CHRYSLER A500, CHRYSLER A604 FORD E400. ‘TRANSMISSION POWERFLOW TRANSMISSION COOLER FLOW TECH BULLETINS1989 SEMINAR TRANSMISSION TECHNOLOGY SIMPLIFIED This booklet has compiled an introduction to the new CHRYSLER A-500 overdrive read drive automatic transmission, the new A-604 automatic overdrive transaxle and the FORD E400 truck automatic overdrive transmission In answer to the many requests for power flow of the different Domestic and Foreign automatic transmissions we have covered the most common units. These charts show what components are on in the different drive ranges. This should be of great help in diagnosing transmission malfunctions. We have added a section showing the cooler flow from the transmission, the outlet side to the cooler, and the return line fitting in the transmission. ‘A thought: It might be helpful to arrange transmission problems as follows: COMPLAINT 5 i or problem CAUSE the part or condition creating the problem CORRECTION what is needed to be done to fix the problem Keep in mind you have the need to be able to diagnose whether the transmission problem is ELECTRICAL — HYDRAULIC — MECHANICAL if it is not the computer again we welcome you. ROBERT D. CHERRNAY DALE ENGLAND Teotncal Decor Fai Sorvoe Constant AUTOMATIC TRANSMISSION SERVICE GROUP TS G 9200 South Dadeland Bivd. Suite 114 Miami, Florida 33156at te Tea a SN 4 FOREIGN AND DOMESTIC CARS! aureus viudenieetor BRYCO'S New Bands are made with the finest fiction material Aavallabie nthe United States! Proedal or below the costotarabull Hacove charge. Bat avaiable or all popular Ar app salons, pls acompletelinetoreign Bands: Wenowhave he AXOD Ford Taurusisabie tar rissionbang. and BRYCO Filters utilizethebestfelt filter materialin the United States! Fore 5 Tuck 4x4, FIOD 44, AXOL ATX, and Maza ters 626,909, M6, BRYCOoffersacompletelineof Friction Plates for Japanese, German and Domestic Applications. ‘Allmanufactured tothehigheststand: ards of GEM rateralsand speoticaiens BRYCO Kits for Foreign Cars ccontain all the right components! Ourconect sizes assure al Andemember, BRYCO Kits cortan on) BAYCO comoonents, GUARANTEED: QUAL TYandprotlem fee perlomance FILTERS + BUSHINGS —— Askyour ot Bisttoutor ed forthenewest | BRYEO! SRYCO catalog! I Contains al ne |) 4SRRhay povestunsies!” (1 aati onnmayon | ESTechnical Service Information CHRYSLER A-500 This bulletin provides a deseription of the A500 four-speed automatic overdrive transmission as well as diagnosis ani repaic dures to service this transmission --- initially released use on the subject model vehicles. ‘The front portion of this unit adflite automatic transmissio places the extension housing an economy gear ratio (.69 to 1.0) (Figure 1) odified A999 three-speed or overdrive, eth gear with FIGURE 1 A lockup torque converter which is electronically controlled and aulically activated, will also be used with this trans- Fourth gear (overdrive) and lockup only occur vertain conditions determined by the SMEC (Single Module troller) When the vehicle is traveling in third gear over 25 miles per hour, the SHEC uses the following information to allow the shift: The SMEC checks the coolant sensor signal for a 60- degree fahrenheit minimun temperature. It also checks the engine speed sensor, the vehicle speed sensor, the throttle position sensor, and the map sensor AUTOMATIC TRANSMISSION SERVICE GROUP 4Technical Service Information There is an overdrive off switch located on the instrument panel. The switch is marked 0/D OFF and incorporates a pilot light to indicate when the switch has been activated. When activated, the switch will prevent shifts into overdrive and lockup. This is desirable when towing, driving in hilly terrain, or any other driving conditions that make overdrive unsuitable. Activating the switch again will restore the automatic overdrive operation. The switch will reset for operation when the key is turned off Other features in conjunction with this unit include: © The output shaft of the three-speed section will nou be referred to as the intermediate shaft. © The three-speed section rear drum is retained on the support with a snap ring © The governor and speedometer drive have been relocated to the rear of the output shaft. ¢ The overdrive case now contains two output shaft bearings. One is the output shaft front bearing, and the other is the output shaft rear bearing © There are no rotating seal rings or presscrized oil for the overdrive and direct clutches in the overdrive housing. The governor is the only component receiving pressurized oi] through slip-fit tubes. Pressurized oil for the overdrive lubrication circuit is supplied through the intermediate shaft * Governor pressure and overdrive pressure taps are provided in the rear of the main case for in-vehicle transmission pressure testing ©The valve body has been modified by adding several new valves. There's an overdrive solenoid, a 3-4 shift valve, a 3-4 timing valve, a 3-4 accumu lator, and a 3-4 shuttle valve. Once in fourth gear, the lockup solenoid, lockup valve, and lockup timing valve accomplish the hydraulics to lock the converter turbine to the torque converter housing. © The direct drive and overdrive gear ratios are supplied by a third planetary gear set, 2 direct clutch, an overdrive clutch, and an ovecrunning clutch. A very strong spring, rated at up to 800 pounds (5,516 KPA), holds the sun gear to the annulus for direct drive. For coasting or reverse gear, power flows only through the direct clutch. 4500 Power Flow In third gear, the power flow comes off the intermediate shaft simultaneously into the planet carrier and the overrunning clutch. From the carrier, the power flows inte the sun gear, then to the inner sliding hub splines. The direct, clutch holds the sliding hub to the direct clutch drum under spring pressure. ‘The drum engages directly with the annulus for a one-to-one ratio. The annulus is splined directly to the output shaft (Figure 2). AUTOMATIC TRANSMISSION SERVICE GROUP 5ATSG Technical Service Information = Sa (ali A Tis i! BuBooo. Uce Be ees iy FIGURE 2 ‘The overrunning clutch carries the power flow during the shift into fourth gear. Wen the SMEC energizes the overdrive solenoid, the third gear line pressure Starts to move the overdrive piston rearward. ‘The piston pushes the sliding hub and begins to compress the direct clutch spring. Now, with spring pressure relieved, the direct clutch is disengaged. Power flows only through the over: running clutch (Figure 3). i ; ee 50 = r 20. A JS; a) pee eee Sane! =—— = naihes As the sliding hub is forced further rearvard, the overdrive clutch engages, stopping the sliding hud and sun gear and hold them to the overdrive case. As power enters the planet carrier, its gears move around the stationary sun gear and the engine can now turn less for one revolution of the output shatt (Figure 4) ‘The lockup torque converter is also controlled by the SMEC. Once in fourth gear, the SMEC signals the