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Page 1: ATRA 2003 Seminar Manual
Page 2: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR

This manual has been developed by the Automatic Transmission RebuildersAssociation (ATRA) Technical Department to be used by qualified transmis-sion technicians in conjunction with ATRA’s technical seminars. Since thecircumstances of its use are beyond ATRA’s control, ATRA assumes noliability for the use of such information or any damages incurred through itsuse and application. Nothing contained in this manual is to be consideredcontractual or providing some form of warranty on the part of ATRA. No partof this program should be construed as recommending any procedure whichis contrary to any vehicle manufacturer’s recommendations. ATRA recom-mends only qualified transmission technicians perform the procedures inthis manual.

This manual contains copyrighted material belonging to ATRA. No part ofthis manual may be reproduced or used in any form or by any means —graphic, electronic or mechanical, including photocopying, recording, elec-tronic or information storage and retrieval — without express written per-mission from the ATRA Board of Directors.

Public exhibition or use of this material for group training or as part of aschool curriculum, without express written permission from the ATRA Boardof Directors is strictly forbidden.

ATRA and the ATRA logo are registered trademarks of the Automatic Trans-mission Rebuilders Association.

Portions of materials contained herein have been reprinted with permissionof General Motors Corporation, Service Technology Group.

© 2003 ATRA, Inc. All Rights Reserved. Printed in USA.

Automatic Transmission Rebuilders Association2400 Latigo AvenueOxnard, CA 93030

Phone: (805) 604-2000 Fax: (805) 604-2005http://www.atra.com

Page 3: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR

Page 4: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR

Page 5: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR

Program Contents

i

General Motors ................................................ 1-72

Ford ............................................................ 76-164

Chrysler .................................................... 170-191

Honda ....................................................... 194-216

Mitsubishi ................................................. 217-224

Nissan ....................................................... 226-240

Volvo ......................................................... 245-248

Volkswagen ............................................... 252-283

Reference .................................................. 285-301

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© 2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINARii

ATRA Technical Team

Creating a Great Seminar…For most of you, a technical seminar is maybe half-a-dozen or so hours of intense tech-nical information… and then, as quickly as it begins, it’s over. But a lot of effort goes inahead of time, researching, developing and designing a seminar, long before it’s ready toplay your town. Long days… late hours… frayed nerves… all part of the process to put aclean, carefully-choreographed presentation in front of a discriminating audience.The folks involved in developing this year’s seminar are the leaders in the transmissionrepair industry. With over 200 years of combined technical experience, they’ve pouredtheir heart and soul into every page and slide in this program. Whether their contribu-tion involved technical expertise or organizational skills, the culmination of their effortswas an extraordinary educational experience that we’re proud to call the ATRA 2003Technical Seminar.We hope your experience is as rewarding as it was for us to develop it.

Steve GarrettTechnical Advisor,Seminar Speaker, Ser-vice Engineer

Dennis MaddenChief Executive Officer

Evelyn MarlowTechnical Supervisor

Lance WigginsTechnical Director

Randall SchroederSenior TechnicalAdvisor andSeminar Speaker

Page 7: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR iii

ATRA Technical Team (continued)

Pete HuscherTechnical Advisor

Mike BairdTechnical Advisor

David SkoraTechnical Advisor,Seminar Producer,Semimar Speaker

Cliff McCormickSenior Technican andMultimedia Engineer

Mike VanDykeTechnical Advisorand SeminarSpeaker

Bill BraytonTechnical Advisor andSeminar Speaker

Mike BrownTechnical Advisor

Kelly HilmerDirector ofOnline Services

Shaun VelasquezOnLine Services

Page 8: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINARiv

ATRA StaffIt’s difficult enough getting the seminar book researched, writ-ten, pictured, edited, and printed let alone getting it out to theseminar attendees. This is where the ATRA Staff comes in.

Chief Executive Officer: Dennis Madden

Executive Director: Steve Gray

GEARS PublishingEditor: Rodger Bland

GEARS Magazine: Frank Pasley

Jeanette Troub

Valerie Mitchell

Paul Morton

Accounting : Jody Wintermute

Nancy Skora

Amy Marsh

Bookstore: Mike Helmuth

Bill Blair

Membership: Vanessa Metzner

Chris Klein

Julia Garcia

Joanna Book

Jim Spitson

Without the ATRA team, it would be very hard to accomplishthe task at hand. Please enjoy the seminar.

Lance WigginsATRA, Technical Director

Page 9: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 1

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© 2003 ATRA. All Rights Reserved

2 GENERAL MOTORS

General Motors ContentsT-Truck4X4 Light On .................................. 4

All GMB1001, B1271, B1780 .................... 6

4T40EHarsh Shifts ................................... 7

Possible P0731 ............................... 8

4T40E/45EVSS Intermittent, PossibleP0502............................................. 9

Drivability Concerns ..................... 10

P0741 Set ..................................... 11

P1815 Set ..................................... 12

4T60ERatio and Application Chart .......... 13

4T65E2002-2003 Pump Changes ........... 22

2002-2003 Valve BodyChanges ....................................... 26

2002-2003 4thClutch Changes ............................ 34

2002-2003 Wiring HarnessChanges ....................................... 35

Harsh or Soft Forward or ReverseEngagements ................................ 36

4T80ETCC Concerns .............................. 37

Hard Shifts Possible DTC’s ........... 38

MAF DTC, Poor Drivability ............ 39

4L30E/5L40EP0601, P0602 ............................... 41

4L60ESlips When Cold ............................... 43

Shift Complaints............................... 44

Intermittent Neutral or Flare............. 45

Surge, Shudder, Miss ....................... 46

1-2 Shift Shudder ............................. 48

Multiple DTC’s .................................. 49

4X4 DTC’s On K Truck ..................... 50

Delayed Downshift ............................ 51

4L60E/4L65EUpdated PCS .................................... 52

GM Truck Application DTC U1241.... 53

4L80E/4L85EP0706............................................... 54

TCC Surge ........................................ 55

Planetary Noise................................. 59

Product Updates ............................... 61

Allison LCT 1000Incorrect Pressure Switch Assembly . 64

Flare When Accelerating From a Stop........................................................ 66

PRNDL Inoperative ........................... 68

Quicklearn Procedure ....................... 70

Harsh Downshift .............................. 72

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© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 3

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© 2003 ATRA. All Rights Reserved

4 GENERAL MOTORS

A compliant of the “Service 4WD” light is on in the instrument cluster or thetransfer case “shifts by itself”.

Once the DTC is set, the transfer case will not shift into 4WD. This conditionmay effect 1999-2003 Full size GM trucks and sport utility vehicles such asSilverado, Tahoe, Escalade, Yukon, Yukon XL, Avalanche and Suburban applica-tions with the NV 246 transfer case (RPO NP8) and/or the 2002/2003 TrailBlazer/Envoy with the NV236 transfer case. In addition complaints of incorrectreading in the transfer case switch assembly is illuminated.

NOTE: Your scan tool must be capable of communicating withthe vehicle body computer/TCCM (Transfer Case Control Module)in order for you to read the codes, as these are not PCM relatedDTC’s.

DTC B2725 will set if:The TCCM detects low voltage (Less than 1 volt) on the transfer case range

switch circuit for longer than 5 minutes.If B2725 is set the TCCM will:

 Inhibit 4WD  Illuminate the 4WD light

Service 4wd Light On, PossibleDTC B2725 set

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© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 5

Service 4wd Light On, PossibleDTC B2725 set

Possible causes for this code can be:Â A faulty transfer case control switch (which is mounted in the dash)Â A short to ground in the wiring between the control switch assembly

mounted in the dash and the TCCMÂ A faulty TCCM

 TCCM Reprogm updat for 2003

NOTE: When following the service manual diagnostic procedure, you may be leadto replace components that are not faulty. The switch resistance values listed inthe service manual maybe incorrect.

The correct control switch resistance values are as follows:

No buttons pushed: 8.63-9.54 ohmsAuto 4wd: 61.7-68.1 ohms4 HI: 656-670 ohms2 HI: 1.5-1.53 K ohms4 LOW: 2.32-2.37 K ohmsNeutral: 1.015-1.035 K ohms

Measure Resistancebetween Pin 1 and Pin 2

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© 2003 ATRA. All Rights Reserved

6 GENERAL MOTORS

The most common cause of this problem happens when attempting tointerchange a module from another vehicle. This can result in not only the DTCsdescribed above setting, but also a possible no start condition. Another cause isthe wrong VIN loaded into the NEW PCM or BCM. Both the PCM and the BCMrequire programming before they will function.

REPAIR: Several steps should be taken if these DTCs are set including:1. Make sure the correct part number controllers were used for your

application.2. Make sure the correct VIN was loaded into the replacement controller3. After the controller was installed, turn the key off for at least 30 seconds4. Turn the ignition ON and check for the DTCs. If DTCs B1001 and/or B1271

and/or B1271 are set as “HISTORY” codes do not replace the SDM or theRADIO. Simply Clear all the stored DTCs.

5. Cycle the key off, then on and monitor the Airbag lamp in the dash. Itshould flash 7-9 times and then go off.

NOTE: Clearing the DTCs as described above is a common part of the replacementand reprogramming procedure on all GM applications.

1996 and later controller replacement and reprogramming is becoming anincreasingly common service procedure for most shops. Several DTCs may be setwhen programming or replacing a controller including B1001, B1271 and B1780.

All GM vehicles utilize either a Class 2 or CAN data bus. Serial Datacommunications constantly occur between the different controllers on your GMvehicle. The modules that are common to most applications are: Â Â Â Â Â PCM (Powertrain control module) Â Â Â Â Â BCM (Body control module) Â Â Â Â Â DIM (Dash integration module) Â Â Â Â Â IPC (Instrument panel cluster) Â Â Â Â Â HVAC (Heating, ventalation, A/C module) Â Â Â Â Â SDM (Sensing and deployment module) AirbagIf a B1001 (SDM configuration error) sets, deployment of the air bags will beinhibited. If a B1271 or a B1780 (Radio theft lock) DTCs are set the radio will nolonger work. These DTC’s will turn on the AIRBAG lamp. In addition, the radio willdisplay “LOCKED” after your repair.

All GMB1001, B1271, B1780

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© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 7

4T40E/45E applications may exhibit a hard shift concern that may/may not beintermittent. In some instances an IAT (intake air temperature sensor) DTC maybe set. The PCS commanded/actual amperages will indicate low amperage flowthrough the PCS and its circuits. In addition the technician may indicate that he/she had problems controlling the PCS amperage when using the PCS overridefeature on their scan tool.

Several of the 4T40E/45E applications utilize the IAT sensor as part of the enginetorque calculations. Torque modeling is used by the PCM to determine the linepressure calculation.The most common causes of this concern are:

 Broken wiring, generally the wire is damaged at the sensor connector Terminal pin tension, terminal crimp damaged A faulty IAT sensor

4T40E/45E N-CarHard Shifts/ No DTC’S

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© 2003 ATRA. All Rights Reserved

8 GENERAL MOTORS

Possible P0731 DTC set

Saturn applications use individual DTCs to identify which gear thetransaxle was in at the time a ratio error occurred. P0731 sets if a ratio erroroccurs in 1st gear while P0732 will set if a ratio error is present in 2nd, P0733 in3rd and P0734 will set in 4th.

If a P0731 is set along with any or all of the following DTCs, address theother DTCs first. Other DTCs which may effect diagnosis include:

 P0716 (Turbine speed electrical interference/noise) P0717 (No turbine signal) P0745 (Low line pressure) P0722 (No VSS signal).

If only a P0731 is set, review the stored data relating to the DTC and notewhich shifter position the transaxle was in and the VSS values. If the DTC wasset in park and the VSS data indicates a VSS reading (usually around 15-35mph)the cause of the problem is typically a poor ITCM (Internal Transmission ControlModule) ground (G115 on the back of the engine).

4T40ESaturn Application

Page 17: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 9

Erratic speedometer operation, No/Erratic/Intermittent transmission shifts,intermittent cruise control operation. Possible DTC P0502 may be set. This prob-lem is most common on the N-body (Grand AM, Alero) applications with the 2.2LL61 engine and J41 brakes.

A common cause for this is the VSS harness being too long in the area of theright hand (passenger side) axle shaft area. The extra harness length allows theharness (circuit 400 and 401) to contact the axle shaft leading to harness chaffingand the intermittent complaint.

Reposition the conduit for the wiring leg to allow clearance at the top of theengine rather than at the axle area. Secure the harness in the mounting clip.

4T40/45E N-CarVSS Intermittent or Possible DTCP0502

VSS harnessthe right hand(passenger side)axle shaft area.

Page 18: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved

10 GENERAL MOTORS

Pontiac Grand AM/Oldsmobile Alero applications with the 2.2L or 3.4L engineand the 4T40E or 4T45E transmission may experience any of the following con-cerns in any combination:  No start  Drivability conditions (engine miss, etc.)  MIL on  Possible DTCs  Cooling Fan inoperative  ABS inoperative  Any of the above concerns can be intermittent in nature

A common cause for these concerns are Ground G-103 being loose or cor-roded. Remove the ground from the bell housing. Clean and reinstall the ground.You may want to install a star washer to assure proper ground continuity. Theground strap is located on the right upper bell housing bolt on the drivers side.

4T40E/4T45EDriveability Concerns N-Car 2.2L/3.4L

Located onthe upper righthand side of thebell housing.

Page 19: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 11

1995-2002 Chevrolet Malibu “N” body, may have the SES light is on andP0741 (TCC stuck off) DTC set in memory. On 1995-2001 applications thiscondition may not have occurred until the PCM was recalibrated for some otherconcern.

The calibration loaded in the 2002 Malibu and any calibration updates thatwere done on early model Malibu applications during the 2002 model year mayhave a software problem. The 2002 calibration tables allowed the P0741 to falselyset.

An updated 2003 calibration is now available to repair this concern. Visit the GMweb site to see if your vehicle requires recalibration.

4T40E/45EP0741 Set N-Car 3.1L (RPO LG8)

http://calid.gm.com/vci/

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© 2003 ATRA. All Rights Reserved

12 GENERAL MOTORS

Code P1815 may also be set in conjunction with other PSA DTCs such as aP1810. In may instances the PSA has already been replaced for this condition. Ifthe P1815 is set in conjunction with other PSA DTCs the problem is probablycaused by metal contamination. This can be from the manufacture or possiblyfrom the transmission itself. If the P1815 is set with no other DTCs it may be afalse code.

P1815 will set if:

 D2, D4 or reverse range is indicated at start up  The condition lasts for longer than 25 seconds

P1810 will set if:

 The PCM detects an invalid gear range  The condition lasts for longer than 60 seconds

If the problem is related to contamination replace the PSA. Updatedprocedures are now being followed by the vendor to prevent contamination.If the P1815 is set but there are no other codes, update the PCM with thecalibration designed to prevent a false P1815 from setting. Visit the GM web site toobtain the correct calibration for your application.

4T40E/45EP1815 Set N-Car

http://calid.gm.com/vci/

Page 21: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 13

The 4T60E utilizes several different final drive, drive/driven sprocket, speedsensor and torque converter combinations. Installing the wrong transmission,drive/driven sprockets, final drive, speed sensor or toque converter can result inratio error or slip DTC’s . If a ratio error or a TCC slip DTC is present, and theunit has been previously repaired or replaced, the converter, final drive ratio,speed sensor and/or drive to driven sprocket ratio could possibly be incorrect foryour application. Refer to our chart to determine what transmission should beused for your application. As with other GM vehicles the engine, transmission andfinal drive ratio information for your specific vehicle model is located on theregular production option label (RPO). The RPO label should be used exclusively todetermine which transmission fits in which vehicle body style and application

4T60ERatio and Application Chart

RPO Codes for the 4T60E Applications

RPO Definition RPO Definition

L82 3.1L Engine L26 4.9L Engine

L67 3800 Engine L27 3800 Engine

LQ1 3.4L DOHC Engine LHO 3.1L Engine

L40 2.31 DOHC Engine LD2 2.3L Engine

L36 3800 Engine L67 3800 Super Charged

L27 3800 Engine

LN2 2.2L Engine LD9 2.4L Engine

FX8 3.61 Ratio LA1 3.4L Engine

F17 2.84 Ratio F68 3.45L Ratio

M13 4T60E FVO 3.67 Ratio

FW2 3.06 Ratio MXO 4 Speed

F13 3.48 Ratio FRQ 3.29 Ratio

F79 2.97 Ratio F16 2.53 Ratio

F83 3.05 Ratio FW9 3.43 Ratio

FR9 3.29 Ratio F16 2.53 Ratio

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© 2003 ATRA. All Rights Reserved

14 GENERAL MOTORS

Application Year Model Codes Drive/DrivenSprockets

Final DriveSRTA Part #

Speed SensorTeeth SRTA Part #

Cad E/KBody4.9L28

19911A2W1AM1A2

37/33 3.33 30 8686931

Cad C/KBody4.9LL26

19911A4W1AP1A4

37/33 3.33 30 8686932

Cad E/KTouring

4.9LL26

1991 1A7W1AY1A7

37/33 3.33 30 8686933

BUICK EBODY3800

1991 1YPW1YP 35/35 8651955

C-BODY 1991/1992

2B1W1BT2BT2B1

37/33 3.33 31 8686916

C/H BODYTOUR 1992

2C1W2CL2C1

35/35 2.84 30 8686918

C/H BODYTOUR 1992

2C2W2CS2C2

35/35 3.06 30 8686919

C/HBODY 1992

2C3W2CT2C3

35/35 3.06 31 8686920

W BODY3.4L

1991/1992

1CW2C4W2CW2C4

33/37 3.06 30 8686921

C BODY3800TOUR

19922C5W2CX2C5

37/33 3.33 31 8686922

H BODYSSE,SSEI

TOUR1992

2C6W2CZ2C6

37/33 3.33 31 8686923

H BODYSSE 1992

2P1W2PH2P1

37/33 3.33 31 8686924

4T60ERatio and Application Chart

Page 23: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 15

Application Year M odelC odes

D rive /Drive-n Sprockets

Final DriveSRTA Part

#

SpeedSensorTeeth

SR TA Part#

C /H/WBO D Y3800

19922W 1W2W A2W 1

35/35 3.06 31 8686925

C/H BO DY3800 1992

2Y LW2Y L2Y 1

35/35 2.84 31 8682926

C/H BO DY3800 1991/1992

2Y 2W2Y M2Y 21Y M

35/35 2.84 30 8686927

C/H BO DY3800 1991/1992

1Y Z2Y Z2Y 4

2Y 4W

35/35 3.06 30 8686929

H BO DYSSE 1992

2B2W2BY2B2

35/35 3.06 31 8686917

CAD E/KTO UR

L261992 2A7W

2AY 37/33 3.33 31 8686913

CA D CBO D YTO UR

L26

1992-1993

2AB2A1

3ABW3AB

37/33 3.06 30 8651986

CAD E/KL26 1992/1993

2AM2A2

3AM W3AM

37/33 3.33 31 8651987

CA D CBO D YTO UR

L26

1992/1993

2AN2A33AN

3ANW37/33 3.33 30 8651988

CAD E/KBO D Y

EXPO RTL26

1992/1993

2AP2A43AP

3APW

37/33 3.33 31 8651989

CA D CBO D Y

L261991-1993

1AH1AV2AV2A53AV

3AVW

37/33 3.06 30 8651990

4T60ERatio and Application Chart

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© 2003 ATRA. All Rights Reserved

16 GENERAL MOTORS

4T60ERatio and Application Chart

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© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 17

4T60ERatio and Application Chart

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© 2003 ATRA. All Rights Reserved

18 GENERAL MOTORS

Ap p lic a t io n Ye a r M o d e lC o d e s

D r iv e /D r i-v e n

S p ro c k e ts

F in a lD r iv eS R T AP a r t #

S p e e dS e n s o rT e e th

S R T AP a r t #

H B O D Y3 8 0 0L 2 7

1 9 9 4 4 P F4 P F W 3 5 /3 5 3 .0 6 3 1 8 6 8 6 9 4 0

C /H B O D Y3 8 0 0L 2 7

1 9 9 4 4 W A4 W AW 3 5 /3 5 3 .0 6 3 1 8 6 8 6 9 4 1

C A D KB O D Y4 .9 LL 2 6

1 9 9 4 /1 9 9 54 AT5 AT

5 AT W3 7 /3 3 3 .0 6 3 1 2 4 2 0 1 7 9 0

N B O D Y2 .3 LL D 2

1 9 9 5 5 P C5 P C W 3 3 /3 7 3 .2 9 2 9 2 4 2 0 1 7 9 2

A B O D YE X P O R T

3 .1 LL 8 2

1 9 9 4 /1 9 9 54 A J5 A J

5 A J W3 7 /3 3 3 .3 3 2 9 2 4 2 0 1 7 8 8

A B O D Y3 .1 LL 8 2

1 9 9 4 /1 9 9 54 PA5 PA

5 PAW3 7 /3 3 3 .3 3 2 9 2 4 2 0 1 7 8 9

L /N B O D Y3 .1 LL 8 2

1 9 9 5 5 W F5 W F W 3 7 /3 3 3 .2 9 2 9 2 4 2 0 1 7 9 1

W B O D Y3 .4 LL Q 1

1 9 9 4 /1 9 9 54 P B5 P B

5 P B W3 3 /3 7 3 .0 6 3 0 2 4 2 0 0 9 4 1

W B O D Y3 8 0 0L 2 7

1 9 9 4 /1 9 9 54 B L5 B L

5 B LW3 5 /3 5 3 .0 6 3 1 2 4 2 0 0 5 8 9

G B O D Y3 8 0 0L 3 6

1 9 9 5 5 C A5 C AW 3 5 /3 5 3 .0 5 3 1 2 4 2 0 2 0 3 0

G B O D Y3 8 0 0L 6 7

1 9 9 5 5 B F5 B F W 3 7 /3 3 3 .2 9 3 1 2 4 2 0 0 5 9 0

U VA N3 8 0 0L 2 7

1 9 9 4 /1 9 9 54 K U5 K U

5 K UW3 5 /3 5 3 .0 6 3 1 2 4 2 0 1 7 9 3

U VA NE X P O R T

3 8 0 0L 2 7

1 9 9 4 /1 9 9 54 P M5 P M

5 P M W3 5 /3 5 3 .0 6 3 0 2 4 2 0 1 7 9 4

4T60ERatio and Application Chart

Page 27: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 19

Application Year M odelCodes

Drive/DrivenSprockets

FinalDriveSRTAPart #

SpeedSensorTeeth

SRTAPart #

C/H BO DY3800L36

1995 5AC5ACW 35/35 3.06 30 24202033

C/H BO DY3800L36

1995 5AS5ASW 35/35 2.84 30 24202028

H BO DY3800L27

1994/19954Y Z5Y Z

5Y ZW35/35 3.06 30 24202029

H BO DY3800L36

1995 5BX5BXW 35/35 3.06 31 24202031

H BO DY3800L36

1995 5BK5BKW 35/35 3.06 31 24202032

H BO DY3800L27

1994/1995

4Y M5Y M

5Y M W35/35 2.84 30 24202027

C/H BO DY3800L67

1994/19954Y C5Y D

5Y DW37/33 3.33 31 24202034

H BO DYSSEI3800L67

1994/19954KH5Y N

5Y NW37/33 3.33 31 24202035

A BO DY3.1LL82

1996 6PA6PAW 37/33 3.33 30 24204175

L BO DY3.1LL82

1996 6W F6W FW 37/33 3.29 30 24204177

W BO DY3.4LLQ 1

1996 6PB6PBW 33/37 3.06 30 24204179

U VAN3.4LLA1

1996 6PK6PKW 35/35 3.29 30 24204186

G BO DY3800L36

1996 6CA6CAW 35/35 3.05 30 24204183

4T60ERatio and Application Chart

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© 2003 ATRA. All Rights Reserved

20 GENERAL MOTORS

Application Year M odelCodes

Drive/DrivenSprockets

FinalDriveSRTAPart #

SpeedSensorTeeth

SRTAPart #

C/H BO DY3800L36

19966AC

6ACW 35/35 3.06 30 24204174

C/H BO DY3800L36

1996 6AS6ASW 35/35 2.84 30 24204181

H BO DY3800L36

1996 6BX6BXW 35/35 3.06 30 24204173

C/H BO DY3800L67

1996 6Y L6Y LW 37/33 3.29 30 24204191

H BO DY3800L67

1996 6Y R6Y RW 37/33 3.29 30 24204192

G BO DY3800L67

1996 6CT6CTW 37/33 3.29 30 24204193

N BO DY2.4LLD9

1996/19976CU7CU

7CUW33/37 3.05 30 24206839

W BO DY3.1LL82

1994-1997

4AF5AF6AF7AF

7AFW

35/35 3.33 30 24206840

W BO DY3.1LL82

1997 7AF7AHW 35/35 3.29 30 24206841

N BO DY3.1LL82

1996/1997 6BS7BS

7BSW

37/33 3.29 30 24206842

U VAN3.4LLA1

1997 7YA7YAW 35/35 3.29 30 24206844

H BO DY3800L36

1997 7AC7ACW 35/35 3.06 30 24206845

4T60ERatio and Application Chart

Page 29: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved

GENERAL MOTORS 21

Application Year ModelCodes

Drive/DrivenSprockets

FinalDriveSRTAPart #

SpeedSensorTeeth

SRTAPart #

H BODY3800L36

1997 7AS7ASW 35/35 2.84 30 24206846

W CAR3800L36

1997 7AW7AWW 35/35 3.29 30 24206847

H BODYSSE3800L36

1997 7BX7BXW 35/35 3.06 30 24206848

W BODY3800L36

1996/1997

6HB6AV7HB

7HBW

35/35 3.05 30 24206849

W BODY3.1LL82

1998 8AH8AHW 37/33 3.29 30 24211255

N BODY2,4LLD9 1998 8CU

8CUW 33/37 3.05 30 24211256

U VAN3.4LLA1

19988DK8YA

8DKW35/35 3.29 30 24214260

W BODY3.1LL82

19999AH

9AHW 35/35 3.29 30 24213669

4T60ERatio and Application Chart

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4T65E Update2002-2003Changes

Many changes have occurred in the 4T65E pump assembly to reducecosts.These changes were implemented on June 24th 2002 on some models. Thesechanges include:

 A new three-piece pump design. The new design eliminates all the selectiverotors and slides available for the previous design pump. All of the rotors use atapered, random pumping chamber design (staggered spaces in the rotor).

