Overdrive
Underdrive
Reverse
"
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
2001 ATRA. All Rights Reserved.
"
"!
Nissan
""
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
RE4.02A and RL4.02A
Lockup Release Reverse Clutch
High Clutch
Mainline
Mainline
Low Clutch
Low/Reverse Brake
"#
Nissan
RE4.03A
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
.orward Clutch
Low/Reverse Brake
"$
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
RE4.04A and 4.20E
Lockup Release .orward Clutch
Lockup Apply
Low/Reverse Brake
"%
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
RL4R01A, RE4R01A, R4A-EL and R4AX-EL
Accumulator Vent Passage Plug
Reverse
.orward Clutch
"&
Nissan
RE4R03A
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
High Clutch/Ser vo Release 3rd Gear A ccum ulator Vent Passage Plug
Reverse
Overrun Clutch
"'
Nissan
JR403E
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
Reverse
3rd Clutch/ Ser vo Release 3rd Gear 2nd Band A pply 4 Band A pply
th
Mainline
2001 ATRA. All Rights Reserved.
#
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
Subaru 4-Speed
3rd Clutch
Lockup Apply
Overrun Clutch
.orward Clutch
#
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
Subaru 4-Speed (continued)
Oil Pump Control Reverse Clutch 3rd Clutch/ Servo Release
Transfer Clutch
Low/Reverse Brake Reverse Clutch 2nd Band Apply 4th Band Apply
#
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
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
#!
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
RE4.03A, RE4.04A and 4.20E Line Pressure Control Solenoid
Subaru 4-Speed
#"
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
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 0.042", on every Nissan transmission you rebuild.
RE4.02A
##
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
RE4.03A, RE4.04A and 4.20E
#$
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
RE4R01A, RE4R03A, R4A-EL, R4AX-EL, JR403E and Subaru 4-Speed
#%
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
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
#&
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
RE4.03A, RE4.04A and 4.20E
#'
Nissan
Soft Shifts, Burnt Clutches and Bands, Poor Line Pressure (continued)
RE4R01A, RE4R03A, R4A-EL, R4AX-EL, JR403E and Subaru 4-Speed
$
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
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
To prevent the pump slide from sticking, block the control cylinder piston toward the cover.
$!
Return Spring
$"
$#
12 Accumulator .eed
$$
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.
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.
$%
$&
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.
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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.
%
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
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
%
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
%
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
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 the J30 computer would display codes 1, 4 and 8 at the same time.
On Off
%!
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
%"
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.
O
Heres how a Q45 indicates there are no codes in memory.
%#
%$
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.
%%
Pin 1 2 3
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.
%&
VSS
Transmission Computer
%'
&
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.
&
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
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
2001 ATRA. All Rights Reserved.
se d
&
4 5 6
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.
&!
&"
&#
&$
&%
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.
&&
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.
&'
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
2001 ATRA. All Rights Reserved.
'
'
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
2001 ATRA. All Rights Reserved.
'
'!
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
2001 ATRA. All Rights Reserved.
'"
'#
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+
2001 ATRA. All Rights Reserved.
'$
'%
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
'&
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
mm cm Ft m In Ft In In
in in mm cm ft ft meter mile km
r = Radius
h = Height
Multiply
Pressure
By To Obtain
Temperature
(F 32) x 5 9 = C (C x 9 5) + 32 = F
RE.ERENCE
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
RE.ERENCE
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
* The voltage values are based on a 14-volt system voltage. Variations from this level will affect all of the voltage readings.
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
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%
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
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
RE.ERENCE
#
Electrical .ormulas
Resistors in a Series Circuit
RTOTAL = R1 + R2 + R3
$
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)
2001 ATRA. All Rights Reserved.
Relay
RE.ERENCE
%
Diode
Zener Diode
LED
Photodiode
B
B
NPN Transistor
PNP Transistor
Phototransistor
Crystal
&
RE.ERENCE
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.
RE.ERENCE
'
RE.ERENCE
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.
RE.ERENCE
RE.ERENCE
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
RE.ERENCE
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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
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
Drill Size 33 32 31 30
/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
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
14-20 NS
/4-20 NC 14-24 NS
11
/128 /32
13
/64
27
1 1
/8-40NF 5-40NC
13
/128 /64
29
15
"
RE.ERENCE
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
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
/64
/128 /4
59
/16-18 NC
33
/128 /64
17
/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
35
/128
K
5
9 37
/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
39
41
/64 /16
45 23
21
/8-24 NF
43
/128 /32
11
/8-9 NC
45
/128
/64 21.4000
10mm - 1.0
7
/64 47 /128
3
23
27
/16-14 NC
/8
49
/128 /64
25
/16-20 NF
51
/128 /32
13
53
/128 /64
27
55
/4-18NPT