lockup solenoid to close where the existing pressure builds to move the lockup valve. The lockup valve directs pressure to the torque converter vhere the turbine is clamped to the spinning torque converter housing. ‘This eliminates any slipping normally attributed to automatic transmissions, AUTOMATIC TRANSMISSION SERVICE GROUP 6Technical Service Information The lockup timing valve releases the torque converter to normal operation prior to the 4-3 downshift. ‘Additional 4-500 Information © All closed throttle 3-4 upshifts will occur at 25-28 mph, regardless of axle ratio. © All closed throttle 4-3 downshifts will occur at 25 mph, regardless of axle ratio. + No 3-4 upshift can be achieved, regardless of vehicle speed, if throttle opening Ss greater than 70% approximately. {upeoes 1 USE AT EACH POSITION OF THE SwLBCTOR LER fee et ee aa | le morjis elit fa] Hil == a | 5 a AUTOMATIC TRANSMISSION SERVICE GROUP 7Technical Service information OVERDRIVE, DIAGNOSIS Condition @ No Reverse or Slips in ¢ No Overdrive shift @ Runaway Overdrive shift Overdrive Shift Occurs Immediately Every 2-3 Shift «Excessively Delayed overdrive Shift @ No 4-3 Downshift ¢ No 4-3 Downshift With Overdrive Off Switch @ Torque Converter Locks Up In 2nd and 3rd Gears @ Harsh Shifts 1-2, 2-3, & 3-2 Low Governor Pressure Possible Cause Failed Direct Clutch - Overdrive Spring Lost Load = Wrong Overdrive Piston Bearing Spacer Selected Blown Fuse Faulty Overdrive Faulty Wiring or Faulty Overdrive Faulty SMEC Pailed Overdrive Clutch = Wrong Overdrive Piston Nearing Spacer Selected = Low Overdrive Pressure * Lover Valve Body Malfunction Solenoid Connectors, Off Switen «Failed Overdrive Overrunning Clutch Faulty Overdrive Solenoid - Wot Venting © Lover Valve Body ¢ Faulty Wiring © Faulty SMEC MaLfunction @ Incorrect Overdrive Piston Bearing Spacer Faulty Sensor ¢ Faulty Lockup Solenoid - Not Venting ¢ Lower Valve Body Malfunction Faulty Wiring © Faulty SMEC Faulty Overdrive Off Switch © Faulty SMEC * Faulty Lockup Solenoid - Not Venting © Faulty Wiring * Faulty Lockup Solenoid - Not Venting * Faulty Lockup Solenoid - Not Venting @ Leaking Governor Tubes ~ Bent = Loose Fit ¢ Governor Seal Rings Broken or Worn AUTOMATIC TRANSMISSION SERVICE GROUP 8Technical Service Information ‘OVERDRIVE DIAGNOSIS - CONT'D. Condition Possihle Cause Noisy «Failed Overdrive Piston Bearing ‘Failed Gear Train Needle Thrust Bearings + Failed Overdrive Planetary ‘Failed Overdrive Overrunning Clutch AUTOMATIC TRANSMISSION SERVICE GROUP 9Technical Service Information REPAIR PROCEDURE Removal This procedure involves removal, disassembly and assembly of the ASOO trans~ mission overdrive unit. Before raising the vehicle, place the gear shift selector in park. 1. To start the overdrive removal, remove the transmission oil pan, remove the gasket, drain the oil and, using a new gasket, reinstall the pan. If there is a failure within the overdrive unit or if the flvid is contaminated, then remove the entire transmission. If the diagnosis indicates clutch or governor problems only, then remove only the overdrive unit 2. Index the drive shaft universal joint to the pinion yoke for proper orienta~ tion during reassembly. Then remove the drive shaft (Figure 5). 3. Using @ transmission jack, support the transmission and raise it enough to renove the crossmember- Mark the position of the crossmember for exact reassembly, 4, Remove the speedoweter cable. 5. Remove the seven bolts securing the overdrive to the transmission (Figure 6). AUTOMATIC TRANSMISSION SERVICE GROUP 10Technical Service Information 6. Very carefully pull the unit off of the intermediate shaft. A bearing and a select spacer may be either on the overdrive piston on the rear of the main case, on the sliding hub, or on the intermediate shaft. NOTE: ONCE THE OVERDRIVE UNIT IS PULLED BACK APPROXIMATELY 1" IT IS FREE TO FALL IF IT IS UNSUPPORTED. 7. Place several clean shop towels on a bench. Tip the unit so that any excess oil drains. Watch for any sign of abnormal wear, such as clutch material or metal fragments in the oil. ting metal and friction clutch components. Note that the heaviest metal plate is placed in the front of the clutch pack. This is the pressure plate (Figure 7). DREAMING omen" rine AUTOMATIC TRANSMISSION SERVICE GROUP Disassembly . Remove the overdrive clutch wire retaining ring, then pull out the alterna~ 1 ' 1Technical Service Information 2. Take @ close look at each clutch component for signs of wear. Replace if necessary (Figure 8). FIGURE 8 3. Next, take out the waye ring. This special ring acts as a cushion to absorb the shock when the overdrive clutch engages (Figure 9) In the same groove, there is enother large flat snap ring te be removed (Figure 10). 4. Unscrew the two Phillips serews and remove the access plate from the top of the case (Figure 11) ‘The snap ring holds the output shaft front bearing in place. | FIGURE 11 AUTOMATIC TRANSMISSION SERVICE GROUP 12Technical Service Information Recause the entire case mist be inverted to remove the gear train, insert the alignment tool (Miller special tool C-6227-2) into the sun gear- After seating it (Figure 12), invert the case on the alignment tool (Figure 13) Use expanding snap ring pliers to expand the output shaft front bearing snap ring and carefully lift the case off the gear train. ALIGNMENT Remove governor vetaining snap ring. Remove che governor and shaft key (Figure 14). This will prevent damaging the governor when the direct clutch spring iS compressed in the arbor press. Set the gear train aside and continue disassembly of the case components: FIGURE 13 FIGURE 14 AUTOMATIC TRANSMISSION SERVICE GROUP 13Technical Service Information 7. Remove the output shaft front bearing snap ring (Figure 1S), governor support snap ring. Take the governor support with out of the case (Figure 16). hen remove the OUTPUT SHAFT. GoveRNoR FIGURE 15 FIGURE 16 8. Using locking snap ring pliers, remove the output shaft rear bearing snap ring (Figure 17). Arnéag oireir 7 Rea /. spite oy Se FIGURE 17 Now, by tapping the case downward on the bench, the bearing should drop out. AUTOMATIC TRANSMISSION SERVICE GROUP 4Technical Service Information 9. To remove the parking mechanism, first remove the reaction plug snap ring (Figure 18). Care should be taken to compress the snap ring only enough to allow its removal, | \Ayn— ~ FIGURE 18 Next, unscrew the bolt securing the dowel and parking pawl (Figure 19) Now, another Light tap to the case on the bench will cause the dowel, the parking pawl, and the reaction plug to drop out on the bench (Figure 20) PARKING —— mit eS ONE Se. REACTION spring +97 PUG are used at the output shaft. Now that the case is disassembled you may continue disassenbly of the gear train il. It is very important that you use a press capable of three inches of travel to compress the direct clutch spring. A press must have the three-inch travel required to perform this critical step safely. The spring exerts over 