 The valve body sleeve that supported the rotor in the previous design pumphas been moved to the pump body on the three-piece pump. In addition, some ofthe valve bodies are designed for a fully contented PSA while others are designedfor de-contented PSAs.

 A new internal wiring harness with revised wire lengths for the PWM andPCS as well as a new connector design for the new pressure control solenoid andPSA on 2003 models.

New Sleeve tosupport the rotor

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GENERAL MOTORS 23

4T65E Update2002-2003 Pump Changes (Continued)

GM recommends the new pump not be installed on earlier design applica-tions, however, if you can successfully remove the sleeve, the pump would then beable to back service previous design units. Since this is a very confusing mid-yearchange we recommend that you refer to the following to identify which designpump should be in your transmission:

 2002-1st design two-piece pump (Part # 24221299)For all 2002 models including model code 2RDB with update level LESS than “7”but not 2BCB or 2RNB models with update levels GREATER than “3” use the24221299 pump assembly.

Earlier Design

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24 GENERAL MOTORS

2003-1st design 2 piece pump (Part # 24221299) For all 2003 models withan update level LESS than three and for model 3BCB model with update level“4”use the 24221299 pump assembly.

4T65E Update2002-2003 Pump Changes

2002 2nd design three-piece pump (Part # 24225894) For all 2BCB and2RNB models with an update level of “4” and 2RDB models with an update level of“7” use the 24225894 pump assembly.

Late Design

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GENERAL MOTORS 25

As mentioned the valve body was also changed when the pump was changed.Part numbers are as follows:

2002-1st design valve body with support (Part # 24218255) For all 2002 modelsincluding 2RDB with update level LESS than “7” but not a 2BCB or 2RNB modelswith update levels GREATER than “3” use the 24218255 valve body assembly.

4T65E Update2002-2003 Pump Changes 2003-2nd design 3 piece pump (Part # 24225894) For all 2003 models with anupdate level GREATER than “3” use the 24225894 pump assembly. ( except the3BCB model with an update level of “4”)

As of July 15 2002 (Julian date 196) all models use the updated 2nd design pumpand valve body assemblyIf a model is not listed above it uses the 1st design 2 piece pump assembly.

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2002 2nd design valve body without the support (Part # 24225924) For all 2BCBand 2RNB models with an update level of “4” and 2RDB models with an updatelevel of “7” use the 24225924 pump assembly.

4T65E Update2002-2003 Valve Body Changes

Valve Bodywithout supportand Six pressureholes

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2003-1st design valve body with support (Part 24225443) For all 2003 modelswith an update level LESS than “3” and for model 3BCB model with update level“4”use the 24225443 valve body assembly.

4T65E Update2002-2003 Valve Body Changes

Valve Bodywithout supportand one pressureholes

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Remember, the valve body update not only includes changes to the sleeve areabut also changes to the PSA area to accommodate or not to accommodate the de-contented PSA assembly so always refer to the above information before orderingparts.

The 24225926 part number is for a “new valve body”. At a future date the partnumber will likely be changed as a remain valve body becomes available. Checkwith your parts person to be sure your ordering the correct part number in thefuture.

2003-2nd design valve body without support (Part # 24225926) For all 2003models with an update level GREATER than “3” use the 24225926 valve bodyassembly. ( except the 3BCB model with an update level of “4”)

4T65E Update2002-2003 Valve Body Changes

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4T65E Update2002-2003 Changes

An IMS (Internal Mode Switch) was added to all 4T65Es. A new design re-placed the previous design that used a nut to hold the design together. The updatewas done as a cost savings.

The new design will back service the 99 and later model 4T65Es that utilizedan IMS. As with the previous design, make sure the IMS is properly positioned onthe rooster comb before installing the transmission in the vehicle!! The IMS partnumber is 24213847

.

Fastening Nutwas removed onthe new switch

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30 GENERAL MOTORS

4T65E Update2002-2003 Changes

A new PSA was added to all models for 2003. This Change meant the valvebody machining, and the wiring harness/connector also changed to accommodatethe new design PSA. The update was done because of contamination issues withthe PSA. The vehicle software was also updated eliminating the PSA DTC P1810.

The new design PSA and wiring harness will not back service the previousapplications as the valve body machining has drastically changed. The part num-ber for the previous design PSA is 24203699, the part number for the de-con-tented PSA is 24216426

Early style PSAwith Six switches

Late style PSAwith one switch

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4T65E Update2002-2003 Changes

A new design PCS was introduced for the 2003 applications. The vendor waschanged from Delphi to Bosch. To accommodate the new design solenoid, thetorque signal regulator valve spring tension was significantly increased. This newdesign will become common on all applications in the years to come.

GM does not recommend interchanging the two solenoids. If the old design isinstalled in a unit designed for the updated solenoid a slipping concern may oc-cur. If the updated design is installed in an early model unit hard shift concernsmay occur. The Delphi PCS part number is 10478146, the part number for theBosch PCS is 24225825

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4T65E Update2002-2003 Changes

A running change is planned for the input housings on all 4T65E models. Thenew housing will accommodate a new design input housing washer (End playwasher) which is wider, to fully support the sprocket support thrust bearing. TheHousing machining diameter where the washer sets is now smaller (54.5mm).

The new design washer is available in 10 selective thickness. The updatedwasher must be used with the updated input housing due to the machiningchanges. The input housing is interchangable with earlier years.

Selective Washer

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4T65E Update2002-2003 Changes

The input and 3rd one way clutches were updated as of July 17th 2002 onsome models. Full implementation is scheduled for February 2003. The new oneway clutches are a “PAWL” design (commonly refered to as a diode) rather thanthe sprag design that has been used since the 4T65E was introduced in 1997. Inaddition, the new pawl design assembly requires new design input clutches. Thenew clutch plates utilize a wave design spline and are thicker than the previousdesign components. This update was done because of durability problems with theprevious design components.

The pawl design one way clutches are not currently serviced other than as anassembly. In other words, the pawl components are not available as individualpieces. The clutches must be changed if the pawl design one ways are installed ina previous design application. The pawl one way clutch part numbers are24216516 for the input and 24216517 for the 3rd. The new input clutch part num-ber is 24216502.

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4T65E Update2002-2003 Changes

A mid year change for the 4th clutch is planned. The 4th clutch apply platehas an additional mounting tab added to it for easier installation. In order to ac-commodate this change the channel plate was also updated.

The previous design channel plate cannot be used to service the updateddesign with the new apply plate. The Updated design channel plate will backservice previous applications. The updated disc/plate designs will not backservice unless the channel plate is also changed. GM is planning on releasing theparts as a service package which will include the channel plate, apply plate andfriction plates.

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4T65E Update2002-2003 Changes

Mid year change included a 2ND lock ramp was added to the pass throughconnector. This design prevents the connector from side loading.

This change has no effect on service as the harness was only updated forthe new 2003 harness applications.

Make sure your newharness has the new clip

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4T65EHarsh or Soft Forward or ReverseEngagment

When rebuilding a 4T65E make sure you have the correct servo springs as-sembled in their correct locations. Because the 4T65E uses a Forward and Re-verse servo for engagement if the springs were switched acidently you mayexperiance a harsh or soft forward or reverse engagement.

Forward Band Servo Spring

Length-3.079”Width-2.033”Wire Dia.-0.173

Reverse BandServo Spring

Length-1.675”Width-1.582”Wire Dia.-0.149”

Length-1.500”Width-1.613”Wire Dia.-0.181”

Length-2.769”Width-2.120”Wire Dia.-0.219”

Length-1.249”Width-1.214”Wire Dia.-0.183”

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4T80ETCC ConcernLock-up on the 2-3 Shift, Erratic TCC Operation

When encountering a TCC concern with a 4T80E transaxle, make sure youhave the correct TCC PWM solenoid installed. To verify the correct solenoid checkthe Julian date. This date may be located in a number of different places includ-ing, top cover, connector top / bottom, or body assembly. To ensure you have thecorrect solenoid make sure the Julian dates are NOT within 1137-1171. If youhave a solenoid between these numbers you will need to replace the solenoidasssembly. Part # 24212690

þþþþþ Do Not Use Solenoids With The Numbers Between1137 and 1171

Part numbers maybe on the top hat oron the back side of theconnector

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The Northstar engine applications utilize two crank sensors and one camsensor. The crank sensors are different part numbers and are also different colors(Grey and Black plastic) If one of the crank sensors fail or if a loss of signal occursthe PCM will raise line pressure resulting in harsh shift concerns. If the Camsensor fails, DTCs may set and drivability concerns may be present, but shift feelwill remain normal.

Inspect the sensor connector pin tension and the terminal crimp. If pin ten-sion is good replace the suspect sensor.

NOTE: If a crank sensor is replaced the “RELEARN PROCEEDURE” for thecrank sensor must be performed using a scan tool. Failure to relearn the cranksensor value will result in a DTC being set and possible drivability concerns

Oldsmobile and Cadillac vehicles exhibiting any or all of the following condi-tions:

 Surge especially when TCC is applied Engine backfire Hard shifts SES lamp or message displayed on DIC Any combination of the following DTCs may be set, P0335, P0385,

P1372, P0341, P1599

4T80EHard Shifts Possible DTCs SetNorthstar Application

Crank SensorCrank Sensor

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Oldsmobile/Cadillac G, K and K special applications with the Northstar en-gine and the 4T80E transmission may exhibit any or all of the following condi-tions:

 Surge with TCC ON. This is most common at low speeds when you are crowding the accelerator on a slight incline. The surge is most

commonly felt during throttle“Tip In” acceleration and generally goesaway as the throttle is held steady.

 Possible Lean fuel trim DTCs, MAF DTCs, Misfire DTC’s and/or Pre cat DTC’s may be set.

 A possible lack of power may also be present

Cause: Two common causes for this condition exist, they are:

1. The MAF sensor is dirty or skewed

2. The air cleaner air box may be filled with water or other contaminants.

4T80EMAF DTC, Poor Drivability, Surgewith TCC ON Under load, Lack ofPower

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4T80EMAF DTC, Poor Drivability, Surgewith TCC ON Under load , Lack ofPower (Continued)

Skewed MAF sensors are quite common with these applications. Generally,fuel trim values will be around +20% when the surge is present. If this occurs,clean or replace the MAF sensor and clear any DTCs that may be set.

If the concern is on a 95-97 application, check the air cleaner air box forwater and other contaminants. If water is present enlarge the air box water drainhole to at least ½”.

Look for contaminationin the inlet air hole

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1999-2002 4L30E/5L40E applications may set DTCs P0601 and/or P0602.These codes indicate a failure in comunication with the TCM/ECM. In most in-stances the transmission will have clutch damage. If these DTCs are set due totheir default values.

The DTCs will react as follows:

P0601 will set if:

 The TCM check sum is incorrect (internal software check)

If a P0601 is set:

 The TCM will flash the sport mode lamp and it will send an MIL request message to the ECM on the second consecutive trip in which a failure occurs.

 The ECM records the freeze frame and failure record information and turnson the MIL lamp.

 The TCM defaults the transmission by, raising line pressure to maximum,commanding 4th gear (4L30E), or 5th gear (5L40E) while inhibiting TCC andfreezing adapts. NOTE: Even though the units default to high gear, ifmanual ranges are selected the unit will start in lower gears. If thecustomer does not manually override the default high gear start, damage tothe transmission clutches may occur

4L30E/5L40EP0601/P0602

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42 GENERAL MOTORS

If a new TCM is required simply install it and clear the ECM DTCs that areset. If the P0602 resets update the ECM software with the latest calibration de-signed to address P0602 concerns.

4L30E/5L40EP0601/P0602 (Continued)

P0602 will set if:Â The PCM was not correctly programmed or has not had a calibration loaded

If a P0602 is set, the ECM will turn on the MIL and record a freeze frameregarding the failure on the 1st drive cycle the failure is present. Possible EMI(Electromagnetic Interference)during power up or a faulty TCM (if a P0601 is alsopresent). If a P0602 is present the ECM may not be properly calibrated.

Repair the EMI condition or replace the TCM if a P0602 was set. When diag-nosing a P0601 and/or a P0602 set in the TCM do not attempt to reprogram theTCM.

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The Chevrolet Trailblazer, GMC Envoy and Oldsmobile Bravada utilize a newstyle cooling fan. The new electronic viscous clutch fan is computer controlled. Adesign characteristic of the viscous coupling may lead the customer tomisinterpret the fan operation as a possible transmission slippage condition.Some cold start fan noise is normal, but it’s possible that the unit may exhibitexcessive noise if the vehicle has been left sitting overnight or for extended periodsof time.

It is common for the viscous coupling to leak fluid from its internalreservoir into the coupling, leading to tremendous amounts of noise on a coldstart, or as the vehicle is accelerated.

An updated electronic clutch fan has been released to address this concern.The new part was introduced as a running change on the 2003 model yearapplications.

4L60ESlips When Cold

The new partnumber is15192192.

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2002 Trailblazer/Envoy/Bravada

Several shift quality concerns have arisen with this application including:

 Hard/soft garage shifts

 Delayed downshifts

 Harsh 1-2 shifts

Several calibrations have been released to address these concerns. Thelatest update is calibration number 12579253. Make sure to visit the GMcalibration web site at:

4L60EShift Complaints

http://calid.gm.com/vci/

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GENERAL MOTORS 45

1999 and later 4L60E applications (Silverado, Tahoe, Yukon, Suburban, Si-erra) may exhibit a neutral condition while in D4 range and the vehicle is acceler-ated from a stop. In addition, a complaint that the transmission neutrals, thenbangs into gear (harsh engagement) when accelerated from a stop.

Generally the problem is not related to the internal transmission components(Sprag, roller, forward clutch). The most common cause of this concern is thetransmission shift cable or the shift cable adjustment.

First try making an adjustment, if you determain the cable is stretched re-place the transmission shift cable and adjust.

4L60EIntermittent neutral or flare, bumpwhen accelerating from a stop

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1995-2002 Trucks with 4.3L (RPO L35 or LU3) engine may experience a roughrunning, or surge/shudder/miss problem. This condition may be associated witha DTC P0300. Many times this condition has been confused with a transmissionrelated concern.

The problem is often caused by moisture leaking from the A/C line onto thedistributor. On several of the applications, the A/C line is routed directly over thedistributor.This moisture leads to corrosion, and crossfire within the cap.

Inspect for the following: Â White corrosion/residue on the cap wall, or on higher mileage units brownresidue

4L60ESurge/Shudder/Miss

Locate the AChose above the Dis-tributor and installa foam conduit overthe hose which willallow the water todrain off the sides.

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4L60ESurge/Shudder/Miss (Continued)

 Rotor: Inspect for black streaks on the plastic surface of the rotor orgreen spots on the copper surface of the rotor terminal.

 Distributor housing/base: Inspect for excessive levels of rust on the shaft or surface contamination on the cam sensor hold down screws.

If you find evidence of corrosion replace the cap/rotor and the distributor ifdeemed necessary. Take 8" of foam pipe insulation (you can buy it a hardwarestore) and wrap the a/c pipe above the distributor with the pipe insulation.

Note: The distributor is refered to as an HVS “high voltage switch” by GeneralMotors.

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2000-2002 C/K Trucks with a concern of a shift shudder during the 1-2 shift ismostly common under light throttle conditions, after the vehicle has reached fulloperating temperature and ambient temperature is high.The problem is usually caused by a frequency signal riding on the generatoroutput . The signal is causing interference problems with the PCM circuitry.

Install a sense lead for the Alternator as follows:Parts:

Connector replacement pack 153060091 ring connector pack 02984172 (sold as packs of 10)RTV sealer

4L60E1-2 Shift Shudder Hot

Procedure:1. Disconnect the negative battery cable2. Remove the two-wire, four-cavityconnector from the alternator3. Remove the brown wire (cavity B) andthe gray wire (cavity C)4. Remove the wires from the connectorpack and discard wires “B” and “C”5. Install the brown wire from the vehicleharness into cavity B of the service connector.Install the gray wire from the vehicle harnessinto cavity C of the service connector.6. Install the TPA (Terminal PositionAssurance Clip) into the service connectorand install the service connector into thealternator.7. Hook the wire in cavity “D” of theservice connector to the battery terminalon the alternator using the ring connector.8. Trim the wire in cavity “A” of the serviceconnector flush9. Seal the connector with RTV andconnect the negative battery cable.

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Some 1995-2000 M/L (Astro, Safari) vans may experience DTCs setting re-lated to the transmission or possibly engine related systems. The most commonDTC is P0758 (3-2 solenoid) but others may set as well.

The wiring harness runs along the bell housing area and over the engine. Inmany instances the harness contacts the A/C accumulator which leads to a rub-through condition. Depending on which wires have insulation damage, a DTC willlikely set for that circuit.

4L60EMultiple DTC’S

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Some K-trucks with the automatic transfer case may experience thefollowing conditions:

 Service 4WD light is on DTC C0379 is set The front actuator no longer functions

The wiring harness for the front axle circuit may be chaffed near the A/Ccompressor.

4L60E ATC DTC C0379Service 4WD Light On K Trucks

Secure the harness so it can nolonger contact the A/C compressor.

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2002 Trailblazer, Envoy, Bravada, T truck 4.2L (LL8) applications may experience“any or all” of the following conditions:

 Delayed downshifts, erratic downshifts Excessive cooling fan noise SES light ON Any or all the following DTC’s, P0014 (Cam Phaser Performance)

P1683 Low power counter failure) P0116 (High side coolantrationality)

This concern is caused by calibration problems. An updated calibration has beenreleased to address the concerns. View the GM web site http://calid.gm.com/vci/to locate the correct calibration number for your application.

4L60EDelayed Downshift

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A new pressure control solenoid was used for all 2003 model units. The ven-dor for the solenoid is now Borg Warner and will be available in two versions. The1st design utilizes only one flat on the aluminum body of the solenoid while the 2nd

design has two flats on the solenoid body. The 2nd design will replace the 1st de-sign and is scheduled for use in other transmission applications starting in the2004 model year. In addition to the solenoid change, the harness was alsochanged to accommodate the updated solenoid.

The 1st design solenoid went into production at SOP (Start of Production) 2003while the 2nd design was introduced in December 2002 as a running change forthe 2003 model year. The part number for the 1st design solenoid is 24219308while the 2nd design part number is 24224905. The harness was updated to pre-vent someone from interchanging the Borg Warner solenoid with the previousDelphi solenoid. The updated harness part number is 24222891.

4L60E/4L65EUpdated PCS

Make sure thecorrect solenoid isused for the cor-rect vehicle

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Most OBDII equipped vehicles have DTCs related to data line problems.Some technicians may notice a DTC U1241 set in history on vehicles equippedwith a BCM. U1241 may be stored in several of the various modules. In addition,the technician may have noted that the DTC may have not been present until afterDTCs were requested or displayed .

U1241 DTC is caused by a loss serial data. The loss of data is caused byyour scan tool interface with some of the modules on the vehicle. When your scantool requests DTCs from some of the modules it becomes the master modulewhich results in other modules setting the U1241 in memory.

This is a normal condition, no repairs should be attempted if the conditionfor setting the DTC is as described above.

4L60E/4L65E, 4L80E/4L85E,LCT 1000DTC U1241 SET

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Vehicles with a 4L80E/85E transmission may set a code P0706 (TransmissionRange Switch Performance) and may exhibit a no start condition.

In many instances the P0706 is not caused by a faulty switch. On 1999 andlater applications check for a possible recalibration for this condition prior toreplacing the switch.

Before part repairs are done check the web site http://calid.gm.com/vci/ forupdated calibration to repair the false P0706.

