Rear-Wheel Drive Automatic Transmission Repair

automatic
transmission
rear-wheel drive
automatic transmission
repair
student reference book
COURSE CODE: 37S06T0
ORDER NUMBER: FCS-13883-REF
September 2, 2004
Ford Customer Service Division
Technical Training
Course 37S06T0, Slide 1
Appropriate service methods and proper repair procedures are essential for the
safe, reliable operation of all motor vehicles, as well as the personal safety of the
individual doing the work.
This document provides general directions for accomplishing service and repair
work with tested, effective techniques. Following them will help assure reliability.
There are numerous variations in procedures, techniques, tools, and parts for
servicing vehicles, as well as in the skill of the individual doing the work. This
document cannot possibly anticipate all such variations and provide advice or
cautions as to each. Accordingly, anyone who departs from instructions provided in
this document must first establish that he compromises neither his personal safety
nor the vehicle integrity by his choice of methods, tools or parts.
As you read through the shop manual procedures, you will come across NOTES,
CAUTIONS, and WARNINGS. Each one is there for a specific purpose. NOTES
give you added information that will help you to complete a particular procedure.
CAUTIONS are given to prevent you from making an error that could damage the
vehicle. WARNINGS remind you to be especially careful in those areas where
carelessness can cause personal injury. The following list contains some general
WARNINGS that you should follow when you work on a vehicle.
Always wear safety glasses for eye protection.
Use safety stands whenever a procedure requires you to be under the vehicle.
Be sure that the ignition switch is always in the OFF position, unless otherwise
required by the procedure.
Set the parking brake when working on the vehicle. If you have an automatic
transmission, set it in PARK unless instructed otherwise for a specific service
operation. Operate the engine only in a well-ventilated area to avoid the danger of
carbon monoxide.
Keep yourself and your clothing away from moving part when the engine is running,
especially the fan and belts.
To prevent serious burns, avoid contact with hot metal parts such as the radiator,
exhaust manifold, tail pipe, catalytic converter and muffler.
Do not smoke while working on the vehicle.
To avoid injury, always remove rings, watches, loose hanging jewelry, and loose
clothing before beginning to work on a vehicle. Tie long hair securely behind your
head.
Keep hands and other objects clear of the radiator fan blades. Electric cooling fans
can start to operate at any time by an increase in under hood temperatures, even
though the ignition is in the OFF position. Therefore, care should be taken to ensure
that the electric cooling fan is completely disconnected when working under the
hood.
The Automatic Transmission Curriculum consists of 8 courses addressing automatic
transmission theory of operation, diagnosis, and service. Each course in the
curriculum is a building block for the next course in the curriculum.
This curriculum is designed for technicians who want to learn the methods and
techniques to properly diagnose and service automatic transmission systems and
components. The skills and knowledge gained from this curriculum will enable
technicians to pursue training in other service specialty areas.
The Automatic Transmission Update course is a Web-based Training (WBT) course
designed as an ongoing source of information on new transmissions/transaxles.
The course is required for currently certified technicians. New technicians do not
have to take it.
Currently this course addresses the TorqShift transmission. Future versions of the
course will cover new content.
All technicians will be required to take future versions of the Automatic Transmission
Update course to remain certified.
Technicians will be notified of need to take the course by electronic field
communication. When technicians take the course, it sets the time clock for when
they have to take the next update course.
The Automatic Transmission Curriculum consists of 8 courses addressing automatic
transmission theory of operation, diagnosis, and service. Each course in the
curriculum is a building block for the next course in the curriculum.
This curriculum is designed for technicians who want to learn the methods and
techniques to properly diagnose and service automatic transmission systems and
components. The skills and knowledge gained from this curriculum will enable
technicians to pursue training in other service specialty areas.
In a RWD vehicle, power flow starts at the input shaft and is selectively directed
through various hydraulic apply components and into the planetary gear set
elements. After the gear set, the power flow passes through other apply
components, into the output shaft and then out of the transmission.
The 5R55E is a synchronized 5-speed automatic transmission. The 5R44E is a
variant of this design used in lower torque applications.