820 pounds of force on the sliding hub. Spring tension aust be released slowly and completely to avoid personal injury. AUTOMATIC TRANSMISSION SERVICE GROUP FIGURE 19 FIGURE 20 10, At the rear of the case, a standard A-727 rear transmission bushing and seal 15 .ATSG Technical Service Information 12, Place the output shaft in a fixture that will support the output shaft flange. With the assembly properly supported in the press, place the special tool, C-6227-1, in place (Figure 21). Have a helper operate the press to compress the direct clutch spring- SPECIAL TOOL ‘ce2a7-4 LOAD RETAINING SNAP RING. " gigure 21" FIGURE 22 13. When the hub is compressed, you will now be able to safely remove the large load-retaining ring (Figure 22), and the small load-retaining safety ring (Figure 23). When your helper unloads the press, the direct clutch spring tension is relieved. The rest of the unit can be disassembled | FIGURE 23, pinect clutcH COMPONENTS, FIGURE 24 14. Remove the sliding hub with the direct clutch on it. Remove the components of the clutch from the hub and inspect them one at a time (Figure 24) AUTOMATIC TRANSMISSION SERVICE GROUP 16cu PLANET Gai) CARRIER NEEDLE Technical Service Information Next, remove the direct clutch spring, the sun gear, @ needle bearing pack and the planet carrier (Figure 25) oIRECT cWTCH SPRING NEEDLE BEARING | FIGURE 26 BEARING FIGURE 25 Next, to remove the overrunning elute! expanding snap ring pliers, reack into the inser splines of the clutch. You can renove the overrunning cluteh int. th a quick counterclockwise twist (Figure 26). Also remove the needle bearing invert the assembly and, with Mark the direct clutch drum and the annulus for exact reassembly (Figure 27) FIGURE 27 AUTOMATIC TRANSMISSION SERVICE GROUP vTechnical Service Information 18. Two wire retaining rings secure the direct clutch drum to the annulus Remove the inner one first (Figure 28), then the one behind the rear of the drum (Figure 29). Now slide che drun from the annulus. FIGURE 28 FIGURE 29 19, Mark the annulus and the output sheft for exact reassembly (Figure 30). FIGURE 30 FIGURE 31 20. To remove the annulus (one snap ring secures it to the output shaft) a light tap with a soft mallet will pop it off the shaft (Figure 31). Now the only component left is the output shaft front bearing which is a slip fit on the shaft AUTOMATIC TRANSMISSION SERVICE GROUP 18Technical Service Information Assembly 1. Before assembling, clean all the parts and dry them with compressed air Never clean or dry parts with shop towels as lint deposits could plug oil filter. To assemble the overdrive unit, align the mating marks, then insert the shaft through the back of the annulus and secure it with the snap ring (Figure 32). FIGURE 32 Heue oe. Next, set the direct clutch drum face down and align the other set of mating marks. Insert the annulus lugs into the slots inside the drum. Install the rear wire retaining ring first. Then invert the assembly. Slide the drum forward to expose the retaining ring groove. Then install the front wire retaining ring to secure the drum (Figure 33). 3. Hold the overrunning clutch upside down with expanding snap ring pliers. Place the needle bearing against the back face of the clutch. Now, hold the shaft assembly upside down, and with an upward counterclockwise twisting motion, install the overrunning clutch. Continued AUTOMATIC TRANSMISSION SERVICE GROUP 19ATSG Technical Service Information 4 Carefully set the carrier assembly into the annulus (Figure 34) and align the splines using special tool C-6227-2 (Figure 35) SPECIAL TOOL c-p2272 FIGURE 34 FIGURE 35, Set the needle bearing in place, remove the teal, and install the sun gear (Figure 36). Set the spring on the sun gear, then place the sliding Mub on the spring. Reinstall the alignment tool and install the direct clutch plates one at a time on the hub. FIGURE 36 AUTOMATIC TRANSMISSION SERVICE GROUP 20Technical Service Information FIGURE 37 This step involves compressing the direct clutch spring with the arbor press. Set special tool, C-6227-1, on the hub and compress the spring Remenber, you'll need a helper to operate the press because, as the spring is compressed, you must slide the clutch plates into their grooves and down the hub (Figure 37.) Then install the large load-retaining snap ring, seating it firmly with a large screwdriver (Figure 38). Now install the safety ring (Figure 39). Slowly release the press, ensuring that the load- retaining rings are properly seated. Install governor and snap ring FIGURE 38 FIGURE 39 AUTOMATIC TRANSMISSION SERVICE GROUP alTechnical Service Information 7. Set the gear train aside, with special alignment tool still in place, then reassenble the parking mechanism into the case. 8. Install the dovel, parking pawl and spring back into the case (Figure 40) ‘Then reinstall the retaining bolt and torque it to 20 foot~pounds (27 N-m). Next, position the reaction plug in place and secure it with its snap ring. Use care to squeeze the snap ring only enough to install it. Dave | FIGURE 41 9. Set the output shaft rear bearing in the case, ensuring that the groove is toward the front of the case (Figure 41). 10. Then install the governcr support (Figure 42) and secure it with its snap ring into the overdrive housing (igure 43). FIGURE 42 FIGURE 43, AUTOMATIC TRANSMISSION SERVICE GROUP 22Technical Service Information 11, Install the output shaft front bearing snap ring in the case. Make sure the alignment tool is reinstalled in the gear train. Invert the gear train and Slip the case over the shaft. 12. Expand the snap ring and slip the case down until the ring locks in the bearing groove. Release the snap ring. 13. After reinstalling the access plate and gasket, install the flat snap ring Use a large screwdriver to be sure that it's seated properly. Then reinstall the vave ring (Figure 44) using the sane seating technique. FIGURE 44 14. One by one, install the overdrive clutch plates, be certain to put the thickest plate in last (Figure 45). 