4L80E/4L85EP0706 Set

NOTE: Always check the connections for melting and wiredammage

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On 1994 and later Diesel 4L80E applications, customers may complain of asurge or chuggle condition which occurs only when the TCC is applied and thevehicle is between 40 and 50 mph. If the TCC is disabled, the surge/chuggle istypically eliminated. You will also find that disconnecting the EGR on 6.5L Dieselapplications (RPO L56) may also eliminate the concern.

The typical cause of this concern is retarded pump timing. Checking thepump timing requires a scan tool.

To determine if the timing is correct, note the data parameter known as “TDCoffset” using a scan tool. The value should be minus -.75 or less. A minusnumber on the scan tool indicates the timing is advanced while a plus (+) valueindicates the timing is retarded. For proper operation, fuel economy and power,the timing TDC offset should read -1.25 to -1.50. If the timing is not correct aTDC relearn procedure should be performed after the timing has been set. . (Note:to perform a TDC relearn on a 1994-95 application you must use a scan tool. Itshould be noted that not all scan tools are capable of performing a TDC relearnprocedure)

4L80ETCC surge or chuggle when roadspeed is between 40-50 mph

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56 GENERAL MOTORS

4L80E

If the Timing is incorrect:

Shut the engine off and loosen the pump bolts slightly. Using the properadjustment tool move the pump slightly (.040" of movement = 1 degree of timingchange). Move the pump toward the drivers side of the vehicle to advance thetiming and toward the passenger side of the vehicle to retard the timing. Once thepump is moved slightly, tighten the pump bolts and perform the TDC offset learnprocedure using a scan tool.

To perform the TDC offset procedure on a 1994-95 application

Start the engine, Press the button on the scan tool to engage the TDC offsetprocedure and note the value when the scan tool locks in the TDC offset value. Itshould read between –1.25 and –1.50. If so, no further adjustments are needed.Once the relearn is complete, check the TDC offset value displayed on the scantool again. If the offset value is not correct, shut off the engine, loosen the pumpbolts and rotate it in the desired direction. Tighten the bolts and repeat the aboveTDC offset learn procedure.

TCC surge or chuggle when roadspeed is between 40-50 mph(Continued)

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To perform the TDC offset procedure on the 1996 and Later applications:1. Turn on the ignition key and clear all DTC’s2. Depress the throttle to the WOT position and hold it there for at least

4-5 seconds3. Key off and then close the throttle4. Wait 30 seconds minimum5. Key on and start the engine6. The TDC offset will be automatically learned when the coolant

temperature reaches 170-172 degrees Fahrenheit.7. If the vehicle is already above the minimum 170 degree CTS value,

TDC learn will automatically update as soon as the engine is startedin step five.

4L80ETCC surge or chuggle when roadspeed is between 40-50 mph(Continued)

Diesel Injector Pump

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Note: On most 1996 applications the value displayed on the scan tool (TDC offset)will remain at 0.00 (At step 5) until the TDC learn has been completed. On most1997 and later applications, the value displayed on the scan tool will remain at theprevious value until the TDC learn has been completed.TDC offset should read between –1.25 and –1.50. Once the relearn is complete,check the TDC offset value displayed on the scan tool again. If the offset value isnot correct, shut off the engine, loosen the pump bolts and rotate it in the desireddirection, tighten the bolts and repeat the TDC offset learn procedure. On L56 (EGR equipped 6.5L Diesel) applications, if the timing is correct and theproblem is eliminated when the EGR is disconnected, replace the EGR with partnumber 12530288.

4L80ETCC surge or chuggle when roadspeed is between 40-50 mph(Continued)

The EGR is locatedbehind the dipstick

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Some 4L80E transmissions may exhibit excessive planetary gear noise whenoperating in 1st and 2nd gears. This noise will resemble the noise developed fromHD 4L80E applications which use straight-cut gears. Upon inspection, you willnotice some irregular wear lines on the reaction planetary carrier pinion teeth andpossibly on the sun and ring gear teeth. These wear lines run parallel to thetransmission center line. The wear may look like dark lines on the gear teeth,grooves in the gear teeth or bronze lines on the gear teeth.

This concern can be caused by either:

 A reduction in the volume of lube oil feeding the planetary. This prob-lem is typically caused by pump cavitation, a restricted filter or damaged oil pan,or a cooler flow rate problems.

 Output shaft misalignment. This concern is the most common causeof the noise on 97 and later applications. Misalignment of the output shaft willcause side loading of the planetary. This problem generally leads to the technicianreplacing the planetaries only to have a repeat failure within 5-20 thousand miles.

4L80EPlanetary gear noise in 1st and 2nd

gears only

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If shaft alignment is suspected on a 4wd application, inspect the 4wd adapter.We have measured brand new adapters that have had excessive offset! To inspectthe transfer case adapter measure the transfer case pilot inside and outside diam-eter. The outside diameter specification is 4.799"-4.801" while the inside diameterspecification is 4.899”-4.900”.

If the measurements are not correct, replace the adapter. On 2wd applicationsa common cause of the concern is the position of the output shaft bushing. If thebushing or bore was machined off center, side loading of the shaft will occur. On2wd applications, you will typically be able to see that the bushing is worn offcenter. Replace the bushing or the case as necessary.

4L80EPlanetary gear noise in 1st and 2nd

gears only

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GENERAL MOTORS 61

Several midyear changes were made to the 2001 4L80E HD modeltransmissions. These changes were also carried over to the 4L85E transmission.The changes were designed to improve the transmissions durability. Thesechanges include:

Part number call out GM part numberOverrun clutch housing Included in the kit onlyOverrun clutch spring Included in the kit onlyOverrun clutch snap ring 24216149Overdrive roller clutch 12431003Overdrive carrier 24215530

Some of the components are only available by ordering an upgrade kit partnumber 24222160

4L80E HD/4L85EProduct Updates

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62 GENERAL MOTORS

The 4L80E HD has been replaced by the 4L85E. The 4L85E is used in vehiclesequipped with the 8.1 L gas engine (RPO L18).

IdentificationModel Tag:02CAP or 02CCPRPO Code: MN8

Features:

 The speed sensor bolts. New part number 11517516

 The forward clutch wave plate. New part number 24205560

 Overrun clutch spring retainer. New part number 24216149

4L85E2002 Models

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GENERAL MOTORS 63

4L85E2002 Models (Continued)The 4L85E uses a five-Pinion reaction and output carrier.

 Reaction carrier part number 24215026

 Output carrier 2WD models part number 24214966

 Output carrier 4WD models part number 24215388

(NOTE: The straight cut gears used in the 4L80HD applications are no longeravailable from GM. If a 4L80E HD planetary requires replacement, update theunit with the part numbers listed above for the 4L85E applications.

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64 GENERAL MOTORS

Allison transmissions used in GM truck applications may indicate the wrongpressure switch assembly readings for 5th gear and/or reverse range. Vehicles thathave had the TCM reprogrammed or vehicles built after March 2001 may have anincorrect switch sequence. Incorrect values may be displayed when monitoring thetransmission operation with a scan tool when those values are compared to thelistings in the shop manual. This may lead to misdiagnosis of the PSA or its cir-cuits.

Programming changes dealing with the scan tool interface can lead to theincorrect sequence for the application. The chart below lists the correct sequencefor the LATER (after March 0f 2001) Allison calibrations.

LCT 1000Incorrect Pressure Switch AssemblyReadings

NOTE: Switch C/D and E are normally open while switch R is normally closed.Your scan tool may display the switch values as open/closed or as on/off.On=closed, Off=open

On applications built after March 2001 or on units that have been reprogrammed,Switch “C” will read “Open” (OFF) when the transmission is in reverse while thosebuilt earlier will read “Closed” (ON).

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GENERAL MOTORS 65

LCT 1000Incorrect Pressure Switch AssemblyReadings

Range Switch C Switch D Switch E Switch R

5th - Late Closed/ON Open/OFF Closed/ON Open/OFF

5th - Early Open/OFF Open/OFF Closed/ON Open/OFF

4th Closed/ON Open/OFF Closed/ON Open/OFF

3rd Closed/ON Open/OFF Open/OFF Open/OFF

2nd Open/OFF Open/OFF Open/OFF Open/OFF

1st Open/OFF Closed/ON Open/OFF Open/OFF

Neutral Closed/ON Closed/ON Closed/ON Open/OFF

Reverse-Late Open/OFF Closed/ON Closed/ON Closed/ON

Reverse- Early Closed/ON Closed/ON Closed/ON Closed/ON

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66 GENERAL MOTORS

LCT 1000 applications may experience a condition described as a “flare” or“neutral” condition when coming to a stop or accelerating from a stop. A harshengagement may occur as the unit reengages 1st gear. Many times, when the con-dition is present, input speed will be present even though the transmission isbeing commanded to 1st gear with TP and VSS values at 0.

The most common cause for this concern is:

 Leakage in the C5 clutch or its circuit: If you perform a clutch test using your scanner, you will generally notice the condition when the 2-1 downshift is commanded. This will be indicated by a delay in line pressure response when the C5 Clutch is commanded to apply.

 Sticking valves: Most of the sticking-valve-related concerns have proven tobe temperature related with this transmission.

 TCM calibration:An updated calibration has been released aimed at improving this condition. The updated calibration was released in March 2002. Check the GM web site to see if your vehicle has been updated with the new calibration.

http://calid.gm.com/vci/

LCT 1000 (RPO M74)Flare When Accelerating From aStop

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GENERAL MOTORS 67

LCT 1000 (RPO M74)FlareWhen Accelerating From aStop (Continued)

C-5 Clutch Asssembly

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GENERAL MOTORS 69

LCT 1000 RPO M74PRNDL Inoperative

To separate switch concerns from the wiring and TCM, proceed as follows:Disconnect C1 and C2 connectors

1. Monitor the NSBU values with a scan tool.

2. Using jumper wires connect two wires at a time between the appropriate pin in connector C1 and pin D in connector C2 (with the key on). Leave the other two pins in connector C1 open. Alternate the pins as shown in the chart below. The PRNDL and the scan tool should show the range indicated in the chart.

3. If the proper range is indicated as the jumper sequence is varied, replacethe switch. If the proper range is not indicated check the wiring beforereplacing the TCM.

ON= OPEN CIRCUITOFF= GROUNDED CIRCUIT

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GENERAL MOTORS 69

LCT 1000 RPO M74PRNDL Inoperative

To separate switch concerns from the wiring and TCM, proceed as follows:Disconnect C1 and C2 connectors

1. Monitor the NSBU values with a scan tool.

2. Using jumper wires connect two wires at a time between the appropriate pin in connector C1 and pin D in connector C2 (with the key on). Leave the other two pins in connector C1 open. Alternate the pins as shown in the chart below. The PRNDL and the scan tool should show the range indicated in the chart.

3. If the proper range is indicated as the jumper sequence is varied, replacethe switch. If the proper range is not indicated check the wiring beforereplacing the TCM.

ON= OPEN CIRCUITOFF= GROUNDED CIRCUIT

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70 GENERAL MOTORS

The Allison LCT series transmission utilizes a quick learn (Also known asFast learn) procedure designed to shorten the amount of time that it takes for theTCM adaptive-learning strategy to adjust for variations in clutch volume and applytime. By performing the quick learn functions, the amount of time that is requiredfor TCM adaptive learning is reduced significantly. The Quick learn functionrequires a compatible fully functional scan tool. Quick learn should be preformedif:

 The transmission was replaced/rebuilt or repaired

 The solenoids were replaced

 The TCM was replaced or recalibrated

Quick learn is accomplished in 4 parts, they are:

 PARK MODE: With the vehicle in the park range the scan tool willrepeatedly cycle the C3/C4 and C5 clutches on/off. This function will not onlypurge air from the system but it will also adjust for engagement time variation dueto return spring load values, solenoid flow rates as well as seal/bushing leakage.

 DRIVE: With vehicle in drive range the scan tool will cycle the C1clutch to adjust for engagement time variation due to return spring load values,solenoid flow rates as well as seal/bushing leakage.

LCT 1000Quicklearn Procedure

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GENERAL MOTORS 71

 3RD/4TH : Following the above procedures clutch volume for the C2clutch requires the vehicle now be driven. To properly learn the C2 clutch volumethe vehicle must complete at least three 3-4 shifts at steady throttle. Thisprocedure does not require the use of a scan tool.

NOTE: If the scan tool harness becomes disconnected or if you losecommunications with the TCM during the quick learn process, default actionsmay occur. If you were in Drive when the failure occurred, ranges other than drivemay not be available. If you were in Reverse when the failure occurred, rangesother than reverse may not be available.

To perform a park/reverse/drive quick learn the following conditions must bemet:1. No DTCs are stored2. NSBU is operating correctly3. Speed sensors are operating correctly4. TFT is between 104-212 F (40-100c)5. Parking brake is set6. Transfer case is in 2wd range7. TP values are 0%8. A compatible scan tool is being used

Now follow the instructions on the scan tool for the “FAST” (Quick) learnprocedure.

NOTE: Block the wheels during the test procedures

LCT 1000Quicklearn Procedure (continued)

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72 GENERAL MOTORS

LCT 1000 8.1L EngineHarsh Down Shifts, Harsh GarageShifts

Some customers may complain of the following symptoms:

 Harsh 3-2, 2-1 down shifts  Harsh garage shifts  Temperature Gauge reads low  Drivability concerns, Possible Rich fuel trim DTCs may be set

The most common cause of this problem is related to the coolant temperaturesensor reading. Generally, ECT DTC’s will not be set.

Replace the ECT sensor

Generally the ECT will readabout 60°F (15c) with the vehicleat full operating temperature.

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FORD 73

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FORD74

FORD ContentsAX4SVibration After Overhaul .............................. 76

New Pump Bearings .................................... 77

Harsh 1-2 Shift ............................................ 79

Harsh 4-3 Downshift ................................... 86

Check Ball and Relief ValveLocations .................................................... 87

CD4ENo Movement After Overhaul ...................... 90

Valve Body Mismatch .................................. 91

Valve Body Interchange ............................... 82

Harsh Forward Engagement ......................... 93

Drives Forward in Neutral,Binds in Reverse .......................................... 97

Ratio Error Codes ....................................... 98

Pump Shaft Identification ............................. 99

Fluid Leaks Out Of The Vent ..................... 100

Proper Sprag Rotation ............................... 101

F4E-IIIClutch and Band App. Chart ...................... 102

Pressure Specifications .............................. 103

Solenoid Firing Order ................................ 104

Solenoid Specifications .............................. 107

High or Low Pressure ................................ 108

No Movement in all Gears AfterRebuild ...................................................... 109

Ratio Error Codes ..................................... 110

Accumulator Reference .............................. 118

No Line Rise .........................................119

Slipping in 2nd and 4th .......................... 120

4F27EJump Testing the Trans .......................... 121

Servo Seal Damage .............................. 123

Final Drive Gear Set ............................. 124

2/4 Band Adjustment ............................ 126

4R44E/55E and 5R44E/55ELow Line Pressure at WOT .................. 129

5R55NClutch and Band App. .......................... 133

Sprag Application ................................. 134

Pressure Specs ..................................... 135

Solenoid Application ............................. 137

Intermediate Sprag Rotation .................. 142

4R70WSolenoid Codes .................................... 143

Downshifts at High Speeds ................... 144

Intermediate Diode Failure .................... 146

4R1002nd Gear Slips ...................................... 147

Intermediate Clutches Burnt .................. 148

No Reverse, No Man. Low .................. 151

Incorrect VSS Reading ......................... 152

5R110WDescription .................................... 155-163

Mazda to Ford Conversions .............. 164

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FORD 75

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FORD76

AX4SVibration After Overhaul(3.8L Only) Possible Broken Flexplate

A Vibration or broken Flexplate on models between 1995-2001 that areequipped with 3.8L engines may be caused by the misalignment of the converterto flexplate. The Flexplate has an alignment paint dot on the flexplate and torqueconverter from the factory. This dot is there to ensure proper alignment.

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FORD 77

AX4S/AX4NNew Pump Bearings

When replacing the pump bearing on a AX4S or AX4N use the new updatedbearing assembly which has a built in seal. The seal is used to enhance lubrica-tion to the bearing for longer life expectancy.

AX4NPart# XF1Z-7G184-AA

AX4SPart# XF2Z-7G184-AA

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FORD78

AX4S/AX4NNew Pump Bearings

OLD

NEW

Install the seal awayfrom the pump rotor

SEAL

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FORD 79

AX4NHarsh 1-2 Shift

There are a number of problems related to this symtom including:

ÂÂÂÂÂ Wrong Gaskets

ÂÂÂÂÂ Wrong Seperator Plate

ÂÂÂÂÂ Damaged Accumulator Piston

ÂÂÂÂÂ Wrong Accumulator Spring

ÂÂÂÂÂ Valve Body Wear

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FORD80

Seperator Plate and Gasket

AX4NHarsh 1-2 Shift

Lincoln 1995-97................................ (stamped 11) part #F50Z-7Z490-ALincoln 1998..................................... (stamped 84) part #F80Z-7Z490-AALincoln 1999-00................................ (stamped 90) part #FX3Z-7Z490-AATaurus/Sable 1994-95 w/3.0L ......... (no stamp) part #F5DZ-7Z490-ATaurus/Sable 1996-97 w/3.0L 2V .... (stamped 13) part #F6DZ-7Z490-BTaurus/Sable 1998-99 w/3.0L 2V .... (stamped 87) part #F8DZ-7Z490-BATaurus/Sable 1996-97 w/3.0L 2V .... (stamped 14) part #F6DZ-7Z490-ATaurus/Sable 1998-99 w/3.0L 4V .... (stamped 86) part #F8DZ-7Z490-AATaurus SHO 1996-97 w/3.4L ............ (stamped 15) part #F6DZ-7Z490-DTaurus SHO 1998-99 w/3.4L ............ (stamped 85) part #F8DZ-7Z490-CATaurus/Sable 2000 .......................... (stamped 03) part #YF1Z-7Z490-CATaurus/Sable 2001-03 ..................... (stamped 05) part #1F1Z-7Z490-AA

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FORD 81

Damaged Accumulator Piston

AX4NHarsh 1-2 Shift

Check the Piston andRod assembly for wear

Check the Pistonhousing for wear,grooves, or scoring

A Damaged Accumulator Piston assembly can cause a number of shiftingproblems from late, early, harsh, soft and more. When reassembling this unit payclose attention to the housing and piston areas. If the piston is worn or the hous-ing scored the chances of the piston cocking in the bore are increased.

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FORD82

Wrong Accumulator Spring

AX4NHarsh 1-2 Shift

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FORD 83

Fluid under pressure in the pump circuit moves to the line modulator valve,where it enters the accumulator circuit. The accumulator circuit provides variablehydraulic backpressure to the accumulators for five apply components. The vari-able pressure of fluid in the TV circuit is controlled by the pcm and changes theposition of the line modulator valve. When TV pressure is lower, accumulatorcircuit pressure is lower. The results in softer shift feel provided by the accumula-tors during shifts when engine input torque is lower. When TV pressure is higher,accumulator circuit pressure is higher. This results in firmer shift feel provided bythe accumulators during shifts when engine torque is higher. Damage to the LineModulator Valve can result in no moulation of the valve and allowing direct line oilto influence the Accumulator.

AX4NHarsh 1-2 ShiftAccumulator Hydraulic Circuits

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FORD84

AX4NHarsh 1-2 ShiftValve Body Wear

Check for wear at the Line Pressure Modulator valve and sleeve assembly. Ifthe sleeve is damaged you can replace it with an E4OD Line Pressure ModulatorValve and Sleeve assembly. The E4OD Line Pressure Modulator valve is smaller insize and allows less oil to the back side of the Accumulator apply side during op-eration resulting in a softer shift.

Damage to the Line Modulator Valve may result in a Slide Bump, Harsh Shift,or dragging shifts.

E4OD Line PressureModulator Valve andSleeve

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FORD 85

AX4NHarsh 1-2 ShiftIncorrect Clutch Pack Clearance1995-96Forward Clutch (.040-.059) wave springDirect Clutch (.050-.069)Intermediate (.050-.069) wave springReverse (.038-.064) wave springLow-intermediate clutch (.050-.075) wave spring

1997-98Forward Clutch (.050-.059) wave springIntermediate Clutch (.050-.069) no wave spring SHODirect Clutch (.050-.069)Reverse 97 all (.038-.064) wave springReverse 98 SHO (.049-.072) wave springReverse 98 except SHO (.040-.063) wave springLow-intermediate clutch (.050-.075) wave spring

1999Forward Clutch (.050-.069) wave springIntermediate (.050-.069) no wave spring SHODirect Clutch (.050-.069)Reverse Clutch SHO (.050-.072) wave springReverse Clutch except SHO (.040-.063) wave springLow-intermediate Clutch (.050-.075) wave spring

2000-03Forward Clutch (.040-.059) wave springIntermediate Clutch (.050-.069) wave springDirect Clutch (.050-.069)Reverse Clutch (.050-.072) wave springLow-intermediate clutch (.050-.075) wave spring

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FORD86

Wrong Seperator Plate

AX4NHarsh 4-3 Downshift

00.218”

00.095”

Exahuast orifice from theO/D Servo

Many times the wrong seperator plate may be changed inenvertantly. Payclose attention to the O/D Servo exhaust orifice size, these sizes are not all thesame.

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FORD 87

AX4NCheck Ball and Relief valveLocations

The locations of the check balls haven’t changed over the years, however thesprings have gone through some changes. Listed on the previous page are thespring sizes and weights.

Manual LowRelief Valveand Cooler

ModulatorCheckValve andDrainback

SolenoidRegulator

TCC

ModulatorCheckValve and

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FORD88

AX4N2001-On Check Ball and Relief ValveLocation

ModulatorCheckValve andSpring

ModulatorCheckValve andDrainbackSpring

Manual LowRelief Valveand CoolerBypass Spring

Spring Weight1.75 lbs.Spring size.673” in

Spring Weight1.00 lbs.Spring size.754” in

Spring Weight7.00 lbs.Spring size.634” in

SolenoidRegulatorFliter

TCCFliter

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FORD 89

AX4NCheck Ball Location

Direct Clutch Circuit

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FORD90

CD4ENo Movement After Overhaul

High Pressure caused by excessive clearance in the pressure regulator bore iscausing the pump shaft to twist.

Pump Shaft

Converter end of the shaft

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FORD 91

CD4EValve Body Mismatch

The Seperator plate can be an easy identification tool when interchanging thevalve bodies. The location of the Forward feed hole is much larger on the 98’ andlater valve bodies.

0.090” No Wave platein FWD clutch

0.120” With Wave platein FWD clutch

98’ and later

94’-98’ Models

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FORD92

CD4EValve Body Interchange

A wrong gear start from a stop or fourth gear in manual low condition mayocur if the valve body was replaced with the wrong valve body. Early, 1994-’97 andLate (1998-on) valve bodies can be identified by the Pull-In valve assembly and arenot interchangeable? They must match vehicle.

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FORD 93

CD4EValve Body Interchange with HarshForward Engagement or 3-4 Bind

Forward clutch assemblies with a wave plate are intended for use on laterstyle valve bodies with the larger Forward feed orfice. Forward clutch assemblieswithout the wave plate are intended for use on earlier style valve bodies with thesmall forward feed orfice. If the Earlier style Drum assembly is installed to a Latemodel vehicle a harsh Froward engagement may be felt. This is due toe the largefeed hole in the Seperator plate assembly.