5R55W (short run in 2002 Mountaineer and Explorer) (synchronized with .75
Overdrive)
5R55S (synchronized with .71 Overdrive) (2003 LS, Thunderbird, Aviator,
Mountaineer and Explorer)
5R55N (non-synchronized with .75 Overdrive) (2000-2002 LS, 2002 Thunderbird)
The 5R55E has the following features:
five forward speeds
electronic shift, pressure, and torque converter clutch controls
three compound planetary gear sets
three bands
three multi-plate clutches
two one-way clutches
All hydraulic functions are directed by electronic solenoids. The solenoids control:
engagement feel
shift feel
shift scheduling
modulated torque converter clutch (TCC) applications
timing of the 3-2 torque demand and kick-down shift
engine braking (with O/D cancelled) utilizing the coast clutch
manual 1
st
timing
The torque converter is a four-element device:
Impeller assembly
Turbine assembly
Reactor assembly
Clutch and damper assembly
The standard torque converter components operate as follows:
Rotation of the converter housing and impeller set the fluid in motion.
The turbine reacts to the fluid motion from the impeller, transferring rotation to the
gear train through the input shaft.
The reactor redirects fluid going back into the impeller, allowing for torque
multiplication.
The clutch and damper assembly dampens power train torsional vibration and
provides a direct mechanical connection for improved efficiency.
Power is transmitted from the torque converter to the planetary gear sets and
other components through the input shaft.
The main control valve body and related components are part of the pressure side of
the hydraulic system. It consists of the solenoids, the valve body assembly and the
separator plate. These components combine to convert electrical signals into
hydraulic actions.
All valves in the main control assembly are anodized aluminum and cannot be
sanded, filed, or dressed in any other way. Any damage to the valves, that prevents
or restricts their movement, requires replacement of the entire main control valve
body.
The valves are anodized to reduce corrosion and scuffing.
The 5R55E has three planetary gear sets.
The front planetary gear set
The forward planetary gear set
The low/reverse planetary gear set
The planetary gear front carrier is driven by the input shaft.
The front planetary gear set carrier drives the center shaft via the overdrive one-
way clutch in 1st, 3rd and 4th gears.
In 2nd, the front sun gear is held causing the pinion gears to rotate around the
front sun gear. The pinion gears in turn drive the front ring gear and, with the
front band applied, results in a 2nd gear ratio of 1.87 to 1.
In 5th, the front sun gear is held causing the pinion gears to rotate around the
front sun gear.
The pinion gears in turn drive the front ring gear and, with the front band applied,
results in a 5th (overdrive) gear ratio of 0.75 to 1.
The front planetary gear set is internally splined to the coast clutch for engine
braking.
The forward planetary gear set is splined to the output shaft.
The forward planetary gear set is driven by the forward ring gear when the
forward clutch is applied.
The forward planetary gear set pinions drive the forward sun gear.
The forward sun gear is splined to the input shell.
The low/reverse planetary gear set is connected to the reverse brake drum by lugs
from the low/reverse brake drum to the lugs of the low/reverse planetary gear set.
The low/reverse planetary gear set is driven by the forward sun gear which is
splined to the input shell.
The splines of the forward sun gear drive the pinions in the low/reverse planetary
gear set.
The pinions of the low/reverse planetary gear set drive the output shaft ring gear
and output shaft hub which is splined to the output shaft.
The low/reverse planetary gear set is held via the low one-way clutch in the
low/reverse brake drum, when the low/reverse band is applied.
The TorqShift automatic transmission is designed for high torque applications in rear
wheel drive and four wheel drive vehicles. It features:
six forward speeds
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
This transmission is equipped with a remote transmission fluid filter. This filter
passes ten percent of the transmission fluid from the transmission through a small
orifice into a serviceable filter element. The filtered fluid is then directed back into the
rear lube circuit through the large opening in the remote manifold.
Consult the owners manual for servicing intervals.
The torque converter is a standard four-element device:
impeller assembly
turbine assembly
reactor assembly
clutch and damper assembly
The standard torque converter components operate as follows:
Rotation of the converter housing and impeller set the fluid in motion.
The turbine reacts to the fluid motion from the impeller, transferring rotation to the
gear train through the input shaft.
The reactor redirects fluid going back into the impeller, providing for torque
multiplication.
The clutch and damper assembly dampens power train torsional vibration and
provides a direct mechanical connection for improved efficiency.
Power is transmitted from the torque converter to the planetary gear sets and
other components through the input shaft.
The Powertrain Control Module (PCM) controls transmission operation through:
seven variable force solenoids (VFS)
five pressure switches
a transmission fluid temperature (TFT) sensor
a manual valve
an over-pressurization relief valve
These components are located on the solenoid body.
Electronic solenoids placed close to the clutches, engage the clutch elements,
reducing delays and variability common to more conventional hydraulic spring/valve
systems.