15. Position the overdrive unit vertically in a large vise. To determine the proper intermediate shaft spacer thickness, insert special tool (C-6312) through the sun gear. Be sure that the tool bottoms against the carrier spline shoulder. Position special tool (C-6311) across overdrive case face. Using dial caliper tool (C-4962), positioned over tool C-6311, measure distance to the top of tool C-6312 (Figure 46) PRESSURE FIGURE 45 AUTOMATIC TRANSMISSION SERVICE GROUP 23Technical Service Information Using this measurement, select the proper thickness spacer from the chart. Intermediate Shaft Spacer Chart Measurement Use Spacer Thickness _Cinches) Spacer No. Ginehes) -7336-.7505 4431916 -159-.158) 17506-:7675 4431917 176-175 17676-7855 4431918 19a 193 *7856-.8011 4431919 1212-211 16. To determine the proper shim thickness for the overdrive piston: Position special tool, C-6311, across overdrive case face. Then using dial caliper tool (G-4962) positioned over tool C-6311, measure distance to the sliding hub bearing seat (Figure 47). SLIDING HUB. BEARING SEAT AUTOMATIC TRANSMISSION SERVICE GROUP 24Technical Service Information ‘This measurement should be taken at four locations 90° apart. Add all measure~ ments together and divide by four (4). Using this measurement, select the proper thickness shim from the chart- Qverdrive Piston Shim Chart Measurement Use Shim Thickness Gnches) Shim No. (inches) 1,7500-1.7649 4431730 10 4.7650-1.7799 4431585 125 1.7800-1.7989 4431731 140 1.7950-1:8099 4431586 155 118100-1:8249 4431732 “178 1.8250-1.8399 4431587 185 118400118549 4431733 200 128550-1-8699 4431588 215 118700-1/8849 4431734 230 118850-1.8999 4431590 245 Installation 1. Before installing the overdrive unit, it will be necessary to cut out the old gasket. Using a sharp knife, cut out the old gasket around the piston (Figure 48). Place the old gasket on the new one for a template and trim the new gasket to fit. FIGURE 48 AUTOMATIC TRANSMISSION SERVICE GROUP 25ATSG Technical Service Information Place the new gasket in place on the rear of the main case. Install the spacer selected in Step 15 of the Assembly Procedure on the intermediate shaft. Place the shim selected in Step 16 of the Assembly Procedure in position over the piston on the main portion of the transmission. Install the sliding hub bearing over the intermediate shaft, against the sliding hub. Nore: THE SHOULDER ON THE INSIDE DIAMETER OF THE BEARING MUST FACE FORWARD. A small amount of petroleum jelly can be used to hold the shim and bearing in position. Carefully life the overdrive unit and slide it onto the intermediate shaft Insert parking rod into reaction plug. Extreme care must be used not to tilt the unit as this could cause the carrier and overrunning clutch splines fo rotate out of alignment. If this happens, it will be necessary to resove the overdrive unit and align them with teol ¢-6227-2. Align the slip-fit tubes and push the unit forward until it touches the main case. Install the seven attaching bolts. Tighten in a crisscross pattern to foot-pounds (34 Nm). Install the crossmenber, speedoneter cable and drive shaft using marks made at disassembly. Refill to proper level with Mopar ATF Plus (Automatic Transmission Fluid - Type 7176) or equivalent. AUTOMATIC TRANSMISSION SERVICE GROUP 26B150 5250 350 NL NS Technical Service Information ‘TRANSMISSION - AXLE - TIRE AVATLABILITY Azle Ratios Tires Z9L Eng. PI95/75R15 Min. 3.9L Only P235/75R15 Max. P215/75R15 Min. 3.9L Only 235/75R15 Max. N/A P185/75R14 3.55 N/A Lr 215 3.91 ope. 195/75R15 3.55 N/A 235/75R15 ‘AS00_YLUID CAPACITY Quarts Liters ASOO - With 3.9L of 5.2L Engine 10.2 9.6 AUTOMATIC TRANSMISSION SERVICE GROUP aPAATSG] technical Service Information CHRYSLER A-604 ELECTRONIC, FOUR-SPEED AUTOMATIC TRANSAXLE Features and Benefits: An all-new, electronically-controlled, four-speed automatic transaxle is available with the 3.0 l V-6 engine in New Yorker, New Yorker Landau, Dynasty, Spirit ES, Acclaim LX, Caravan LE, all Grand Caravan models, Voyager LE, and’ all Grand Voyager models. The customer will find this all-new transaxle to be very smooth and unobtrusive while providing reduced noise, improved highway fuel economy, faster and smoother response, and improved shift quality. The transaxle provides faster acceleration in conjunction with a 3.43:1 Final drive ratio, a ratio 6% to 23% higher than the ratio used with previous three- speed transmissions. When the transmission shifts to fourth gear, which is overdrive, the overall ratio drops to 2.36:1 to provide quieter operation. To provide good fuel economy in conjunction with the lower overall ratio, the torque converter locks in fourth gear, thereby eliminating slippage. Shifts are very smooth due to fully adaptive electronic control which senses the Speed changes between components within the gear train as shifts occur and adjusts hydraulic pressure as needed. This control method contrasts sharply with conventional automatic transmissions which shift by applying hydraulic pressure through orifices and mechanical accumilators based on a predetermined Set of assumptions about engine output and friction material characteristics. Chrysler Motors' use of fully-adaptive electronic transmission controls in its nev four-speed automatic transaxle A unique feature of electronic control is partial lock up of the torque converter which produces a smooth transition to full lock up. The speed differential between the input and output shafts of the transmission prior to lock up is typically 250 rpm. Partial lock up brings that differential into the range of 50-100 rpm, then completes the lock up. Adaptive control can do this because it can sense the speed differential and apply just enough pressure to the lock-up clutch to achieve the small slippage. After partial lock-up is achieved, pressure is increased incrementally until full lock-up is complete. ‘The electronic adaptive controls provide kick-down shifts with a smoothness that is unmatched by any previous unit, and in so doing, make the powertrain feel more responsive without increasing harshness. Being adaptive, these controls inherently compensate for changes in engine or friction element torque and provide good, consistent shift quality for the life of the transmission. AUTOMATIC TRANSMISSION SERVICE GROUP 28Technical Service Information ELECTRONIC FOUR-SREED AUTOMATIC TRANSAXLE Function: The transmission provides forward ratios of 2.84, 1.57, 1.0, and 0.69 with lockup available in 4th gear; the Reverse ratio is 2.21. The shirt quadrant has six positions: P, R, Ny OD, 0, and L. The OD position is actually a "0" inside an "0" to indicate overdrive ‘operation. Khen 00 1s selected, the transmission Shifts normally through all four speeds. It is reconmended for most driving. The D position is used For hilly or mountainous driving. When D is selected, the transmission uses only Ist, 2nd, and 3rd gears. When operat ing in D or 1 positions torque converter lock-up occurs in third gear for improved transmission cooling when towing trailers on steep grades. IF high encine Coolant temperature occurs, the torque converter will also lock up in 2nd gear. The L position provides maximin engine braking for descending steep grades. Unlike most current transmissions, up-shifts are provided to 2nd or 3rd at peak engine speeds if the accelerator is depressed. This provides engine over-speed protection and maximum performance. Description: The electronic controls make the transmission unique in a number of ways. First, the adaptive controls are used to significantly reduce complexity. Relative to today's three-speed unit, the new transaxle requires no additional’ gearing, one less overrunning clutch, and only one more friction element. It has 20 fewer part numbers than today's three-speed unit. The resulting compactness allows the new four-speed transaxle to package in the same vehicles and with