EARLY 94-97 LATE 98-on

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FORD94

1stDesignW/shallowdish

2ndDesignW/deepdish

2ndDesign0.400”

1stDesign0.315”

CD4EValve Body Interchange with HarshForward Engagement or 3-4 Bind

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FORD 95

1st Design 0.200”Shallow Dish

2nd Design 0.310”Deep Dish

2nd Design 0.680”Deep Dish

1st Design 0.595”Shallow Dish

CD4EValve Body Interchange with HarshForward Engagement or 3-4 Bind

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FORD96

A 3-4 Bind may be caused the Clearance of the Coast Clutch being incorrect.Install the coast clutch piston into the forward piston, then stack 2 coast clutchsteels, 2 frictions and the forward apply plate on top. Clearance should be around0.050” in.

Other causes of this may be:

 Forward Sprag (seized or wrong rotaion) Cracked Forward piston Crossleaks into the Coast Clutch

CD4EValve Body Interchange with HarshForward Engagement or 3-4 Bind

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FORD 97

CD4EDrives Forward in Nuetral, Binds inReverse

After rebuild, when hot car drives forward in Neutral and binds in Reverse.This problem occurs after a Forward/Direct drum has been replaced. Care needsto be taken when replacing the forward/direct clutch drum. Make sure that thepiston slides into the drum bore with a top clearance (top of drum bore for outerseal) of at least .010 or more. Always feel outer seal riding surface for beingsmooth. If it appears that the top area of the drum where the seal rides is bal-looned inward and not a true straight flat surface, do not use this drum as it willswell when hot locking the forward piston from returning to its relaxed position.This creates a mechanical bind on the piston not releasing the forward clutches

Look at the Ridges inthe Drum and Pistonsurface area

Make sure the Pistoncan sit in the Drumwith a .010” feelergauge

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FORD98

CD4ERatio Error Codes P0732, P0733, etc.Turbine Speed Sensor Application

1S7Z-7M101-KA F7RZ-7M101-KA

Some of the most troublesome codes to deal with are ratio error codes. Thesecodes can be caused by a number of different concerns: Poor Line Pressure Sliping Clutches Bad Solenoids Wrong Fluid Bad Input from Engine Sensor Ignition Noise or Alternator Noise entering the VSS signal

Make sure you have the correct Turbine Speed sensor on the transaxle, theolder sensors have a much broder range of voltage then the new sensors.

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FORD 99

CD4EPump Shaft Identification

It is very important to make sure you use the correct pump shaft and inputshaft for the correct application. Mismatching the Input or Pump shafts may causedamage to the Pump, Crank Shaft Thrust Bearing, Converter and other internalparts.

The Shafts are different in length between the 4Cyl. and 6Cyl. engines.

Pump, Converter, Engine Damage

6 Cylinder 14.75”

6 Cylinder 9.00”

4 Cylinder 8.25”

4 Cylinder 14.00”

4 Cyl

6 Cyl

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FORD100

CD4EFluid Leaks Out Of The DipstckTube

The most common cause of this problem is the Chain cover not properly as-sembled. The chain cover has Four (4) snaps that connect to the shield. This sheildis typically misplaced or not installed at all.

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FORD 101

CD4EProper Sprag Rotation

No Forward movement or Binds in fourth can be caused by the Forward spragdamaged or incorectly installed

Race freewheels counter-clockwise while holding the sungear stationary

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FORD102

F4E-IIIClutch and Band Application

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FORD 103

F4E-IIIPressure Specifications

Line Pressure, (psi) Line Pressure, (psi)Range P, (D), D, L R

Idle (62-81) (110-120)

Stall Speed (140-152) (217-248)

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FORD104

F4E-IIISolenoid Firing Order

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FORD 105

F4E-IIISolenoid Failure Chart

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FORD106

F4E-IIISolenoid Failure Chart

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FORD 107

F4E-IIISolenoid Specifications

TCCSolenoid

2-3 Solenoid

3-4 Solenoid

1-2 Solenoid

EPC Solenoid

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FORD108

F4E-IIIHigh / Low Pressure

High Pressure caused by Pressure Regulator bore wear.

High pressurecheck theseareas for wear

Low Pressurecheck theseares for wear

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FORD 109

F4E-IIINo Movement in all Gears afterRebuild

Typically caused by a damaged Pressure Regulator circuit, this problem isusually assosiated with a plant failure. During your rebuild proceedure make surethe Pressure Regulator Valve assembly is not damaged. A damaged PR Valve cancreate high line pressure, this can cuase no cooler flow resulting no movement.

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FORD110

F4E-IIIRatio Codes

Ratio codes can be very difficult to diagnose because of the many differentcomponents that can cause this problem. Diagnostic Trouble Codes P0781, P0782,P0783, P1731, P1732, P1733 indicate incorect ratios and no specific gear. In orderfor these codes to set, the problem has to happen four times consecutivly. Diag-nostic Trouble Codes P0741 or P1728 are also ratio codes that can be percieved asonly torque converter codes. In order for these codes to set the problem has tohappen five times consecutively. Here are some of the items to look at when diag-nosing Ratio Codes:

ÂÂÂÂÂ Fluid Pump

ÂÂÂÂÂ Filter

ÂÂÂÂÂ Valve Body Wear

ÂÂÂÂÂ Seals

ÂÂÂÂÂ Drums

ÂÂÂÂÂ Speed Sensors

ÂÂÂÂÂ Accumulators

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FORD 111

F4E-IIIRatio Codes (Continued)Pump

The front pump support and gear provides the volume of fluid required tocharge the torque converter, main control valve body, cooling system, lubricationsystem, and hydraulic apply devices. The front pump support and gear is shaftdriven by the torque converter cover. The sideclearance should be no more then.002, .0015 or less is prefered.

Check pumpareas closelyfor damage

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FORD112

F4E-IIIRatio Codes (Continued)

If a transmission repair is being perfromed for a contamination-related failure,always use a new filter and grommet. Many people think that simply cleaning ascreen filter will work, but this is not always the case. Small particles can becomelogged in the screen and restrict flow, causing slips, and ratio errors.

Filter

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FORD 113

F4E-IIIRatio Codes (Continued)Valve Body Wear

The valve body consists of four sections: the upper control valve body, maincontrol valve body, premain control valve body, and the lower control valve body.The main control valve body also contains the electronic pressure control solenoid.

Wear in the 1-2 shift valve can cause a ratio code simply by not stoking prop-erly and slowing down the timing the PCM is expecting.

SolenoidRegulatorvalve

3-4 Shiftvalve

PR andBoostvalveLow

Reducingvalve

Manualvalve

1-2 Shiftvalve

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FORD114

F4E-IIIRatio Codes (Continued)

Seals and DrumsA bad seal or drum can be a difficult problem to diagnose. Some areas to look

at are the sealing surfaces of the piston and drum assembly. A slipping Forwardclutch can cause sluggish engagements into Drive. Here again knowing what’sapplied will help you diagnosis this unit quickly.

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FORD 115

F4E-IIIRatio Codes(Continued)

Speed SensorsThe vehicle speed sensor (VSS) is located above the differential on the trans-

mission case. The VSS rotates a cable and the instrument cluster generates a DCsignal and sends the signal to the PCM, in some cases the VSS generates thesignal to the PCM. The TSS sensor provides converter turbine shaft speed informa-tion for torque converter clutch (TCC) control strategy. The information is alsoused in determining static electronic pressure control (EPC) pressure setting dur-ing shifts. The values below are approximate, the important point is that the fre-quency rise is linear and smooth.

Failure: All or some shifts missing, erratic shift pattern, Stall when putinto gear, late/early shift speeds,no TCC, Erratic pressure rise.

VSS 150-250 ohms TSS 150-250 ohms

80mph-170 Hz +/-60mph-130 Hz +/-30mph- 75 Hz +/-15mph- 40 Hz +/-00mph- 00 Hz +/-

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FORD116

F4E-IIIRatio Codes (Continued)

AccumulatorsAccumulators — 1-2

Accumulators — 2-3

GREEN

RED

SpringLength 3.425

Diameter 0.630Coil 0.080

Outer Length 2.729Outer Diameter 0.580Outer Coil 0.078

Inner Length 2.665Inner Diameter 0.396Inner Coil 0.052

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FORD 117

F4E-IIIRatio Codes (Continued)

Accumulators — N-D

Accumulators — N-R

GREEN

BLUE

Outer Length 2.954Outer Diameter 0.580Outer Coil 0.062

Inner Length 2.802Inner Diameter 0.420Inner Coil 0.047

Outer Length 4.134Outer Diameter 0.553Outer Coil 0.066

Inner Length 3.657Inner Diameter 0.384Inner Coil 0.050

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FORD118

F4E-IIIAccumulator Reference

N-D Accumulator(Green)

1-2 Accumulator(Red)

2-3 Accumulator(Green)

N-R Accumulator(Blue)

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FORD 119

F4E-IIINo Line Rise W/ Good EPCCommand

No Line rise can be caused by a sticking pressure modifier valve or a dam-aged spring. The Line Pressure Modulator Valve is responsible for modulating theEPC pressure and distributing it to the appropriate valves.

Check the valve for scoring and make sure the valve bore is cleanof debris.

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FORD120

F4E-IIIAfter Rebuild, Slipping 2nd and 4th,No 2nd and 4th

Always take the timeto remove the servoapply orifice.

The Orifice sizeis .020” in

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FORD 121

F4E-IIIJump Testing the Transmission

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FORD122

F4E-IIIJump Testing the Transmission

+

+

+

+ #7 indicates TCC

F4E-lll connector assembly veiwed from the terminal side.

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FORD 123

4F27EServo Seal Damaged

It is important to install the Servo seal to the Valvebody correctly make surethere are no tears in the lip of the seal and that there is no knicks on theValvebody seal surface. Make sure you torque the Valvebody to specifications andair check the unit after. A loose valve body can cause the seals to tear from the oilpressure passing the feed.

Torque Valve Bodyto 80 lb-in.

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FORD124

4F27EFinal Drive Gear Set

A reprogram is availible for the PCM (Powertrain Control Module) to accept anealier gearset in a late vehicle. In Ealy 2002 Ford introduced a reprogram for thisinterchange.

If the transaxle has a part number on it that starts with an X for the year2000 (ex:XS4P) it contains the older gear set. Transaxles with part numbers thatbegin with 1 for the year 2001 (ex: 1S4P) it contains a newer gear set.

The early output gear has 87 teeth and the transfer gear has 83teeth

The late output gear has 59 teeth and the new transfer gear has57 teeth.

OutputGear

TransferGear

To identify the correct reprogram locte the tear tag on the door and match thetag number with the following chart.

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FORD 125

4F27EFinal Drive Gear Set

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FORD126

4F27E2 / 4 Band Adjustment

Band adjustment is crucial during a rebuild. Many times a repeat failure ofthe band will occur because the specified bolt was not installed. This tool can bepurchased from the after market.

OTC# 307-416

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FORD 127

4F27E2 / 4 Band Adjustment

 Tighten the band select gauge tool to 45 lb-in

 Back out the gauge 3 ½ turns

 Holding the tool bolt in position, lightly seat the nut and washeragainst the transaxle case

 Remove the tool without changing the position of the nut on thebolt

When an adjustment is necessary be sure to follow the procedure listed below:

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FORD128

4F27E2 / 4 Band Adjustment

 Compair the 2/4 band anchor bolt with the measurement tool If the adjustment is off use the chart to verify the correct pin

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FORD 129

4R44/55E and 5R44/55ELow Line Pressure at WOT, SlippingExplorer, Ranger, Aerostar, Mountaineer

Low line pressure at WOT, seperator plate gasket blown, erratic EPC pressureare some common problems with 1995 -2002 4R and 5R series transmissions.Some other complaits may be: No Line Rise at WOT No 2nd Gear No 3rd Gear No engine breaking in Manual 1 Slipping shifts and/or delayed engagements DTCs P0732, P0733, or P1762 may be present

The seperastor plate orifice sizing has been changed to repair this problem, anew Seperator plate is now availible from Ford. In some cases due to heavy con-tamination the Valve Body will need to be replaced if there isn’t a heavy amountdebris in the pan refer to chart for specific seperator part number.If it isdetermaned the valve body needs replacing refer to chart on the opposite page.

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FORD130

4R44/55E and 5R44/55ELow line Pressure at WOT

Remove anddiscard theseparts

When replacing the separator plate and EPC blow off plug, remove and discardthe old solid plug and clip assembly. The new plug has a check valve in the plugthat allows excessively high EPC oil pressure to escape without damaging thevalve body or other internal complaints.

New Plug W/Blow Off

Old Plug

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FORD 131

4R44/55E and 5R44/55ELow line Pressure at WOT

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FORD132

4R44/55E and 5R44/55ELow line Pressure at WOT

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FORD 133

5R55NClutch and Band Application

A=AppliedANE=Applied but Not Effected

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FORD134

5R55NSprag Application

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FORD 135

5R55NPressure Specification

Main Line Tap

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FORD136

5R55NPressure Specification

Alternate MainLine Tap

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FORD 137

5R55NSoleniod Application Chart

* Failsafe for this unit is Fourth, Second and Reverse

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FORD138

5R55NSolenoid Failure Chart

1=Manual 1=Manual

1=Manual1=Manual

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FORD 139

5R55NSolenoid Failure Chart

1=Manual

1=Manual

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FORD140

5R55NPressure Control Solenoid Failure

1=Manual1=Manual

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FORD 141

5R55NPressure Control Solenoid Failure

1=Manual

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FORD142

5R55NIntermediate Sprag Rotation

A damaged intermediate sprag will cause a bind in third and fourth or no thirdor fourth condition.

ROTATES CLOCKWISE

HOLD

ROTATE

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FORD 143

4R70WSolenoid Codes P0750, P0751, etc.and/or Erratic Shifting

Intermittent TCIL flashing may be caused by the internal solenoid hard shellharness being distroted or not being fully seated between the solenoid and theharness.

Check the Mating Surfaces

This Pin isdamaged

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FORD144

4R70WDownshifts at High Speeds

This problem is usually caused by the Manual Lever Position Sensor/Trans-mission Range Sensor voltage rising because of a bad ground or damaged MLPsensor making the PCM believe the transmission was manually downshifted. Toverify this concern monitor the MLP/TR sensor on the scanner or at the sensorsignal pin. If voltage changes during the drive or when road shock is applied makesure the concetions and wiring is good , then replace the sensor.

Typical Pin Identification57=Ground359=Signal Return199=MLP to PCM463=Nuetral Sense (4X4)32=Starter Circuit298=Fused Accy Feed140=Backup Lamp33=Starter Circuit

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FORD 145

4R70WDownshifts at High Speeds

There are a few differances between the TransmissionRange sensor and theManual Lever Position Sensor. The TR sensor refers to four pins at the PCM, whereas the MLP refers only to one pin at the PCM.

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FORD146

4R70WRepeat Intermediate Diode Failure

Typically caused by flooding solenoids this problem can give you trouble if notdiagnosed completely. The Diode sprag is considerably stronger then the olderroller one-way clutches, however the cause is still the same. During a forced downshift from 4-2, SS1 and SS2 are commanded OFF. If the solenoids are worn orinoperative they don’t exhaust properly causeing the solenoids to flood and holdthe 3-4 valve in its 4th gear position (no Forward clutch fill). Because the PCMcommand for second gear happens the 2-3 shift valve is stroked to the 2nd gearposition and the 3-4 shift valve is held up in the 4th gear position, this causes thefeel of Nuetral, O/D Band applied, direct clutch applied, no intermediate, noforward. When this happens the customer or technician removes his/her foot fromthe accelerator the line pressure drops and the intermediate clutches catch. Whenthis happens the Sprag is hammered and wear or breakage occurs.

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FORD 147

4R1002nd Gear slips or No 2nd

The common cause for this problem is duability of the Intermediate Diodesprag. A new drum and sprag assembly was introduced last year in ATRA Bulletin#642. When a replacemnet is necessary you may need to replace the piston andreturn spring also. The new Drum deletes the thrust washer assemly and has asmaller piston travel area.

Part #’sE9TZ-7A089-B .................................. Intermaediate sprag1C3Z-7B164-BA ............................... Clutch PlatesYC3Z-7D044-AA ............................... 4 Plate Drum 5.4L and 6.8LYC3Z-7D044-BA ............................... 5 Plate Drum 7.3L onlyF3TZ-7G401-AA ............................... Thrust Washer#7

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FORD148

4R100Intermediate Clutches Burnt

A common failure of the Intermediate clutch is almost always caused by lackof feed oil to the piston, typically due to case damage, one modification you can dois install a rubber gasket/seal around the feed hole of the Inermediate clutchdrum. There are a few things your going to need to do before this repair.

Parts needed:1 = PC 7/32” 16 mml oil resistant hose1 = Razor Blade1 = C6 Direct Clutch Return Spring

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FORD 149

4R100Intermediate Clutches Burnt

Seat hose atthe bottomof thechannelcase

With hose extendedthrough case, trim it withthe razor blade.

Make sure it is flushagainst the case.

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FORD150

4R100Intermediate Clutches Burnt

Cut specification Spring specification

Should be less then a 1/8 of an inch above the seperator plate

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FORD 151

4R100No/Slipping Reverse, No/SlippingManual Low

A No Reverse or Manual low condition can be caused by the Low/Reverseplate bolts being too long and bottoming out in the case. Signs of this are evidentwhen initial inspection shows the tip of the bolt and the bottom of the case havingsigns of damage

Discard these types ofbolts. Install thread-only bolts.

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FORD152

4R100Vehicle Speed Sensor Input whenVehicle is Stationary

An erratic 1-2 upshift or 2-1 downshift may be caused by a VSS input whilethe vehicle is stationary. Monitor the VSS on you scanner, if the scanner shows aVSS signal with the KEY ON and the ENGINE OFF. It may be necessary to install ajumper kit from FORD. This kit replaces the computer’s current ground wires witha single body ground cable.

Part # 1C3Z-13N850-AA

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FORD 153

4R100Vehicle Speed Sensor Input whenVehicle is Stationary

To install the jumper kit:

1. Disconnect the battery negitive cable.2. Remove the ground screw from under the dash. (Left side of the brake pedel)3. Drill a 6mm (1/4) hole near the original ground screw location and clean

to bare metal. (make sure you can attatch a nut behind the bolt)4. Using a new bolt and nut attatch the original ground eyelets to the sheet

metel.

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FORD154

4R100Vehicle Speed Sensor Input whenVehicle is Stationary

5. Remove the PCM connector and sheild.6. Remove the RED locking plate from the front of the connector.7. Remove the wires from pins 3, 23, 24, 51, 76, 77, 103.8. Install the jumper kit to the PCM in the loctations that you removed in the

previous step.9. Reinstall all the neccessary componets and retest the system.

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FORD 155

TorqShift 5R110WDescription

The transmission features include: six speeds. a fully automatic transmission. direct electronic shift control. optional power take-off.

The main operating components include: a torque converter clutch. six multiple-disc friction clutches. two mechanical diode one-way clutches (OWC). three planetary gear sets.

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FORD156

5R110WClutch Application Chart

(a) Commanded pressuresviewed on scanner

(c) 30 psi until 3 mph

(d) Clutch applied throughthe manual valve

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FORD 157

5R110WClutch Application Chart

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FORD158

5R110WPressure Specification

Pressure can be measured at the main line tap on the drivers side of thetransmisison. All of the other pressures are going to be monitered using yourscanner.

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FORD 159

5R110WPressure Specification

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FORD160

1 PC-A 4.7 ohms +/- (line pressure)

2 TCC 4.7 ohms +/- (torque converter clutch)

3 SSPC-B 4.7 ohms +/- (overdrive)

4 SSPC-A 4.7 ohms +/- (coast clutch)

5 SSPC-E 4.7 ohms +/- (low/reverse clutch)

6 SSPC-D 4.7 ohms+/- (direct clutch)

7 SSPC-C 4.7 ohms +/- (intermedate clutch)

8 TFT 200K ohm scale (transmission fluid temperature)

9 PS-B 0.5 ohm +/- (overdrive pressure switch)

10 PS-A 0.5 ohm +/- (coast clutch pressure switch)

11 PS-E 0.5 ohm +/- (low/reverse pressure switch)

12 PS-D 0.5 ohm +/- (direct clutch pressure switch)

13 PS-C 0.5 ohm +/- (intermediate clutch pressure switch)

14 TR-P (transmission range sensor) not shown here

5R110WSolenoid Specification Chart

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FORD 161

5R110WSolenoid Specification Chart

1234

5 6

9

10

11 12

8

7

13

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FORD162

Connectorshown from thevalve bodyconnector side

5R110WValve Body Wiring

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FORD 163

5R110WValve Body Wiring

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FORD164

Mazda to Ford ConversionSometimes, you won’t be able to scan Mazda vehicles with the 4R/5R series

transmissions using Mazda ID from the VIN. If you run into this, enter your scantool data as if you were working on a Ford vehicle. This chart will help you withthe conversion.

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FORD 165

NOTES:

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FORD166

NOTES:

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167CHRYSLER

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CHRYSLER168

Chrysler Contents31THDelayed Engagement ................ 170

41TE and 42LE1999-up TransmissionRange Sensor Kit ...................... 171

Speed Sensor Faults ................. 173

Cooler Line Splice Kit ............... 174

Auxiliary Differential Vent ........ 175

No Response From TCM ............ 176

Erroneous Body ControlModule Codes ........................... 177

45RFETransmission QualityEnhancments ........................... 178

47REHarsh Engagements WhenThe TCC is Applied ................... 179

Erratic TCC operation ............... 182

Delayed Upshift, No TCCEngagements 30-50 MPH .......... 183

Buzz, Whine, Moaning Noises ... 184

Front and Rear BandAdjusments .............................. 185

413, 670, 727, 904,RH and RE Units

Proper Regulator ValveAdjustments ............................. 188

Proper Throttle ValveAdjustments ............................. 189

Pressure Regulator Valveand T.V. Valve AdjustmentTool .......................................... 190

42, 44, 46, 47, RH and RE

Throttle Valve CableAdjustment .............................. 191

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169CHRYSLER

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CHRYSLER170

Some 2000 Dodge (NS) Caravan, Plymouth (NS) Voyager, Dodge (PL) Neon,Plymouth (PL) Neon, Dodge (P2) Neon (Export Market), Plymouth (P2) Neon (ExportMarket) vehicles may exhibit intermittent delayed transaxle engagement of greaterthan 30 seconds on an initial cold start in –1°C (30°F) or colder temperatures. Thismay be due to interference between the front pump assembly and transaxle case.Here are a few things to check before the replacement of the pump.

 Make sure the fluid level correct?

 Make sure linkage adjustment correct?

 Does delay occur in both Drive & Reverse?

 Does delay occur in –1°C (30°F) or colder weather?

 Does transaxle engage when RPM is raised?

 Does transaxle engage properly after the initial cold delay?