A solenoid and pressure switch is dedicated to the function of each of five clutches.
Line pressure and the torque converter clutch each have their own solenoid. Four
solenoids are directly proportional: the pressure output is directly proportional to the
applied DC amps.
Three solenoids are inversely proportional: pressure output is inversely proportional
to the applied DC current.
Solenoids are keyed to prevent mistakes during assembly.
There are separate connectors for the TFT sensor and for the Transmission Range
Sensor (TRS).
The 24-pin bulkhead connector completes the serviceable harness assembly and
has a serviceable O-ring seal. The 24-pin connector uses gold plated pins.
All solenoids except the line pressure solenoid can be serviced without removing the
solenoid assembly from the transmission case. The solenoid assembly holds the
switches and solenoids. The solenoid manifold is aligned with the solenoid ditch
plate using permanent dowel pins.
There is a filter-type gasket between the solenoid assembly and the transmission
case. It must be replaced if removed.
Gear Train Overview
Power is transmitted from the torque converter to the gear train components through
the input shaft and forward clutch cylinder.
By holding or driving certain members of the gear set, five forward ratios and one
reverse ratio are obtained and transmitted to the output shaft.
Input Shaft
The input shaft is supported by two bushings in the stator support. End positioning of
the input shaft is controlled by the splines in the converter turbine and the overdrive
planet assembly.
Output Shaft
The output shaft is supported by a press fit radial bearing in the extension housing. It
is positioned by a bushing in the forward clutch cylinder, which in turn is positioned
by the case center support and the center shaft.
PTO
An optional Power Take-Off (PTO) unit allows the transmission to power auxiliary
equipment to run devices like snowplows, tow trucks or dump trucks.
The PTO uses a tube vent system to prevent foaming caused by the PTO drive gear
which is bolted to the overdrive carrier.
The overdrive (OD) and coast clutch system consists of the following:
OD friction clutch assembly
coast clutch cylinder
overdrive sun gear
coast clutch input hub
coast clutch friction clutch assembly
OD planetary
OD ring gear
center shaft
The OD clutch piston has bonded lip seals. It is installed into the piston bore, cast
into the pump, and held in place by the return spring. The return spring is attached to
the pump with three bolts.
The OD clutch separator plates and pressure plate are splined to the case. The
three OD friction plates are splined to the coast clutch cylinder. The OD clutch
assembly is positioned between the pump face and a snap ring, and installed into
the case adjacent to the OD pressure plate. The OD sun gear is pressed into the
coast clutch cylinder.
The coast clutch piston is also a bonded lip seal type. The coast clutch piston is
installed into the coast clutch cylinder and held to the cylinder along with the clutch
return spring by a snap ring. The separator plates are splined to the case.
The coast clutch pressure plate is a mechanical diode one-way clutch (OWC)
assembly. The OWC is splined to the coast clutch cylinder and held in with a snap
ring. The coast clutch friction plates are internally splined to the coast clutch hub,
which is held to the OD carrier by four bolts. Absorbing the load between the OD
carrier and the OD sun gear is the "captured" thrust bearing, part of the OD planet
assembly.
On the opposite side of the OD planet is a thrust bearing positioned between the
carrier and the shaft, splined to the center shaft and retained by a snap ring is the
OD ring gear. On the opposite side of the center shaft is a thrust bearing that
separates it from the center support. The overdrive/coast clutch system is driven
clockwise by the input shaft, one end of which is splined to the torque converter
turbine, and the other end is splined to the OD carrier.
The center support acts as the intermediate clutch cylinder piston bore, and also
provides the snap ring groove to retain the bonded seal type intermediate clutch
piston and the return spring.
The center support is rigidly held to the case by a tapered snap ring. The flat side
faces toward the center support and the gap at 6 o'clock. The center support is also
retained to the case by two hollow feed bolts.
Both the forward clutch feed bolt and the intermediate clutch feed bolt are installed
through the solenoid body worm trail of the case. The forward feed bolt has an
orifice spacer installed on top of the bolt head.
A black phenolic thrust washer is positioned by its two tabs into two holes in the
center support. A seal pack containing two Teflon seals is pressed onto the center
support hub below a pressed-on steel sleeve. The sleeve acts as the journal for the
direct clutch cylinder bushings.
The intermediate clutch separator plates and pressure plate are externally splined to
the case and the friction is internally splined to the direct clutch cylinder. The case
and the center support define and limit the stroke of the intermediate clutch.