the same ground clearance as the three-speed unit ané the Jockup torque converter is similar to the one used in other front-wheel drive units. Torque capacity for future vehicles and engines has been assured by using larger gearing throughovt than in the present three-speed transaxle; yet it weighs only 5.9 kg (13 pounds) more and is only 13 mn (0.5 in.) longer.” For manufacturing simplification, the planetary gears are the same diameter and Vength and have the same number of teeth as those used in our three-speed rear- drive passenger car unit. Also, the engine-to-differential center line dimension has been preserved, simplifying installation in existing vehicles. ELECTRONIC FOUR-SPEED AUTOMATIC TRANSAXLE AND FINAL DRIVE The transmission uses only clutches to change ratios. Clutches provide smooth, consistent shifts whereas bands, which are used in some transmissions, are harder to control and less consistent. Actuation and release of the clutches is controlled by ball-type solenoid valves, which were chosen for maximum reliability in the transmission operating environment. Moreover, the solenoids operate the valves directly without any intermediate element- Further simplification is achieved through a unique logic-controlled switching valve which permits gne solenoid to control the application of to friction elenents. Any selection of 2nd, 3rd, or 4th gear elements causes this valve to AUTOMATIC TRANSMISSION SERVICE GROUP 29ATSG Technical Service Information release Low Gear. A failure cannot reselect it. When a shift to Low Gear is appropriate, the logic first determines that no malfunctions exist, then a specific sequence of solenoid commands is used to shift the valve and again select Low Gear. ‘The control electronics are located underhood in 2 potted, die cast aluminum housing with a sealed, 40-way connector. Gn New Yorker, and New Yorker Landau, Dynasty, Spirit and Acclaim, the control computer is located on the right fender side shield. On Caravan and Voyager it is located on the right side of the dash panel. The transmission control computer for the Dodge Caravan and Plymouth Voyager includes contro} logic to protect the transmission from overheating. In trailer towing situations where the vehicle is operated in "D" which does not permit a shift to overdrive, the torque converter will lock up in 2nd as well as 3rd gear if the coolant tenperature becomes moderately high. This reduces transmission heat rejection by reducing torque converter slippage and reduces engine heat rejection by lowering engine speed. Through the use of SMD's (surface mount devices) and ASIC's (application- specific integrated circuits), the controller size was minimized. The electrical power requirements of the control system have been minimized by using switch-mode, current-controlled solenoid drivers and an efficient CMOS (complementary metal-oxide semi-conductor) microprocessor. These features combine to provide a state-of-the-art contro? system for the transmission. AUTOMATIC TRANSMISSION SERVICE GROUP 30Technical Service Information Because the A.604 has fully adaptive electronic con: Because of its compact design, it can be used in the twos, it provides super performance with a relatively samme applications as the three-speed automatic simple mechanical design. For example, there are no transaxle. bbands and no low-gear overrunning clutch. INPUT CLUTCH ASSEMBLY Compared with typical competitive four-speed auto- The thee input clutches that supply input power through matic transaxles, the A604 has substantially fewer parts. the transaxle are contained inthe inpul Clutch assem bly (Fig. 1). These are the underarive clutch, the over ve aE | PUT SHAFT x \ Fig, 1— The input clutch assembly inces the input sha, he Overdve nub and the underdve hu, wal a he three input cute, AUTOMATIC TRANSMISSION SERVICE GROUP 31Technical Se ive clutch and the reverse clutch The input clutch assembly aiso includes the input shalt, the overdrive hub and the underdrive hu TWO-FOUR CLUTCH AND LOW-REVERSE CLUTCH In addition to the three input clutches, there are two other clutches: the two-four clutch and the low-reverse Fig, 2 — The low reverse arctwo ou rvice Information clutch (Fig, 2). These an vide reaction torque by holsing varia 1e case and pro: ‘components. ‘OTHER COMPONENTS ‘Other major components of the A‘604 transaxle include the planetary gear sats, the front annulusirear carrier assembly and the rear annulustent carrier assembly, 1 ltches prove reaction torque by holding various elements othe planetary and camer assombies. AUTOMATIC TRANSMISSION SERVICE GROUP 32‘The elements in use chart (Fig. 9} shows mechanical elements ate involved in the transaxle power flaw in each gear, NEUTRAL/PARK In neutral or park, there is no power tlow through the transaxle — none of the input clutches afe applied However, tne tow-reverse clutch (Fig. 4) is applied to ‘supply reacton torque in preparation fara shit into drive orreverse, Technical Service Information uUTOHES | evemenrs INUSE SHIET LEVER |_ Srosmion on verde pave rest | secona Dee Low" Fst Second D "Wick aR and own pecs Fig. 3 — Ths chat shows the A604 ear af ‘ al e Fig 4~ Inneuralor park heres na power How nxough the Wana AUTOMATIC TRANSMISSION SERVICE GROUP 3Low GEAR Intow gear, the ratio is 2.84:1, Torque input is through the underdive ciutch to the underdrive hub assembly, which turns the rear sun gear. The low-reverse clutch is applied Io hold the rear annulus.tront carver assembly Technical Service Information The rear sun gear drives the pinions around the sta- lvonary rear annulus, causing the rear carier to rotate ‘and provide ouaut torque (Fig. 5). In this gear, the rest, ofthe planetary set is Wweewneeling, Fig, — Power fw intow gear ‘SECOND GEAR In second gear. the ratios 157-1. This ratiois achieves by having both planetary gear sets contribute to torque ‘multiplication (Fig. 6), AS in low gear, torque input is, through the underdrive clutch lo the rear sun gear. The two-four clutch is also applied, holding the front sun {gear stationary. The rotating rear sun gear turns the ‘eat pinions. The rotating rear pinions transmit torque to the rear annulus tnt carer assembly while the front pinions rotate around the stationary front sun gear. This, transmits torque to the front annulus’ear carrier assembly. which provides the output torque. Lg ter Fig. 6 —Pomer ow in secondgear AUTOMATIC TRANSMISSION SERVICE GROUP 34Technical Service Information THIRD GEAR Clutch rotates the rear sun gear while the overatve clutch Inthitd gear, the ratio is one to one. Two input clutches rotates the front carrierear annulus assembly. In effec, — he underdrive clutch and the overdrive clutch —are this locks the ante planetary gear set so that it rotates applied to provide input torque (Fig, 7). The underdrive as aunit, Lg F Fig. 7— Power win thes geat FOURTH GEAR In Tourtn gear, which i overdrive, the ratio is 0.69:1, 8). As the front carrier rotates, t