If the answers to the above questions were YES, the most likely cause of thecondition is due to interference between the pump housing and the transaxle case.Perform the following Repair Procedure. If the answers were NO, further diagnosiswill be required to determine the cause of the condition.

Parts RequiredQty. Part Number Description1 05016410AB Pump Assembly1 04269661AB Pump Gasket

31thDelayed Engagement

Note: This information applies to models equipped with a 31thtransaxle built between July 21, 1999 and February 3, 2000 (MDH072100 and 0203XX). The transaxle date numbers involved arebetween 3872 to 4058 (10,000-day calendar) and 0010 to 0340(Julian date code).

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171CHRYSLER

A new Transmission Range Sensor (TRS) was designed for the 1999 model yeartransaxles. The outside diameter of the pass through connector was increased aswell as the terminals being changed from a pin type to a blade type. Early model1999 vehicles were built with 1998 style transaxles and used a jumper harness.The jumper harness converted the 1999 vehicle harness to accept the 1998transaxle TRS connector. These vehicles can accept the 1999 transaxle by simplyremoving the jumper harness. When installing a 1999 transaxle into a 1998 andprior vehicle a replacement harness must be installed.

41TE and 42LE1999-up Transmission Range Sensorharness kits

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CHRYSLER172

41TE and 42LE1999-up Transmission Range Sensorharness kits

Important: The replacement harness wire colors may not match the wirecolors on the vehicle. Use the figure below and only change one wire at a time.

Part # 05014473AA….41TE Splice Kit (Modifies 1998 and earlier vehicle TRSharness to be compatible with a 1999 transaxle)

Part # 05014474AA….42LE Splice Kit (Modifies 1998 and earlier vehicle TRSharness to be compatible with a 1999 transaxle)

41TEKIT # 05014473AA

42LEKIT # 05014474AA

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173CHRYSLER

The input and output speed sensor supplier was changed for the 1998 modelyear 42LE and on August 8, 1998 for the 41TE. The terminal positions are slightlydifferent between the new and old sensors. When a new speed sensor is installedon an early vehicle the terminals may spread resulting in a poor contact. Intermit-tent loss of speed sensor signals, ratio errors and cruise control complaints mayoccur. Any time a speed sensor is changed in an early vehicle the connector shouldalso be updated.

41TE and 42LESpeed Sensor faults and/or Ratioconcerns

Part # 05014469AAInput Speed Sensorconnector kit

Part # 05014471AAOutput Speed Sensorconnector kit

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CHRYSLER174

Application: Chrysler (JR) Sebring, Sebring Convertible, Dodge (JR) StratusSedan, Plymouth (PL) Neon, Chrysler (PT) PT Cruiser, Chrysler (RG) Voyager (In-ternational Market), Chrysler (RS) Town & Country, Voyager, and Dodge (RS)Caravans

A connector kit has been released to make transaxle cooler line service easier.This kit should be installed whenever a service is performed that requires coolerline removal from the transaxle. This will make the lines easy to remove and installshould service be required at a later time. An instruction sheet is included witheach kit that details installation procedures.

Parts RequiredQty. Part Number Description1 05016918AA Kit, Transmission Cooler Line Connector

41TETransaxle Cooler Line Splice Kit

Cut and remove Hose

Install new connectors and reinstall hose

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175CHRYSLER

An auxiliary vent tube assembly has been released for service on 1993-2000Chrysler (LH) Concorde, LHS, New Yorker, 300M, 1993-2000 Dodge (LH) Intrepid,1993-2000 Eagle (LH) Vision, and 1997-2000 Plymouth (PR) Prowler to provideimproved differential case venting. In cold climate areas, under certain drivingconditions, pressure can build up in the differential case forcing fluid out throughthe primary vent tube at the top of the differential. Fluid can collect on the top ofthe differential case and/or drip to the ground.

Parts RequiredQty. Part Number Description1 05011589AA Vent Tube Assembly Kit

1)Clean all fluid from the differential case.2)Drain the differential fluid by removing the differential drain and fill plugs.3)Install the differential drain plug. Tighten to 7 N.m (60 in-lbs.).4)Fill the differential with 32 ounces of Mopar 75W-90 Gear Lubricant, P/N

04549624.5)Install the revised differential fill plug from the vent tube kit.6)Install the new vent tube assembly into fill plug and orient the tube between

ribs on the differential cover.

Note: Be sure vent tube is not contacting any metal surfaces on differentialcover.

41TEAuxiliary Differential Vent

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CHRYSLER176

2000 Chrysler (GS) Voyager (European Market), Chrysler (JA) Cirrus, Dodge(JA) Stratus, Plymouth (JA) Breeze, Chrysler (JX) Sebring Convertible, Chrysler(NS) Town & Country, Dodge (NS) Caravan, Plymouth (NS) Voyager, Plymouth (PR)Powler built prior to the dates in the above table may not respond properly todiagnostic requests from some aftermarket generic scan tools. In these cases, theaftermarket generic scan tool may indicate that the Transmission Control Module(TCM) is not responding. This may lead to unnecessary diagnostic procedures andor replacement of good TCM’s.

Parts RequiredQty. Part Number Description1 04669020 Label, Authorized Software Update1 04275086 Label, Authorized Modification

This involves selectively erasing and reprogramming the Transmission ControlModule (TCM) with new software.

Note: This information applies to vehicles equipped with a41TE/AE or 42LE automatic transaxle built prior to the followingdates:

41TE/AE, 42LENo Response From TCM WhenUsing Generic Scan Tools

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177CHRYSLER

Town & Country, Caravan, and Voyager units with 41TE transaxles may ex-hibit erroneous body module codes caused by the PRNDL switch. Determine ifeach PRNDL indicators in the dash turn on when the ignition is turned on forabout 10 seconds (illuminated at the same time). After 10 seconds they should goout. If all PRNDL indicators DO NOT become boxed at the same time, the DTC iserroneous and the DTC should be cleared, it is not necessary to replace the BCM.

Note: Chrysler has not received any reports of this DTC being set by an actualfailure in the PRNDL system.

41TEErroneous Body Control ModuleDiagnostic Trouble Code

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CHRYSLER178

Some 2000 Dodge Dakota, Durango 1999-2000 Jeep Grand Cherokee vehiclesequipped with a 45RFE transmission may experience the following shift qualityissues:

ÂA harsh 2-3 upshift causing a powertrain clunk or shudder when accelerating.

ÂA harsh 1-2 upshift during light or wide open throttle conditions.

ÂA harsh 4-3 kickdown shift during low speed, light throttle conditions.

The revision of the TCM software addresses the above shift quality conditionsfor all vehicles, and adds a final gear ratio to the Grand Cherokee transmissiononly.

Note: This applies to vehicles equipped with a 4.7L engine anda 45RFE automatic transmission built before August 16, 1999(MDH 081600).

45RFETransmission Quality Enhancementsfor the 1-2, 2-3, and 4-3 Shifts

This involves selectively erasing and reprogramming the Dakota, the Durango,or the Grand Cherokee Transmission Control Module or TCM (with calibration99Ver9.0, 00Ver8.5, or 00Ver9.0). And reprogramming the Grand CherokeePowertrain Control Module or PCM (with calibration 99Call9A or 00Call6A).

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179CHRYSLER

Some 2000-2001 Dodge Ram Truck owners may complain that their transmis-sion exhibits a harsh engagement. This harsh engagement will occur when thetransmission is in or enters 3rd gear or overdrive (O/D). The customer may not beable to determine whether the harsh engagement is the result of a gearshift or isthe result of a torque converter clutch (TCC ) engagement.

Determine if the harsh engagement is the result of the transmission torqueconverter clutch engagement. The following steps are recommended.

1)Verify that the transmission fluid level is correct and that the transmissionthrottle cable is properly adjusted.

2)Drive the vehicle at a constant speed between 28 to 31 KM/H (45 to 50MPH).

3)Make sure that the transmission is in O/D and the TCC is locked-up. Ifnecessary, the DRB III may be used to create a custom monitor to display theneeded transmission states.

4)While maintaining a constant speed, lift your foot off of the accelerator pedaland then reapply the accelerator pedal, but with a deeper (wider) throttle positionwhile still maintaining O/D. The transmission should not be allowed to shift out ofO/D during this maneuver, but the maneuver should cause the TCC to tempo-rarily disengage.

Note: This applies to vehicles equipped with an 8.0L gasolineengine and a 47RE automatic transmission built between Septem-ber 15, 1999 and August 14, 2000 (MDH 091500 to 081400).

47REHarsh Engagement When the TCC isApplied

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CHRYSLER180

5) Allow the vehicle to accelerate until TCC engagement occurs. Note if the TCC engagement is harsh.

6) Steps 2 through 5 may need to be repeated several times to verify TCC engagement.

7) If a harsh engagement is noted during TCC lock-up, then perform the REPAIR PROCEDURE.

8) If a harsh engagement is not observed during TCC engagement, or if a harsh engagement occurs during the 2-3 or the 3-O/D shift, then additional diagnosis is required.

Parts RequiredQty. Part Number Description1 52118048AB Plate, Valve Body Upper Housing Separator1 02464324AB Gasket, Transmission Oil PanAR (10) 05010124AA ATF-3, Transmission Oil Type 7176 (2000

M.Y.)AR (10) 05013457AA ATF+4, Transmission Oil Type 9602 (2001

M.Y.)

47REHarsh Engagement When the TCC isApplied (continued)

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181CHRYSLER

1)Inspect the new separator plate P/N 52118048AB. The correct plate willhave a 3mm (0.118 inch) wide slot at the torque converter clutch lock-up ventcircuit.

Note: The slot in the seperator plate shown below should beapproximately 3 mm (0.118 in) wide. Wider slots, althought theyprovide for a quicker TCC apply may make this probmel worse..

47REHarsh Engagement When the TCC isApplied (continued)

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CHRYSLER182

Some 1998-99 Dodge (BR/BE) Ram Trucks may experience a surge like condi-tion while in 4th gear. This may be caused by the Torque Converter Clutch (TCC)unlocking and locking when it should be consistently locked. The cause of thiserratic operation has been identified as electrical noise from the Throttle PositionSensor (TPS) or Alternator.

Drive the vehicle with a helper monitoring the PCM. Warm the engine andverify the transmission fluid temperature is greater than 32°F and consistent.Operate the vehicle with an output shaft speed greater than 2200 rpm. Verify thatthe brake switch shows a released status that is consistent and verify the park/neutral status reads D/R and is consistent. While keeping the output shaft speedabove 2200 rpm, hold the throttle so the TPS reads 1 volt. Monitor the TC clutchstatus, it should be consistently locked. If the TC clutch status shows unlocking /locking, look to see if the TPS volts are fluctuating by 0.2 volts or more. If theconditions are met, perform the REPAIR PROCEDURE. If a surge like condition isfelt but the above test does not confirm the TCC unlocking/locking occurrence,further diagnosis and testing will be required.

This involves selectively erasing and reprogramming the Powertrain ControlModule (PCM) with new software (calibration changes 98call2 & 99call4).

Note: This information applies to vehicles equipped with a5.9L 24 valve diesel engine and automatic transmission built be-tween January 1, 1998 and December 18, 1998 (MDH 010198 &121898).

5.9L DieselErratic Torque Converter Clutch

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183CHRYSLER

47REDelayed Upshift/No TCCEngagement 30-50 MPH

Some 1999-2000 Dodge (BR/BE) Ram Trucks may experience a conditionwhere the transmission may seem to have a delayed 3-4 upshift, while moderatelyaccelerating from 30-50 MPH (48 to 80 KM/H). The customer may also note highengine rpm’s while operating in 3rd or 4th gear. This condition may be caused by adelay in the engagement of the transmission torque converter clutch (torque con-verter lockup).

This involves the replacement of the transmission valve body upper housingseparator plate.

Note: This applies to vehicles equipped with a federal market(NAA) 5.9L – 24V diesel engine and built between March 2, 1999(MDH 030299) and October 1, 1999 (MDH 100199).

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CHRYSLER184

Some vehicles may exhibit an intermittent noise from the transmission whenreverse gear is selected. This noise has been described as a buzz, whining, ormoaning like noise. The noise is most noticeable when transmission fluid tempera-ture is below 38º C (100º F). This condition is caused by a resonance of the trans-mission regulator valve system. Other items that can cause this are: Air in valvesystem or out of the internal parts. Possible cracked pump housing, a torn pumpgasket, an under filled transmission, restricted filter or cooler flow, or an out ofspecification valve and or valve body. Mostly affected transmissions built after Aug1,1995

Updated (STEEL) Pressure Regulator Valve:Part # 04130169

42/44/46/47/ RE and RH“Buzz”, “Whining”, or “Moaning”

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185CHRYSLER

It is important to note that Band Adjustments vary from unit to unit, fromyear to year. Refer to the chart below to know what the band adjustment is foreach of these units. Harsh 1-2, and or Slide Bump on 1-2 shifts as well as reverseengagements problems may occur if this adjustment is done incorrectly. In adjust-ing, torque the ancor to 72 in lbs and back off number of turns listed.

42RE thru 47REFront & Rear Band Adjustments

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CHRYSLER186

42RE thru 47REFront & Rear Band Adjustments

1994 – 1995 Jeep Cherokee 42REFront Band:72 in lbs. Back off 3 5/8 turnsRear Band:72 in lbs. Back off 4 turns

1996 (Jeep and Dodge line)42RE – 44REFront Band:72 in lbs. back off 2 7/8Rear Band:72 in lbs. back off 2 turns

46RE – 47REFront Band:72 in lbs. back off 2 7/8 turnsRear Band:72 in lbs. back off 2 turns

1997 (Jeep and Dodge line)42REFront Band:72 in lbs. back off 3 5/8 turnsRear Band:72 in lbs. back off 2 turns

44REFront Band:72 in lbs. back off 2 ¼ turnsRear Band:72 in lbs. back off 4 turns

1998 (Jeep and Dodge line)42REFront Band:72 in lbs. back off 3 5/8 turnsRear Band:72 in lbs. back off 4 turns

44REFront Band:72 in lbs. back off 2 ¼ turnsRear Band:72 in lbs. back off 4 turns

199746REFront Band:72 in lbs. back off 2 7/8 turnsRear Band:72 in lbs. back off 2 turns

47REFront Band:72 in lbs. back off 1 7/8 turnsRear Band:72 in lbs. back off 3 turns

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187CHRYSLER

42RE thru 47REFront & Rear Band Adjustments

200046REFront Band:72 in lbs. back off 2 7/8 turnsRear Band:72 in lbs. back off 2 turns

47REFront Band:72 in lbs. back off 1 7/8Rear Band:72 in lbs. back off 3 turns

2001 (Jeep and Dodge)42REFront Band:72 in lbs. back off 3 turnsRear Band:72 in lbs. back off 4 turns2

44 REFront Band:72 in lbs. back off 1 7/8 turnsRear Band:72 in lbs. back off 4 turns

46REFront band:72 in lbs. back off 2 7/8 turnsRear Band:72 in lbs. back off 2 turns.

199944REFront Band:72 in lbs. back off 2 ¼ turnsRear Band:72 in lbs. back off 4 turns

46REFront Band:72 in lbs. back off 2 7/8 turnsRear Band:72 in lbs. back off 2 turns

47 REFront Band:72 in lbs. back off 1 7/8 turnsRear Band:72 in lbs. back off 3 turns

1999 (Jeep and Dodge line)42REFront Band:72 in lbs. back off 3 turnsRear Band:72 in lbs. back off 4 turns

2000 (Jeep and Dodge line)42REFront Band:72 in lbs. back off 3 turnsRear Band:72 in lbs. back off 4 turns

44REFront Band:72 in lbs. back off 1 7/8 turnsRear Band:72 in lbs. back off 4 turns

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CHRYSLER188

All Chrysler/Dodge units that have a T.V. controlled line rise will have thesame adjustments for both the T.V. valve circuit as well as the Pressure Regulatorvalve pre-adjustment.Pressure Regulator Valve: From the face of the valve body to the bottom of the

adjustor plate for the regulator spring the measurement is 1 5/19".Note: The 1 5/16” setting is an approximate setting. Manufacturing tolerances

may make it necessary to vary from this dimension to obtain desired pressure.By adjusting the screw one complete turn will change the line pressure approxi-mately 1 2/3 psi. Counterclockwise will raise pressure – clockwise will lowerpressure.

413, 670, 727, 904, RH and REProper Regulator Valve adjustments

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189CHRYSLER

T.V. Valve Adjustment: A special tool from Miller Tools # C3763 is used tomeasure the gap distance between the throttle lever and the kickdown valve. Withthe tool in place, there should be no movement of the T.V. valve (valve bottomedinto its bore – no movement).

Note: The kickdown valve spring must be fully compressed and the kickdownvalve completely bottomed to obtain correct adjustment.

413, 670, 727, 904, RH and REThrottle Valve adjustments

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CHRYSLER190

413, 670, 727, 904, RH and REPressure Regulator Valve and T.V.Valve adjustments Tool

Parts required:1: Shouldered bolt (Minimum 1" shoulder 3/8 bolt)1: Roll Pin (Minimum 3" long 1/8 wide)

Procedure: Cut the head and thread section off of the bolt leaving just theshoulder section to work with. Out of the round stock that you now have in yourhands, you need to make the overall length .627 long! Carefully do this at thegrinding wheel keeping a cup of water handy so you do not burn your fingers. Thisis the same measurement of the Miller tool C3763 used for the Throttle valveadjustment. Drill through the side of the round slug with a 1/8 drill and install rollpin with a length of at least 3" into gauge slug. Measure up from the bottom of theroll pin 1-5/16" and file or cut into the roll pin a notch for measuring the PressureRegulator spring height. Now you have a tool that does both jobs so no need hunt-ing down 2 separate tools!

BoltRoll Pin

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191CHRYSLER

When adjusting the Throttle Cable on any Chrysler/Dodge with the 42 seriesthrough 47 series RE and RH transmissions, the procedure is the same. The cablemust be adjusted to the minimum side of the adjustment. The throttle lever on thetransmission and the throttle plate at engine must move simultaneously. Adjust-ment is made at throttle body. Unsnap the cable from the throttle body. The cableend and the centering ball on the throttle body must line up together. If not, re-lease cable snap-lock and adjust to achieve this measurement.

42/44/46/47/ RH and REThrottle Valve Cable Adjustment

Note: Be sure that as the cable is pulled forward and centeredon the throttle lever stud. Due to the angle at which the cablehousing enters the spring housing, the cable housing may bindslightly and create an incorrect adjustment

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CHRYSLER192

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HONDA / ACURA 193

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HONDA / ACURA194

Honda/Acura Contents

Honda/Acura

NoTCC Lockup When Cold ...... 196

Grinds in Reverse ................... 197

Solenoid Information .............. 198

A4RA, B4RA, M4RA

Harsh Shifts andEngagement Complaints ......... 202

Bushing Damage .................... 204

CVT

CVT Primary Information ........ 205

Start Clutch ........................... 206

Correct Gear Range ................ 207

Fail Safe ................................. 208

Retrieving Codes..................... 209

Fluid Specification.................. 210

Pressure Specifications ........... 211

Stall Speeds ........................... 213

Break in Procedure ................. 214

Noise Idling in Reverse ........... 216

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HONDA / ACURA 195

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HONDA / ACURA196

1996-97 Civic with A24A and Accord with AOYA or MPOA. When ambienttemperature is less than 30°F, the PCM will not allow Lockup. If the coolant tem-perature never exceed 176°F during normal driving, replace the thermostat.

Honda / AcuraTCC does not lockup during coldweather

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HONDA / ACURA 197

1998-up Prelude and Accord units with three shift solenoids and two CPCsolenoids with this concern can be caused by installing the Reverse sleeve upside-down. Make sure that all the Reverse gears are installed correctly.

Honda / AcuraGrinds in Reverse

Reverse Selector Hub

Reverse Selector

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HONDA / ACURA198

Honda / AcuraSolenoid Information97 and Later All except CVT Electrical System

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HONDA / ACURA 199

Position Gear PositionShift Control Solenoid Vavle

A B C

D4, D3

Shifting from N position ON ON ON

Stays in 1st OFF ON ON

Shifting gears between 1st and 2nd ON ON ON

Stays in 2nd ON ON OFF

Shifting gears between 2nd and 3rd ON OFF OFF

Stays in 3rd ON OFF ON

D4Shifting gears between 3rd and 4th OFF OFF ON

Stays in 4th OFF OFF OFF

2 2nd ON ON OFF

1 1st OFF ON ON

RShifting from P and N position OFF ON ON

Stays in reverse OFF ON OFF

P Park OFF ON OFF

N Neutral OFF ON OFF

Honda / AcuraSolenoid Information1997 and Later All (except CVT)

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HONDA / ACURA200

Honda / AcuraSolenoid Information

Lockup Control Valve / Shift Control Solenoid Valve A assmbly

Shift Solenoid B and C resistance (between terminals 1 and 2) = 12-25 ohms.Note: There should be no continuity from the solenoid body to either terminal

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HONDA / ACURA 201

Honda / AcuraSolenoid Information

When checking the solenoids for resistance the resistance is measured at 5ohms from terminal to terminal. If you measure the resistance from the terminalto the housing the resistance will read open.

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HONDA / ACURA202

A common cause for this complaint is a broken CPC valve spring. Thesesprings are availible through the aftermarket. The spring pressure is calibrated byan adjustable spring seat. Record the location and number of turns while remov-ing the spring seat.

Before disassembly it will be necessary to count the number of turns on thespring seat plug to ensure the correct pressure.

A4RA, B4RA, M4RA ModelsHarsh Shifts and EngagementComplaints

Most Fallbetween 3-4Turns

NOTE: Beforedisassembly turn theCPC spring seat incounting the turns inuntil it bottoms out.Simply reverse theorder duringreassembly.

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HONDA / ACURA 203

A4RA, B4RA, M4RA ModelHarsh Shifts and EngagementComplaints

Measure theturns and recordfor reassembly

O-Ring

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HONDA / ACURA204

It is very common for these models to have a bind in Reverse. This problemmay be caused by a worn bushing in the 4th clutch tube. ATRA recommends thatthis bushing be replaced during overhaul.

Honda only services the bushing as part of the support shaft. However theyare availible through the aftermarket

Honda / AcuraBushing Damage

Damaged Bushing area

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HONDA / ACURA 205

Honda Civic HX models starting in 1996 have been using a CVT transmission.Its use of a metal segmented belt and variable width pulleys is similar to theSubaru Justy ECVT.

Forward and reverse rotation is possible by the application of one of twoclutches acting on a Ravigneaux planetary assembly.

Fixed Gear RatiosPlanetary in Reverse ……….. 2.499Secondary………………………… 1.333Final………………………………… 4.357Variable Forward Ratios…….. 2.466-.449

HondaCVT Preliminary Information

Page 215: ATRA 2003 Seminar Manual

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HONDA / ACURA206

The START clutch couples the driven pulley to the secondary gear shaft of thefinal drive gear. The START clutch is released when the vehicle is stopped. As soonas acceleration is needed the START clutch applies. Torque from the driven pulleyis transferred to the final drive gear via the secondary gear shaft.