There is a .030 air bleed that allows air to bleed out the intermediate clutch. There
will be some air leakage during test plate checking. The low/reverse clutch has an
air bleed also.
The forward drive system consists of the following:
Direct clutch assembly
Forward clutch assembly
Forward ring gear
Forward planetary assembly
Forward/reverse input shell assembly
The direct clutch cylinder contains the following:
A bonded lip seal piston
A direct clutch return spring
A direct clutch bonded lip seal balance piston
These components are held in by a snap ring to the direct clutch cylinder.
The direct clutch separator plates and pressure plate are splined to the direct clutch
cylinder and held by a snap ring. The direct clutch friction internally splined plates
mate with the splines on the forward clutch cylinder. The forward clutch has a
bonded lip seal piston, a beveled design return spring, and a bonded lip seal
balance piston which are held to the cylinder with a snap ring.
The forward clutch cushion wave spring is splined to the cylinder, as are the
separator plates and pressure plate and are held together with a selective snap ring.
The forward clutch friction is splined to the forward ring gear.
Positioned on the center support hub is a thrust bearing to locate the forward clutch
cylinder. There is a thrust bearing positioned between the direct clutch cylinder and
the forward clutch cylinder. There is also a thrust bearing positioned between the
forward clutch cylinder and the forward ring gear; and between the forward planet
and the forward clutch cylinder. There is a thrust washer separating the forward
carrier from the forward ring gear hub.
The six gear forward planet has a black, phenolic lube dam which snaps onto the
rear of the carrier body. Into the center of the input shell is the forward/reverse sun
gear positioned by a spacer and held in by a retaining ring.
The Forward and Direct clutches each use a balance piston.
The low and reverse drive system consists of the following:
Reverse side of the forward/reverse sun gear
Reverse ring gear and hub assembly
Reverse planet assembly
The reverse ring gear and output shaft hub assemblies are splined to the output
shaft. The reverse bonded lip seal piston installs into the case. The return spring is
held to the case by a snap ring.
The reverse separator plates are splined to the case, and the friction plates are
splined to the reverse carrier. The pressure plate is combined with a mechanical
diode one-way clutch, which is splined to the case and held in with a snap ring.
There is a thrust bearing located between the case and the output shaft hub; and
between the output shaft hub and the reverse sun gear. Located on both sides of the
reverse carrier are white, phenolic thrust washers (four-tabbed).
Both rear case seals must be replaced whenever output shaft is replaced.
The pressure plate for low/rev clutch is part of the one-way clutch.
To properly diagnose a concern have the following publications available in DVD
format:
Powertrain Control/Emissions Diagnosis (PC/ED) manual
TSBs and OASIS Messages
Wiring Diagrams
Workshop Manuals
These publications provide the information required for diagnosing transmission
concerns.
Additionally, the Blue Books provide detailed color information and diagrams that
can be extremely useful.
Yellow dots are marked on the driveshaft at the factory. These indicate where the
light spots (low mass) are on driveshaft. On the rear axle pinion flange a yellow dot
indicates the maximum runout spot on the flange. These two dots should be aligned.
The output shaft of the transmission is connected to a clutch assembly (drum).
A dot is marked on the heavy spot on drum at the factory. Another dot is marked on
the output shaft or the output shaft flange. These dots must also be aligned.
When you remove the driveshaft, remove the bolts from rear end first. Note the
position of the dots when removing the driveshaft. Ensure that the dots are lined up
on both ends.
Failure to line up the parts as indicated can result in NVH concerns. Evaluate the
vibrations when driving the vehicle.
When internal wear or damage has occurred in the transmission, metal particles,
clutch plate material, or band material may have been carried into the torque
converter and transmission fluid cooler. These contaminants are a major cause of
recurring transmission troubles and must be removed from the system before the
transmission is put back into use.
Use the following guidelines for the in-line transmission fluid filter:
If the transmission was overhauled and the vehicle was equipped with an in-line
fluid filter, install a new in-line fluid filter.
If the transmission was overhauled and the vehicle was not equipped with an in-
line fluid filter, install a new in-line fluid filter kit.
If the transmission is being installed for a non-internal repair, do not install an in-
line filter or filter kit.
If installing a new or a Ford-authorized remanufactured transmission, install the
in-line transmission fluid filter that is supplied.
Refer to the maintenance guide and owners manual for service information.