causes the pinions to This mears that output speed is greater than input “walk around” the stationary front sun gear and turn the speed. Input is through the overdrive clutch while te front annulus‘tear carrier assembly, which provides two-four clutch is applied to hold the front sun gear (Fig. output Fig 8 ~ Power ow in fourth gear AUTOMATIC TRANSMISSION SERVICE GROUP 35Technical Service Information REVERSE ‘ierrear annulus stationary. The front sun gear rotates In reverse, the ratio is ~2.21:1. Input is through the the front pinions, which in turn rotate the front annulus. reverse clutch, which drives the front sun gear (Fig. 9). rear carrer assembly — providing output in he reverse ‘The low-reverse clutch is applied to hold the front car- —_girection, Fig, 9 — Power ow in reverse gear AUTOMATIC TRANSMISSION SERVICE GROUP, 36ATSG] technical Service Informatio FORD E40D E400 Automatic Transmission The E400 Transmission is a fully. automatic, electronically controlled, four-speed unit with a tne element locking torque converter. The main ‘perating components of the E4OD transmission Include & converter clutch, six mulliple-cise friction clutches, one band, two sprag ene-way clutches fang a roller one-way clutch which prove for the Gesired function of three planetary gear sets. Transmission gear selection in the © range and converter clutch operation is controlled by the EEC IV control system. Operating conditions are relayed to EEC-IV by various. sensors. throughout the vehicle. The EEC-IV compares these conditions with electronically stored parameters and logically Jetedmines the state that the transmission shouls ‘operate at sar a omental Sate is Seer naee So Marval gear sloton is avaible inthe 1 ard 2 repel Sesetmeere Sattnaniee ee ther ocean oot canara ees sere pea ee nea seers | Riek Red teal en SOTO pear combaricd the range dss Sent ORAS ngs ow apple SOW a ter dea 2a nT opt | NOTE: Any eterno niarmacete Bake rs and Direct Clutch Cylinder are one and the same. | AUTOMATIC TRANSMISSION SERVICE GROUP 37AUTOMATIC TRANSMISSION SERVICE GROUP 38Technical Service Information AUTOMATIC TRANSMISSION SERVICE GROUP (0 ns ee ancy we wansapnoenopeats | ae | o st as omTechnical Service Information 4aTSGc 2 Ss € S e aot z Cy o @ 3 € © ° ® ec ojssjsued, sAHPLONO anewoIny aTechnical Service information CHRYSLER A-500 FRONT CLUTCH KICKDOWN_ BAND REAR CLUTCH REVERSE BAND OVERDRIVE CLUTCH DIRECT cLuTcH OVERRUN CLUTCH ; AUTOMATIC TRANSMISSION SERVICE GROUP 42Technical Service Information CHRYSLER A-604 & 24 ot Yh wi ii fe i mV ea A604 4-S GEAR TORQUE | CLUTCHES 4 4-SPEED EATX RATIO | APPLIED UD=UNDERDRIVE CLUTCH REVERSI 221 R,IR op-ovennive CLUTCH mevrnat | | eet R REVERSE CLUTCH FIRST 284 | UDLR 24=2-4 CLUTCH SECOND 1s? up,24 LR=LOW REVERSE CLUTCH pirect 1.00 uD,oo LU=LockUP CLUTCH OvERDRIVE | 0.69 00.24 AUTOMATIC TRANSMISSION SERVICE GROUP 43Technical Service Information CHRYSLER A-670 DIRECT FORWARD = ROLLER KICK-DOWN = LOW-REV RANGE CLUTCH CLUTCH CLUTCH BAND BAND AUTOMATIC TRANSMISSION SERVICE GROUP 4Technical Service Information CHRYSLER A-999 DIRECT FORWARD ROLLER + KICK-DOWN ~——_LOW-REV RANGE CLUTCH CLUTCH CLUTCH BAND BAND AUTOMATIC TRANSMISSION SERVICE GROUP 45Technical Service Information CHRYSLER A-404 Clutches. Front Rear ond Bs Ew Fis x AUTOMATIC TRANSMISSION SERVICE GROUP 46Technical Service Information CHRYSLER A-727 coutches Bands ever (Front | Rear Over |(Kickdown) (Low Rev) Position Leaning | Front” “Rear BParK RoREVERSE | —X x NoNEUTRAL DRIVE rst Kx Second x x Breas | xX SECOND Free xk) x Second x x LOW Gest x Le AUTOMATIC TRANSMISSION SERVICE GROUP a7FORD ATX TSG Technical Service Information wpe Rone ~ aed ies ae Boze aepies eae AUTOMATIC TRANSMISSION SERVICE GROUP 48Technical Service Information FORD c-5 Lowaevease ‘sano INTERMEDIATE BAND Car ‘eas wd figh Caen | Forward Chih | _Oreway Cuich | Wiemedaie Gand] Low heveise Sang Ta Faroe eed ees (Rags ror Tamed be ees pies = a aed apse 4 Reve ‘arsied soo AUTOMATIC TRANSMISSION SERVICE GROUP 43Technical Service Information INTERMEDIATE BAND + REW/HIGH CLUTCH FORWARD CLUTCH LoW/REV CLUTCH ONE-WAY CLUTCH FORWARD REV/HIGH LOW/REV INTERMEDIATE ONE-WAY RANGE CLUTCH CLUTCH CLUTCH ‘BAND CLUTCH HOLDING AUTOMATIC TRANSMISSION SERVICE GROUP 50FORD AOD 4 ATSG Technical Service Information Reape Low T Arertrh, | HOLOING | APPLIND OD and} Range | | rruny | HOLDING Second T ee aretiey | HoLoIG sappuirn [OVERRUN Third Direct APPLIED | OVERRUNS| ‘Seri [OVERRUNS] D Fouah (Overdrve! | APPLIED [oVERRUNS ‘SPPLIED. spre Taran, 1 ng tora converter redsction in Ist, Second und Revere AUTOMATIC TRANSMISSION SERVICE GROUP 51Technical Service Information FORD E40D Pera teey 1 OVER oRIVE cLUuTCH 2 OVER DRIVE oWc 3 INTERMEDIATE. CLUTCH 4 BAND 5 FORWARD CLUTCH & LOW/REVERSE OWC 7 coasT cLuTcH 8 INTERMEDIATE oWc 9. DIRECT CLUTCH 10 REVERSE CLUTCH Soe Way CC Tien Sona oe cot cour [Goa wien Bie Fore Revere Over Bod | 09 hw tow] 00 re tow neaie Srv Gn wedse neve | Owe ede neve Swe" "Sne ne" "Sue Tossa d]o 9 soo @ om | wr ro voor oF © sms) soy sor tht oor ar @ mwa al apply apply apply reid or or | or or or © om Sh SoS wr soe le Pe | sey aor wr 2 | sor ser sy ey a cn Ea a on Pa ic — One ay Caen Sh Orang Sim args win he verdeve Cancel Sich rest he cost Cv apie tbe CD een te bys AUTOMATIC TRANSMISSION SERVICE GROUP 52Technical Service Information FORD AaLD oyeponve ear oveponve le revense sees ovenonve /” wrenyecite “CUI onyang aie BAND FANG ateate ‘SANO One way SP SN oe inp | oven | Sire | acerucoare | pSYE%S|ronwano [so M0 |one way] gean pr BND [ores ol gh War| BAND" yee] CUTE age (tUTEN HAND [es [roxas PLE ARIES RR ETT APwCED FeO | — ATED APPLES ia SPLED | WOO EPL | 2a reLone FLED OLD | 247 = ORE LTO — 0 EAT EE neko | HEFCE eo tar [@=oonmro a aan cto | ae rea iat = OE ALTO 3 EAT TERED | RED | APPLES on [= oonvto wo oom r BLED | APPLES iat (O-ppereanomre Tones ren. | orLED oni aE TED | aR ZED ED a AUTOMATIC TRANSMISSION SERVICE GROUP 53Technical Service Information FORD AXOD TER] FOR] TOW | oecy BREET | TER] acy ean SANE | waka Joneway| EC [One way | weomie | AL, | ween | anio Ban | Loren [Bure cree | Sioos He a ca | age | ctugen | | eae San as cet ERED ai] geo sere Ho AUTOMATIC TRANSMISSION SERVICE GROUP 54Technical Service Information GM 125-c RANGE REFERENCE CHART oimecr | irenmeoiate | FoRwano ROLLER | LO-REVERSE RANGE stan cure AND clurew CLUTCH cturen PARK -NEUT. Fast ‘APPLIED HOLDING rive econo arPLieo APPLIED THIRD APPLIED APPLIED f FIRST “APPLIED HOLDING INTERMEDIATE | secono. APPLIED APPLIED in FiRsT ‘APPLIED HOLDING APPLIED REVERSE BPPLIED | areieo AUTOMATIC TRANSMISSION SERVICE GROUP 55Technical Service Information GM 180-c REVERSE SECOND THIRD cuuren—cuuren cucu BANo SPRAG AL NEUTRAL (PARK Releane——‘Reaned Revased Tocked DRIVE RANGE, Fist Gear etested lena ‘poled Locked © Uy RANGE Relened Relened poles Lockes D. DRIVE RANGE, Second Grar Released Aled ‘Apoled ——Overrunning © U2 RANGE Relenee Apaled Applied ——Overunning DRIVE RANGE, Third Gear eleased Asie Applied ‘Released ached G._REVERSE RANGE Aoplied —__Relesed Aoplied Reload Locked AUTOMATIC TRANSMISSION SERVICE GROUP 56Technical Service Information GM 200-c oiRect wt, FORWARD rouea | Loreverse RANGE GEAR cuuTcH BAND cuuTew cuuTeH CLUTCH PARKNEUT. FiRsT APPLIED HOLDING onive sécono. APPLIED APPLIED TaiRo ‘APPLIED APPLIED inst APPLIED HOLDING int, econo ‘APPLIED APPLIED inst APPLIED voLoie | arPLiEo .o SECOND ‘APPLIED nev. APPLIED APPLIED AUTOMATIC TRANSMISSION SERVICE GROUP 57Technical Service Information GM 200-4R oa eee OVERDRIVE INTER- Low Low FOURTH OVERRUN ROLLER MEDIATE DIRECT FORWARD REVERSE ROLLER CLUTCH © CLUTCH = CLUTCH_)=sBAND.