HondaCVT Information

Start ClutchDrum

Start ClutchHub

SecondaryDrive Gear

Park Gear

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HONDA / ACURA 207

In the forward range, the correct gear ratio for the vehicle is achieved by thedrive and driven pulleys. Pressure to control the width of both pulleys comes fromthe Pressure High-Pressure Low (PH-PL) valve. This valve responds to controlsignal oil from the Shift Control Linear Solenoid.

The PH-PL valve maintains the correct pressure between both drive and drivenpulleys. This is important to keep the belt in contact with both pulleys. At lowspeeds the drive pulley narrows and the belt rides high. At high speeds the drivepulley widens and the belt rides lower. Remember, the PH-PL valve is also makingthe driven pulley width change, but opposite of the drive pulley.

When pressure in both drive and driven pulleys are equal, the belt will ride inthe middle of both pulleys and the ratio will be about 1:1.

HondaCVT Information

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HONDA / ACURA208

When the computer detects a circuit or transmission fault, the “D” light stayson. The transmission will still drive forward and reverse. All solenoids are turnedoff. The only ratio available in failsafe is the high or overdrive ratio. A Pitot tube,located inside a “spinning trough of oil” allows the vehicle to hydraulically applyand release the start clutch.

HondaCVT InformationFail Safe

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HONDA / ACURA 209

HondaRetrieving Codes

Since the transmission starts out in a high ratio, the start clutch generates alot of heat while taking off from a stop. It’s very important to correct and clearcomputer problems as the start clutch will fail under prolonged failsafe operation.

These units have been known to have erratic solenoid and valve body prob-lems, even when no codes are present. To confirm that the unit works in failsafe,unplug the wiring. If the unit starts out in the high range in forward and reverse,suspect a solenoid or computer related problem. If the unit still operates errati-cally, suspect internal pressure, valve body or clutch problems.

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HONDA / ACURA 211

There are 6 pressure ports. Use the following pressure chart to confirm hy-draulic operation. Note: in failsafe the driven pulley pressure may be above500psi.

Pressure Port Gear Selector Accepted psiForward Clutch………....Drive…………………....... 203-253 @ 1,500 rpmReverse Brake………......Reverse…………………... 203-253 @ 1,500 rpmDrive Pulley…………...... Neutral…………………....28-101 @ 1,500 rpmDriven Pulley………….... Neutral…………………….218-334 @ 1,500 rpmLubrication……………....Neutral…………………….Above 30 @ 3,000 rpm

HondaCVT Pressures

Start ClutchPressure Tap(Marked with “SC”)

ATF Dipstick

Reverse BrakePressure Tap(Marked with “LUB”)

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HONDA / ACURA212

HondaCVT Pressures

Forward ClutchPressure Tap(Marked with ‘F’)

Drive PulleyPressure Tap(Marked with “DR”)

Driven PulleyPressure Tap(Marked with “DN”)

Lube Pressure Tap(Marked with “LUB”)

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HONDA / ACURA 213

A stall test can be used to detect problems in the start, forward or reverseclutches. Follow these steps:

1.Block the front wheels and set the parking brake.2.Make sure A/C is off and engine is at operating temperature.3.Connect a tachometer or scan tool to read engine rpm.4.Start engine and select D.5.Apply brakes and fully depress accelerator. Note engine rpm.Do not stall test transmission longer than 6-8 seconds.6.Allow transmission to cool for 2 minutes and repeat test for S, L and R.

Stall SpecificationsGear Range Normal Accepted RangeD 2500rpm 2350-2650rpmL, S & R 3000rpm 2800-3100rpm

RESULTSStall too high in D, L & S Check fluid, filter, Stuck PH

Regulator, Slipping ForwardOr Start Clutches

Stall too high in R Check fluid, filter, Stuck PHRegulator, Slipping ReverseOr Start Clutches

Stall too low in D, L, S & R Engine Output Low, FaultyStart Clutch, Stuck Shift Valve

HondaCVT Stall Speeds

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HONDA / ACURA214

After overhaul of the engine or transmission, or any transmission computerrelated work has been done, the start clutches need to be calibrated.

HondaCVT Break in Procedure

A simplejumper wirecan be usedfor thisprocedure

When the following parts are repaired or replaced, the PCM or TCM mustmemorize the feedback signal for the start clutch control.

• PCM or TCM• Transmission assembly• Lower valve body assembly• Engine assembly or overhaul

Procedure for 1996 model only:

Caution: Do not use this procedure for 1997 and newer vehicles.

1. Engage the parking brake, and block the front wheels securely.

2. Jump the Service Check connector as shown. (The Service CheckConnector is located under the dash on the passenger side of thevehicle.)

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HONDA / ACURA 215

3. Start the engine and warm it up to normal operating temperature (theradiator fan comes on twice.)

4. Fully depress the brake pedal and accelerator for 20 seconds with thegear selector in the D position (full power stall).

5. Shift into N or P. To store the engine negative pressure in memory, letthe engine idle in N or P for one minute under the following conditions:• With the brake pedal depressed.• With the A/C switch off.• With the combination light switch off.• With the heater fan switch off.• Turn OFF all other electrical accessories.

6. Shift into “D” position and let the engine idle for two minutes to store thefeedback signal in memory under the same conditions as in step 5.

7. Connect a scantool and verify the TCM has completed the start clutchcalibration.

NOTE: The TCM will not store the feedback signal when the CVT fluid tempera-ture is below 104° F (40°C) even if the engine coolant temperature reaches normaloperating temperature.

• Repeat these procedures until the start clutch calibration isshown to be completed in scan tool data.

8. Disconnect the jumper from the Service Check Connector.

Procedure for 1997 - 2000 Vehicles:

The TCM (‘97-’98 vehicles) and PCM (‘99 and newer) memorize the feed backsignal when you drive the vehicle as follows:

• After warming up the engine (the radiator fan comes on).• Shift into “D” position.• Turn off all electrical accessories.• Drive the vehicle up to 37 m.p.h. (60 km/h).• After speed reaches 37 mph (60 km/h), release the accelerator

for 5 seconds.

HondaCVT Break in Procedure

Page 225: ATRA 2003 Seminar Manual

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HONDA / ACURA216

A certain amount of noise should be expected while the unit is idling inreverse. You may need to explain what is taking place to a customer who

questions the noise.

Honda / AcuraNoise Idling in Reverse

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217MITSUBISHI

Mitsubishi Contents

EclipseScanner Access .................... 218

Internal Wiring HarnessChanges ............................... 219

R/V4A51Pressure Tap Locationand Specification .................. 220

Air Test Points ...................... 222

No Park Engagement ............ 223

Overheating Problems andFoaming Concerns................ 224

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218 MITSUBISHI

EcpliseScanner Access

On 1995-1998 Eclipse 2.0L vehicles equipped with the 41TE transaxle mustbe scanned using the Domestic Primary Cartridge. The MITSU-1 Y-cable must beconnected to the OBD-II and the Mitsubishi twelve pin diagnostic connector. Per-sonality Key number seven must be installed in the OBD-II adapter. Use VIN#chart below to manipulate the scanner to access codes. It is not necesary to installthe 2nd, 3rd,or 8th digets for the 97-98 cartridges.

1997 and 1998 Primary Cartridge10th...................use actual vehicle VIN#5th.....................U

1999-On Primary Cartridge10th...................use actual vehicle VIN#2nd.....................E3rd......................35th......................U8th......................Y

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219MITSUBISHI

F4A41/42/51Internal Harness Change

The internal harness was changed in September of 2000. The ATF Tempera-ture sensor is now an integral part of the harness. The old harness is still used inthe truck series and the sensor is still availible.

ATF Temperature Resistance (Ohms) 32°F 16.7-20.5K 68°F 7.3-8.9K

104°F 3.4-4.2K176°F 1.0-1.2K212°F .57-0.69K

Part# MR528943

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220 MITSUBISHI

R/V4A51Pressure Tap Location andSpecifications

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kraP 0052 05-03 05-03

esreveR 0052 552-581 552-581 001-57

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raeGts1 0052 551-541 551-541 001-57

raeGdn2 0052 551-541 551-541 001-57

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gnivirdelihwsegnahcraeggnirudISP05-0neewtebyravnacerusserpylpparetrevnoCeuqroT:ETON.deilppatonsiretrevnoCeuqroTehtnehw

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221MITSUBISHI

R/V4A51Pressure Tap Location andSpecifications

Standard Hydraulic Pressure Test

MeasurementCondition Standard Hydraulic Pressure MPa (psi)

SelectorLever

Position

ShiftPositon

EngineSpeed(r/min)

UnderdriveClutch

Pressure(UD)

ReverseClutch

Pressure(RV)

OverdriveClutch

Pressure(OD)

DirectClutch

Pressure(DIR)

Low-Revers-e ClutchPressure

(LR)

SecondBrake

Pressure(2ND)

Reducti-on BrakePressure

(RED)

TorqueConvert-

erPressure

(DR)

P - 2,500 - - - - 0.22 - 0.36(32-52) -

1.01 -1.05

(147 -152)

0.25 -0.39 (37

- 57)

R Reverse 2,500 - 1.27-1.77(185-256) - - 1.27-1.77

(185-256) -

1.27 -1.77

(185 -256)

0.50 -0.70 (73- 101)

N - 2,500 - - - - 0.22 - 0.36(32-52) -

0.22 -0.36 (32-

52)

0.25 -0.39 (37

- 57)

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222 MITSUBISHI

R/V4A51Air Test Points

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223MITSUBISHI

R/V4A51No Park Engagement

The split roll pin used in the park rod assembly may break due to fatigue inthe roll pin. The pin should be inspected during repairs. A ratcheting noise maybe heard while transmission is put into park. A stuck in park may also be noticeddue to the pin breaking and leaving the rod in the transmission tail park leverassembly.

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224 MITSUBISHI

R/V4A51Overheating Problems, FoamingConcerns

Most overheating problems with 1999-2001 model Motero Sports are causedby improper fluid levels. The early dipstick level-full area is difficult to read, be-cause of this, a new dipstick and pan were introduced to lower the level in thepan.

Part# MR593383...Pan, Filter, Dipstick

Part# MR951878...Dipstick O-Ring

NOTE: All of the 1999 models flash the “N” indicator light 2 times per second toindicate overheating conditions. The 2000-2001 two wheel drive models alsouse the “N” indicator. The 2000-2002 four wheel drive models have a seperateATF temperature light.

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NISSAN 225

NOTES:

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NISSAN226

Nissan Contents

RE4F04AHarsh 1-2 Shift ....................... 228

SubaruIdentification ........................... 229

Clutch and Band Application ... 230

Pressure Specifications ........... 231

Pressure Port Identification ..... 232

Case Passage PortIdentification ........................... 234

Solenoid Information ............... 235

Valve Body Information ........... 236

Code Retrieval ......................... 238

4-AT DTC List.......................... 239

Pin Chart ................................ 240

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NISSAN 227

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NISSAN228

Make sure the 1-2 accumulator control check ball is in the correct location.There is another pocket near this one which orifices the 3-2 servo release oil. Butthis pocket has never had a check ball installed here in the RE4F04A units.

NissanHarsh 1-2RE4F04A

No ball here

No ball here

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NISSAN 229

Since 1999, Subaru vehicle are equipped with a modified EC8 transmission.The 2-4 Band is replaced with a 2-4 Brake Clutch. Lockup apply is modulated andcapable in all forward ranges. The accumulators are now part of the valve body.

There are a total of seven solenoids. Four of the solenoids control similarcircuits found in the EC8 transmission. One of the additional solenoids modulatethe Low Clutch (Forward Clutch) apply rate. The other two solenoids modulateand control the 2-4 Brake Clutch and one TFT sensor.

Subaru1999 Subaru 4-AT

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NISSAN230

SubaruClutch and Brake Operation

Subaru

Range LowClutch

HighClutch 2-4 Brake Reverse Low/

ReverseOne-Way

Clutch

Park

R A A

N

D4 A A A

D3 A A

D2 A A

D1 A

M1 A

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NISSAN 231

SubaruPressure Specifications

Pressure Specifications

Main Line At Idle WOT

Selector In D 44-60 psi —

Selector In R — 220-250 psi

Selector In 2 — 164-190 psi

Pressure Specifications

Transfer

TestCondition Selector Pressure

AWD Mode

Idle In Drive 135-158 psi

2/3 Throttle In Drive 31-43 psi

FWD Mode In Park at2000 rpm zero psi

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NISSAN232

SubaruPressure Port Identification

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NISSAN 233

SubaruPressure Port Identification

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NISSAN234

Nissan/SubaruCase Passage Port Identification

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NISSAN 235

SubaruSolenoid Information

Solenoid Information

SolenoidCommand Solenoid No.1 Solenoid No. 2

1st Gear On On

2nd Gear Off On

3rd Gear Off Off

4th Gear On Off

Transmission Connector Pin Colors

Connector Pin No. Circuit Wire Color

1 Solenoid 1 Green

2 Solenoid 2 Yellow

3 Low Clutch Solenoid Gray

4 2-4 Timing Solenoid Black

5 Line Pressure Solenoid Red

6 Transfer Clutch Solenoid Brown

9 2-4 Solenid Yellow/Red

11 ATF Sensor Orange

12 ATF Sensor White

13 Lockup Solenoid Blue

16 Ground Black

These colors are on the transmission side of the connector. The colors are different onthe vehicle harness side.

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NISSAN236

SubaruValvebody Information

2-4 Brake

2-4 Brake

AntiDrainback

High Clutch

Low Clutch

Reverse Orifice

Accumulator Check balls

High Clutch

Middle V/B

Upper V/B

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NISSAN 237

SubaruValvebody Information

Lower V/BSolenoid Feed Screens

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NISSAN238

Codes maybe obtained with a scan tool through the Data Link Connectorlocated behind a cover at the lower dash panel. Codes can also be obtained manu-ally by using the AT Oil Temp Light. Manual code method can only retrieve someof the codes.

Normally the AT Oil Temperature light should stay lit for 2 seconds then goout, after the ignition is switched on. If a malfunction is present, the AT Oil Temp.Light keeps blinking for 8 seconds.

When you complete the following steps, the AT Oil Temperature light willdisplay long and short flashes. The Long flashes will equal the number 10, theshort flashes will equal the number 1.

STEP 1. If light keeps blinking, test drive vehicle above 12 MPHthen stop.

STEP 2. Turn ignition off, then switch ignition on. Place gearselector in 1st.

STEP 3. Turn ignition off and then back on. Move gear selector insequence of 2-1-2-3-D.

STEP 4. The AT Oil Temperature light should now blink codes.

To clear codes, remove No. 4 fuse located in main fuse box behind hood re-lease.

SubaruCode Retieval

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NISSAN 239

DTC DefinitionsAT Temp. Light/OBDII Definition11/P0725 Engine rpm27/P0710 ATF Temp. Sensor31/P1700 TPS33/P0720 VSS No. 236/P0715 TSS38/P1106 or P1106 Engine Torque Signal45/P0100 MAP71/P0753 Shift Solenoid No. 172/P0758 Shift Solenoid No. 273/P1703 Low Clutch Timing Solenoid74/P1704 2-4 Brake Timing Solenoid75/P0748 Line Pressure Solenoid76/P1705 2-4 Brake PWM Solenoid77/P0743 Lockup PWM Solenoid79 Transfer Clutches Solenoid93/P0500` VSS No. 1P0703 Brake SwitchP0705 Range SensorP0731 1st Gear Ratio IncorrectP0732 2nd Gear Ratio IncorrectP0733 3rd Gear Ratio IncorrectP0734 4th Gear Ratio IncorrectP0740 TCC MalfunctionP1115 Engine Torque Control Cut Signal Input HighP1116 Engine Torque Control Cut Signal Input LowP1701 Cruise Control Set Signal IncorrectP1702 Transaxle Diagnosis Input Signal Circuit Input LowP1722 Transaxle Diagnosis Input Signal Circuit Input

HighP1742 Transaxle Diagnosis Input Signal Circuit

MalfunctionAll Other Codes…………………………………………………...Engine Related

SubaruSubaru 4-AT DTC

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NISSAN240

SubaruSubaru TCU Pin Charts

Check with Ignition ON.

Content Connector TerminalNo. Measuring conditions Voltage (V)

Resistanceto body(ohms)

Back-up powersupply B55 6 Ignition switch OFF 10—13 —

Ignition power supplyB54 23 Ignition switch ON (with

engine OFF) 10—13 —B54 24

Inhibitorswitch

"P" rangeswitch B55 23

Select lever in "P" range Less than 1

—Select lever in any otherthan "P" range (except

"N" range)More than 8

"N" rangeswitch B55 22

Select lever in "N" range Less than 1

—Select lever in any otherthan "N" range (except

"P" range)More than 8

"R" rangeswitch B55 17

Select lever in "R" range Less than 1—Select lever in any other

than "R" range More than 8

"D" rangeswitch B55 8

Select lever in "D" range Less than 1—Select lever in any other

than "D" range More than 8

"3" rangeswitch B55 18

Select lever in "3" range Less than 1—Select lever in any other

than "3" range More than 8

"2" rangeswitch B54 10

Select lever in "2" range Less than 1—Select lever in any other

than "2" range More than 8

"1" rangeswitch B54 1

Select lever in "1" range More than 8—Select lever in any other

than "1" range More than 8

Brake switch B55 24Brake pedal depressed More than 10.5

—Brake pedal released Less than 1

AT Oil temp warninglight B54 3

Light On Less than 1—

Light Off More than 9

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NISSAN 241

SubaruSubaru TCU Pin Charts

Check with Ignition ON.

Content Connector TerminalNo. Measuring conditions Voltage (V)

Resistanceto body(ohms)

Throttle position sensor B55 2Throttle fully closed 0.2—1.0

—Throttle fully opened 4..2—4.7

Throttle position sensorpower supply B55 1 Ignition switch ON (with

engine OFF) 4.82—5.3 —

ATR Temperaturesensor B55 11

ATF Temperature 68°F(20°C) 1.6—2.0 2.1k—2.9k

ATF Temperature 176°F(80°C) 0.4—0.9 275—375

Rear vehicle speedsensor B55 3

Vehicle stopped 0450—650Vehicle speed at least

12MPH (20km/h ) More than 1 (AC range)

Front vehicle speedsensor B55 5

Vehicle stopped 0450—650Vehicle speed at least

12MPH (20km/h ) More than 1 (AC range)

Torque converterturbine speed sensor B55 12

Engine idling afterwarmup (D range) 0

450—650Engine idling afterwarmup (N range) More than 1 (AC range)

Vehicle speed outputsignal B55 13 Vehicle speed at most

6MPH (10km/h ) Less than 1< More than —

Engine speed signal B55 4

Ignition switch ON (withengine OFF) More than 10.5

—Ignition switch ON (with

engine ON) 8—11

Cruise set signal B54 11

When cruise control isset (Set lamp ON) Less than 1

—When cruise control isnot set (Set lamp OFF More than 6.5

Torque control signal 1 B54 13 Ignition switch ON (withengine ON) More than 4 —

Torque control signal 2 B54 21 Ignition switch ON (withengine ON) More than 4 —

Torque control cutsignal B54 2 Ignition switch ON 8 —

Intake manifoldpressure signal. B54 20 Engine idling after

warmup 0.4—1.6 —

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NISSAN242

SubaruSubaru TCU Pin Charts

Check with Ignition ON.

Content Connector TerminalNo. Measuring conditions Voltage (V)

Resistanceto body(ohms)

Shift solenoid 1 B54 71st to 4th gear More than 9

10—162nd to 3rd gear Less than 1

Shift solenoid 2 B54 61st to 2nd gear More than 9

10—163rd to 4th gear Lelss than 1

Line pressure duty solenoid B54 9

Ignition switch ON (withengine OFF) Throttle fully

closed after warn-up1.5—4.0

2.0—4.5gnition switch ON (with

engine OFF) Throttle fullyopened after warn-up

Less than 0.5

Lock-up duty solenoid B54 16When lock-up occure More than 8.5

10—17When lock-up is released Less than 0.5

Transfer duty solneoid B54 15

Fuse on FWD switch More than 8.5

10—17Fuse removed from FWDswitch (with throttle fullyopen and with selector

lever in 1st gear)

Less than 0.5

2-4 brake duty solenoid B54 8

Throttle fully closed (withengine OFF) after

warming up1.5—5.0

2.0—4.5Throttle fully open (with

engine OFF) afterwarming up

Less than 0.5

2-4 brake timing solenoid B54 51st gear Less than 1

10—163rd gear More than 9

Low clutch solenoid B54 142nd gear Less than 1

10—164th gear More than 9.1

FWD switch B55 14Fuse removed 6—16 —

Fuse installed Less than 1 —

2-4 brake dropping resistor B54 17

Throttle fully closed (withengine OFF) after

warming upMore than 8.5

2.0—4.5Throttle fully open (with

engine OFF) afterwarming up

Less than 0.5

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NISSAN 243

SubaruSubaru TCU Pin Charts

Check with Ignition ON.

Content Connector TerminalNo. Measuring conditions Voltage (V)

Resistanceto body(ohms)

Line pressure dropping resistor B54 18

Throttle fully closed (withengine OFF) after

warming upMore than 8.5

2.0—4.5Throttle fully open (with

engine OFF) afterwarming up

Less than 0.5

FWD indicator light B54 12Fused ON FWD switch Less than 1

—Fuse removed from FWDswitch More than 9

ABS signal B54 19ABS switch ON Less than 1

—ABS switch OFF 6.5—15

Sensor ground line 1 B55 10 — 0 —

Sensor ground line 2 B55 21 — 0 —

System ground lineB55 19

— 0Less than 1

B55 9 Less than 1

AT diagnosis signal B54 4 Ignition switch ON Less than 1<>More than 4 —

Data link signal (Subaru SelectMonitor) B55 7 — — —

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NISSAN244

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245VOLVO

VOLVOTable Of Contents

AW50-42LECracked Input Drum ........... 246

Hard or Slow EngagementForward and / or Reverse .... 248

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246 VOLVO

A common failure on these units is a cracked input drum. This part is notserviced separately. Besides buying a complete unit from Volvo, the only optionhas been to buy a good used one.

The Difference between the Daewoo drum and the Volvo drum is in the weldarea. The weld area for the new drum from Daewoo has a stepped area fordurability.

AW50-42LECracked Input Drum

DaewooVolvo

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247VOLVO

AW50-42LECracked Input Drum

The Daewoo Leganza also uses a similar FWD AW transmission. Internaltransmission parts for the Leganza are available. The Daewoo part number for theinput drum is 3570150A021. The discount price from a local dealer is about$350.00. This part has the identical dimensions as the Volvo part with theaddition of a widened support flange where the shaft is welded to the drum.

In order to use this input drum, the forward piston has tobe relief cut .065". This relief allows for the additional supportflange of the input drum. We cut a forward piston and foundover .090" of material still left in the piston wall.

The other option is to buy the matching forward piston (part no.3560250A010) and direct piston (part No. 3560650A011) from Daewoo for about$130.00 for both parts.

VolvoRear of Original C1 Clutch

Make sure theseareas are cut to.065” this will allowyou to use the oldpiston assembly withthe new drum.2.825”Diameter0.065” Depth

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248 VOLVO

AW50-42LEHard or Slow Engagemnet Forwardand/or Reverse

This maybe caused by worn seal rings in the rear cover. These rings controlthe oil to the C1 and C2 clutches. The C1 clutch is one of the forward elements.The C2 clutch is one of the reverse elements. Both these clutches are enclosed inthe input shaft and drum. To check the C1 and C2 clutches, attach two pressuregauges to the transmission as shown. Move gear selector to “D”. The C1 clutchpressure should be 57 psi and the C2 clutch pressure stay at zero. Move gearselector to “N”. Wait three seconds and check the pressures again.

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249VOLVO

Move the gear selector to “N”. Wait three seconds and move gear selector to“R”. The C2 pressure gauge should read 85 psi and the C1 pressure stay at zero.Move gear selector to “N”. Wait three seconds and check the pressures again.

If the clutch pressures do not work right, the seal rings or ring support areworn. A new rear transmission cover with a steel ring support is available fromVolvo. The kit part No. is 9463445 and cost about $180.00. This kit includes arear cover, three Teflon rings, an O-ring, a steel washer, four seals and eightmounting bolts.

The rear cover can be replaced with the transmission on the car. Volvoallows their technicians 2.5 hours to R & R the cover.

AW50-42LEHard or Slow Engagemnet Forwardand/or Reverse

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250 VOLVO

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251VOLKSWAGEN

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252 VOLKSWAGEN

Volkswagen Contents096/01MTransaxle Identification ............. 254

Model and TCM Application ....... 255

Clutch Apply Chart ................... 257

Servicing ................................... 258

Pressure and FluidSpecification.............................. 259

Pressure Response Charts ......... 260

Rebuilding Tips ......................... 261

Pump Warpage .......................... 262

Stator Support Thrust Washer ... 263

B1 Clutch.................................. 264

B2 Clutch.................................. 265

Valve Body Identification ........... 266

01M/096 Check BallLocations .................................. 268

Adjusting the Manual Valve ....... 271

Specifications ............................ 272

Scanning for Codes ................... 273

VAG Code Definitions ................ 275

Generic Codes ........................... 277

Kills The Engine in Gear CodeP1582 ....................................... 278

Neutral or Flare on Take Off ...... 279

Momentary 3-4 Bind or Flare ..... 280

Hard or Slide Bumpon the 1-2 Shift ......................... 281

Shuttle Shift1-2, 1-2 or 3-4, 3-4 ................... 282

No Forward Except Manual Low 283

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253VOLKSWAGEN

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254 VOLKSWAGEN

In 1993, VW vehicles used an 096 Phase 2 transaxle. As early as 1994, theO1M transaxle was installed. This transaxle used a different shift strategy andTCC was PWM controlled. The Identification tags can be found on the side of thetransaxle or underneath the filter. The chart below will help you identify the gearratio of the unit you’re working on.

096/01MTransaxle Identification

Gear Ratios 096

2.0L (CNK) 4.222.8L (CFF) 3.70

01M 1.8L (CKX) 4.53

2.0L (CLK, DYK) 4.222.8L (CCB, DCE, ECM) 3.70

Diesel (CK2, ECN) 3.27

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255VOLKSWAGEN

The TCM application is based on the PCM. This is because some TCMsrecieve the TPS signal from ECM. The location of a 4-cylinder engine code isshown here on top of the engine block below the intake manifold, 6-cylinderengine codes are located at the front of the block

Model and TCM Applications

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256 VOLKSWAGEN

Model and TCM Applications

95-962.0L (ABA)USA 01M 927 733 EBCalif 01M 927 733 EA2.8L (AAA)From 1H-S-072 799 01M 927 733 FJFrom 1H-T-000 001 01M 927 733 CB

97-99 2.0L (ABA) 01M 927 733 CA2.8L (AAA) 01M 927 733 CB

(AHU) 01M 927 733 BJJetta

95-96 2.0L (ABA)USA 01M 927 733 EBCalif 01M 927 733 EA or CA2.8L

(Trans. No. F1B-S-XXX XXX) 01M 927 733 FJ(Trans. No. F1H-T-XXX XXX) 01M 927 733 CB

97-98 2.0L (ABA) 01M 927 733 CA2.8L (AAA) 01M 927 733 CB

(ABU) 01M 927 733 BJ99

(ALH) 01M 927 733 CA(ABG) 01M 927 733 CA(APP) 01M 927 733 CA(AWD) 01M 927 733 CA(AWM) 01M 927 733 CA(AVH-ABG) 01M 927 733 CA

Engine Code ……………………………..TCM Part No.Golf1993 2.0L ABA 096 927 731A

2.8L AAA 096 927 731C1994 2.0L ABA 096 927 731BH

2.8L AAA 096 927 731CE1995 2.0L ABA 096 927 731AT

2.8L AAA 096 927 731BA

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257VOLKSWAGEN

Even through the 096 and 01M use the same clutch layout, the elements inuse is different. Note the difference between the 2-3 and 3-4 shifts between the096 phase 2 and the 01M.

Clutch Apply Chart

096 Phase 2

01M Transmission

K1 = Fwd Clutch

K2 = Rev. Input (096); Rev. Input and 3rd Clutch (01M)

K3 = 3/4 (096); 4th Clutch (01M)

B1 = Man. Low and Rev. Brake

B2 = 2nd/4th Brake

F1 = Low Roller

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258 VOLKSWAGEN

There is no dipstick on the Phase 2 096 and 01M transaxles. A standpipe islocated in the oil pan. The oil level is correct when the level of oil in the pan iseven with the top of the standpipe. If the oil is too high, the excess oil will spill outwhen the inspection plug is removed. The following steps must be followed for thelevel to be correct.

Step 1) Make sure the vehicle is level.Step 2) Start the engine and warm it up to about 85-95 degrees F.Step 3) Run the gear selector through all ranges ending in Park.Step 4) Remove the inspection plug.Step 5a) Allow excess oil to run out and replace inspection plug.Step 5b) If needed, remove RED fill cap and add oil.

Order the replacement RED cap under VW 014 301 485 (cost $2.00)Or in a service kit 01M 398 998

The service capacity is about 3 qts (an overhaul takes about 6 qts.)

Servicing

Allowtransmissionoil to run outof the standpipe.

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259VOLKSWAGEN

Pressure and FluidSpecifications

The 096 uses Dextron…..01M requires VW synthetic ATF VW Synthetic ATF G 052 162 A1 (.5L) G 052 162 A2 (1.0L) about $15.00/liter VW Synthetic 75 W90 gear oil G 052 145 AI (.5L) G 052 162 A2 (1.0L)

Use a 0-400 psi pressure gauge.Idle 2000 RPM W/ Wiring Disconnected

D 49-55 146 164R 94-109 334-348

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260 VOLKSWAGEN

Pressure Response ChartsThese charts display the change in line pressure in response to TPS and ve-

hicle speed. Note the drop in pressure during the shift. The pressure can dropdown as low as 60-75 lbs. and then return to line pressure. This is normal. Dur-ing engagements and each shift, the number 5 solenoid is cycled. This solenoidhydraulically operates three orifice control valves. There is one valve for each ofthe following clutches: B2, K1 and K2. Each valve bleeds clutch apply oil back tothe pan. All three orifice control valves operate during all forward shifts. In Re-verse, the number 5 solenoid works to cushion the B1 clutch and the K2 orificecontrol valve cushions the K2 clutch.

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261VOLKSWAGEN

This unit can be a money maker. The owners like driving their VWs, and thesecars hold their resale value. The dealers charge $4,000-5,000 for an exchangeunit plus any computer and/or electrical repairs the car may need. In some areas,the closest dealer maybe 100+ miles away.

The truth is, this unit is very easy to build. Service parts, information andscan tools are now readily available. The aftermarket has or will soon releasereplacement parts for the valve body. Most of the units don’t require any morethan a master kit, filter, a couple of solenoids, a new wire harness, converter anddon’t forget $100.00 in VW ATF (if it’s an 01M). This still leaves at least a $3,000margin. The most common hard part damage seems to be the K3 clutch, thepump and occasionally the planets. The only red herring left is the valve body. Ifit’s worn out or can’t be fixed, the only options would be to spend $500.00 at thedealer or get a guarranted valve body from a supplier.

NOTE: Replace all moulded pistons during overhaul.

01M / 096Rebuilding Tips

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262 VOLKSWAGEN

Pump Warpage

To check for proper clutch operation, air check the clutches stacked on top ofoil pump before disassembly and during reassembly. This checks for leaks in theoil pump assembly.

K1

K2K3

Check for leaksbetween thepump andstator support

01M / 096Rebuilding Tips

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263VOLKSWAGEN

Stator Support Thrust Washer

Always replace the Stator Support thrust washer during the rebuild. Thiswasher retains a major amount of heat and becomes very brittle. Failing to replacethis washer may lead to premature failure of the washer after overhaul and majordamage to the transmission.

01M / 096Rebuilding Tips

Thrust Washer

Stator and Ring Support

The VW partnumber is095-321-285

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264 VOLKSWAGEN

B1 clutch

During the assembly of the B1 clutch make sure to install the diaphragmspring with the cone up. Always be aware of the location of the wave spring. If thewave spring is installed incorrectly a clutch failure or harsh/soft engagementsmay be felt.

01M / 096Rebuilding Tips

WaveSpringLocation

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265VOLKSWAGEN

B2 clutch

During the assembly of the B2 clutch make sure the wave plate is installedagainst the B2 piston.

01M / 096Rebuilding Tips

Make surethe waveplate sitsunder thethickpressureplate

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266 VOLKSWAGEN

Solenoid Description (NXX shown on scanner)#1 N88 = K1/B1 Shift Solenoid (EV1)#2 N89 = B2 Shift Solenoid (EV2)#3 N90 = K3 Shift Solenoid (EV3)#4 N91 = TCC Solenoid (EV4) (Non-PWM on 096 / PWM on 01M)#5 N92 = Shift Apply Feel Solenoid (EV5)#6 N93 = EPC Solenoid (EV6)#7 N94 = 3rd and 4th Control Solenoid (EV7) (O96)#7 N94 = K1 Clutch Kickdown Control Solenoid (EV8) (O1M)

Valve Description

A = Manual Low ValveB = Manual ValveC = TCC Modulator ValveD = K3 Shift ValveE = B1/Shift Control ValveF = K1/B1 Shift ValveG = B2 Shift ValveH = B2 Orifice Control ValveI = 3-4 Regulator ValveJ = 2-3 Regulator Valve (O96)/Blocked (O1M)K = K1 Orifice Control ValveL = K2 Orifice Control ValveM = Boost Control Valve (Not Shown)N = Main PRO = Converter Regulator ValveP = Solenoid Feed Limit ValveQ = Manual 1 Regulator Valve

01M / 096Rebuilding Tips

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267VOLKSWAGEN

01M Valve Body Exploded View

01M / 096Rebuilding Tips

096 Valve First01M Spring First

G

DO

E

I

B

N

F

A

H

C

J

KL

PQ

1

7

5

2

6

43

* M - Not Shown

M*

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268 VOLKSWAGEN

01M Check Ball Locations

Low & ReverseCheckball

B1 OrificeCheckball

B2 ExhaustCheckball

Orifice K1Checkball

K2Checkball

01M / 096Rebuilding Tips

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269VOLKSWAGEN

Check Ball Locations

2-3 Regulator &3-4 Regulatorrelief checkballand spring

01M / 096Rebuilding Tips

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270 VOLKSWAGEN

01M Check Ball Locations

01M / 096Rebuilding Tips

Another way to identify the checkball location is to locate the “Dimples” in theseparator plate. However not all separator plates will have these dimples, locatethe check ball area if a check ball was in the valve body it will surly leave a markon the separator plate.

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271VOLKSWAGEN

Adjusting the Manual Valve

If the line pressure in D is low, but correct in Manual 3, suspect a misadjustedmanual valve. To Adjust the manual valve properly you must first:

1. Select the Park position2. Loosen the Torx screw3. Bottom out the Manual Valve in the Valvebody4. Tighten Torx screw

01M / 096Rebuilding Tips

Manual Valve

ManualValveLever

TorxScrew

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272 VOLKSWAGEN

Rebuild Specifications

Clutch Clearances

B1 5 Clutches .047"

B2 5 or 6 .070"-.076"

K1¹ 5 Plates .060"-.075"

K2¹ 5 Plates .070"-.080"

K3 .010"- .012" / friction

Endplay

Planet geartrain / carrier .009"-.014"

K2 to K1 .023"-.040"

Input shaft .019"-.047"

Torque Specifications

Drive gear hex head nut 184 ft. lbs.

Driven gear nut 184 ft. lbs.

Diff. cover bolt 84 Inch lbs.

Input shaft / Planet bolt 22 ft. lbs.

Manual valve lever screw 35 Inch lbs.

Oil pan bolt 108 Inch lbs.

Oil pump bolt 70 Inch lbs. + ¼ Turn

Transfer gear cover bolt 70 Inch lbs.

Transfer / Pinion shaft sealretainer 150 ft. lbs.

Valve body bolt 44 Inch lbs.

¹ personnel observations

01M / 096Rebuilding Tips

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In order to scan the TCU, you must have a VAG1551/2 or VAG compatiblescanner. VAG stands for Volkswagen Audi Group. Depending on your current shopequipment, you can get one from Ross-Tech for $250.00. Their software is down-loaded into your PC or laptop. AST, BAUM and others, offer similar software orstand alone scanners from $650.00-2,500.00. Or you could take the car to adealer (if they are local) to get codes and scan data.

Electronic DiagnosisScanning for Codes and Data

Why buy a specialized scanner? My current scanner can access the TCU un-der Generic.

Using your current scanner under Generic mode will clear codes and retrieveselect codes. A VAG type scanner will retrieve all codes, display the data streamand reset the TCU base values. These cars are known to have lots of connectorand wiring problems. With a scanner, you can pinpoint the problem. Also, whenthe battery is disconnected, these cars may stay in limp until the TCU is reset orall codes are cleared.

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Limp Mode

Limp mode on a 096 or 01M is 3rd gear in any forward range and Reverse. Inlimp mode, either the D position light stays on no matter where the gear selectoris moved to or all PRNDL positions will light up.

Electronic DiagnosisScanning for Codes and Data (continued)

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Electronic DiagnosisScanning for Codes and Data (continued)

VAG DTC Description00258 Open Or Short to Ground Or Faulty Solenoid No. 100260 Open Or Short to Ground Or Faulty Solenoid No. 200262 Open Or Short to Ground Or Faulty Solenoid No. 300264 Open Or Short to Ground Or Faulty Solenoid No. 400266 Open Or Short to Ground Or Faulty Solenoid No. 500268 Open Or Short to Ground Or Faulty Solenoid No. 600270 Open Or Short to Ground Or Faulty Solenoid No. 700281 Open In Wiring, Faulty Vehicle Speed Sensor (VSS)

Or Impulse Wheel Loose00293 Open In Wiring Or Faulty Transmission Range (TR) Switch00297 Open In Wiring Or Faulty Transmission VSS00300 Open In Wiring Or Faulty Transmission Temperature Sensor00518 Open Or Short In Wiring Or Faulty Throttle Position Sensor 1,2

00529 Open In Wiring, Engine Speed Information Missing00532 Battery Faulty Or Poor Voltage Supply To Solenoid Valves00545 Open Or Short To Ground (No Communication Between

ECM & TCM)

VAG Code Definitions

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00596 Short In Wiring Between Solenoid Valves00638 Open Or Short To Ground (No Communication Between

ECM & TCM)00641 ATF Temperature Too High Or Faulty ATF Temperature

Sensor00652 Gear Ratio Error/Hydraulic Malfunction (Clutch Or Valve

Body Faulty)00660 Open Wiring Or Incorrect Signal From TP Sensor (Faulty TP

Sensor)65535 Faulty TCM

1 - On 6-cylinder or diesel engine models, TP signal is sent throughECM to TCM2 - On vehicles with CAN-Bus system, TCM checks signal from TPsensor only, not TP sensor operation. On Vehicles without CAN-Bussystem, wire to TCM from TP sensor for signal is also checked. If DTCis retrieved from TCM or TP sensor, retrieve ECM DTC and repair first.

Electronic DiagnosisScanning for Codes and Data (continued)

VAG Code Definitions

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Electronic DiagnosisScanning for Codes and Data (continued)

Generic Codes

Use this chart to convert generic codes to VAG codes. Some codes are notavailable under generic mode.

Example: A very common code is 00652 for gear ratio or gear slip code. Only aVAG type scan tool can display this code.

Generic DTC Interchange

Generic VAG DTC DefinitionP0120 16505 (00518) TPSP0501 16885 (00281) VSSP0715 17099 (NA) TSSP0722 17106 (00297) OSSP0725 17109 (00529) RPMP0748 17132 (00268) EPCP0753 17137 (00258) Solenoid 1P0758 17142 (00260) Solenoid 2P0763 17147 (00262) Solenoid 3P0768 17152 (00264) Solenoid 4P0773 17157 (00266) Solenoid 5P1778 18186 (00270) Solenoid 7

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This problem is usually caused by a clogged TCC solenoid #4 or a worn TCCboost valve and sleeve. Since the TCU has the ability to turn lockup on in anyforward gear, a short circuit or bad TCU may also cause the TCC to kill the enginein gear.

01M / 096Kills Engine in Gear and/or EngineCode P1582 (Idle Too Low)

TCC Solenoid and ValveAssembly

# 4

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This is usually caused by no line rise. Using a VAG scanner, make sure thecomputer commands lower amperage during acceleration. If not, check TPS, scanthe PCM and TCM to locate the electrical problem. If the TCU works correctly,replace or clean the# 6 EPC solenoid.

01M / 096Neutral or Flare on Take Off

#6 EPC Solenoid

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If a momentary bind occurs, the K1 clutch may not be exhausting fastenough. Make sure solenoid #1 and solenoid #7 are not plugged. Check the K1shift valve, 3-4 shift control and K1 orifice control valves can stroke freely in theirbores .

If a flare occurs, the B2 or K3 clutch circuits are coming on too slow. If 2nd

gear works good, check solenoid #3 and make sure it’s not plugged. Make surethe K3 shift valve strokes freely in it’s bore. If the K3 shift valve stokes freely andyou still have this problem try installing a lighter shift valve spring. If 2nd gear isalso soft, install a 20-30% stronger B2 orifice control spring.

01M / 096Momentary 3-4 Bind or Flare

# 1# 2

K1 Orifice

# 3

B2 Shift Valve

# 7

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This is a common complaint after overhaul. The driver may have “lived” withthis problem for a long time. It’s usually caused by low line rise or general wear inthe valve body. If this is the only complaint and line rise looks good, turn theboost control valve end cap one turn in. Some builders make a habit of turningthis cap ½ in during overhaul.

01M / 096Hard or Slide Bump 1-2

Turn Boost Sleeve inOne Turn Clockwise

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Feels like high gear starts, then bangs after you start rolling. This is usuallyan installer created problem. The wiring for the speed sensors are easy to crossup. Make sure the turbine speed sensor wires are Green and Red and the OutputSpeed Sensor wires are Yellow and White. A VAG scanner will display MPH whilesitting still.

If the two speed sensors are installed correctly, check the valve body forstuck valves or solenoid malfunctions.

01M / 096Shuttle Shifts 1-2-1-2 or 3-4-3-4

TSS =Green andRed Wires

OSS =Yellow andWhite Wires

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This condition is caused by the K1 clutch not holding. Pull the valve body andair check the K1 clutch. If it air checks, look for a stuck K1 shift valve or plugged#1 solenoid.

01M / 096No Forward Except Manual Low

K1 Shift Valve

#1K1/B1Solenoid

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Reference ContentsConversion Tables ........................................................................................ 286

Resistor Values ............................................................................................. 289

Ohm’s Law.................................................................................................... 290

Electrical Power ............................................................................................ 290

Electrical Formulas ....................................................................................... 291

Resistors in a Series Circuit ...................................................................... 291

Two Resistors in a Parallel Circuit ........................................................... 291

Multiple Resistors in a Parallel Circuit ..................................................... 291

Two Capacitors in a Series Circuit ........................................................... 291

Multiple Capacitors in a Series Circuit ..................................................... 291

Capacitors in a Parallel Circuit ................................................................. 291

Schematic Symbols ....................................................................................... 292

Glossary of Electrical Terms ......................................................................... 294

Abbreviations................................................................................................ 298

Numeric Equivalents .................................................................................... 299

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Conversion TablesArea

Multiply By To ObtainIn² 645.2 mm²

In² 6.452 cm²

In² 0.0069 Ft²

Ft² 0.0929 m²

Ft² 144.0 In²

m² 10.764 Ft²

cm² 0.155 In²

mm² 0.00155 In²

area of a circle = pr²area of a cylinder = pr²h

p = 3.14 r = Radius h = Height

DistanceMultiply By To Obtain

in 25.4 mmin 2.54 cm

mm 0.0394 in

cm 0.3937 in

ft 0.3048 meter

ft 5280.0 miles

meter 3.2808 ftmile 1.6093 km

km 0.6214 mile

PressureMultiply By To Obtain

PSI 0.0703 kg/cm²

PSI 0.0689 bar

PSI 6.8948 kPa

kPa 0.14503 PSI

bar 14.503 PSI

kg/cm² 14.2233 PSI

Hg 34.0136 mbar

mbar 0.0294 Hg

Temperature(F° – 32) x 5 · 9 = C°

(C° x 9 · 5) + 32 = F°

Continued…

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Conversion Tables (continued)Torque

Multiply By To Obtain

in-lbs 0.0833 ft-lbs

in-lbs 0.113 Nm

in-lbs 1.152 kg-cm

ft-lbs 12.0 in-lbs

ft-lbs 1.3558 Nm

ft-lbs 0.138 kg-m

Nm 0.73756 ft-lbs

Nm 8.8507 in-lbs

kg-cm 0.8679 in-lbs

kg-m 7.233 ft-lbs

Volume (Liquid Measure)Multiply By To ObtainQuarts 0.94633 Liters

Pints 0.4732 Liters

Ounces 0.02957 Liters

LIters 1.05672 Quarts

LIters 2.11344 Pints

Liters 33.81497 Ounces

Volume (Cubic Measure)Multiply By To Obtain

Cubic in. (in3) 0.01639 LitersCubic in. (in3) 16.387 Cubic cm (cm3)Cubic in. (in3) 16387.0 Cubic mm (mm3)Liters 61.025 Cubic in. (in3)Cubic cm (cm3) 0.06103 Cubic in. (in3)Cubic mm (mm3) 0.000061 Cubic in. (in3)

WeightMultiply By To Obtain

Grams 0.03527 Ounces

Ounces 28.3495 Grams

Ounces 0.0625 Pounds

Pounds 16.0 Ounces

Pounds 0.0005 Tons

Pounds 0.4536 Kilograms

Tons 2000.0 Pounds

Tons 907.18 Kilograms

Kilograms 2.20462 Pounds

Kilograms 0.001102 Tons

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Conversion Tables (continued)

* The voltage values are based on a 14-volt system voltage. Variations from this level will affectall of the voltage readings.

Duty Cycle/Dwell/VoltageDuty Cycle (%) Degrees Dwell

Voltage*Feed Controlled Ground Controlled 4-Cyl Scale 6-Cyl Scale 8-Cyl Scale100 0 90.0 60 45.00 14.095 5 85.5 57 42.75 13.390 10 81.0 54 40.50 12.685 15 76.5 51 38.25 11.980 20 72.0 48 36.00 11.275 25 67.5 45 33.75 10.570 30 63.0 42 31.50 9.865 35 58.8 39 29.25 9.160 40 54.0 36 27.00 8.455 45 49.5 33 24.75 7.750 50 45.0 30 22.50 7.045 55 40.5 27 20.25 6.340 60 36.0 24 18.00 5.635 65 31.5 21 15.75 4.930 70 27.0 18 13.50 4.225 75 22.5 15 11.25 3.520 80 18.0 12 9.00 2.815 85 13.5 9 6.75 2.110 90 9.0 6 4.50 1.45 95 4.5 3 2.25 0.70 100 0.0 0 0.00 0.0

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Resistor Values

12345123451234512345123451234512345123451234512345123451234512345123451234512345123451234512345123451234512345

1234123412341234123412341234123412341234123412341234123412341234123412341234123412341234

12345123451234512345123451234512345123451234512345123451234512345123451234512345123451234512345123451234512345

123412341234123412341234123412341234123412341234123412341234123412341234123412341234

So if the bands are: The resistor value is:

Blue Green Yellow Silver6 5 0,000 ±10% = 650 kΩ, ±10%

Red Violet Brown Gold2 7 0 ±5% = 270 Ω, ±5%

White Orange Violet Plain9 3 0,000,000 ±20% = 930 MΩ, ±20%

If you can read the bands on a ceramic resistor, you can determine its resistance value and its tolerance:

• The first two bands indicate the first two digits of its resistance value.• The third band indicates the number of zeros to add.• The fourth band indicates the tolerance.

Brown1%

Resistance ValuesColor 1st Band 2nd Band 3rd Band 4th Band

Black 0 0 0 —

Brown 1 1 1 —

Red 2 2 2 —

Orange 3 3 3 —

Yellow 4 4 4 —

Green 5 5 5 —

Blue 6 6 6 —

Violet 7 7 7 —

Gray 8 8 8 —

White 9 9 — —

Brown — — — 1%

Gold — — — 5%

Silver — — — 10%

Plain — — — 20%

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Ohm’s Law

VOLTS

AMPS OHMS

WATTS

VOLTS AMPS

With Ohm’s Law, as long as you have any two circuit values,you can easily calculate the third:

Volts ÷ Amps = Ohms

Volts ÷ Ohms = Amps

Amps x Ohms = Volts

Electrical Power

A measurement of power developed in an electrical circuit.

Just like with Ohm’s Law, whenever you have two measure-ments, you can calculate the third.

Watts ÷ Volts = Amps

Watts ÷ Amps = Volts

Volts x Amps = Watts

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Electrical FormulasResistors in a Series Circuit

RTOTAL = R1 + R2 + R3 …

Two Resistors in a Parallel Circuit

RTOTAL=

R1 x R2

R1 + R2

Multiple Resistors in a Parallel Circuit

1RTOTAL

= 1 + 1 + 1R1 R2 R3 …

Two Capacitors in a Series Circuit

CTOTAL=

C1 x C2

C1 + C2

Multiple Capacitors in a Series Circuit

1CTOTAL

= 1 + 1 + 1C1 C2 C3 …

Capacitors in a Parallel Circuit

CTOTAL = C1 + C2 + C3 …

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Schematic Symbols

Battery Power Ground

Connected Wires Unconnected Wires

Fuse Circuit Breaker Bulb Meter

NC Switch NO Switch NC Switch NO Switch

Pushbutton Switches On/Off Switches

Transformer (Coil) Relay

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Schematic Symbols (continued)

Fixed Resistor Variable Resistor Potentiometer

Diode Zener Diode LED Photodiode

Fixed Capacitor Fixed Capacitor (Polarized) Variable Capacitor

NPN Transistor PNP Transistor Phototransistor

Crystal

+

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Ammeter — Electrical test device that measurescurrent flow in a circuit. Displays measure-ment in amperes, or amps.

Amperage — Measurement of current flow in acircuit.

Amperes; Amps — Unit of measurement for read-ing current flow. Amperage is actually areading of how many electrons are movingthrough a circuit at any given moment. Oneamp is the amount of current that one voltwill push through one ohm of resistance.

Analog Meter — Measurement device that providesreadings using a needle, instead of a digitaloutput. Analog meters measure constantly, sothe reading you see is the value taking placeright now. But analog meters tend to be lessaccurate than digital meters, and the readingonly updates as quickly as the needle canmove.

B+ — Battery power.

Closed Circuit — A complete electrical path thatprovides the means for electricity to performwork. A closed circuit allows current to flowfrom its source, through the resistances, andback to its source.

Computer — Also controller; microprocessor.Device that provides the commands neces-sary to operate the engine or transmission,based on inputs from a series of sensors andswitches.

Controller — See Computer.

Conventional Electrical Theory — Electricalcircuit model which indicates that electricalflow is from positive to negative. Morerecent studies show that electrons actuallyflow from negative to positive, but most textsstill prefer to use the conventional model.

Current — Electron flow through a circuit, currentis measured in amps.

De-energize — To turn off, or shut down a circuit orcomponent.

Digital — On/off signal. A series of pulses that areeither on or off, which provide informationby varying frequency, or which control acircuit by varying frequency, duty cycle oron-time.

Digital Multimeter — Also DMM; DVOM; DigitalVolt-Ohmmeter. Electrical device that pro-vides measurements of electrical circuits,using a digital display. Digital meters andoscilloscopes read a circuit through sam-pling; how accurate your measurement isdepends on how many samples the metertakes per second.

Digital Volt-Ohmmeter — See Digital Multimeter.

Distributorless Ignition System — Also ElectronicIgnition. A type of ignition that doesn’t use adistributor to provide spark to the cylinders.These systems usually provide spark througha process known as “wastespark”; a processwhich provides spark to two cylinders atonce. One cylinder fires; the other receivesspark on its exhaust stroke — that cylinder’sspark is “wasted.” Ford uses this term toidentify one of its electronic ignition system.

Diode — An electrical one-way shutoff valve. Adiode is a semiconductor, designed to allowcurrent flow in one direction, but not in theother direction. These devices are commonlyused to control the spark that develops whenan electromagnetic coil de-energizes, and themagnetic field collapses.

Duty Cycle — A signal that varies its relationshipbetween on-time and off-time. Duty cyclesignals usually control a computer outputdevice, such as an electronic pressure controlsolenoid: The longer the signal on-time, thelonger the solenoid remains open, so thelower mainline pressure becomes.

Continued…

Glossary of Electrical Terms

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Electrostatic Discharge — Electrical potential thatreleases suddenly; the “shock” you feel whenyou touch a doorknob on a dry day is electro-static discharge. That “shock” can damage ordestroy electronic components. That’s whyit’s important to take precautions — wear astatic strap, never touch the terminals, etc. —when working with electronic devices.

Energize — To turn on a circuit or component;provide with power and ground, to enable anelectrical device to operate.

Engine Control Module — Also ECM. SAE J-1930term for a device that controls only engineoperation. See also PCM, TCM, Computer.

Frequency — The number of complete oscillations,or cycles, that occur each second. Measuredin Hertz.

Ground — The return side of an electrical circuit, asdefined by the conventional electrical theory.More recent studies show that electronsactually flow in the opposite direction of thatshown by conventional theory, but it’s stillthe most common model for electrical cir-cuits.

Grounded Circuit — An electrical circuit failurethat keeps the circuit energized all the time,regardless of switch or relay position. Alsoknown as a short-to-ground.

Hertz — Also Hz. Unit of measurement for fre-quency; the number of complete cycles thattake place in one second. A signal that re-peats itself 20 times every second has afrequency of 20 Hertz.

High Impedance — Having high resistance toelectrical flow. Usually used to describeelectrical meters. When used to test anelectronic circuit, a low impedance meterwould affect the characteristics of the circuit.The higher the meter’s impedance, the lesseffect it will have on the circuit, so the less

change it will make to the circuit operationwhen connected.

Intermittent — Taking place in an irregular orunpredictable cycle. An intermittent problemor failure may happen one moment, then notbe there the next. That’s why intermittentfailures are often difficult to isolate.

Light-Emitting Diode — Also LED. A semiconduc-tor that lights when energized, much like alight bulb. But, unlike a light bulb, an LEDrequires very little current, and that currentflow must be in a specific direction, or theLED won’t light.

Microprocessor — See Computer.

Ohm — Unit of resistance measurement. It takesone volt to push one amp of current throughone ohm resistance.

Ohmmeter — Electrical device for measuringresistance in a circuit or component.

Ohm’s Law — Principle that defines the relation-ship between pressure (voltage), flow (am-perage) and resistance (ohms). Ohms x Amps= Volts; Volts ¸ Ohms = Amps; Volts ÷ Amps= Ohms.

Open Circuit — An incomplete electrical path thatwon’t provide the means for electricity toperform work. An open circuit preventscurrent flow, so the circuit won’t operate.

Oscilloscope — An electrical test device that mapsvoltage changes in a circuit over a specificamount of time. An oscilloscope displays thevoltage signal as a picture, to show howvoltage changes through the component’soperating cycle.

Parallel Circuit — An electrical circuit designed withmultiple paths through the circuit, so that notall of the current must pass through all of theloads in the circuit. If one leg of a parallelcircuit opens, it won’t prevent the other legs

Continued…

Glossary of Electrical Terms (cont)

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from operating.

Potentiometer — A three-wire sensor that modifiesa voltage signal based on movement orposition. Potentiometers receive a regulatedvoltage signal to one end of a resistor, andground to the other; a wiper slides along theresistor, and picks up the voltage signal,based on its position along the resistor.

Powertrain Control Module — Also PCM. SAE J-1930 term for a computer that controls engineand transmission operation. A PCM may alsocontrol other systems, including cruise con-trol, A/C system, antilock brakes, etc., but itmust control engine and transmission to becalled a PCM. See also ECM, TCM.

Pulse Generator — An AC generator that developsa frequency signal that varies with the rota-tional speed of an internal transmissioncomponent, such as a sun shell, turbine shaftor output ring gear. The computer uses thissignal to measure the component’s RPM.From this, the computer can determine whento shift, when a shift is complete, or if aclutch is slipping.

Pulse Width Modulated — Also PWM. A signalthat varies its relationship between on-timeand off-time. Pulse width modulated signalsusually control a computer output device,such as an electronic pressure control sole-noid: The longer the signal on-time, thelonger the solenoid remains open, so thelower mainline pressure becomes. See DutyCycle.

Relay — An electrical device that allows a lowcurrent circuit to control a high currentcircuit. Energizing a relay energizes anelectromagnet, which opens or closes a set ofcontacts, to provide power or ground to acircuit that would normally require too muchcurrent for the device controlling the circuit.

Resistance — The ability of a circuit or device to

reduce or limit current flow.

Resistor — A device that limits or reduces currentflow in a circuit.

Sensor — A device that provides signals to thecomputer, based on engine or transmissionoperating conditions. The computer usesthese signals to control engine operationmore precisely.

Serial Data — A digital signal from the computer, tocommunication information with othercomputers or scan tools. Scan tools canprovide the actual sensor readings the com-puter sees, and outputs from the computer, byinterpreting serial data signals.

Series Circuit — An electrical circuit in which all ofthe loads are wired end to end, in such a waythat forces all of the current passing throughthe circuit to travel through all of the loads. Ifone load in a series circuit opens, it willprevent the other loads from operating.

Short Circuit — An electrical circuit without theresistance necessary to operate properly.Because of this lost resistance, these circuitswill often burn up, unless protected by a fuseor circuit breaker. Not to be confused with agrounded circuit.

Shrink Tubing — An insulating material thatshrinks to seal a connection when you applyheat.

Solenoid — An electrical device that turns electricalsignals into movement or work. Solenoidscan control lever movement, such as throttlekickers, or can control vacuum or hydraulicflow. The solenoids you’ll most likely bedealing with open and close to control hy-draulic flow, to allow the transmission toshift gears, control lockup, and control linepressure.

Glossary of Electrical Terms (cont)

Continued…

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Thermistor — A semiconductor that varies resis-tance based on temperature. There are twotypes of thermistor: negative temperaturecoefficient (NTC) and positive temperaturecoefficient (PTC). The NTC thermistor ismore common — as the temperature goes up,its resistance goes down.

Transistor — A semiconductor that operates as anelectronic “relay.” Transistors allow a lowcurrent circuit to control power or ground toa high current circuit.

Variable Resistor — A one- or two-wire sensor thatmodifies a voltage signal based on stress ortemperature. Thermistors are the most com-mon type of variable resistor in today’s carsand trucks.

Voltage — The pressure in an electrical system, thatpushes current through the circuit. One voltof pressure is necessary to push one amp ofcurrent through one ohm of resistance.Sometimes called the circuit’s potential.

Voltmeter — Electrical test device that measures thevoltage potential in a circuit. Displays itsreading in volts.

Glossary of Electrical Terms (cont)

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Abbr. DescriptionA AmmeterAC Alternating currentB, b Base electrode, units with single base°C Degrees Celsius or centigradeC Capacitance, capacitorC, c Collector electrodecm Centimetercu Cubicdb DecibelsDC Direct currentdm DecimeterDPDT Double-pole, double-throw switchDPST Double-pole, single-throw switchE, e Emitter electrodeE, e Voltagemf Microfarad°F Degrees FahrenheitF, f Frequencyflu FluidFM Frequency modulationg Gramgnd, grd GroundHg MercuryHz HertzI CurrentIB Base current (DC)IC Collector current (DC)IE Emitter current (DC)k x1000kg KilogramskHz Kilohertz

Abbr. DescriptionkV KilovoltkW KilowattkWH Kilowatt hourlb PoundM Mega; x1,000,000m Milli; one-one thousanth; 1/1000; 0.001mf, mfd MicrofaradMHz Megahertzmm MillimeterNC Normally closedNm Newton-meterNO Normally openR Resistance; resistorSPDT Single-pole, double-throw switchSPST Single-pole, single-throw switcht TimeT TemperatureV, v Volt; voltmeterVBB Base supply voltage (DC)VBC Base-to-collector voltage (DC)VBE Base-to-emitter voltage (DC)VCB Collector-to-base voltage (DC)VCC Collector supply voltage (DC)VCE Collector-to-emitter voltage (DC)VEB Emitter-to-base voltage (DC)VEC Emitter-to-collector voltage (DC)vee Emitter supply voltage (DC)vF Forward voltage (DC)W Watt; workw Wattwh, whr Watt-hour

Abbreviations

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Decimal Fraction Drill TapInches Inches Millimeters Size Size

0.0078 1/128 0.19810.0135 0.3429 800.0145 0.3683 790.0156 1/16 0.39620.0160 0.4064 780.0180 0.4572 770.0200 0.5080 760.0210 0.5334 750.0225 0.5715 740.0234 3/128 0.59440.0240 0.6096 730.0250 0.6350 720.0260 0.6604 710.0280 0.7112 700.0292 0.7417 690.0310 0.7874 680.0312 1/32 0.79250.0320 0.8128 670.0330 0.8382 660.0350 0.8890 650.0360 0.9144 640.0370 0.9398 630.0380 0.9652 620.0390 5/128 0.9906 610.0400 1.0160 600.0410 1.0414 590.0420 1.0668 580.0430 1.0922 570.0465 1.1811 560.0469 3/64 1.1913 0-80 NF0.0520 1.3208 550.0547 7/128 1.38940.0550 1.3970 540.0595 1.5113 53 1-64 NC

1-72NF0.0625 1/16 1.58750.0635 1.6129 520.0670 1.7018 510.0700 9/128 1.7780 50 2-56 NC

2-64 NF0.0730 1.8542 490.0760 1.9304 480.0781 5/64 1.98370.0785 1.9939 47 3-48 NC0.0810 2.0574 460.0820 2.0828 45 3-56 NF0.0860 11/128 2.1844 44 4-36 NS0.0890 2.2606 43 4-40 NC0.0935 2.3749 42 4-48 NF0.0938 3/32 2.3825 1/8-32 NC0.0960 2.4384 410.0980 2.4892 40 3mm - 0.500.0995 2.5273 390.1015 2.5781 38 1/8-40NF

5-40NC0.1016 13/128 2.58060.1040 2.6416 37 5-44 NF0.1065 2.7051 36 6-32 NC0.1094 7/64 2.77880.1100 2.7940 350.1110 2.8194 34 6-36 NS

Decimal Fraction Drill TapInches Inches Millimeters Size Size

0.1130 2.8702 33 6-40 NF0.1160 2.9464 320.1172 15/128 2.97690.1200 3.0480 31 6-48 NS0.1250 1/8 3.17500.1285 3.2639 300.1328 17/128 3.37310.1340 3.4036 4mm - 0.70

4mm - 0.750.1360 3.4544 29 8-32 NC

8-36 NF0.1405 3.5687 28 8-40 NS0.1406 9/64 3.57120.1440 3.6576 270.1470 3.7338 26 3/16-24 NC0.1476 3.7500 4.5mm - 0.750.1484 19/128 3.76940.1495 3.7973 25 10-24 NC0.1520 3.8608 240.1540 3.9116 230.1563 5/32 3.97000.1570 3.9878 22 3/16-32 NF0.1590 4.0386 21 10-32 NF0.1610 4.0894 200.1641 21/128 4.16810.1650 4.1910 5mm - 0.900.1660 4.2164 190.1690 4.2926 5mm - 0.800.1695 4.3053 180.1719 11/64 4.36630.1730 4.3942 170.1770 4.4958 16 12-24 NC0.1797 23/128 4.56440.1800 4.5720 150.1653 4.2000 5.5mm - 0.800.1820 4.6228 14 12-28 NF0.1850 4.6990 13 12-32 NEF0.1875 3/16 4.76250.1890 4.8006 120.1910 4.8514 110.1935 4.9149 10 14-20 NS0.1953 25/128 4.96060.1960 4.9784 90.1990 5.0546 80.2010 5.1054 7 1/4-20 NC

14-24 NS0.2031 13/64 5.15870.2040 5.1816 60.2050 5.2070 6mm - 1.000.2055 5.2197 50.2090 5.3086 4 1/4-24 NS0.2109 27/128 5.35690.2130 5.4102 3 1/4-28 NF0.2188 7/32 5.5575 1/4-32 NEF0.2210 5.6134 20.2266 29/128 5.75560.2280 5.7912 1 1/4-40 NS0.2340 5.9436 A0.2344 15/64 5.95380.2380 6.0452 B0.2400 6.0960 7mm - 1.00

Numeric Equivalents

Page 309: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR300

Decimal Fraction Drill TapInches Inches Millimeters Size Size

0.2420 6.1468 C0.2422 31/128 6.15190.2460 6.2484 D0.2500 1/4 6.3500 E0.2570 6.5278 F 5/16-18 NC0.2578 33/128 6.54810.2610 6.6294 G0.2656 17/64 6.74620.2660 6.7564 H0.2720 6.9088 I 8mm - 1.25

5/16-24 NF0.2734 35/128 6.94440.2770 7.0358 J0.2800 7.1120 8mm - 1.000.2810 7.1374 K0.2813 9/32 7.1450 5/16-32 NEF0.2891 37/128 7.34310.2900 7.3660 L0.2950 7.4930 M0.2969 19/64 7.54130.3020 7.6708 N0.3047 39/128 7.73940.3110 7.8994 9mm - 1.250.3125 5/16 7.9375 3/8-16 NC0.3160 8.0264 O0.3190 8.1026 9mm - 1.000.3203 41/128 8.13560.3230 8.2042 P0.3270 8.3058 9mm - 0.750.3281 21/64 8.33370.3320 8.4328 Q 3/8-24 NF0.3359 43/128 8.53190.3390 8.6106 R 1/8-27 NPT0.3430 8.7122 10mm - 1.500.3438 11/32 8.73250.3480 8.8392 S0.3500 8.8900 10mm - 1.250.3516 45/128 8.93060.3580 9.0932 T 10mm - 1.00.3594 23/64 9.12880.3672 47/128 9.32690.3680 9.3472 U 7/16-14 NC0.3750 3/8 9.52500.3770 9.5758 V0.3820 9.7028 11mm - 1.500.3828 49/128 9.72310.3860 9.8044 W0.3906 25/64 9.9212 7/16-20 NF0.3970 10.0838 X0.3984 51/128 10.11940.4040 10.2616 Y0.4063 13/32 10.32000.4130 10.4902 Z 12mm - 1.750.4141 53/128 10.51810.4210 10.6934 12mm - 1.500.4219 27/64 10.7163 1/2-13 NC0.4290 10.8966 12mm - 1.250.4297 55/128 10.91440.4375 7/16 11.1125 1/4-18NPT0.4453 57/128 11.3106

Decimal Fraction Drill TapInches Inches Millimeters Size Size

0.4531 29/64 11.5087 1/2-20 NF1/2-24 NS

0.4609 59/128 11.70690.4688 15/32 11.90750.4766 61/128 12.10560.4800 12.1920 14mm - 2.000.4844 31/64 12.3038 9/16-12 NC0.4922 63/128 12.50190.5000 1/2 12.7000 14mm - 1.500.5039 12.8000 14mm - 1.250.5156 33/64 13.0962 9/16-18 NF0.5312 17/32 13.0962 5/8-11 NC0.5469 35/64 13.89130.5590 14.2000 16mm - 2.000.5625 9/16 14.28750.5781 37/64 14.6837 5/8-18NF

3/8-18NPT0.5787 14.7000 16mm - 1.500.5938 19/32 15.0825 11/16-11 NS0.6094 39/64 15.47880.6220 15.8000 18mm - 2.500.6250 5/8 15.8750 11/16-16 NS0.6406 41/64 16.27120.6562 21/32 16.6675 3/4-10 NC0.6614 16.8000 18mm - 1.500.6719 43/64 17.06630.6875 11/16 17.4625 3/4-16NF0.7008 17.8000 20mm - 2.500.7031 45/64 1/2-14 NPT0.7187 23/32

0.7344 47/64

0.7500 3/40.7656 49/64 7/8-9 NC0.7812 25/32

0.7969 51/64

0.8125 13/16 7/8-14 NF0.8228 20.9000 22mm - 1.500.8281 53/64 7/8-18 NS0.8425 21.4000 24mm - 3.000.8437 27/32

0.8594 55/64

0.8750 7/8 1-8 NC0.8779 22.3000 24mm - 2.000.8906 57/64

0.9062 29/32

0.9219 59/64 1-12 NF3/4-14 NPT

0.9375 15/16 1-14 NS0.9531 61/64

0.9687 31/32

0.9844 63/64

1.0000 1

Numeric Equivalents (continued)

Page 310: ATRA 2003 Seminar Manual

© 2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR 301

Page 311: ATRA 2003 Seminar Manual

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2003 TECHNICAL SEMINAR302