The TorqShift Reverse Clutch Assembly may require a new snap ring. Point out
that part changes and procedures are always possible as transmission designs
change over time. Point out that its important to use the shop manual that
applies to the vehicle being serviced. Point out technicians should always refer
to SSMs and TSBs when overhauling a transmission to ensure that any required
changes are made during the overhaul.
In this case, the revised snap ring (3CP-7B421-GA) must be used in all
remanufactured assemblies. The revised part can be identified by the angle cut
on the one side. NOTE: This part must be installed with the angle cut on the right
side of the case at the 1:00 oclock position when the converter housing is in the
up position.
This part holds the low/reverse clutch in place.
This design change was implemented to keep the snap ring from walking
around the perimeter of the clutch assembly.
5R55E power flow
The front sun gear is held by the front band in D 2nd and D 5th.
The forward sun gear is held by the intermediate (int.) band in D 3rd, and
M 2 (in M 2 position on the 5R55E, the transmission starts out and stays in
3rd gear).
The low/rev carrier is held by the low/reverse (low/rev) band in M 1st and
reverse.
The forward ring gear is driven by the forward clutch in D 1st, D 2nd, D
3rd, D 4th, D 5th, M 1st, and M 2 position.
The forward sun gear is driven by the direct clutch in REVERSE, D 4th,
and D 5th.
The front carrier is locked to the turbine shaft in D 4th (TCS ON) M 1st, and
M 2 position when the coast clutch is applied (to provide engine braking).
The front carrier is driven during acceleration by the front one-way clutch
in D 1st, D 3rd, D 4th, M 1st, and M 2 position.
The low/rev carrier is held stationary by the rear one-way clutch in D 1st
and D 2nd.
First Gear 5R55E
The input shaft drives the front carrier.
The front carrier drives the front one-way clutch.
The front one-way clutch drives the forward clutch, via the center shaft, at
input shaft speed.
The forward clutch drives the forward ring gear.
The forward carrier is held by the output shaft.
The forward pinions drive the forward sun gear in reverse rotation.
The forward sun gear drives the low/rev pinion gears.
The low/rev carrier is held by the low one-way clutch (and the low/reverse
band in M1).
The low/rev pinions drive the ring gear in forward rotation.
The low/rev ring gear is splined to the output shaft, driving it in reduction.
Second Gear 5R55E
The front sun gear is held stationary by the front band.
The pinions of the front carrier walk around the held sun gear driving the
front ring gear.
The front ring gear turns the center shaft faster than carrier rotation (at an
overdrive ratio), causing the front one-way clutch to overrun.
The center shaft drives the forward clutch.
The forward clutch drives the front ring gear.
The forward carrier is held by the output shaft.
The forward pinions drive the forward sun gear in reverse rotation.
The forward sun gear drives the low/rev pinion gears.
The low/rev carrier is held by the low one-way clutch.
The low/rev pinions drive the ring gear in forward rotation.
The low/rev ring gear is splined to the output shaft, driving it in reduction.
Notice that the front planetary set and the Simpson planetary set combine to
change an overdrive rotation speed into a reduction.
Third Gear 5R55E
The front one-way clutch drives the forward clutch, via the center shaft, at
input shaft speed.
The forward sun gear is held by the intermediate band.
This causes the forward pinion gears to walk around the held forward sun
gear driving the forward carrier (which is splined to the output shaft) in
reduction.
Notice that, in third gear, all of the power flow is in the forward gearset. Thus, the
5R55E gearset has become a simple planetary, using the forward carrier as the
output.
Fourth Gear 5R55E
To achieve fourth gear (direct drive), remember that there must be two driving
members in the gearset.
The front one-way clutch drives the forward clutch via the center shaft at input
shaft speed.
The direct clutch drives the forward sun gear.
With two planetary members driving and nothing held, the forward carrier
drives the output shaft at a 1-to-1 ratio.
Fifth Gear [Overdrive] 5R55E
The front sun gear is held stationary by the front band.
The pinions of the front carrier walk around the held sun gear driving the
front ring gear.
The front ring gear turns the center shaft faster than carrier rotation (at an
overdrive ratio), causing the front one-way clutch to overrun.
The center shaft drives the forward clutch.
Power is transferred (at an overdrive ratio) through the center shaft to the
forward and direct clutches, which are still operating as a solid unit (from
fourth gear).
This results in output shaft rotation at an overdrive ratio.
Notice that achieving overdrive in this manner is no different than if you had only
the simple gearset you learned earlier.
Reverse 5R55E
For reverse gear, the Simpson gearset uses the low/reverse ring gear as the
output. Power flow through the Simpson gearset, in reverse, is as follows:
The front one-way clutch holds, driving the direct clutch via the center shaft at
input shaft speed.
The direct clutch drives the common sun gear via the input shell.
The low/rev carrier is held by the low/rev band, causing the low/rev pinions to
act as idler gears when driven by the sun gear.
The low/rev ring gear is driven in reverse by the action of the pinion gears.
The low/rev ring gear is splined to the output shaft, driving it in reverse.
Notice that a carrier is held to achieve reverse. This principle holds true for all
planetary gearsets.
The TorqShift Reverse Clutch Assembly may require a new snap ring. Point out
that part changes and procedures are always possible as transmission designs
change over time. Point out that its important to use the shop manual that
applies to the vehicle being serviced. Point out technicians should always refer
to SSMs and TSBs when overhauling a transmission to ensure that any required
changes are made during the overhaul.
In this case, the revised snap ring (3CP-7B421-GA) must be used in all
remanufactured assemblies. The revised part can be identified by the angle cut
on the one side. NOTE: This part must be installed with the angle cut on the right
side of the case at the 1:00 oclock position when the converter housing is in the
up position.
This part holds the low/reverse clutch in place.
The 5R44E is a lower torque variation of the 5R55E. The 5R44E replaces the
4R44E in 2001 model year 2.3/3.0L engine applications.
Diagnostics and operation are essentially the same as the 5R55E. There are
differences in stall speeds, line pressures, and shift points to optimize
performance for specific engine applications.
The 5R55W/S has the following features:
five forward speeds
three bands
three multi-plate clutches
two one-way clutches
All hydraulic functions are directed by electronic solenoids to control:
static engagement feel
shift feel
shift scheduling
engine braking utilizing the coast clutch and band
manual first and second timing
reverse inhibit timing
The 5R55W/S includes a redesigned pump with Gerotor gears for increased
capacity and noise reduction. The pump is a standalone assembly.
Band apply struts are directly attached to the piston. No additional brackets are
required.
Band anchor struts are similar to the 5R55E.
The coast clutch assembly is similar to the 5R55E. The direct clutch assembly
does not have separate steel plates.
Uses directional friction on steel style plates
Alternating direction of each plate
Internal spline (clockwise) and external spline (counterclockwise)
The forward clutch assembly uses a bonded piston and enclosed piston spring
assembly. The assembly has directional friction elements similar to the 5R55E.
Unlike the 5R55E, the sun gear and shell assembly as a single unit. The low
reverse gear spacer is not used in the 5R55E. This part replaces the
intermediate clutch as found in the 5R55N (Lincoln LS).
The park gear is removed and installed similarly to the 5R55E although it looks
physically different.
The vent splash shield is installed at the rear of the case where the vent is
attached. Its not used on the 5R55E.
The extension housings are different, but removal and installation procedures are
similar. Special service tools are required to install the 4X4 extension seal.
The 5R55W uses a single piece case to increase durability and reduce NVH.
No dipstick is used on the 5R55W. The transmission is pre-filled on the bench
during an overhaul.
Fluid level check and fluid addition are accomplished through the fluid level plug
(small plug) found on the bottom of the pan.
Caution: When adding fluid through the bottom of the pan using pressurized
equipment, reduce the source pressure to one (1) PSI to prevent fluid from
coming out of the vent. Fluid coming out of the vent will appear as a leak in the
converter housing area.
The main control separator plate incorporates bonded upper and lower gaskets.
The plate is reusable if not damaged. Individual gaskets are not available for
service.
The reverse servo assembly is redesigned for increased capacity and durability.
The 5R55W includes a new filter and reusable pan gasket (if not damaged).
The V8 torque converter requires the use of an adapter plate to connect to the
engine flexplate. The adapter plate design minimizes NVH.
Caution: Special service tools must be used when installing the adapter plate to
the converter. Failure to do so will result in NVH issues and eventually damage
the transmission.
The 5R55N is a non-synchronized transmission. It has the following features:
five forward speeds
three bands
four multi-plate clutches
three one-way clutches
All hydraulic functions are directed by electronic solenoids to control:
static engagement feel
shift feel
shift scheduling
engine braking utilizing the coast clutch and band
manual first and second timing
reverse inhibit timing

Rear-Wheel Drive Automatic Transmission Repair

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