=sCLUTCH_~=— CLUTCH CLUTCH ~—CLUTCH AUTOMATIC TRANSMISSION SERVICE GROUP 58Technical Service Information GM 325-4L i | Wance tan” )VOREVERSE]LOAOLLER] FORWARD] INT | OinECT ‘OvERRUN] — OVERDRIVE cuven | cuurew "| cLuTeH | AND CLUTCH CeuyeH ROLLER CLUTCH PARE | 1 mevenst | APPLIED i ‘APPLIED |] nocoine weuTrat | ce L HOLDING DAWES |_1ST HOLOING | APPLIED = APPLIED | APPLIED i HOLDING a APPLIED HOLOMG. ‘APPLIED ‘APPLIED [ DANES HOLOING | APPLIED aePLiED “APPLIED”] APPLIED APPLIED. ‘APPLIEO [arene ‘APPLIED DANE HOLDING | APPLIED [arrcieo | APPLIED | APPLIED ‘APPLIED to Taro T APPLIED 7 i arPLiEo T 59Technical Service Information GM 350-c InveRMEDIATE. Low EVER: “COW INTERMEAD ONE-WAY FORWARD "HIGH INTERMED INTERMED REVERSE ONE-WAY RANGE CLUTCH ‘CLUTCH CLUTCH CLUTCH. = BAND.-CLUTCH CLUTCH LOW 2 on ON ON oN AUTOMATIC TRANSMISSION SERVICE GROUP 60c 2 3 € 3 c ® & 2 o oO oS 3° € < °o o e NO_[ SAMOSsg3N [SAMOSIIINI| II [ISO _NO 30 naw 340_|3AUL934aNI| 3AILOaIa3 | No [| ~ NO | 330. No. _[ GNOO3S || ot [-No [salioasa3 [3Aloaa4aNT| _3g0 [440 | 330 NO. [_1suls "| 440 _[Sais9344ani | 3A1L0a33 [NO No_[ 440 No _[GNoo3s, 430_| 30193443 [3AiL93s43NI[ JJ0_| a30_| 430 NO__|_1suid [440 [Sal9a443n1 [aAloaaaaNi[ —No_| 440 | NO NO | Owing 430 3aluoa4aani | 3AiL0aa33 | NO | 430 | 440 No GNoo3s{} = aarua 330) anii93343 [SALL933aNI| go | 430 [~ 340 No] isuia 340_| 3AlL0aaaNi [aAlLOaaaaNi| 340 | 430 | 440 Ho inaN—wave anva} HOLNI9 Houna |Houn79) aNva | HoLni9 | HoLNI9 uvay| ¥37I0H wstiog | “int [LNous | 193u1a |aavMuos| uv39 3ONvE, oo “LN 61 am 400 HOLN1D _—- ¥a10¥ 01 aNva avay H>LM19 waTION d1vidawaaiNi NWS LNOUS HD4N1D yatIO’ Hounn> 194810 HOLM1D ayv MYOdTechnical Service Information J om aao-r4 v Zo AUTOMATIC TRANSMISSION SERVICE GROUP 62Technical Service Information GM 700-R4 REVERSE FORWARD cea | 24 | “ineot® | ovennun | rowan senases | 34 |tonouten| Loney. ise | abo | tlie | Were | ERNE ARAN | cudten [“ORREE™ | Sout 1st ist — | fw» [aw on 2N0 200 | on on | ow _| aap ov] ow | on ‘4TH aan ane ov | ow | ow | ow ag | on on | ow |e 1st ist je te on on | ow 63Technical Service Information HONDA 3 SPEED GEAR 1ST CLUTCH 2ND CLUTCH 3RD CLUTCH SERVO DRIVE 1 APPLIED DRIVE 3 APPLIED AUTOMATIC TRANSMISSION SERVICE GROUP 64Technical Service Information HONDA 4 SPEED / Ae ig R ist, 2ND 3RD 4TH ECTED CLUTCH CLUTCH CLUTCH CLUTCH DRIVE 3 APPLIED AUTOMATIC TRANSMISSION SERVICE GROUP 65Technical Service Information SUBARU 3 SPEED AA Formas etch ¢ bene bind J nau il J at c- “ILE " - Olly Ww ONE WAY CLUTCH Clutch Low& Re | rake band | Oneway izeaidl bsticcdetd (oor sey rica iner saad (a ciuies © Parking 2 | Reverse ° ° N | Newwal 1s ° ° 0 [2a ° ° are ° ° 2 | 2nd ockes) | 0 ° 2nd ° ° ‘tm o ° | AUTOMATIC TRANSMISSION SERVICE GROUP 66Technical Service Information SUBARU 4 SPEED Ve /;, pornos, J panei \ 4 ° ° ° i i [O[ofoloolofolofojojolojo 3 i lolofofofofofololo} Jofofo EB ® {ojofo[ojolojojojo 3 ° ° [Oo Q oO aR AUTOMATIC TRANSMISSION SERVICE GROUP 7FRONT CLUTCH REAR CLUTCH Low REVERSE CLUTCH Technical Service Information SPECTRUM KF-100 ONE-WAY CLUTCH sna cauten Low an Band Seno Oneseay resiion [Front [near | ‘rane’ | Operation | fevace | “eh o [ina ° ° 7 [ma ° © AUTOMATIC TRANSMISSION SERVICE GROUP 68Technical Service Information MAZDA 4 SPEED OPERATION OF COMPONENTS. Wal @ Le 2 ut Lg ciel iG / Gne-way catch 2 A Operation Table (G4A-HL) I Opsration elements range | eer |ERBE®Forwardooing] 3-4 Reverse 24 brake 5% § lnenayOnewa] renee clutch | clutch | clutch clutch [AppliedReleased “grace, clutch + clutch 2 (pe TT = | B EEE ever T Le T oT | D © Indicates fluid pressure to servo but band nol applied due to pressure difference in servo. @ Indicates that ft does not function to transmit power. AUTOMATIC TRANSMISSION SERVICE GROUP 69Technical Service Information VOKSWAGON O03 / O10 1 DIRECT/REVERSE CLUTCH 2 FORWARD CLUTCH 3 ONE-WAY CLUTCH 4 INTERMEDIATE BRAKE 5 1ST / REVERSE BRAKE LOW/REV INT. FORARD DIRECT ONE-WAY RANGE BAND BAND CLUTCH CLUTCH CLUTCH Dist ON HOLDING D 2ND on OW D 3RD ON ON $ 1ST ON HOLDING S 2ND ON ON LOW ON OW REV ON ON NOTE: THE LOW/REVERSE BAND HAS BEEN ELIMINATED AND A CLUTCH SUBSTITUTED IN THE 010 SERIES. AUTOMATIC TRANSMISSION SERVICE GROUP 70S4aTsSG Technical Service Information MERCEDES 722.1 / 722.2 AUTOMATIC TRANSMISSION SERVICE GROUPTechnical Service Information MERCEDES DB TRANSMISSION SOLENOID CONTROL MODEL 600 ONLY FREE WHEEL. Kl K2 K3 Bl B2 B3 RANGE CLUTCH CLUTCH CLUTCH BAND BAND BAND FREE WHEEL 1st ON oN 2ND. ON ON 3RD ON ON 4TH ow ON REV ON HOLDING AUTOMATIC TRANSMISSION SERVICE GROUP 2Technical Service Information MERCEDES DB TRANSNISSION KL K2 K3 BL B2 BB RANGE CLUTCH CLUTCH CLUTCH BAND BAND BAND 1sT ON ON 2nd ON ON 3RD oN ON 4TH oN ON REV ON AUTOMATIC TRANSMISSION SERVICE GROUP 3Technical Service Information MERCEDES 722.3 / 722..4 1 CLUTCH K-1 4 ONE WAY CLUTCH F 2 BAND. B-1 5 CLUTCH K-2 3 BRAKE B-3 6 BAND B-2 Speed on 2 By KI K Reoucton x 1x x 358 2 x x 24 )K 2 bridges he one way ch euning deceleration (coasting) AUTOMATIC TRANSMISSION SERVICE GROUP "Technical Service Information BW 65-66 Front REAR BAND oy WL i To, oNE-WaY cLUTCE fs new [TS i FRONT CLUTCH i-way ee | rc | ra | ep GMa, 1 (first gear) D (first gear) 2 &D (sec. gear) D (third gear) R (reverse gear) #2 (park) * When engine running AUTOMATIC TRANSMISSION SERVIGE GROUP 15 :ATSG Technical Service Information POWER FL a set (EG OW 3HP22 HH GH 1 J Layout of Transmission 3 HP-22: 1 Input 2 Torque converter 3 Planet gear set 4 Output Power Flow Diagrams for 3 HP—22 1st Gear Clutch A is engaged. Planet gear carrier bears on one-way clutch F during acesleration and is cancelled while coasting. With selector lever in position 1 clutch also engages in Ist gear, 0 that engine braking force can be utilized, 2nd Gear Clutches A, C’ and C are engaged. One-way clutch F is cancelled. Hallow shaft is fixed with sun gear. 3rd Gear Clutches A, B and C are engaged. One-way clutches E and F are cancelted. The entire set of planet gears turns as an unit at aratio of 1: 1. Reverse Gear Clutches B and D are engaged. Tho output shaft’s direction of rotation is reversed by way of the locked planet gear carrier. Power flow is 1st, 2nd, 3rd and reverse ‘ears by way of emphasized parts, AUTOMATIC TRANSMISSION SERVICE GROUP 76Technical Service Information POWERFLOW ZF 4HP 22 1.Gang gt ert of IP JE fo the vis] ver tly | [eet Pr, sang J Te Le) Fe Ie _@ Clutches 4 and 11 are engaged, The front planet gear carrier of gear set 9s locked against the housing through freewhee! 15 when the engine is pulling, but is overrun when the engine is coasting. Epicyclic gear set 10 rotates as a solid block, withthe front planet ‘ear carrer. In addition, in selector lever position 1 and in speed range 1 cluten 8 is engaged t0 permit engine braking Clutehes 4.6.7 and 11 are engages. Freewhee! 18 overruns. The hollow shaft with the sun wheel of epicycic ear set 9 is locked. Epicyclic gear Set 10 also rotates, as 2 solid block Clutches 4.5.7 and 11 are engaged Freewnecls. 1S and 16 are ‘overrun. Epicyclic gear sets 9 and 10 rotate as a solid block at a ratio of 131 ‘Clutches 4,5,7 and 12 are engaged Freewheels 14, 15 and 16 are over= run. Epieyclic gear set rotates as, 2 Solid block The hollow shat with the sun wheel of epicyclc gear set 10 is locked. Above a predetermined oad speed, clutch 2 locks torque converter 3 solid to prevent sip. Clutches 5,8 and 11 are engaged. Since the tront planet gear carier ot epicyctic gear set 91s locked. the direction of output-shatt rotation Is reversed. Epicyclic gear set 10 also rotates, as 2 solid block. AUTOMATIC TRANSMISSION SERVICE GROUP 7Cl Technical Service Information RENAULT MB1-M93 ev | oez oe) er | er | ee P R FL = Freewneet EV = Chien " E2 = Chien? Fl = Grane? = 2 = Brake? 1 "= Solerole vate 1 EL2 = Solenodvave2 [ aja 2 ‘and HOLD tstHOLD AUTOMATIC TRANSMISSION SERVICE GROUP 78Technical Service Information < NISSAN RL4FO2A E we Sir = 1 LOW CLUTCH 2 REAR PLANETARY FRONT PLANETARY ONE-WaY cLoteH | ur nS Ne ine a BAND BRAKE AUTOMATIC TRANSMISSION SERVICE GROUP 79 RLAFO2A LTechnical Service Information NISSAN RL3FO1A i Clutch | Band servo sins Ot Rae Scag Js tess -— wun |e ur” | fons, [See ern | Rese |ennen Park | on Neutral Pe Ot | Pae on on Drive) Dy Second | 1563 on en Oy tes rai] 1200 | on on wo [ oof ee 2 tow (2828 on on : | Be Sand | 1888 es 7 r f “ten | ae = l#| | I = i Seon [1580 7 Toes “Throw are rake sapere 1 re ee hing when Caving nd Sw rine aka AUTOMATIC TRANSMISSION SERVICE GROUP 80Technical Service Information NISSAN L4N72B 1 23 4 56 Poe On| (ON) | ON oN on 1 DIRECT CLUTCH — on [ew or] oe on a 22ND BAND = | 3 FORWARD CLUTH a Peeeeeee 4 REAR CLUTCH 5, on fom | on on ox 5 ONE-WAY CLUTCH sont § LOW/REVERSE CLUTCH = oN | foM) | ON on on 7 O/D ONE WAY CLUTCH — 8 0/D BAND “Tow re ea apd ago prt renga ering ws re a AUTOMATIC TRANSMISSION SERVICE GROUP 81Technical Service Information NISSAN RL371B HIGH/REVERSE CLUTCH BAND. BRAKE FORWARD CLUTCH ONE-WAY CLUTCH LOW/REVERSE BAND Gach Tow Eee aoee eae ranee Gur ge Teomaa| tome | Lostup wy Pains ratio | reverse, | (Rear) brake ‘Operation Release clutch | 2" x ak = 7 or tew | ee i 5 ore [02 Second | vase cn 7 oa tee | vot | om | me a 2 Seoond | yam i. . 1 tow | Be CEE ‘The low & reverse brake is appli in "1," ange to prevent free whealing when coasting and allows engine braking AUTOMATIC TRANSMISSION SERVICE GROUP 82Technical Service information TOYOTA A-40 hift Lever y [ 33 T Siiee | ow | Le ts) Le ale i in| op ie] on} “| a Neil | ° | A] Reverse of > ef N | Newt 1 | I daa] Fx | 2 jee 7 _ > second | © =f 2 tha [0 | Te 2 | Second [2 = Te tL Fit |e | | eo 1 cy: Frontetuten 6 Fy : One-way clten Net 2. Gy: Rearciuch 7 Fy» Oneway clutch No2 38 Braetot OF.» Outer piston 4 By :Brakeno? LP. Inner piston { 5 By -BrakeNoa Note: Sinaizates opertian when braking by engine AUTOMATIC TRANSMISSION SERVICE GROUP 83TOYOTA A-55 FORWARD CLUTCH REAR CLUTCH ~~ ONE-WAY CLUTCH 1 ONE-WAY CLUTCH 2 INTERMEDIATE CLUTCH 81 OVER-RUN CLUTCH ===~ 82 LOW REVERSE CLUTCH - 83 FL Fe INTERMED LOW-REV CLUTCH CLUTCH “CLUTCH “FORWARD “REAR ONE-WAY ONE-WAY” OVER-RUN RANGE CLUTCH CLUTCH —CLUTCH-1_CLUTCH-2 1sT ON HOLD S 2ND ON HOLD ON ON Low ON HOLD ON 84Technical Service Information SHIFT POSITION GEAR zi F TOYOTA A-130 PARKING REVERSE 83 1ST & REV BRAKE F2 ONE-WAY CLUTCH #2 82 2ND BRAKE C1 FORWARD CLUTCH BL COAST BRAKE C2 DIRECT CLUTCH FL ONW-WAY CLUTCH #1 SECOND, [THIRD AUTOMATIC TRANSMISSION SERVICE GROUP 85Technical Service Information TOYOTA A-140 ‘Bod Brake (81 1st & Rev. Br Sa eeseeett | 00 Brake (Be) AUTOMATIC TRANSMISSION SERVICE GROUP 86Technical Service Information TOYOTA A-240 eitiast pce eo | a) co) a | a 8 | & | & | | Fe e ~ Parking ° ® Revere ° °° N | Neutral a | ° i" ° | © oe 5a | 6 3 i o| I oO oO oD ° oO I ; ts ° © ope 2nd © of oo @ v 18 ° °|0 of | | j AUTOMATIC TRANSMISSION SERVICE GROUP 87Technical Service Information TOYOTA A-340 “RANGE oo ci c2 BO Bi B2 B38. FO FL Fa REV ON C2 B3 Dl ON ON on D2 ON ON ON BS ON ON ON ON ON ee ON $2 ON ON ON ON $3 ON ON ON ON LOW ON ON ON AUTOMATIC TRANSMISSION SERVICE GROUP 88Technical Service Information MITSUBISHI KM-171 FORWARD CLUTCH REAR CLUTCH PULSE GENERATOR LOW/REVERSE BRAKE ONE-WAY CLUTCH PARKI8G SPRAG KICKDOWN BAND eee Gear’ Engine Parking Front_—=—Rear_— One-way Kickdown LOM Lever p fio stating "sprag’ clutch clutch “etuich” bana” "EYEE P= PARKING ° ° R= REVERSE 2500 3 7 ° N= NEUTRAL 3 z D— DRivE Fest ant ° Second ag ° Third 180 ° 37 SECOND First 323 ° ° Second 1a8 ° ° = Loewe F toner e? 323 . + AUTOMATIC TRANSMISSION SERVICE GROUP 89Technical Service Information MITSUBISHI KM-175 . FRONT CLUTCH REAR CLUTCH ~ END CLUTCH INE-WAY CLUTCH D LoW-REV CLUTCH KICK DOWN BAND 5 6 RANGE FRONT REAR END ONE-WAY LOW/REV KICKDOWN CLUTCH CLUTCH = CLUTCH CLUTCH CLUTCH BAND ON NOTE: CONVERTER CLUTCH CAN APPLY IN SECOND, THIRD AND FORTH AUTOMATIC TRANSMISSION SERVICE GROUP 90Technical Service Information GM COOLER LINE INFORMATION 125-¢ 200-c 200-4F AUTOMATIC TRANSMISSION SERVICE GROUP 91Technical Service Information GM COOLER LINE INFORMATIO! ETURN FEED AUTOMATIC TRANSMISSION SERVICE GROUP 92Technical Service Information FORD COOLER LINE INFORMATION AUTOMATIC TRANSMISSION SERVICE GROUP 93Technical Service Information CHRYSLER COOLER LINE INFORMATION A404/413/415/470 A-670 FRED RETURN A-727/A-2904/A-999 AUTOMATIC TRANSMISSION SERVICE GROUP 94ATSGI technical Service Information L4N71B COMPLAINT: Transmission shifts into 0.0. regardless of 0.0. control switch position. CAUSE: The cause may be the small "0" ring missing, or mis-installed in the groove of the 0.0. cancel solenoid. The smail "O" ring goes BEHIND the 0.0. cancel solenoid, as shown in Figure 1, and seals against the bottom of the case bore (See Figure 1). CORRECTION: Install “O" ring in proper location as shown in Figure 1. 00 NOT INSTALL "O" RING IN THIS GROOVE. - 0.0. CANCEL SOLENOID Qe COMPLIMENTS OF; 2 "0" RINGS T.R.C. AUBURN, WASHINGTON 0.0. CANCEL SOLENOID Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP 95Technical Service Information A43DL AND A44DL HARSH 1-2 SHIFT COMPLAINT: Harsh 1-2 shift at all throttle positions cause: Viton check ball missing, or off location CORRECTION: Install check ball in proper location (See Figure 1) CHECK BALL (.218") Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP