ATRA 2003 Seminar Manual

2003 TECHNICAL SEMINAR
Automatic Transmission Rebuilders Association

2400 Latigo Avenue Oxnard, CA 93030 Phone: (805) 604-2000 Fax: (805) 604-2005 http://www.atra.com
This manual has been developed by the Automatic Transmission Rebuilders Association (ATRA) Technical Department to be used by qualified transmission technicians in conjunction with ATRAs technical seminars. Since the circumstances of its use are beyond ATRAs control, ATRA assumes no liability for the use of such information or any damages incurred through its use and application. Nothing contained in this manual is to be considered contractual or providing some form of warranty on the part of ATRA. No part of this program should be construed as recommending any procedure which is contrary to any vehicle manufacturers recommendations. ATRA recommends only qualified transmission technicians perform the procedures in this manual. This manual contains copyrighted material belonging to ATRA. No part of this manual may be reproduced or used in any form or by any means graphic, electronic or mechanical, including photocopying, recording, electronic or information storage and retrieval without express written permission from the ATRA Board of Directors. Public exhibition or use of this material for group training or as part of a school curriculum, without express written permission from the ATRA Board of Directors is strictly forbidden. ATRA and the ATRA logo are registered trademarks of the Automatic Transmission Rebuilders Association. Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service Technology Group. 2003 ATRA, Inc. All Rights Reserved. Printed in USA.
2003 ATRA. All Rights Reserved.
Program Contents
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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ATRA Technical Team
Dennis Madden Chief Executive Officer
Lance Wiggins Technical Director
Creating a Great Seminar For most of you, a technical seminar is maybe half-a-dozen or so hours of intense technical information and then, as quickly as it begins, its over. But a lot of effort goes in ahead of time, researching, developing and designing a seminar, long before its ready to play your town. Long days late hours frayed nerves all part of the process to put a clean, carefully-choreographed presentation in front of a discriminating audience. The folks involved in developing this years seminar are the leaders in the transmission repair industry. With over 200 years of combined technical experience, theyve poured their heart and soul into every page and slide in this program. Whether their contribution involved technical expertise or organizational skills, the culmination of their efforts was an extraordinary educational experience that were proud to call the ATRA 2003 Technical Seminar. We hope your experience is as rewarding as it was for us to develop it.
Evelyn Marlow Technical Supervisor
Randall Schroeder Senior Technical Advisor and Seminar Speaker
Steve Garrett Technical Advisor, Seminar Speaker, Service Engineer
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ATRA Technical Team (continued)
Bill Brayton Technical Advisor and Seminar Speaker
David Skora Technical Advisor, Seminar Producer, Semimar Speaker
Mike VanDyke Technical Advisor and Seminar Speaker
Mike Baird Technical Advisor
Mike Brown Technical Advisor
Pete Huscher Technical Advisor
Cliff McCormick Senior Technican and Multimedia Engineer
Kelly Hilmer Director of Online Services
Shaun Velasquez OnLine Services
iv
ATRA Staff
Its difficult enough getting the seminar book researched, written, pictured, edited, and printed let alone getting it out to the seminar attendees. This is where the ATRA Staff comes in. Chief Executive Officer: Executive Director: GEARS PublishingEditor: GEARS Magazine: Dennis Madden Steve Gray Rodger Bland Frank Pasley Jeanette Troub Valerie Mitchell Paul Morton Accounting : Jody Wintermute Nancy Skora Amy Marsh Bookstore: Membership: Mike Helmuth Bill Blair Vanessa Metzner Chris Klein Julia Garcia Joanna Book Jim Spitson Without the ATRA team, it would be very hard to accomplish the task at hand. Please enjoy the seminar. Lance Wiggins ATRA, Technical Director
GENERAL MOTORS
2003 ATRA. All Rights Reserved
GENERAL MOTORS
General Motors Contents

T-Truck 4X4 Light On .................................. 4 All GM B1001, B1271, B1780 .................... 6 4T40E Harsh Shifts ................................... 7 Possible P0731 ............................... 8 4T40E/45E VSS Intermittent, Possible P0502 ............................................. 9 Drivability Concerns ..................... 10 P0741 Set ..................................... 11 P1815 Set ..................................... 12 4T60E Ratio and Application Chart .......... 13 4T65E 2002-2003 Pump Changes ........... 22 2002-2003 Valve Body Changes ....................................... 26 2002-2003 4th Clutch Changes ............................ 34 2002-2003 Wiring Harness Changes ....................................... 35 Harsh or Soft Forward or Reverse Engagements ................................ 36 4T80E TCC Concerns .............................. 37 Hard Shifts Possible DTCs ........... 38 MAF DTC, Poor Drivability ............ 39 4L30E/5L40E P0601, P0602 ............................... 41 2003 ATRA. All Rights Reserved 4L60E Slips When Cold ............................... 43 Shift Complaints............................... 44 Intermittent Neutral or Flare............. 45 Surge, Shudder, Miss ....................... 46 1-2 Shift Shudder ............................. 48 Multiple DTCs .................................. 49 4X4 DTCs On K Truck ..................... 50 Delayed Downshift ............................ 51 4L60E/4L65E Updated PCS .................................... 52 GM Truck Application DTC U1241 .... 53 4L80E/4L85E P0706 ............................................... 54 TCC Surge ........................................ 55 Planetary Noise ................................. 59 Product Updates ............................... 61 Allison LCT 1000 Incorrect Pressure Switch Assembly . 64 Flare When Accelerating From a Stop ........................................................ 66 PRNDL Inoperative ........................... 68 Quicklearn Procedure ....................... 70 Harsh Downshift .............................. 72
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Service 4wd Light On, Possible

DTC B2725 set
A compliant of the Service 4WD light is on in the instrument cluster or the transfer case shifts by itself. Once the DTC is set, the transfer case will not shift into 4WD. This condition may effect 1999-2003 Full size GM trucks and sport utility vehicles such as Silverado, Tahoe, Escalade, Yukon, Yukon XL, Avalanche and Suburban applications with the NV 246 transfer case (RPO NP8) and/or the 2002/2003 Trail Blazer/Envoy with the NV236 transfer case. In addition complaints of incorrect reading in the transfer case switch assembly is illuminated.
NOTE: Your scan tool must be capable of communicating with the vehicle body computer/TCCM (Transfer Case Control Module) in order for you to read the codes, as these are not PCM related DTCs.
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
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Service 4wd Light On, Possible

DTC B2725 set
Possible causes for this code can be: A faulty transfer case control switch (which is mounted in the dash) A short to ground in the wiring between the control switch assembly mounted in the dash and the TCCM A faulty TCCM TCCM Reprogm updat for 2003
NOTE: When following the service manual diagnostic procedure, you may be lead
to replace components that are not faulty. The switch resistance values listed in the service manual maybe incorrect. The correct control switch resistance values are as follows:
Measure Resistance between Pin 1 and Pin 2 No buttons pushed: Auto 4wd: 4 HI: 2 HI: 4 LOW: Neutral: 8.63-9.54 ohms 61.7-68.1 ohms 656-670 ohms 1.5-1.53 K ohms 2.32-2.37 K ohms 1.015-1.035 K ohms
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All GM
B1001, B1271, B1780
1996 and later controller replacement and reprogramming is becoming an increasingly common service procedure for most shops. Several DTCs may be set when programming or replacing a controller including B1001, B1271 and B1780. All GM vehicles utilize either a Class 2 or CAN data bus. Serial Data communications constantly occur between the different controllers on your GM vehicle. The modules that are common to most applications are: PCM (Powertrain control module) BCM (Body control module) DIM (Dash integration module) IPC (Instrument panel cluster) HVAC (Heating, ventalation, A/C module) SDM (Sensing and deployment module) Airbag If a B1001 (SDM configuration error) sets, deployment of the air bags will be inhibited. If a B1271 or a B1780 (Radio theft lock) DTCs are set the radio will no longer work. These DTCs will turn on the AIRBAG lamp. In addition, the radio will display LOCKED after your repair. The most common cause of this problem happens when attempting to interchange a module from another vehicle. This can result in not only the DTCs described above setting, but also a possible no start condition. Another cause is the wrong VIN loaded into the NEW PCM or BCM. Both the PCM and the BCM require 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 controller 3. After the controller was installed, turn the key off for at least 30 seconds 4. 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 the RADIO. Simply Clear all the stored DTCs. 5. Cycle the key off, then on and monitor the Airbag lamp in the dash. It should flash 7-9 times and then go off. NOTE: Clearing the DTCs as described above is a common part of the replacement and reprogramming procedure on all GM applications. 2003 ATRA. All Rights Reserved
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4T40E/45E N-Car
Hard Shifts/ No DTCS
4T40E/45E applications may exhibit a hard shift concern that may/may not be intermittent. In some instances an IAT (intake air temperature sensor) DTC may be set. The PCS commanded/actual amperages will indicate low amperage flow through the PCS and its circuits. In addition the technician may indicate that he/ she had problems controlling the PCS amperage when using the PCS override feature on their scan tool. Several of the 4T40E/45E applications utilize the IAT sensor as part of the engine torque calculations. Torque modeling is used by the PCM to determine the line pressure 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
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4T40E
Saturn Application
Possible P0731 DTC set
Saturn applications use individual DTCs to identify which gear the transaxle was in at the time a ratio error occurred. P0731 sets if a ratio error occurs in 1st gear while P0732 will set if a ratio error is present in 2nd, P0733 in 3rd and P0734 will set in 4th. If a P0731 is set along with any or all of the following DTCs, address the other 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 note which shifter position the transaxle was in and the VSS values. If the DTC was set 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 Control Module) ground (G115 on the back of the engine).
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4T40/45E N-Car
VSS Intermittent or Possible DTC P0502
Erratic speedometer operation, No/Erratic/Intermittent transmission shifts, intermittent cruise control operation. Possible DTC P0502 may be set. This problem is most common on the N-body (Grand AM, Alero) applications with the 2.2L L61 engine and J41 brakes. A common cause for this is the VSS harness being too long in the area of the right hand (passenger side) axle shaft area. The extra harness length allows the harness (circuit 400 and 401) to contact the axle shaft leading to harness chaffing and the intermittent complaint. Reposition the conduit for the wiring leg to allow clearance at the top of the engine rather than at the axle area. Secure the harness in the mounting clip.
VSS harness the right hand (passenger side) axle shaft area.
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4T40E/4T45E
Driveability Concerns N-Car 2.2L/ 3.4L
Pontiac Grand AM/Oldsmobile Alero applications with the 2.2L or 3.4L engine and the 4T40E or 4T45E transmission may experience any of the following concerns 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 corroded. 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. The ground strap is located on the right upper bell housing bolt on the drivers side.
Located on the upper right hand side of the bell housing.
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4T40E/45E
P0741 Set N-Car 3.1L (RPO LG8)
1995-2002 Chevrolet Malibu N body, may have the SES light is on and P0741 (TCC stuck off) DTC set in memory. On 1995-2001 applications this condition may not have occurred until the PCM was recalibrated for some other concern. The calibration loaded in the 2002 Malibu and any calibration updates that were done on early model Malibu applications during the 2002 model year may have a software problem. The 2002 calibration tables allowed the P0741 to falsely set. An updated 2003 calibration is now available to repair this concern. Visit the GM web site to see if your vehicle requires recalibration.
http://calid.gm.com/vci/
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4T40E/45E
P1815 Set N-Car
Code P1815 may also be set in conjunction with other PSA DTCs such as a P1810. In may instances the PSA has already been replaced for this condition. If the P1815 is set in conjunction with other PSA DTCs the problem is probably caused by metal contamination. This can be from the manufacture or possibly from the transmission itself. If the P1815 is set with no other DTCs it may be a false 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. Updated procedures 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 the calibration designed to prevent a false P1815 from setting. Visit the GM web site to obtain the correct calibration for your application. http://calid.gm.com/vci/
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4T60E
Ratio and Application Chart
The 4T60E utilizes several different final drive, drive/driven sprocket, speed sensor and torque converter combinations. Installing the wrong transmission, drive/driven sprockets, final drive, speed sensor or toque converter can result in ratio error or slip DTCs . If a ratio error or a TCC slip DTC is present, and the unit has been previously repaired or replaced, the converter, final drive ratio, speed sensor and/or drive to driven sprocket ratio could possibly be incorrect for your application. Refer to our chart to determine what transmission should be used for your application. As with other GM vehicles the engine, transmission and final drive ratio information for your specific vehicle model is located on the regular production option label (RPO). The RPO label should be used exclusively to determine which transmission fits in which vehicle body style and application
RPO Codes for the 4T60E Applications RPO L82 L67 LQ1 L40 L36 L27 LN2 FX8 F17 M13 FW2 F13 F79 F83 FR9 Definition 3.1L Engine 3800 Engine 3.4L DOHC Engine 2.31 DOHC Engine 3800 Engine 3800 Engine 2.2L Engine 3.61 Ratio 2.84 Ratio 4T60E 3.06 Ratio 3.48 Ratio 2.97 Ratio 3.05 Ratio 3.29 Ratio LD9 LA1 F68 FVO 2.4L Engine 3.4L Engine 3.45L Ratio 3.67 Ratio RPO L26 L27 LHO LD2 L67 Definition 4.9L Engine 3800 Engine 3.1L Engine 2.3L Engine 3800 Super Charged
MXO 4 Speed FRQ F16 3.29 Ratio 2.53 Ratio
FW9 3.43 Ratio F16 2.53 Ratio
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4T60E
Application Cad E/K Body 4.9 L28 Cad C/K Body 4.9L L26 Cad E/K Touring 4.9L L26 BUICK E BODY 3800 Year Model Codes 1A2W 1AM 1A2 1A4W 1AP 1A4 Drive/Driven Sprockets Final Drive SRTA Part # Speed Sensor Teeth SRTA Part # 1991 37/33 3.33 30 8686931
1991
37/33
3.33
30
8686932
1991
1A7W 1AY 1A7 1YPW 1YP 2B1W 1BT 2BT 2B1 2C1W 2CL 2C1 2C2W 2CS 2C2 2C3W 2CT 2C3 1CW 2C4W 2CW 2C4 2C5W 2CX 2C5 2C6W 2CZ 2C6 2P1W 2PH 2P1
37/33
3.33
30
8686933
1991
35/35
8651955
C-BODY
1991/1992
37/33
3.33
31
8686916
C/H BODY TOUR C/H BODY TOUR C/H BODY
1992
35/35
2.84
30
8686918
1992
35/35
3.06
30
8686919
1992
35/35
3.06
31
8686920
W BODY 3.4L C BODY 3800 TOUR H BODY SSE,SSEI TOUR H BODY SSE
1991/1992
33/37
3.06
30
8686921
1992
37/33
3.33
31
8686922
1992
37/33
3.33
31
8686923
1992
37/33
3.33
31
8686924
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15
4T60E
Ap p lic a tio n Ye a r M odel Codes D riv e /D r iv e n S p r o c k e ts F in a l D r iv e SRTA Part # Speed Sensor T e e th SR TA Part # C /H/W BO DY 3800 C /H B O D Y 3800 C /H B O D Y 3800 2W 1W 2WA 2W 1 2 Y LW 2Y L 2Y 1 2Y 2W 2Y M 2Y 2 1Y M 1Y Z 2Y Z 2Y 4 2Y 4W 2B2W 2BY 2B2 2A7W 2 AY 2AB 2A1 3ABW 3AB 2AM 2A2 3AM W 3AM 2AN 2A3 3AN 3 A NW 2AP 2A4 3AP 3APW 1AH 1 AV 2 AV 2A5 3 AV 3 AV W
1992
3 5 /3 5
3 .0 6
31
8686925
1992
3 5 /3 5
2 .8 4
31
8682926
1 9 9 1 /1 9 9 2
3 5 /3 5
2 .8 4
30
8686927
C /H B O D Y 3800
1 9 9 1 /1 9 9 2
3 5 /3 5
3 .0 6
30
8686929
H BO DY SSE C A D E /K T O UR L26 CAD C BO DY T O UR L26 C A D E /K L26 CAD C BO DY T O UR L26 C A D E /K BO DY EXPO RT L26
1992
3 5 /3 5
3 .0 6
31
8686917
1992
3 7 /3 3
3 .3 3
31
8686913
1 9 9 2 -1 9 9 3
3 7 /3 3
3 .0 6
30
8651986
1 9 9 2 /1 9 9 3
3 7 /3 3
3 .3 3
31
8651987
1 9 9 2 /1 9 9 3
3 7 /3 3
3 .3 3
30
8651988
1 9 9 2 /1 9 9 3
3 7 /3 3
3 .3 3
31
8651989
CAD C BO DY L26
1 9 9 1 -1 9 9 3
3 7 /3 3
3 .0 6
30
8651990
16
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4T60E
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17
4T60E
18
GENERAL MOTORS
4T60E
A p p lic a t io n Ye a r M odel Codes D r iv e / D r iven S p r o c k e ts F in a l D r iv e SRTA P art # 3 .0 6 Speed Sensor T eeth SRTA Part # H BO DY 3800 L27 C /H B O D Y 3800 L27 CAD K BO DY 4 .9 L L26 N BO DY 2 .3L LD2 A BO DY EXPO RT 3 .1L L82 A BO DY 3 .1L L82 L /N B O D Y 3 .1L L82 W BO DY 3 .4L LQ 1 W BO DY 3800 L27 G BO DY 3800 L36 G BO DY 3800 L67 U VA N 3800 L27 U VA N EXPO RT 3800 L27 4PF 4PFW 4W A 4 W AW 4 AT 5 AT 5 AT W 5PC 5PCW 4AJ 5AJ 5AJW 4 PA 5 PA 5 PAW 5W F 5W FW 4PB 5PB 5PBW 4BL 5BL 5 B LW 5CA 5 C AW 5BF 5BFW 4KU 5KU 5 K UW 8686940
1994
3 5 /35
31
1994
3 5 /35
3 .0 6
31
8686941
1 9 9 4 /1 9 9 5
3 7 /33
3 .0 6
31
24201790
1995
3 3 /37
3 .2 9
29
24201792
1 9 9 4 /1 9 9 5
3 7 /33
3 .3 3
29
24201788
1 9 9 4 /1 9 9 5
3 7 /33
3 .3 3
29
24201789
1995
3 7 /33
3 .2 9
29
24201791
1 9 9 4 /1 9 9 5
3 3 /37
3 .0 6
30
24200941
1 9 9 4 /1 9 9 5
3 5 /35
3 .0 6
31
24200589
1995
3 5 /35
3 .0 5
31
24202030
1995
3 7 /33
3 .2 9
31
24200590
1 9 9 4 /1 9 9 5
3 5 /35
3 .0 6
31
24201793
1 9 9 4 /1 9 9 5
4PM 5PM 5PM W
3 5 /35
3 .0 6
30
24201794
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19
4T60E
Ap p lic atio n Ye ar M odel C od e s D r iv e /D riv e n S p ro ck ets F in a l D r iv e SRTA P ar t # 3 .06 S p e ed Se n s or Te e th SRTA P art # C /H B O D Y 38 0 0 L3 6 C /H B O D Y 38 0 0 L3 6 H BO DY 38 0 0 L2 7 H BO DY 38 0 0 L3 6 H BO DY 38 0 0 L3 6 H BO DY 38 0 0 L2 7 C /H B O D Y 38 0 0 L6 7 H BO DY SSEI 38 0 0 L6 7 A BO DY 3 .1L L8 2 L BO DY 3 .1L L8 2 W BO D Y 3 .4L LQ 1 U VA N 3 .4L LA 1 G BO DY 38 0 0 L3 6 5AC 5A C W 5AS 5A S W 4Y Z 5Y Z 5Y ZW 5BX 5B X W 5BK 5B K W 4Y M 5Y M 5Y M W 4Y C 5Y D 5Y D W 4KH 5Y N 5Y NW 6 PA 6 PAW 6W F 6W FW 6PB 6P B W 6PK 6P K W 6CA 6C AW
1 9 95
3 5/3 5
30
24 2 02 03 3
1 9 95
3 5/3 5
2 .84
30
24 2 02 02 8
19 94 /1 99 5
3 5/3 5
3 .06
30
24 2 02 02 9
1 9 95
3 5/3 5
3 .06
31
24 2 02 0 31
1 9 95
3 5/3 5
3 .06
31
24 2 02 03 2
19 94 /1 99 5
3 5/3 5
2 .84
30
24 2 02 02 7
19 94 /1 99 5
3 7/3 3
3 .33
31
24 2 02 03 4
19 94 /1 99 5
3 7/3 3
3 .33
31
24 2 02 03 5
1 9 96
3 7/3 3
3 .33
30
24 2 04 17 5
1 9 96
3 7/3 3
3 .29
30
24 2 04 17 7
1 9 96
3 3/3 7
3 .06
30
24 2 04 17 9
1 9 96
3 5/3 5
3 .29
30
24 2 04 18 6
1 9 96
3 5/3 5
3 .05
30
24 2 04 18 3
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4T60E
Application Year M odel C odes 6AC 6A C W D rive/D riven S prockets Final D rive S R TA Part # 3.06 S peed S ensor Teeth S R TA P art # C /H B O D Y 3800 L36 C /H B O D Y 3800 L36 H BO D Y 3800 L36 C /H B O D Y 3800 L67 H BO D Y 3800 L67 G BO DY 3800 L67 N BO D Y 2.4L LD 9 W BO D Y 3.1L L82 W BO D Y 3.1L L82 N BO D Y 3.1L L82 U VAN 3.4L LA 1 H BO D Y 3800 L36
1996
35/35
30
24204174
1996
6A S 6A S W 6BX 6B X W 6Y L 6Y LW 6Y R 6Y R W 6C T 6C T W 6C U 7C U 7C UW 4A F 5A F 6A F 7A F 7AFW 7A F 7A HW
35/35
2.84
30
24204181
1996
35/35
3.06
30
24204173
1996
37/33
3.29
30
24204191
1996
37/33
3.29
30
24204192
1996
37/33
3.29
30
24204193
1996/1997
33/37
3.05
30
24206839
1994-1997
35/35
3.33
30
24206840
1997
35/35
3.29
30
24206841
1996/1997
6B S 7B S 7B S W 7YA 7YAW 7AC 7A C W
37/33
3.29
30
24206842
1997
35/35
3.29
30
24206844
1997
35/35
3.06
30
24206845
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4T60E
Application Year Model Codes Drive/Driven Sprockets Final Drive SRTA Part # 2.84 Speed Sensor Teeth SRTA Part #
H BODY 3800 L36 W CAR 3800 L36 H BODY SSE 3800 L36 W BODY 3800 L36 W BODY 3.1L L82 N BODY 2,4L LD9 U VAN 3.4L LA1 W BODY 3.1L L82
1997
7AS 7ASW 7AW 7AWW
35/35
30
24206846
1997
35/35
3.29
30
24206847
1997
7BX 7BXW 6HB 6AV 7HB 7HBW 8AH 8AHW
35/35
3.06
30
24206848
1996/1997
35/35
3.05
30
24206849
1998
37/33
3.29
30
24211255
1998
8CU 8CUW 8DK 8YA 8DKW 9AH 9AHW
33/37
3.05
30
24211256
1998
35/35
3.29
30
24214260
1999
35/35
3.29
30
24213669
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4T65E Update
2002-2003Changes
Many changes have occurred in the 4T65E pump assembly to reduce costs.These changes were implemented on June 24th 2002 on some models. These changes include: A new three-piece pump design. The new design eliminates all the selective rotors and slides available for the previous design pump. All of the rotors use a tapered, random pumping chamber design (staggered spaces in the rotor). The valve body sleeve that supported the rotor in the previous design pump has been moved to the pump body on the three-piece pump. In addition, some of the valve bodies are designed for a fully contented PSA while others are designed for de-contented PSAs. A new internal wiring harness with revised wire lengths for the PWM and PCS as well as a new connector design for the new pressure control solenoid and PSA on 2003 models.
New Sleeve to support the rotor
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4T65E Update
2002-2003 Pump Changes
(Continued)
GM recommends the new pump not be installed on earlier design applications, however, if you can successfully remove the sleeve, the pump would then be able to back service previous design units. Since this is a very confusing mid-year change we recommend that you refer to the following to identify which design pump 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 the 24221299 pump assembly.
Earlier Design
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4T65E Update
2002 2nd design three-piece pump (Part # 24225894) For all 2BCB and 2RNB models with an update level of 4 and 2RDB models with an update level of 7 use the 24225894 pump assembly. 2003-1st design 2 piece pump (Part # 24221299) For all 2003 models with an update level LESS than three and for model 3BCB model with update level 4use the 24221299 pump assembly.
Late Design
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4T65E Update
2003-2nd design 3 piece pump (Part # 24225894) For all 2003 models with an update level GREATER than 3 use the 24225894 pump assembly. ( except the 3BCB model with an update level of 4) As of July 15 2002 (Julian date 196) all models use the updated 2nd design pump and valve body assembly If a model is not listed above it uses the 1st design 2 piece pump assembly. 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 models including 2RDB with update level LESS than 7 but not a 2BCB or 2RNB models with update levels GREATER than 3 use the 24218255 valve body assembly.
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4T65E Update
2002-2003 Valve Body Changes
2002 2nd design valve body without the support (Part # 24225924) For all 2BCB and 2RNB models with an update level of 4 and 2RDB models with an update level of 7 use the 24225924 pump assembly.
Valve Body without support and Six pressure holes
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4T65E Update
2003-1st design valve body with support (Part 24225443) For all 2003 models with an update level LESS than 3 and for model 3BCB model with update level 4use the 24225443 valve body assembly.
Valve Body without support and one pressure holes
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GENERAL MOTORS
4T65E Update
2003-2nd design valve body without support (Part # 24225926) For all 2003 models with an update level GREATER than 3 use the 24225926 valve body assembly. ( except the 3BCB model with an update level of 4) Remember, the valve body update not only includes changes to the sleeve area but also changes to the PSA area to accommodate or not to accommodate the decontented PSA assembly so always refer to the above information before ordering parts. The 24225926 part number is for a new valve body. At a future date the part number will likely be changed as a remain valve body becomes available. Check with your parts person to be sure your ordering the correct part number in the future.
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4T65E Update
2002-2003 Changes
An IMS (Internal Mode Switch) was added to all 4T65Es. A new design replaced the previous design that used a nut to hold the design together. The update was done as a cost savings. The new design will back service the 99 and later model 4T65Es that utilized an IMS. As with the previous design, make sure the IMS is properly positioned on the rooster comb before installing the transmission in the vehicle!! The IMS part number is 24213847 .
Fastening Nut was removed on the new switch
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GENERAL MOTORS
4T65E Update
2002-2003 Changes
A new PSA was added to all models for 2003. This Change meant the valve body machining, and the wiring harness/connector also changed to accommodate the new design PSA. The update was done because of contamination issues with the PSA. The vehicle software was also updated eliminating the PSA DTC P1810. The new design PSA and wiring harness will not back service the previous applications as the valve body machining has drastically changed. The part number for the previous design PSA is 24203699, the part number for the de-contented PSA is 24216426
Early style PSA with Six switches
Late style PSA with one switch
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4T65E Update
2002-2003 Changes
A new design PCS was introduced for the 2003 applications. The vendor was changed from Delphi to Bosch. To accommodate the new design solenoid, the torque signal regulator valve spring tension was significantly increased. This new design will become common on all applications in the years to come. GM does not recommend interchanging the two solenoids. If the old design is installed in a unit designed for the updated solenoid a slipping concern may occur. If the updated design is installed in an early model unit hard shift concerns may occur. The Delphi PCS part number is 10478146, the part number for the Bosch PCS is 24225825
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GENERAL MOTORS
4T65E Update
2002-2003 Changes
A running change is planned for the input housings on all 4T65E models. The new housing will accommodate a new design input housing washer (End play washer) which is wider, to fully support the sprocket support thrust bearing. The Housing machining diameter where the washer sets is now smaller (54.5mm). The new design washer is available in 10 selective thickness. The updated washer must be used with the updated input housing due to the machining changes. The input housing is interchangable with earlier years.
Selective Washer
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4T65E Update
2002-2003 Changes
The input and 3rd one way clutches were updated as of July 17th 2002 on some models. Full implementation is scheduled for February 2003. The new one way clutches are a PAWL design (commonly refered to as a diode) rather than the sprag design that has been used since the 4T65E was introduced in 1997. In addition, the new pawl design assembly requires new design input clutches. The new clutch plates utilize a wave design spline and are thicker than the previous design components. This update was done because of durability problems with the previous design components. The pawl design one way clutches are not currently serviced other than as an assembly. In other words, the pawl components are not available as individual pieces. The clutches must be changed if the pawl design one ways are installed in a previous design application. The pawl one way clutch part numbers are 24216516 for the input and 24216517 for the 3rd. The new input clutch part number is 24216502.
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GENERAL MOTORS
4T65E Update
2002-2003 Changes
A mid year change for the 4th clutch is planned. The 4th clutch apply plate has an additional mounting tab added to it for easier installation. In order to accommodate this change the channel plate was also updated. The previous design channel plate cannot be used to service the updated design with the new apply plate. The Updated design channel plate will back service previous applications. The updated disc/plate designs will not back service unless the channel plate is also changed. GM is planning on releasing the parts as a service package which will include the channel plate, apply plate and friction plates.
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4T65E Update
2002-2003 Changes
Mid year change included a 2ND lock ramp was added to the pass through connector. This design prevents the connector from side loading. This change has no effect on service as the harness was only updated for the new 2003 harness applications.
Make sure your new harness has the new clip
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GENERAL MOTORS
4T65E
Harsh or Soft Forward or Reverse Engagment
When rebuilding a 4T65E make sure you have the correct servo springs assembled in their correct locations. Because the 4T65E uses a Forward and Reverse servo for engagement if the springs were switched acidently you may experiance a harsh or soft forward or reverse engagement.
Length-3.079 Width-2.033 Wire Dia.-0.173
Reverse Band Servo Spring Length-1.249 Width-1.214 Wire Dia.-0.183 Length-1.675 Width-1.582 Wire Dia.-0.149

Forward Band Servo Spring
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4T80E
TCC Concern
Lock-up on the 2-3 Shift, Erratic TCC Operation
When encountering a TCC concern with a 4T80E transaxle, make sure you have the correct TCC PWM solenoid installed. To verify the correct solenoid check the Julian date. This date may be located in a number of different places including, top cover, connector top / bottom, or body assembly. To ensure you have the correct solenoid make sure the Julian dates are NOT within 1137-1171. If you have a solenoid between these numbers you will need to replace the solenoid asssembly. Part # 24212690
Do Not Use Solenoids With The Numbers Between 1137 and 1171
Part numbers may be on the top hat or on the back side of the connector
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GENERAL MOTORS
4T80E
Hard Shifts Possible DTCs Set Northstar Application
Oldsmobile and Cadillac vehicles exhibiting any or all of the following conditions: 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 The Northstar engine applications utilize two crank sensors and one cam sensor. 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 occurs the PCM will raise line pressure resulting in harsh shift concerns. If the Cam sensor fails, DTCs may set and drivability concerns may be present, but shift feel will remain normal. Inspect the sensor connector pin tension and the terminal crimp. If pin tension is good replace the suspect sensor. NOTE: If a crank sensor is replaced the RELEARN PROCEEDURE for the crank sensor must be performed using a scan tool. Failure to relearn the crank sensor value will result in a DTC being set and possible drivability concerns
Crank Sensor
Crank Sensor
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4T80E
MAF DTC, Poor Drivability, Surge with TCC ON Under load, Lack of Power
Oldsmobile/Cadillac G, K and K special applications with the Northstar engine and the 4T80E transmission may exhibit any or all of the following conditions: 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 throttleTip In acceleration and generally goes away as the throttle is held steady. Possible Lean fuel trim DTCs, MAF DTCs, Misfire DTCs and/or Pre cat DTCs 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.
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4T80E
MAF DTC, Poor Drivability, Surge with TCC ON Under load , Lack of Power (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 for water and other contaminants. If water is present enlarge the air box water drain hole to at least .
Look for contamination in the inlet air hole
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4L30E/5L40E
P0601/P0602
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 instances the transmission will have clutch damage. If these DTCs are set due to their 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 turns on 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 and freezing adapts. NOTE: Even though the units default to high gear, if manual ranges are selected the unit will start in lower gears. If the customer does not manually override the default high gear start, damage to the transmission clutches may occur
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GENERAL MOTORS
4L30E/5L40E
P0601/P0602 (Continued)
P0602 will set if: 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 frame regarding 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 also present). 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 diagnosing a P0601 and/or a P0602 set in the TCM do not attempt to reprogram the TCM. If a new TCM is required simply install it and clear the ECM DTCs that are set. If the P0602 resets update the ECM software with the latest calibration designed to address P0602 concerns.
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4L60E
Slips When Cold
The Chevrolet Trailblazer, GMC Envoy and Oldsmobile Bravada utilize a new style cooling fan. The new electronic viscous clutch fan is computer controlled. A design characteristic of the viscous coupling may lead the customer to misinterpret the fan operation as a possible transmission slippage condition. Some cold start fan noise is normal, but its possible that the unit may exhibit excessive noise if the vehicle has been left sitting overnight or for extended periods of time. It is common for the viscous coupling to leak fluid from its internal reservoir into the coupling, leading to tremendous amounts of noise on a cold start, 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 year applications.
The new part number is 15192192.
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GENERAL MOTORS
4L60E
Shift Complaints
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. The latest update is calibration number 12579253. Make sure to visit the GM calibration web site at: http://calid.gm.com/vci/
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4L60E
Intermittent neutral or flare, bump when accelerating from a stop
1999 and later 4L60E applications (Silverado, Tahoe, Yukon, Suburban, Sierra) may exhibit a neutral condition while in D4 range and the vehicle is accelerated from a stop. In addition, a complaint that the transmission neutrals, then bangs 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 the transmission shift cable or the shift cable adjustment. First try making an adjustment, if you determain the cable is stretched replace the transmission shift cable and adjust.
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4L60E
Surge/Shudder/Miss
1995-2002 Trucks with 4.3L (RPO L35 or LU3) engine may experience a rough running, or surge/shudder/miss problem. This condition may be associated with a DTC P0300. Many times this condition has been confused with a transmission related concern. The problem is often caused by moisture leaking from the A/C line onto the distributor. On several of the applications, the A/C line is routed directly over the distributor.This moisture leads to corrosion, and crossfire within the cap. Inspect for the following: White corrosion/residue on the cap wall, or on higher mileage units brown residue
Locate the AC hose above the Distributor and install a foam conduit over the hose which will allow the water to drain off the sides.
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4L60E
Surge/Shudder/Miss (Continued)
Rotor: Inspect for black streaks on the plastic surface of the rotor or green 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 if deemed necessary. Take 8" of foam pipe insulation (you can buy it a hardware store) 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 General Motors.
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4L60E
1-2 Shift Shudder Hot
2000-2002 C/K Trucks with a concern of a shift shudder during the 1-2 shift is mostly common under light throttle conditions, after the vehicle has reached full operating temperature and ambient temperature is high. The problem is usually caused by a frequency signal riding on the generator output . The signal is causing interference problems with the PCM circuitry. Install a sense lead for the Alternator as follows: Parts: Connector replacement pack 15306009 1 ring connector pack 02984172 (sold as packs of 10) RTV sealer Procedure: 1. Disconnect the negative battery cable 2. Remove the two-wire, four-cavity connector from the alternator 3. Remove the brown wire (cavity B) and the gray wire (cavity C) 4. Remove the wires from the connector pack and discard wires B and C 5. Install the brown wire from the vehicle harness into cavity B of the service connector. Install the gray wire from the vehicle harness into cavity C of the service connector. 6. Install the TPA (Terminal Position Assurance Clip) into the service connector and install the service connector into the alternator. 7. Hook the wire in cavity D of the service connector to the battery terminal on the alternator using the ring connector. 8. Trim the wire in cavity A of the service connector flush 9. Seal the connector with RTV and connect the negative battery cable.
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4L60E
Multiple DTCS
Some 1995-2000 M/L (Astro, Safari) vans may experience DTCs setting related to the transmission or possibly engine related systems. The most common DTC is P0758 (3-2 solenoid) but others may set as well. The wiring harness runs along the bell housing area and over the engine. In many instances the harness contacts the A/C accumulator which leads to a rubthrough condition. Depending on which wires have insulation damage, a DTC will likely set for that circuit.
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4L60E ATC DTC C0379

Service 4WD Light On K Trucks
Some K-trucks with the automatic transfer case may experience the following 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/C compressor.
Secure the harness so it can no longer contact the A/C compressor.
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4L60E
Delayed Downshift
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 DTCs, P0014 (Cam Phaser Performance) P1683 Low power counter failure) P0116 (High side coolant rationality) This concern is caused by calibration problems. An updated calibration has been released to address the concerns. View the GM web site http://calid.gm.com/vci/ to locate the correct calibration number for your application.
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4L60E/4L65E
Updated PCS
A new pressure control solenoid was used for all 2003 model units. The vendor for the solenoid is now Borg Warner and will be available in two versions. The 1st 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 design and is scheduled for use in other transmission applications starting in the 2004 model year. In addition to the solenoid change, the harness was also changed to accommodate the updated solenoid. The 1st design solenoid went into production at SOP (Start of Production) 2003 while the 2nd design was introduced in December 2002 as a running change for the 2003 model year. The part number for the 1st design solenoid is 24219308 while the 2nd design part number is 24224905. The harness was updated to prevent someone from interchanging the Borg Warner solenoid with the previous Delphi solenoid. The updated harness part number is 24222891.
Make sure the correct solenoid is used for the correct vehicle
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4L60E/4L65E, 4L80E/4L85E, LCT 1000

DTC U1241 SET
Most OBDII equipped vehicles have DTCs related to data line problems. Some technicians may notice a DTC U1241 set in history on vehicles equipped with 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 after DTCs were requested or displayed . U1241 DTC is caused by a loss serial data. The loss of data is caused by your scan tool interface with some of the modules on the vehicle. When your scan tool requests DTCs from some of the modules it becomes the master module which results in other modules setting the U1241 in memory. This is a normal condition, no repairs should be attempted if the condition for setting the DTC is as described above.
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4L80E/4L85E
P0706 Set
Vehicles with a 4L80E/85E transmission may set a code P0706 (Transmission Range Switch Performance) and may exhibit a no start condition. In many instances the P0706 is not caused by a faulty switch. On 1999 and later applications check for a possible recalibration for this condition prior to replacing the switch. Before part repairs are done check the web site http://calid.gm.com/vci/ for updated calibration to repair the false P0706.
NOTE: Always check the connections for melting and wire dammage
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4L80E
TCC surge or chuggle when road speed is between 40-50 mph
On 1994 and later Diesel 4L80E applications, customers may complain of a surge or chuggle condition which occurs only when the TCC is applied and the vehicle is between 40 and 50 mph. If the TCC is disabled, the surge/chuggle is typically eliminated. You will also find that disconnecting the EGR on 6.5L Diesel applications (RPO L56) may also eliminate the concern. The typical cause of this concern is retarded pump timing. Checking the pump timing requires a scan tool.
To determine if the timing is correct, note the data parameter known as TDC offset using a scan tool. The value should be minus -.75 or less. A minus number on the scan tool indicates the timing is advanced while a plus (+) value indicates 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 a TDC 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. It should be noted that not all scan tools are capable of performing a TDC relearn procedure)
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4L80E
(Continued)
If the Timing is incorrect: Shut the engine off and loosen the pump bolts slightly. Using the proper adjustment tool move the pump slightly (.040" of movement = 1 degree of timing change). Move the pump toward the drivers side of the vehicle to advance the timing and toward the passenger side of the vehicle to retard the timing. Once the pump is moved slightly, tighten the pump bolts and perform the TDC offset learn procedure 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 offset procedure and note the value when the scan tool locks in the TDC offset value. It should 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 scan tool again. If the offset value is not correct, shut off the engine, loosen the pump bolts and rotate it in the desired direction. Tighten the bolts and repeat the above TDC offset learn procedure.
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4L80E
(Continued)
To perform the TDC offset procedure on the 1996 and Later applications: 1. Turn on the ignition key and clear all DTCs 2. Depress the throttle to the WOT position and hold it there for at least 4-5 seconds 3. Key off and then close the throttle 4. Wait 30 seconds minimum 5. Key on and start the engine 6. 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 started in step five.
Diesel Injector Pump
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4L80E
(Continued)
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 most 1997 and later applications, the value displayed on the scan tool will remain at the previous 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 is not correct, shut off the engine, loosen the pump bolts and rotate it in the desired direction, tighten the bolts and repeat the TDC offset learn procedure. On L56 (EGR equipped 6.5L Diesel) applications, if the timing is correct and the problem is eliminated when the EGR is disconnected, replace the EGR with part number 12530288.
The EGR is located behind the dipstick
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4L80E
Planetary gear noise in 1st and 2nd gears only
Some 4L80E transmissions may exhibit excessive planetary gear noise when operating in 1st and 2nd gears. This noise will resemble the noise developed from HD 4L80E applications which use straight-cut gears. Upon inspection, you will notice some irregular wear lines on the reaction planetary carrier pinion teeth and possibly on the sun and ring gear teeth. These wear lines run parallel to the transmission 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 problem 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 cause of the noise on 97 and later applications. Misalignment of the output shaft will cause side loading of the planetary. This problem generally leads to the technician replacing the planetaries only to have a repeat failure within 5-20 thousand miles.
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GENERAL MOTORS
4L80E
Planetary gear noise in 1st and 2nd gears only
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 inspect the transfer case adapter measure the transfer case pilot inside and outside diameter. The outside diameter specification is 4.799"-4.801" while the inside diameter specification is 4.899-4.900. If the measurements are not correct, replace the adapter. On 2wd applications a common cause of the concern is the position of the output shaft bushing. If the bushing or bore was machined off center, side loading of the shaft will occur. On 2wd applications, you will typically be able to see that the bushing is worn off center. Replace the bushing or the case as necessary.
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4L80E HD/4L85E
Product Updates
Several midyear changes were made to the 2001 4L80E HD model transmissions. These changes were also carried over to the 4L85E transmission. The changes were designed to improve the transmissions durability. These changes include: Part number call out Overrun clutch housing Overrun clutch spring Overrun clutch snap ring Overdrive roller clutch Overdrive carrier GM part number Included in the kit only Included in the kit only 24216149 12431003 24215530
Some of the components are only available by ordering an upgrade kit part number 24222160
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4L85E
2002 Models
The 4L80E HD has been replaced by the 4L85E. The 4L85E is used in vehicles equipped with the 8.1 L gas engine (RPO L18). Identification Model Tag:02CAP or 02CCP RPO 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
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4L85E
2002 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 longer available from GM. If a 4L80E HD planetary requires replacement, update the unit with the part numbers listed above for the 4L85E applications.
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GENERAL MOTORS
LCT 1000
Incorrect Pressure Switch Assembly Readings
Allison transmissions used in GM truck applications may indicate the wrong pressure switch assembly readings for 5th gear and/or reverse range. Vehicles that have had the TCM reprogrammed or vehicles built after March 2001 may have an incorrect switch sequence. Incorrect values may be displayed when monitoring the transmission operation with a scan tool when those values are compared to the listings in the shop manual. This may lead to misdiagnosis of the PSA or its circuits. Programming changes dealing with the scan tool interface can lead to the incorrect sequence for the application. The chart below lists the correct sequence for the LATER (after March 0f 2001) Allison calibrations. 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 those built earlier will read Closed (ON).
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LCT 1000
Incorrect Pressure Switch Assembly Readings
Range 5th - Late 5th - Early 4th 3rd 2nd 1st Neutral Reverse-Late Reverse- Early Switch C Closed/ON Open/OFF Closed/ON Closed/ON Open/OFF Open/OFF Closed/ON Open/OFF Closed/ON Switch D Open/OFF Open/OFF Open/OFF Open/OFF Open/OFF Closed/ON Closed/ON Closed/ON Closed/ON Switch E Closed/ON Closed/ON Closed/ON Open/OFF Open/OFF Open/OFF Closed/ON Closed/ON Closed/ON Switch R Open/OFF Open/OFF Open/OFF Open/OFF Open/OFF Open/OFF Open/OFF Closed/ON
Closed/ON
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LCT 1000 (RPO M74)

Flare When Accelerating From a Stop
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 harsh engagement may occur as the unit reengages 1st gear. Many times, when the condition is present, input speed will be present even though the transmission is being 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 to be 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/
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LCT 1000 (RPO M74)

FlareWhen Accelerating From a Stop (Continued)
C-5 Clutch Asssembly
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LCT 1000 RPO M74

PRNDL Inoperative
To separate switch concerns from the wiring and TCM, proceed as follows: Disconnect C1 and C2 connectors 1. 2. Monitor the NSBU values with a scan tool. 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. If the proper range is indicated as the jumper sequence is varied, replace the switch. If the proper range is not indicated check the wiring before replacing the TCM.
ON= OFF= OPEN CIRCUIT GROUNDED CIRCUIT
3.
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LCT 1000 RPO M74

PRNDL Inoperative
To separate switch concerns from the wiring and TCM, proceed as follows: Disconnect C1 and C2 connectors 1. 2. Monitor the NSBU values with a scan tool. 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. If the proper range is indicated as the jumper sequence is varied, replace the switch. If the proper range is not indicated check the wiring before replacing the TCM.
ON= OFF= OPEN CIRCUIT GROUNDED CIRCUIT
3.
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LCT 1000
Quicklearn Procedure
The Allison LCT series transmission utilizes a quick learn (Also known as Fast learn) procedure designed to shorten the amount of time that it takes for the TCM adaptive-learning strategy to adjust for variations in clutch volume and apply time. By performing the quick learn functions, the amount of time that is required for TCM adaptive learning is reduced significantly. The Quick learn function requires a compatible fully functional scan tool. Quick learn should be preformed if: 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 will repeatedly cycle the C3/C4 and C5 clutches on/off. This function will not only purge air from the system but it will also adjust for engagement time variation due to 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 C1 clutch to adjust for engagement time variation due to return spring load values, solenoid flow rates as well as seal/bushing leakage.
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LCT 1000
Quicklearn Procedure (continued)
3RD/4TH : Following the above procedures clutch volume for the C2 clutch requires the vehicle now be driven. To properly learn the C2 clutch volume the vehicle must complete at least three 3-4 shifts at steady throttle. This procedure does not require the use of a scan tool. NOTE: If the scan tool harness becomes disconnected or if you lose communications with the TCM during the quick learn process, default actions may occur. If you were in Drive when the failure occurred, ranges other than drive may not be available. If you were in Reverse when the failure occurred, ranges other than reverse may not be available. To perform a park/reverse/drive quick learn the following conditions must be met: 1. No DTCs are stored 2. NSBU is operating correctly 3. Speed sensors are operating correctly 4. TFT is between 104-212 F (40-100c) 5. Parking brake is set 6. Transfer case is in 2wd range 7. TP values are 0% 8. A compatible scan tool is being used Now follow the instructions on the scan tool for the FAST (Quick) learn procedure. NOTE: Block the wheels during the test procedures
72
GENERAL MOTORS
LCT 1000 8.1L Engine

Harsh Down Shifts, Harsh Garage Shifts
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 temperature sensor reading. Generally, ECT DTCs will not be set. Replace the ECT sensor
Generally the ECT will read about 60F (15c) with the vehicle at full operating temperature.
FORD
73
74
FORD
FORD Contents
AX4S Vibration After Overhaul .............................. 76 New Pump Bearings .................................... 77 Harsh 1-2 Shift ............................................ 79 Harsh 4-3 Downshift ................................... 86 Check Ball and Relief Valve Locations .................................................... 87 CD4E No 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-III Clutch 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 After Rebuild ...................................................... 109 Ratio Error Codes ..................................... 110 Accumulator Reference .............................. 118 2003 ATRA. All Rights Reserved No Line Rise .........................................119 Slipping in 2nd and 4th .......................... 120 4F27E Jump Testing the Trans .......................... 121 Servo Seal Damage .............................. 123 Final Drive Gear Set ............................. 124 2/4 Band Adjustment ............................ 126 4R44E/55E and 5R44E/55E Low Line Pressure at WOT .................. 129 5R55N Clutch and Band App. .......................... 133 Sprag Application ................................. 134 Pressure Specs ..................................... 135 Solenoid Application ............................. 137 Intermediate Sprag Rotation .................. 142 4R70W Solenoid Codes .................................... 143 Downshifts at High Speeds ................... 144 Intermediate Diode Failure .................... 146 4R100 2nd Gear Slips ...................................... 147 Intermediate Clutches Burnt .................. 148 No Reverse, No Man. Low .................. 151 Incorrect VSS Reading ......................... 152 5R110W Description .................................... 155-163 Mazda to Ford Conversions .............. 164
FORD
75
76
FORD
AX4S
Vibration After Overhaul
(3.8L Only) Possible Broken Flexplate
A Vibration or broken Flexplate on models between 1995-2001 that are equipped with 3.8L engines may be caused by the misalignment of the converter to flexplate. The Flexplate has an alignment paint dot on the flexplate and torque converter from the factory. This dot is there to ensure proper alignment.
FORD
77
AX4S/AX4N
New Pump Bearings
When replacing the pump bearing on a AX4S or AX4N use the new updated bearing assembly which has a built in seal. The seal is used to enhance lubrication to the bearing for longer life expectancy.
AX4N Part# XF1Z-7G184-AA
AX4S Part# XF2Z-7G184-AA

78
FORD
AX4S/AX4N
New Pump Bearings
OLD
NEW
SEAL Install the seal away from the pump rotor

FORD
79
AX4N
Harsh 1-2 Shift
There are a number of problems related to this symtom including:
Wrong Gaskets Wrong Seperator Plate Damaged Accumulator Piston Wrong Accumulator Spring Valve Body Wear
80
FORD
AX4N
Harsh 1-2 Shift
Seperator Plate and Gasket
Lincoln 1995-97................................ Lincoln 1998..................................... Lincoln 1999-00 ................................ Taurus/Sable 1994-95 w/3.0L ......... Taurus/Sable 1996-97 w/3.0L 2V .... Taurus/Sable 1998-99 w/3.0L 2V .... Taurus/Sable 1996-97 w/3.0L 2V .... Taurus/Sable 1998-99 w/3.0L 4V .... Taurus SHO 1996-97 w/3.4L ............ Taurus SHO 1998-99 w/3.4L ............ Taurus/Sable 2000 .......................... Taurus/Sable 2001-03 ..................... (stamped 11) (stamped 84) (stamped 90) (no stamp) (stamped 13) (stamped 87) (stamped 14) (stamped 86) (stamped 15) (stamped 85) (stamped 03) (stamped 05) part #F50Z-7Z490-A part #F80Z-7Z490-AA part #FX3Z-7Z490-AA part #F5DZ-7Z490-A part #F6DZ-7Z490-B part #F8DZ-7Z490-BA part #F6DZ-7Z490-A part #F8DZ-7Z490-AA part #F6DZ-7Z490-D part #F8DZ-7Z490-CA part #YF1Z-7Z490-CA part #1F1Z-7Z490-AA
FORD
81
AX4N
Harsh 1-2 Shift
Damaged Accumulator Piston
A Damaged Accumulator Piston assembly can cause a number of shifting problems from late, early, harsh, soft and more. When reassembling this unit pay close attention to the housing and piston areas. If the piston is worn or the housing scored the chances of the piston cocking in the bore are increased.
Check the Piston housing for wear, grooves, or scoring
Check the Piston and Rod assembly for wear
82
FORD
AX4N
Harsh 1-2 Shift
Wrong Accumulator Spring
FORD
83
AX4N
Harsh 1-2 Shift
Accumulator Hydraulic Circuits
Fluid under pressure in the pump circuit moves to the line modulator valve, where it enters the accumulator circuit. The accumulator circuit provides variable hydraulic backpressure to the accumulators for five apply components. The variable pressure of fluid in the TV circuit is controlled by the pcm and changes the position of the line modulator valve. When TV pressure is lower, accumulator circuit pressure is lower. The results in softer shift feel provided by the accumulators 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 by the accumulators during shifts when engine torque is higher. Damage to the Line Modulator Valve can result in no moulation of the valve and allowing direct line oil to influence the Accumulator.
84
FORD
AX4N
Harsh 1-2 Shift
Valve Body Wear
Check for wear at the Line Pressure Modulator valve and sleeve assembly. If the sleeve is damaged you can replace it with an E4OD Line Pressure Modulator Valve and Sleeve assembly. The E4OD Line Pressure Modulator valve is smaller in size and allows less oil to the back side of the Accumulator apply side during operation resulting in a softer shift. Damage to the Line Modulator Valve may result in a Slide Bump, Harsh Shift, or dragging shifts.
E4OD Line Pressure Modulator Valve and Sleeve
FORD
85
AX4N
Harsh 1-2 Shift
Incorrect Clutch Pack Clearance
1995-96 Forward Clutch (.040-.059) wave spring Direct Clutch (.050-.069) Intermediate (.050-.069) wave spring Reverse (.038-.064) wave spring Low-intermediate clutch (.050-.075) wave spring 1997-98 Forward Clutch (.050-.059) wave spring Intermediate Clutch (.050-.069) no wave spring SHO Direct Clutch (.050-.069) Reverse 97 all (.038-.064) wave spring Reverse 98 SHO (.049-.072) wave spring Reverse 98 except SHO (.040-.063) wave spring Low-intermediate clutch (.050-.075) wave spring 1999 Forward Clutch (.050-.069) wave spring Intermediate (.050-.069) no wave spring SHO Direct Clutch (.050-.069) Reverse Clutch SHO (.050-.072) wave spring Reverse Clutch except SHO (.040-.063) wave spring Low-intermediate Clutch (.050-.075) wave spring 2000-03 Forward Clutch (.040-.059) wave spring Intermediate Clutch (.050-.069) wave spring Direct Clutch (.050-.069) Reverse Clutch (.050-.072) wave spring Low-intermediate clutch (.050-.075) wave spring
86
FORD
AX4N
Harsh 4-3 Downshift
Wrong Seperator Plate
Many times the wrong seperator plate may be changed inenvertantly. Pay close attention to the O/D Servo exhaust orifice size, these sizes are not all the same.
00.095
Exahuast orifice from the O/D Servo
00.218
FORD
87
AX4N
Check Ball and Relief valve Locations
The locations of the check balls havent changed over the years, however the springs have gone through some changes. Listed on the previous page are the spring sizes and weights.
Modulator Check Valve and
Solenoid Regulator
TCC
Manual Low Relief Valve and Cooler
Modulator Check Valve and Drainback

88
FORD
AX4N
2001-On Check Ball and Relief Valve Location
Manual Low Relief Valve and Cooler Bypass Spring Modulator Check Valve and Drainback Spring Modulator Check Valve and Spring
Solenoid Regulator Fliter
TCC Fliter
Spring Weight 7.00 lbs. Spring size .634 in
FORD
89
AX4N
Check Ball Location
Direct Clutch Circuit
90
FORD
CD4E
No Movement After Overhaul
High Pressure caused by excessive clearance in the pressure regulator bore is causing the pump shaft to twist.
Pump Shaft
Converter end of the shaft
FORD
91
CD4E
Valve Body Mismatch
The Seperator plate can be an easy identification tool when interchanging the valve bodies. The location of the Forward feed hole is much larger on the 98 and later valve bodies.
98 and later
0.120 With Wave plate in FWD clutch
94-98 Models
0.090 No Wave plate in FWD clutch
92
FORD
CD4E
Valve Body Interchange
A wrong gear start from a stop or fourth gear in manual low condition may ocur if the valve body was replaced with the wrong valve body. Early, 1994-97 and Late (1998-on) valve bodies can be identified by the Pull-In valve assembly and are not interchangeable? They must match vehicle.
FORD
93
CD4E
Valve Body Interchange with Harsh Forward Engagement or 3-4 Bind
Forward clutch assemblies with a wave plate are intended for use on later style valve bodies with the larger Forward feed orfice. Forward clutch assemblies without the wave plate are intended for use on earlier style valve bodies with the small forward feed orfice. If the Earlier style Drum assembly is installed to a Late model vehicle a harsh Froward engagement may be felt. This is due toe the large feed hole in the Seperator plate assembly.
EARLY 94-97
LATE 98-on
94
FORD
CD4E
1st Design W/ shallow dish 2nd Design W/ deep dish
1st Design 0.315
2nd Design 0.400
FORD
95
CD4E
1st Design 0.200 Shallow Dish 2nd Design 0.310 Deep Dish
1st Design 0.595 Shallow Dish 2nd Design 0.680 Deep Dish
96
FORD
CD4E
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 clutch steels, 2 frictions and the forward apply plate on top. Clearance should be around 0.050 in. Other causes of this may be: Forward Sprag (seized or wrong rotaion) Cracked Forward piston Crossleaks into the Coast Clutch
FORD
97
CD4E
Drives Forward in Nuetral, Binds in Reverse
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 needs to be taken when replacing the forward/direct clutch drum. Make sure that the piston slides into the drum bore with a top clearance (top of drum bore for outer seal) of at least .010 or more. Always feel outer seal riding surface for being smooth. If it appears that the top area of the drum where the seal rides is ballooned inward and not a true straight flat surface, do not use this drum as it will swell 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
Make sure the Piston can sit in the Drum with a .010 feeler gauge
Look at the Ridges in the Drum and Piston surface area
98
FORD
CD4E
Ratio Error Codes P0732, P0733, etc.
Turbine Speed Sensor Application
Some of the most troublesome codes to deal with are ratio error codes. These codes 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, the older sensors have a much broder range of voltage then the new sensors.
1S7Z-7M101-KA
F7RZ-7M101-KA
FORD
99
CD4E
Pump Shaft Identification
Pump, Converter, Engine Damage
It is very important to make sure you use the correct pump shaft and input shaft for the correct application. Mismatching the Input or Pump shafts may cause damage to the Pump, Crank Shaft Thrust Bearing, Converter and other internal parts. The Shafts are different in length between the 4Cyl. and 6Cyl. engines.
4 Cylinder 14.00 4 Cyl
4 Cylinder 8.25
6 Cylinder 9.00
6 Cyl
6 Cylinder 14.75
100
FORD
CD4E
Fluid Leaks Out Of The Dipstck Tube
The most common cause of this problem is the Chain cover not properly assembled. The chain cover has Four (4) snaps that connect to the shield. This sheild is typically misplaced or not installed at all.
FORD
101
CD4E
Proper Sprag Rotation
No Forward movement or Binds in fourth can be caused by the Forward sprag damaged or incorectly installed
Race freewheels counter-clockwise while holding the sun gear stationary
102
FORD
F4E-III
Clutch and Band Application
FORD
103
F4E-III
Pressure Specifications
Range Idle
Line Pressure, (psi) P, (D), D, L (62-81)
Line Pressure, (psi) R (110-120) (217-248)
Stall Speed (140-152)
104
FORD
F4E-III
Solenoid Firing Order
FORD
105
F4E-III
Solenoid Failure Chart
106
FORD
F4E-III
FORD
107
F4E-III
Solenoid Specifications
1-2 Solenoid EPC Solenoid
3-4 Solenoid
TCC Solenoid
2-3 Solenoid
108
FORD
F4E-III
High / Low Pressure
High Pressure caused by Pressure Regulator bore wear.
High pressure check these areas for wear
Low Pressure check these ares for wear
FORD
109
F4E-III
No Movement in all Gears after Rebuild
Typically caused by a damaged Pressure Regulator circuit, this problem is usually assosiated with a plant failure. During your rebuild proceedure make sure the Pressure Regulator Valve assembly is not damaged. A damaged PR Valve can create high line pressure, this can cuase no cooler flow resulting no movement.
110
FORD
F4E-III
Ratio Codes
Ratio codes can be very difficult to diagnose because of the many different components that can cause this problem. Diagnostic Trouble Codes P0781, P0782, P0783, P1731, P1732, P1733 indicate incorect ratios and no specific gear. In order for these codes to set, the problem has to happen four times consecutivly. Diagnostic Trouble Codes P0741 or P1728 are also ratio codes that can be percieved as only torque converter codes. In order for these codes to set the problem has to happen five times consecutively. Here are some of the items to look at when diagnosing Ratio Codes:
Fluid Pump Filter Valve Body Wear Seals Drums Speed Sensors Accumulators
FORD
111
F4E-III
Ratio Codes
Pump
The front pump support and gear provides the volume of fluid required to charge the torque converter, main control valve body, cooling system, lubrication system, and hydraulic apply devices. The front pump support and gear is shaft driven by the torque converter cover. The sideclearance should be no more then .002, .0015 or less is prefered.
(Continued)
Check pump areas closely for damage
112
FORD
F4E-III
Ratio Codes (Continued)
Filter
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 a screen filter will work, but this is not always the case. Small particles can become logged in the screen and restrict flow, causing slips, and ratio errors.
FORD
113
F4E-III
Valve Body Wear
The valve body consists of four sections: the upper control valve body, main control 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 properly and slowing down the timing the PCM is expecting.
Solenoid Regulator valve
Manual valve
3-4 Shift valve
Low Reducing valve 1-2 Shift valve
PR and Boost valve
114
FORD
F4E-III
Seals and Drums
A 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 Forward clutch can cause sluggish engagements into Drive. Here again knowing whats applied will help you diagnosis this unit quickly.
FORD
115
F4E-III
Speed Sensors
The vehicle speed sensor (VSS) is located above the differential on the transmission case. The VSS rotates a cable and the instrument cluster generates a DC signal and sends the signal to the PCM, in some cases the VSS generates the signal to the PCM. The TSS sensor provides converter turbine shaft speed information for torque converter clutch (TCC) control strategy. The information is also used in determining static electronic pressure control (EPC) pressure setting during shifts. The values below are approximate, the important point is that the frequency rise is linear and smooth.
Failure: All or some shifts missing, erratic shift pattern, Stall when put into gear, late/early shift speeds,no TCC, Erratic pressure rise.
80mph-170 60mph-130 30mph- 75 15mph- 40 00mph- 00
Hz +/Hz +/Hz +/Hz +/Hz +/-
VSS 150-250 ohms
TSS 150-250 ohms
116
FORD
F4E-III
Accumulators
Accumulators 1-2
RED
Spring Length 3.425 Diameter 0.630 Coil 0.080
Accumulators 2-3
GREEN
Outer Length Outer Diameter Outer Coil Inner Length Inner Diameter Inner Coil
2.729 0.580 0.078 2.665 0.396 0.052
FORD
117
F4E-III
Accumulators N-D
GREEN
Outer Length Outer Diameter Outer Coil Inner Length Inner Diameter Inner Coil
Accumulators N-R
2.954 0.580 0.062 2.802 0.420 0.047
BLUE
Outer Length Outer Diameter Outer Coil Inner Length Inner Diameter Inner Coil 4.134 0.553 0.066 3.657 0.384 0.050
118
FORD
F4E-III
Accumulator Reference
N-D Accumulator (Green)
N-R Accumulator (Blue)
1-2 Accumulator (Red)
2-3 Accumulator (Green)
FORD
119
F4E-III
No Line Rise W/ Good EPC Command
No Line rise can be caused by a sticking pressure modifier valve or a damaged spring. The Line Pressure Modulator Valve is responsible for modulating the EPC pressure and distributing it to the appropriate valves.
Check the valve for scoring and make sure the valve bore is clean of debris.
120
FORD
F4E-III
After Rebuild, Slipping 2nd and 4th, No 2nd and 4th
The Orifice size is .020 in
Always take the time to remove the servo apply orifice.
FORD
121
F4E-III
Jump Testing the Transmission
122
FORD
F4E-III
Jump Testing the Transmission
F4E-lll connector assembly veiwed from the terminal side.
#7 indicates TCC
FORD
123
4F27E
Servo Seal Damaged
It is important to install the Servo seal to the Valvebody correctly make sure there are no tears in the lip of the seal and that there is no knicks on the Valvebody seal surface. Make sure you torque the Valvebody to specifications and air check the unit after. A loose valve body can cause the seals to tear from the oil pressure passing the feed.
Torque Valve Body to 80 lb-in.
124
FORD
4F27E
Final Drive Gear Set
A reprogram is availible for the PCM (Powertrain Control Module) to accept an ealier gearset in a late vehicle. In Ealy 2002 Ford introduced a reprogram for this interchange. If the transaxle has a part number on it that starts with an X for the year 2000 (ex:XS4P) it contains the older gear set. Transaxles with part numbers that begin with 1 for the year 2001 (ex: 1S4P) it contains a newer gear set. To identify the correct reprogram locte the tear tag on the door and match the tag number with the following chart.
The early output gear has 87 teeth and the transfer gear has 83 teeth
The late output gear has 59 teeth and the new transfer gear has 57 teeth.
Transfer Gear
Output Gear
FORD
125
4F27E
Final Drive Gear Set
126
FORD
4F27E
2 / 4 Band Adjustment
Band adjustment is crucial during a rebuild. Many times a repeat failure of the band will occur because the specified bolt was not installed. This tool can be purchased from the after market.
OTC# 307-416
FORD
127
4F27E
When an adjustment is necessary be sure to follow the procedure listed below:
Tighten the band select gauge tool to 45 lb-in Back out the gauge 3 turns Holding the tool bolt in position, lightly seat the nut and washer against the transaxle case Remove the tool without changing the position of the nut on the bolt
128
FORD
4F27E
Compair the 2/4 band anchor bolt with the measurement tool If the adjustment is off use the chart to verify the correct pin
FORD
129
4R44/55E and 5R44/55E

Low Line Pressure at WOT, Slipping
Explorer, Ranger, Aerostar, Mountaineer
Low line pressure at WOT, seperator plate gasket blown, erratic EPC pressure are 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, a new Seperator plate is now availible from Ford. In some cases due to heavy contamination the Valve Body will need to be replaced if there isnt a heavy amount debris in the pan refer to chart for specific seperator part number.If it is determaned the valve body needs replacing refer to chart on the opposite page.
130
FORD
4R44/55E and 5R44/55E

Low line Pressure at WOT
When replacing the separator plate and EPC blow off plug, remove and discard the old solid plug and clip assembly. The new plug has a check valve in the plug that allows excessively high EPC oil pressure to escape without damaging the valve body or other internal complaints.
Old Plug
New Plug W/ Blow Off
Remove and discard these parts

FORD
131
4R44/55E and 5R44/55E

132
FORD
4R44/55E and 5R44/55E

FORD
133
5R55N
Clutch and Band Application
A=Applied ANE=Applied but Not Effected
134
FORD
5R55N
Sprag Application
FORD
135
5R55N
Pressure Specification
Main Line Tap
136
FORD
5R55N
Alternate Main Line Tap
FORD
137
5R55N
Soleniod Application Chart
* Failsafe for this unit is Fourth, Second and Reverse
138
FORD
5R55N
1=Manual
1=Manual
1=Manual 2003 ATRA. All Rights Reserved
1=Manual
FORD
139
5R55N
1=Manual
140
FORD
5R55N
Pressure Control Solenoid Failure
1=Manual
1=Manual
FORD
141
5R55N
Pressure Control Solenoid Failure
142
FORD
5R55N
Intermediate Sprag Rotation
A damaged intermediate sprag will cause a bind in third and fourth or no third or fourth condition.
ROTATES CLOCKWISE
HOLD
ROTATE
FORD
143
4R70W
Solenoid Codes P0750, P0751, etc. and/or Erratic Shifting
Intermittent TCIL flashing may be caused by the internal solenoid hard shell harness being distroted or not being fully seated between the solenoid and the harness.
Check the Mating Surfaces
This Pin is damaged
144
FORD
4R70W
Downshifts at High Speeds
This problem is usually caused by the Manual Lever Position Sensor/Transmission Range Sensor voltage rising because of a bad ground or damaged MLP sensor making the PCM believe the transmission was manually downshifted. To verify this concern monitor the MLP/TR sensor on the scanner or at the sensor signal pin. If voltage changes during the drive or when road shock is applied make sure the concetions and wiring is good , then replace the sensor.
Typical Pin Identification 57=Ground 359=Signal Return 199=MLP to PCM 463=Nuetral Sense (4X4) 32=Starter Circuit 298=Fused Accy Feed 140=Backup Lamp 33=Starter Circuit
FORD
145
4R70W
Downshifts at High Speeds
There are a few differances between the TransmissionRange sensor and the Manual Lever Position Sensor. The TR sensor refers to four pins at the PCM, where as the MLP refers only to one pin at the PCM.
146
FORD
4R70W
Repeat Intermediate Diode Failure
Typically caused by flooding solenoids this problem can give you trouble if not diagnosed completely. The Diode sprag is considerably stronger then the older roller one-way clutches, however the cause is still the same. During a forced down shift from 4-2, SS1 and SS2 are commanded OFF. If the solenoids are worn or inoperative they dont exhaust properly causeing the solenoids to flood and hold the 3-4 valve in its 4th gear position (no Forward clutch fill). Because the PCM command for second gear happens the 2-3 shift valve is stroked to the 2nd gear position and the 3-4 shift valve is held up in the 4th gear position, this causes the feel of Nuetral, O/D Band applied, direct clutch applied, no intermediate, no forward. When this happens the customer or technician removes his/her foot from the accelerator the line pressure drops and the intermediate clutches catch. When this happens the Sprag is hammered and wear or breakage occurs.
FORD
147
4R100
2nd Gear slips or No 2nd
The common cause for this problem is duability of the Intermediate Diode sprag. 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 and return spring also. The new Drum deletes the thrust washer assemly and has a smaller piston travel area. Part #s E9TZ-7A089-B .................................. 1C3Z-7B164-BA ............................... YC3Z-7D044-AA ............................... YC3Z-7D044-BA ............................... F3TZ-7G401-AA ............................... Intermaediate sprag Clutch Plates 4 Plate Drum 5.4L and 6.8L 5 Plate Drum 7.3L only Thrust Washer#7
148
FORD
4R100
Intermediate Clutches Burnt
A common failure of the Intermediate clutch is almost always caused by lack of feed oil to the piston, typically due to case damage, one modification you can do is install a rubber gasket/seal around the feed hole of the Inermediate clutch drum. There are a few things your going to need to do before this repair.
Parts needed: 1 = PC 7/32 16 mml oil resistant hose 1 = Razor Blade 1 = C6 Direct Clutch Return Spring
FORD
149
4R100
Seat hose at the bottom of the channel case
With hose extended through case, trim it with the razor blade.
Make sure it is flush against the case.
150
FORD
4R100
Cut specification
Spring specification
Should be less then a 1/8 of an inch above the seperator plate
FORD
151
4R100
No/Slipping Reverse, No/Slipping Manual Low
A No Reverse or Manual low condition can be caused by the Low/Reverse plate bolts being too long and bottoming out in the case. Signs of this are evident when initial inspection shows the tip of the bolt and the bottom of the case having signs of damage
Discard these types of bolts. Install threadonly bolts.
152
FORD
4R100
Vehicle Speed Sensor Input when Vehicle is Stationary
An erratic 1-2 upshift or 2-1 downshift may be caused by a VSS input while the vehicle is stationary. Monitor the VSS on you scanner, if the scanner shows a VSS signal with the KEY ON and the ENGINE OFF. It may be necessary to install a jumper kit from FORD. This kit replaces the computers current ground wires with a single body ground cable.
Part # 1C3Z-13N850-AA
FORD
153
4R100
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.
154
FORD
4R100
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.
FORD
155
TorqShift 5R110W
Description
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.
156
FORD
5R110W
Clutch Application Chart
(a) Commanded pressures viewed on scanner (c) 30 psi until 3 mph (d) Clutch applied through the manual valve
FORD
157
5R110W
Clutch Application Chart
158
FORD
5R110W
Pressure can be measured at the main line tap on the drivers side of the transmisison. All of the other pressures are going to be monitered using your scanner.
FORD
159
5R110W
160
FORD
5R110W
Solenoid Specification Chart
1 2 3 4 5 6 7 8 9 10 11 12 13 14 PC-A TCC SSPC-B SSPC-A SSPC-E SSPC-D SSPC-C TFT PS-B PS-A PS-E PS-D PS-C TR-P 4.7 ohms +/- (line pressure) 4.7 ohms +/- (torque converter clutch) 4.7 ohms +/- (overdrive) 4.7 ohms +/- (coast clutch) 4.7 ohms +/- (low/reverse clutch) 4.7 ohms+/- (direct clutch) 4.7 ohms +/- (intermedate clutch) 200K ohm scale (transmission fluid temperature) 0.5 ohm +/- (overdrive pressure switch) 0.5 ohm +/- (coast clutch pressure switch) 0.5 ohm +/- (low/reverse pressure switch) 0.5 ohm +/- (direct clutch pressure switch) 0.5 ohm +/- (intermediate clutch pressure switch) (transmission range sensor) not shown here
FORD
161
5R110W
Solenoid Specification Chart
11 5 10 6 12 7
13
3 9
2 8
1
162
FORD
5R110W
Valve Body Wiring
Connector shown from the valve body connector side
FORD
163
5R110W
Valve Body Wiring
164
FORD
Mazda to Ford Conversion

Sometimes, you wont 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 scan tool data as if you were working on a Ford vehicle. This chart will help you with the conversion.
FORD
165
NOTES:
166
FORD
NOTES:
CHRYSLER
167
168
CHRYSLER
Chrysler Contents
31TH Delayed Engagement ................ 170 41TE and 42LE 1999-up Transmission Range Sensor Kit ...................... 171 Speed Sensor Faults ................. 173 Cooler Line Splice Kit ............... 174 Auxiliary Differential Vent ........ 175 No Response From TCM ............ 176 Erroneous Body Control Module Codes ........................... 177 45RFE Transmission Quality Enhancments ........................... 178 47RE Harsh Engagements When The TCC is Applied ................... 179 Erratic TCC operation ............... 182 Delayed Upshift, No TCC Engagements 30-50 MPH .......... 183 Buzz, Whine, Moaning Noises ... 184 Front and Rear Band Adjusments .............................. 185 413, 670, 727, 904, RH and RE Units Proper Regulator Valve Adjustments ............................. 188 Proper Throttle Valve Adjustments ............................. 189 Pressure Regulator Valve and T.V. Valve Adjustment Tool .......................................... 190 42, 44, 46, 47, RH and RE Throttle Valve Cable Adjustment .............................. 191
CHRYSLER
169
170
CHRYSLER
31th
Delayed Engagement
Some 2000 Dodge (NS) Caravan, Plymouth (NS) Voyager, Dodge (PL) Neon, Plymouth (PL) Neon, Dodge (P2) Neon (Export Market), Plymouth (P2) Neon (Export Market) vehicles may exhibit intermittent delayed transaxle engagement of greater than 30 seconds on an initial cold start in 1C (30F) or colder temperatures. This may 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 1C (30F) 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 the condition is due to interference between the pump housing and the transaxle case. Perform the following Repair Procedure. If the answers were NO, further diagnosis will be required to determine the cause of the condition. Parts Required Qty. Part Number 1 05016410AB 1 04269661AB Description Pump Assembly Pump Gasket
Note: This information applies to models equipped with a 31th transaxle built between July 21, 1999 and February 3, 2000 (MDH 072100 and 0203XX). The transaxle date numbers involved are between 3872 to 4058 (10,000-day calendar) and 0010 to 0340 (Julian date code).
CHRYSLER
171
41TE and 42LE

1999-up Transmission Range Sensor harness kits
A new Transmission Range Sensor (TRS) was designed for the 1999 model year transaxles. The outside diameter of the pass through connector was increased as well as the terminals being changed from a pin type to a blade type. Early model 1999 vehicles were built with 1998 style transaxles and used a jumper harness. The jumper harness converted the 1999 vehicle harness to accept the 1998 transaxle TRS connector. These vehicles can accept the 1999 transaxle by simply removing the jumper harness. When installing a 1999 transaxle into a 1998 and prior vehicle a replacement harness must be installed.
172
CHRYSLER
41TE and 42LE

1999-up Transmission Range Sensor harness kits
Important: The replacement harness wire colors may not match the wire colors 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 TRS harness to be compatible with a 1999 transaxle) Part # 05014474AA.42LE Splice Kit (Modifies 1998 and earlier vehicle TRS harness to be compatible with a 1999 transaxle)
41TE KIT # 05014473AA
42LE KIT # 05014474AA
CHRYSLER
173
41TE and 42LE

Speed Sensor faults and/or Ratio concerns
The input and output speed sensor supplier was changed for the 1998 model year 42LE and on August 8, 1998 for the 41TE. The terminal positions are slightly different between the new and old sensors. When a new speed sensor is installed on an early vehicle the terminals may spread resulting in a poor contact. Intermittent loss of speed sensor signals, ratio errors and cruise control complaints may occur. Any time a speed sensor is changed in an early vehicle the connector should also be updated.
Part # 05014471AA Output Speed Sensor connector kit
Part # 05014469AA Input Speed Sensor connector kit

174
CHRYSLER
41TE
Transaxle Cooler Line Splice Kit
Application: Chrysler (JR) Sebring, Sebring Convertible, Dodge (JR) Stratus Sedan, Plymouth (PL) Neon, Chrysler (PT) PT Cruiser, Chrysler (RG) Voyager (International 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 cooler line removal from the transaxle. This will make the lines easy to remove and install should service be required at a later time. An instruction sheet is included with each kit that details installation procedures. Parts Required Qty. Part Number 1 05016918AA Description Kit, Transmission Cooler Line Connector
Cut and remove Hose
Install new connectors and reinstall hose
CHRYSLER
175
41TE
Auxiliary Differential Vent
An auxiliary vent tube assembly has been released for service on 1993-2000 Chrysler (LH) Concorde, LHS, New Yorker, 300M, 1993-2000 Dodge (LH) Intrepid, 1993-2000 Eagle (LH) Vision, and 1997-2000 Plymouth (PR) Prowler to provide improved differential case venting. In cold climate areas, under certain driving conditions, pressure can build up in the differential case forcing fluid out through the primary vent tube at the top of the differential. Fluid can collect on the top of the differential case and/or drip to the ground. Parts Required Qty. Part Number 1 05011589AA
Description 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 differential cover.
176
CHRYSLER
41TE/AE, 42LE
No Response From TCM When Using Generic Scan Tools
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 to diagnostic requests from some aftermarket generic scan tools. In these cases, the aftermarket generic scan tool may indicate that the Transmission Control Module (TCM) is not responding. This may lead to unnecessary diagnostic procedures and or replacement of good TCMs. Parts Required Qty. Part Number 1 04669020 1 04275086 Description Label, Authorized Software Update Label, Authorized Modification
This involves selectively erasing and reprogramming the Transmission Control Module (TCM) with new software.
Note: This information applies to vehicles equipped with a 41TE/AE or 42LE automatic transaxle built prior to the following dates:
CHRYSLER
177
41TE
Erroneous Body Control Module Diagnostic Trouble Code
Town & Country, Caravan, and Voyager units with 41TE transaxles may exhibit erroneous body module codes caused by the PRNDL switch. Determine if each PRNDL indicators in the dash turn on when the ignition is turned on for about 10 seconds (illuminated at the same time). After 10 seconds they should go out. If all PRNDL indicators DO NOT become boxed at the same time, the DTC is erroneous 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 actual failure in the PRNDL system.
178
CHRYSLER
45RFE
Transmission Quality Enhancements for the 1-2, 2-3, and 4-3 Shifts
Some 2000 Dodge Dakota, Durango 1999-2000 Jeep Grand Cherokee vehicles equipped with a 45RFE transmission may experience the following shift quality issues: A harsh 2-3 upshift causing a powertrain clunk or shudder when accelerating. A harsh 1-2 upshift during light or wide open throttle conditions. A harsh 4-3 kickdown shift during low speed, light throttle conditions. The revision of the TCM software addresses the above shift quality conditions for all vehicles, and adds a final gear ratio to the Grand Cherokee transmission only.
Note: This applies to vehicles equipped with a 4.7L engine and a 45RFE automatic transmission built before August 16, 1999 (MDH 081600).
This involves selectively erasing and reprogramming the Dakota, the Durango, or the Grand Cherokee Transmission Control Module or TCM (with calibration 99Ver9.0, 00Ver8.5, or 00Ver9.0). And reprogramming the Grand Cherokee Powertrain Control Module or PCM (with calibration 99Call9A or 00Call6A).
CHRYSLER
179
47RE
Harsh Engagement When the TCC is Applied
Some 2000-2001 Dodge Ram Truck owners may complain that their transmission exhibits a harsh engagement. This harsh engagement will occur when the transmission is in or enters 3rd gear or overdrive (O/D). The customer may not be able to determine whether the harsh engagement is the result of a gearshift or is the result of a torque converter clutch (TCC ) engagement. Determine if the harsh engagement is the result of the transmission torque converter clutch engagement. The following steps are recommended. 1)Verify that the transmission fluid level is correct and that the transmission throttle cable is properly adjusted. 2)Drive the vehicle at a constant speed between 28 to 31 KM/H (45 to 50 MPH). 3)Make sure that the transmission is in O/D and the TCC is locked-up. If necessary, the DRB III may be used to create a custom monitor to display the needed transmission states. 4)While maintaining a constant speed, lift your foot off of the accelerator pedal and then reapply the accelerator pedal, but with a deeper (wider) throttle position while still maintaining O/D. The transmission should not be allowed to shift out of O/D during this maneuver, but the maneuver should cause the TCC to temporarily disengage.
Note: This applies to vehicles equipped with an 8.0L gasoline engine and a 47RE automatic transmission built between September 15, 1999 and August 14, 2000 (MDH 091500 to 081400).
180
CHRYSLER
47RE
Harsh Engagement When the TCC is Applied (continued)
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 Required Qty. Part Number 1 52118048AB 1 02464324AB AR (10) 05010124AA AR (10) 05013457AA Description Plate, Valve Body Upper Housing Separator Gasket, Transmission Oil Pan ATF-3, Transmission Oil Type 7176 (2000 M.Y.) ATF+4, Transmission Oil Type 9602 (2001 M.Y.)
CHRYSLER
181
47RE
Harsh Engagement When the TCC is Applied (continued)
1)Inspect the new separator plate P/N 52118048AB. The correct plate will have a 3mm (0.118 inch) wide slot at the torque converter clutch lock-up vent circuit.
Note: The slot in the seperator plate shown below should be approximately 3 mm (0.118 in) wide. Wider slots, althought they provide for a quicker TCC apply may make this probmel worse..
182
CHRYSLER
5.9L Diesel
Erratic Torque Converter Clutch
Some 1998-99 Dodge (BR/BE) Ram Trucks may experience a surge like condition 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 this erratic operation has been identified as electrical noise from the Throttle Position Sensor (TPS) or Alternator. Drive the vehicle with a helper monitoring the PCM. Warm the engine and verify the transmission fluid temperature is greater than 32F and consistent. Operate the vehicle with an output shaft speed greater than 2200 rpm. Verify that the 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 speed above 2200 rpm, hold the throttle so the TPS reads 1 volt. Monitor the TC clutch status, 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 the conditions are met, perform the REPAIR PROCEDURE. If a surge like condition is felt 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 Control Module (PCM) with new software (calibration changes 98call2 & 99call4).
Note: This information applies to vehicles equipped with a 5.9L 24 valve diesel engine and automatic transmission built between January 1, 1998 and December 18, 1998 (MDH 010198 & 121898).
CHRYSLER
183
47RE
Delayed Upshift/No TCC Engagement 30-50 MPH
Some 1999-2000 Dodge (BR/BE) Ram Trucks may experience a condition where the transmission may seem to have a delayed 3-4 upshift, while moderately accelerating from 30-50 MPH (48 to 80 KM/H). The customer may also note high engine rpms while operating in 3rd or 4th gear. This condition may be caused by a delay in the engagement of the transmission torque converter clutch (torque converter lockup). This involves the replacement of the transmission valve body upper housing separator 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).
184
CHRYSLER
42/44/46/47/ RE and RH
Buzz, Whining, or Moaning
Some vehicles may exhibit an intermittent noise from the transmission when reverse gear is selected. This noise has been described as a buzz, whining, or moaning like noise. The noise is most noticeable when transmission fluid temperature is below 38 C (100 F). This condition is caused by a resonance of the transmission regulator valve system. Other items that can cause this are: Air in valve system or out of the internal parts. Possible cracked pump housing, a torn pump gasket, an under filled transmission, restricted filter or cooler flow, or an out of specification valve and or valve body. Mostly affected transmissions built after Aug 1,1995 Updated (STEEL) Pressure Regulator Valve: Part # 04130169
CHRYSLER
185
42RE thru 47RE

Front & Rear Band Adjustments
It is important to note that Band Adjustments vary from unit to unit, from year to year. Refer to the chart below to know what the band adjustment is for each of these units. Harsh 1-2, and or Slide Bump on 1-2 shifts as well as reverse engagements problems may occur if this adjustment is done incorrectly. In adjusting, torque the ancor to 72 in lbs and back off number of turns listed.
186
CHRYSLER
42RE thru 47RE

1994 1995 Jeep Cherokee 42RE Front Band: 72 in lbs. Back off 3 5/8 turns Rear Band: 72 in lbs. Back off 4 turns 1996 (Jeep and Dodge line) 42RE 44RE Front Band: 72 in lbs. back off 2 7/8 Rear Band: 72 in lbs. back off 2 turns 46RE 47RE Front Band: 72 in lbs. back off 2 7/8 turns Rear Band: 72 in lbs. back off 2 turns 1997 (Jeep and Dodge line) 42RE Front Band: 72 in lbs. back off 3 5/8 turns Rear Band: 72 in lbs. back off 2 turns 44RE Front Band: 72 in lbs. back off 2 turns Rear Band: 72 in lbs. back off 4 turns 1997 46RE Front Band: 72 in lbs. back off 2 7/8 turns Rear Band: 72 in lbs. back off 2 turns 47RE Front Band: 72 in lbs. back off 1 7/8 turns Rear Band: 72 in lbs. back off 3 turns 1998 (Jeep and Dodge line) 42RE Front Band: 72 in lbs. back off 3 5/8 turns Rear Band: 72 in lbs. back off 4 turns 44RE Front Band: 72 in lbs. back off 2 turns Rear Band: 72 in lbs. back off 4 turns
CHRYSLER
187
42RE thru 47RE

1999 44RE Front Band: 72 in lbs. back off 2 turns Rear Band: 72 in lbs. back off 4 turns 2000 46RE Front Band: 72 in lbs. back off 2 7/8 turns Rear Band: 72 in lbs. back off 2 turns 47RE Front Band: 72 in lbs. back off 1 7/8 Rear Band: 72 in lbs. back off 3 turns 2001 (Jeep and Dodge) 42RE Front Band: 72 in lbs. back off 3 turns Rear Band: 72 in lbs. back off 4 turns2 44 RE Front Band: 72 in lbs. back off 1 7/8 turns Rear Band: 72 in lbs. back off 4 turns 46RE Front band: 72 in lbs. back off 2 7/8 turns Rear Band: 72 in lbs. back off 2 turns.
46RE Front Band: 72 in lbs. back off 2 7/8 turns Rear Band: 72 in lbs. back off 2 turns 47 RE Front Band: 72 in lbs. back off 1 7/8 turns Rear Band: 72 in lbs. back off 3 turns 1999 (Jeep and Dodge line) 42RE Front Band: 72 in lbs. back off 3 turns Rear Band: 72 in lbs. back off 4 turns 2000 (Jeep and Dodge line) 42RE Front Band: 72 in lbs. back off 3 turns Rear Band: 72 in lbs. back off 4 turns 44RE Front Band: 72 in lbs. back off 1 7/8 turns Rear Band: 72 in lbs. back off 4 turns
188
CHRYSLER
413, 670, 727, 904, RH and RE

Proper Regulator Valve adjustments
All Chrysler/Dodge units that have a T.V. controlled line rise will have the same adjustments for both the T.V. valve circuit as well as the Pressure Regulator valve 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 approximately 1 2/3 psi. Counterclockwise will raise pressure clockwise will lower pressure.
CHRYSLER
189
413, 670, 727, 904, RH and RE

Throttle Valve adjustments
T.V. Valve Adjustment: A special tool from Miller Tools # C3763 is used to measure the gap distance between the throttle lever and the kickdown valve. With the tool in place, there should be no movement of the T.V. valve (valve bottomed into its bore no movement). Note: The kickdown valve spring must be fully compressed and the kickdown valve completely bottomed to obtain correct adjustment.
190
CHRYSLER
413, 670, 727, 904, RH and RE

Pressure 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 the shoulder section to work with. Out of the round stock that you now have in your hands, you need to make the overall length .627 long! Carefully do this at the grinding wheel keeping a cup of water handy so you do not burn your fingers. This is the same measurement of the Miller tool C3763 used for the Throttle valve adjustment. Drill through the side of the round slug with a 1/8 drill and install roll pin with a length of at least 3" into gauge slug. Measure up from the bottom of the roll pin 1-5/16" and file or cut into the roll pin a notch for measuring the Pressure Regulator spring height. Now you have a tool that does both jobs so no need hunting down 2 separate tools!
Bolt Roll Pin
CHRYSLER
191
42/44/46/47/ RH and RE
Throttle Valve Cable Adjustment
When adjusting the Throttle Cable on any Chrysler/Dodge with the 42 series through 47 series RE and RH transmissions, the procedure is the same. The cable must be adjusted to the minimum side of the adjustment. The throttle lever on the transmission and the throttle plate at engine must move simultaneously. Adjustment is made at throttle body. Unsnap the cable from the throttle body. The cable end and the centering ball on the throttle body must line up together. If not, release cable snap-lock and adjust to achieve this measurement.
Note: Be sure that as the cable is pulled forward and centered on the throttle lever stud. Due to the angle at which the cable housing enters the spring housing, the cable housing may bind slightly and create an incorrect adjustment
192
CHRYSLER
HONDA / ACURA
193
194
HONDA / ACURA
Honda/Acura Contents
Honda/Acura NoTCC Lockup When Cold ...... 196 Grinds in Reverse ................... 197 Solenoid Information .............. 198 A4RA, B4RA, M4RA Harsh Shifts and Engagement 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
HONDA / ACURA
195
196
HONDA / ACURA
Honda / Acura
TCC does not lockup during cold weather
1996-97 Civic with A24A and Accord with AOYA or MPOA. When ambient temperature is less than 30F, the PCM will not allow Lockup. If the coolant temperature never exceed 176F during normal driving, replace the thermostat.
HONDA / ACURA
197
Honda / Acura
Grinds in Reverse
1998-up Prelude and Accord units with three shift solenoids and two CPC solenoids with this concern can be caused by installing the Reverse sleeve upsidedown. Make sure that all the Reverse gears are installed correctly.
Reverse Selector
Reverse Selector Hub
198
HONDA / ACURA
Honda / Acura
Solenoid Information
97 and Later All except CVT Electrical System
HONDA / ACURA
199
Honda / Acura
1997 and Later All (except CVT)
Shift Control Solenoid Vavle Position Gear Position A Shifting from N position Stays in 1st Shifting gears between 1st and 2nd D4, D3 Stays in 2nd Shifting gears between 2nd and 3rd Stays in 3rd Shifting gears between 3rd and 4th D4 Stays in 4th 2 1 R Stays in reverse P N Park Neutral OFF OFF OFF ON ON ON OFF OFF OFF 2nd 1st Shifting from P and N position OFF ON OFF OFF OFF ON ON ON OFF OFF ON ON ON ON ON OFF ON OFF OFF OFF OFF OFF ON ON ON OFF ON B ON ON ON C ON ON ON
200
HONDA / ACURA
Honda / Acura
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 2003 ATRA. All Rights Reserved
HONDA / ACURA
201
Honda / Acura
When checking the solenoids for resistance the resistance is measured at 5 ohms from terminal to terminal. If you measure the resistance from the terminal to the housing the resistance will read open.
202
HONDA / ACURA
A4RA, B4RA, M4RA Models

Harsh Shifts and Engagement Complaints
A common cause for this complaint is a broken CPC valve spring. These springs are availible through the aftermarket. The spring pressure is calibrated by an adjustable spring seat. Record the location and number of turns while removing the spring seat. Before disassembly it will be necessary to count the number of turns on the spring seat plug to ensure the correct pressure.
NOTE: Before disassembly turn the CPC spring seat in counting the turns in until it bottoms out. Simply reverse the order during reassembly.
Most Fall between 3-4 Turns
HONDA / ACURA
203
A4RA, B4RA, M4RA Model

Harsh Shifts and Engagement Complaints
O-Ring
Measure the turns and record for reassembly
204
HONDA / ACURA
Honda / Acura
Bushing Damage
It is very common for these models to have a bind in Reverse. This problem may be caused by a worn bushing in the 4th clutch tube. ATRA recommends that this bushing be replaced during overhaul. Honda only services the bushing as part of the support shaft. However they are availible through the aftermarket
Damaged Bushing area
HONDA / ACURA
205
Honda
CVT Preliminary Information
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 the Subaru Justy ECVT. Forward and reverse rotation is possible by the application of one of two clutches acting on a Ravigneaux planetary assembly. Fixed Gear Ratios Planetary in Reverse .. Secondary Final Variable Forward Ratios.. 2.499 1.333 4.357 2.466-.449
206
HONDA / ACURA
Honda
CVT Information
The START clutch couples the driven pulley to the secondary gear shaft of the final drive gear. The START clutch is released when the vehicle is stopped. As soon as acceleration is needed the START clutch applies. Torque from the driven pulley is transferred to the final drive gear via the secondary gear shaft.
Park Gear
Start Clutch Drum Start Clutch Hub
Secondary Drive Gear
HONDA / ACURA
207
Honda
CVT Information
In the forward range, the correct gear ratio for the vehicle is achieved by the drive and driven pulleys. Pressure to control the width of both pulleys comes from the Pressure High-Pressure Low (PH-PL) valve. This valve responds to control signal oil from the Shift Control Linear Solenoid. The PH-PL valve maintains the correct pressure between both drive and driven pulleys. This is important to keep the belt in contact with both pulleys. At low speeds the drive pulley narrows and the belt rides high. At high speeds the drive pulley widens and the belt rides lower. Remember, the PH-PL valve is also making the driven pulley width change, but opposite of the drive pulley. When pressure in both drive and driven pulleys are equal, the belt will ride in the middle of both pulleys and the ratio will be about 1:1.
208
HONDA / ACURA
Honda
CVT Information
Fail Safe
When the computer detects a circuit or transmission fault, the D light stays on. The transmission will still drive forward and reverse. All solenoids are turned off. 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 apply and release the start clutch.
HONDA / ACURA
209
Honda
Retrieving Codes
Since the transmission starts out in a high ratio, the start clutch generates a lot of heat while taking off from a stop. Its very important to correct and clear computer problems as the start clutch will fail under prolonged failsafe operation. These units have been known to have erratic solenoid and valve body problems, 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 erratically, suspect internal pressure, valve body or clutch problems.
HONDA / ACURA
211
Honda
CVT Pressures
There are 6 pressure ports. Use the following pressure chart to confirm hydraulic operation. Note: in failsafe the driven pulley pressure may be above 500psi. Pressure Port Gear Selector Accepted psi Forward Clutch....Drive....... 203-253 @ 1,500 rpm Reverse Brake......Reverse... 203-253 @ 1,500 rpm Drive Pulley...... Neutral....28-101 @ 1,500 rpm Driven Pulley.... Neutral.218-334 @ 1,500 rpm Lubrication....Neutral.Above 30 @ 3,000 rpm
Reverse Brake Pressure Tap (Marked with LUB)
ATF Dipstick
Start Clutch Pressure Tap (Marked with SC)

212
HONDA / ACURA
Honda
CVT Pressures
Forward Clutch Pressure Tap (Marked with F) Drive Pulley Pressure Tap (Marked with DR)
Lube Pressure Tap (Marked with LUB)
Driven Pulley Pressure Tap (Marked with DN)
HONDA / ACURA
213
Honda
CVT Stall Speeds
A stall test can be used to detect problems in the start, forward or reverse clutches. 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 Specifications Gear Range D L, S & R
Normal 2500rpm 3000rpm
Accepted Range 2350-2650rpm 2800-3100rpm
RESULTS Stall too high in D, L & S
Check fluid, filter, Stuck PH Regulator, Slipping Forward Or Start Clutches Check fluid, filter, Stuck PH Regulator, Slipping Reverse Or Start Clutches Engine Output Low, Faulty Start Clutch, Stuck Shift Valve
Stall too high in R
Stall too low in D, L, S & R
214
HONDA / ACURA
Honda
CVT Break in Procedure
After overhaul of the engine or transmission, or any transmission computer related work has been done, the start clutches need to be calibrated.
A simple jumper wire can be used for this procedure
When the following parts are repaired or replaced, the PCM or TCM must memorize 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. 2. Engage the parking brake, and block the front wheels securely. Jump the Service Check connector as shown. (The Service Check Connector is located under the dash on the passenger side of the vehicle.)
HONDA / ACURA
215
Honda
CVT Break in Procedure
3. Start the engine and warm it up to normal operating temperature (the radiator fan comes on twice.) 4. Fully depress the brake pedal and accelerator for 20 seconds with the gear selector in the D position (full power stall). 5. Shift into N or P. To store the engine negative pressure in memory, let the engine idle in N or P for one minute under the following condi tions: 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 the feedback signal in memory under the same conditions as in step 5. 7. Connect a scantool and verify the TCM has completed the start clutch calibration. NOTE: The TCM will not store the feedback signal when the CVT fluid temperature is below 104 F (40C) even if the engine coolant temperature reaches normal operating temperature. Repeat these procedures until the start clutch calibration is shown 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 back signal 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. 2003 ATRA. All Rights Reserved
216
HONDA / ACURA
Honda / Acura
Noise Idling in Reverse
A certain amount of noise should be expected while the unit is idling in reverse. You may need to explain what is taking place to a customer who questions the noise.
MITSUBISHI
217
Mitsubishi Contents
Eclipse Scanner Access .................... 218 Internal Wiring Harness Changes ............................... 219 R/V4A51 Pressure Tap Location and Specification .................. 220 Air Test Points ...................... 222 No Park Engagement ............ 223 Overheating Problems and Foaming Concerns................ 224
218
MITSUBISHI
Ecplise
Scanner Access
On 1995-1998 Eclipse 2.0L vehicles equipped with the 41TE transaxle must be scanned using the Domestic Primary Cartridge. The MITSU-1 Y-cable must be connected to the OBD-II and the Mitsubishi twelve pin diagnostic connector. Personality 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 install the 2nd, 3rd,or 8th digets for the 97-98 cartridges.
1997 and 1998 Primary Cartridge

10th...................use actual vehicle VIN# 5th.....................U
1999-On Primary Cartridge

10th...................use actual vehicle VIN# 2nd.....................E 3rd......................3 5th......................U 8th......................Y
MITSUBISHI
219
F4A41/42/51
Internal Harness Change
The internal harness was changed in September of 2000. The ATF Temperature sensor is now an integral part of the harness. The old harness is still used in the truck series and the sensor is still availible.
Part# MR528943
ATF Temperature 32F 68F 104F 176F 212F
Resistance (Ohms) 16.7-20.5K 7.3-8.9K 3.4-4.2K 1.0-1.2K .57-0.69K

220
MITSUBISHI
R/V4A51
Pressure Tap Location and Specifications
Pressure specifications are in PSI. Torque Converter Release (TR) 30-50 75-100 Torque Converter Apply (TA)
Gear Selected
Engine RPM
Underdrive (UC)
Reverse (RC)
Overdrive (OC)
Low-Reverse Brake (LB)
Second Brake (2B)
Park Reverse Neutral 1st Gear 2nd Gear 3rd Gear 4th Gear
2500 2500 2500 2500 2500 2500 2500 145-155 145-155 110-130 110-130 110-130 185-255
30-50 185-255 30-50 145-155 145-155
30-50 75-100 75-100 75-100 110-130 75-100
NOTE: Torque Converter apply pressure can vary between 0-50 PSI during gear changes while driving when the Torque Converter is not applied.
MITSUBISHI
221
R/V4A51
Pressure Tap Location and Specifications
Standard Hydraulic Pressure Test Measurement Condition

Selector Lever Position Shift Positon Engine Speed (r/min) Underdrive Clutch Pressure (UD) Reverse Clutch Pressure (RV)
Standard Hydraulic Pressure MPa (psi)

Overdrive Clutch Pressure (OD) Direct Clutch Pressure (DIR) Low-Reverse Clutch Pressure (LR) ReductiSecond on Brake Brake Pressure Pressure (RED) (2ND) 1.01 1.05 (147 152) 1.27 1.77 (185 256) 0.22 0.36 (3252) Torque Converter Pressure (DR) 0.25 0.39 (37 - 57) 0.50 0.70 (73 - 101) 0.25 0.39 (37 - 57)
2,500
0.22 - 0.36 (32-52)
Reverse
2,500
1.27-1.77 (185-256)
1.27-1.77 (185-256)
2,500
0.22 - 0.36 (32-52)
222
MITSUBISHI
R/V4A51
Air Test Points
MITSUBISHI
223
R/V4A51
No Park Engagement
The split roll pin used in the park rod assembly may break due to fatigue in the roll pin. The pin should be inspected during repairs. A ratcheting noise may be heard while transmission is put into park. A stuck in park may also be noticed due to the pin breaking and leaving the rod in the transmission tail park lever assembly.
224
MITSUBISHI
R/V4A51
Overheating Problems, Foaming Concerns
Most overheating problems with 1999-2001 model Motero Sports are caused by improper fluid levels. The early dipstick level-full area is difficult to read, because of this, a new dipstick and pan were introduced to lower the level in the pan.
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 to
indicate overheating conditions. The 2000-2001 two wheel drive models also use the N indicator. The 2000-2002 four wheel drive models have a seperate ATF temperature light.
NISSAN
225
NOTES:
226
NISSAN
Nissan Contents
RE4F04A Harsh 1-2 Shift ....................... 228 Subaru Identification ........................... 229 Clutch and Band Application ... 230 Pressure Specifications ........... 231 Pressure Port Identification ..... 232 Case Passage Port Identification ........................... 234 Solenoid Information ............... 235 Valve Body Information ........... 236 Code Retrieval ......................... 238 4-AT DTC List.......................... 239 Pin Chart ................................ 240
NISSAN
227
228
NISSAN
Nissan Harsh 1-2

RE4F04A
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. But this pocket has never had a check ball installed here in the RE4F04A units.
No ball here
No ball here
NISSAN
229
Subaru
1999 Subaru 4-AT
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 and capable 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 similar circuits found in the EC8 transmission. One of the additional solenoids modulate the Low Clutch (Forward Clutch) apply rate. The other two solenoids modulate and control the 2-4 Brake Clutch and one TFT sensor.
230
NISSAN
Subaru
Clutch and Brake Operation
Subaru Range Park R N D4 D3 D2 D1 M1 A A A A A A A A A A A Low Clutch High Clutch 2-4 Brake Reverse Low/ Reverse One-Way Clutch
NISSAN
231
Subaru
Pressure Specifications
Pressure Specifications Main Line Selector In D Selector In R Selector In 2 At Idle 44-60 psi WOT 220-250 psi 164-190 psi
Pressure Specifications Transfer Test Condition AWD Mode Idle 2/3 Throttle FWD Mode In Drive In Drive In Park at 2000 rpm 135-158 psi 31-43 psi zero psi Selector Pressure
232
NISSAN
Subaru
Pressure Port Identification
NISSAN
233
Subaru
Pressure Port Identification
234
NISSAN
Nissan/Subaru
Case Passage Port Identification
NISSAN
235
Subaru
Solenoid Information Solenoid Command 1st Gear 2nd Gear 3rd Gear 4th Gear Solenoid No.1 On Off Off On Solenoid No. 2 On On Off Off
Transmission Connector Pin Colors Connector Pin No. 1 2 3 4 5 6 9 11 12 13 16 Circuit Solenoid 1 Solenoid 2 Low Clutch Solenoid 2-4 Timing Solenoid Line Pressure Solenoid Transfer Clutch Solenoid 2-4 Solenid ATF Sensor ATF Sensor Lockup Solenoid Ground Wire Color Green Yellow Gray Black Red Brown Yellow/Red Orange White Blue Black
These colors are on the transmission side of the connector. The colors are different on the vehicle harness side.
236
NISSAN
Subaru
Valvebody Information
Accumulator Check balls
Upper V/B
High Clutch
Low Clutch 2-4 Brake Middle V/B
2-4 Brake Reverse Orifice
High Clutch Anti Drainback

NISSAN
237
Subaru
Valvebody Information
Lower V/B Solenoid Feed Screens
238
NISSAN
Subaru
Code Retieval
Codes maybe obtained with a scan tool through the Data Link Connector located behind a cover at the lower dash panel. Codes can also be obtained manually by using the AT Oil Temp Light. Manual code method can only retrieve some of the codes. Normally the AT Oil Temperature light should stay lit for 2 seconds then go out, 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 will display long and short flashes. The Long flashes will equal the number 10, the short flashes will equal the number 1. STEP 1. STEP 2. STEP 3. STEP 4. If light keeps blinking, test drive vehicle above 12 MPH then stop. Turn ignition off, then switch ignition on. Place gear selector in 1st. Turn ignition off and then back on. Move gear selector in sequence of 2-1-2-3-D. The AT Oil Temperature light should now blink codes.
To clear codes, remove No. 4 fuse located in main fuse box behind hood release.
NISSAN
239
Subaru
Subaru 4-AT DTC
DTC Definitions AT Temp. Light/OBDII 11/P0725 27/P0710 31/P1700 33/P0720 36/P0715 38/P1106 or P1106 45/P0100 71/P0753 72/P0758 73/P1703 74/P1704 75/P0748 76/P1705 77/P0743 79 93/P0500` P0703 P0705 P0731 P0732 P0733 P0734 P0740 P1115 P1116 P1701 P1702 P1722 Definition Engine rpm ATF Temp. Sensor TPS VSS No. 2 TSS Engine Torque Signal MAP Shift Solenoid No. 1 Shift Solenoid No. 2 Low Clutch Timing Solenoid 2-4 Brake Timing Solenoid Line Pressure Solenoid 2-4 Brake PWM Solenoid Lockup PWM Solenoid Transfer Clutches Solenoid VSS No. 1 Brake Switch Range Sensor 1st Gear Ratio Incorrect 2nd Gear Ratio Incorrect 3rd Gear Ratio Incorrect 4th Gear Ratio Incorrect TCC Malfunction Engine Torque Control Cut Signal Input High Engine Torque Control Cut Signal Input Low Cruise Control Set Signal Incorrect Transaxle Diagnosis Input Signal Circuit Input Low Transaxle Diagnosis Input Signal Circuit Input High P1742 Transaxle Diagnosis Input Signal Circuit Malfunction All Other Codes...Engine Related 2003 ATRA. All Rights Reserved
240
NISSAN
Subaru
Subaru TCU Pin Charts
Check with Ignition ON. Content Back-up power supply Ignition power supply B54 24 Connector Terminal No. 6 23 Measuring conditions Voltage (V) Resistance to body (ohms)
B55 B54
Ignition switch OFF Ignition switch ON (with engine OFF) Select lever in "P" range
1013
1013 Less than 1
"P" range switch
B55
23
Select lever in any other than "P" range (except "N" range) Select lever in "N" range
More than 8 Less than 1 More than 8 Less than 1 More than 8 Less than 1 More than 8 Less than 1 More than 8 Less than 1 More than 8 More than 8 More than 8 More than 10.5 Less than 1 Less than 1 More than 9
"N" range switch
B55
22
Select lever in any other than "N" range (except "P" range) Select lever in "R" range
"R" range switch Inhibitor switch
B55
17
Select lever in any other than "R" range Select lever in "D" range
"D" range switch
B55
Select lever in any other than "D" range Select lever in "3" range
"3" range switch
B55
18
Select lever in any other than "3" range Select lever in "2" range
"2" range switch
B54
10
Select lever in any other than "2" range Select lever in "1" range
"1" range switch
B54
Select lever in any other than "1" range Brake pedal depressed
Brake switch AT Oil temp warning light
B55
24 Brake pedal released Light On
B54
3 Light Off
NISSAN
241
Subaru
Check with Ignition ON. Content Connector Terminal No. Measuring conditions Throttle fully closed Throttle position sensor Throttle position sensor power supply ATR Temperature sensor B55 2 Throttle fully opened B55 1 Ignition switch ON (with engine OFF) ATF Temperature 68F (20C) B55 11 ATF Temperature 176F (80C) Vehicle stopped Rear vehicle speed sensor B55 3 Vehicle speed at least 12MPH (20km/h ) Vehicle stopped Front vehicle speed sensor B55 5 Vehicle speed at least 12MPH (20km/h ) Engine idling after warmup (D range) B55 12 Engine idling after warmup (N range) B55 13 Vehicle speed at most 6MPH (10km/h ) Ignition switch ON (with engine OFF) Engine speed signal B55 4 Ignition switch ON (with engine ON) When cruise control is set (Set lamp ON) Cruise set signal B54 11 When cruise control is not set (Set lamp OFF Torque control signal 1 Torque control signal 2 Torque control cut signal Intake manifold pressure signal. B54 B54 B54 B54 13 21 2 20 Ignition switch ON (with engine ON) Ignition switch ON (with engine ON) Ignition switch ON Engine idling after warmup More than 6.5 More than 4 More than 4 8 0.41.6 811 Less than 1 More than 1 (AC range) Less than 1< More than More than 10.5 0.40.9 0 450650 More than 1 (AC range) 0 450650 More than 1 (AC range) 0 450650 275375 4..24.7 4.825.3 1.62.0 2.1k2.9k Voltage (V) 0.21.0 Resistance to body (ohms)
Torque converter turbine speed sensor Vehicle speed output signal
242
NISSAN
Subaru
Check with Ignition ON. Terminal No. Resistance to body (ohms) 1016 2nd to 3rd gear 1st to 2nd gear Shift solenoid 2 B54 6 3rd to 4th gear Ignition switch ON (with engine OFF) Throttle fully closed after warn-up Line pressure duty solenoid B54 9 gnition switch ON (with engine OFF) Throttle fully opened after warn-up When lock-up occure Lock-up duty solenoid B54 16 When lock-up is released Fuse on FWD switch Transfer duty solneoid B54 15 Fuse removed from FWD switch (with throttle fully open and with selector lever in 1st gear) Throttle fully closed (with engine OFF) after warming up 2-4 brake duty solenoid B54 8 Throttle fully open (with engine OFF) after warming up 1st gear 2-4 brake timing solenoid B54 5 3rd gear 2nd gear Low clutch solenoid B54 14 4th gear Fuse removed FWD switch B55 14 Fuse installed Throttle fully closed (with engine OFF) after warming up 2-4 brake dropping resistor B54 17 Throttle fully open (with engine OFF) after warming up Less than 0.5 Less than 1 More than 8.5 2.04.5 More than 9.1 616 More than 9 Less than 1 1016 Less than 0.5 Less than 1 1016 Less than 0.5 More than 8.5 1017 Less than 0.5 Less than 0.5 More than 8.5 1017 Lelss than 1 1.54.0 2.04.5 Less than 1 More than 9 1016 Content Connector Measuring conditions Voltage (V)
1st to 4th gear Shift solenoid 1 B54 7
More than 9
1.55.0 2.04.5
NISSAN
243
Subaru
Check with Ignition ON. Content Connector Terminal No. Measuring conditions Throttle fully closed (with engine OFF) after warming up Line pressure dropping resistor B54 18 Throttle fully open (with engine OFF) after warming up Fused ON FWD switch FWD indicator light B54 12 Fuse removed from FWD switch ABS switch ON ABS signal Sensor ground line 1 Sensor ground line 2 System ground line B55 AT diagnosis signal Data link signal (Subaru Select Monitor) B54 B55 9 4 7 Ignition switch ON Less than 1< >More than 4 B54 B55 B55 B55 19 ABS switch OFF 10 21 19 0 Less than 1 6.515 0 0 Less than 1 Less than 0.5 Less than 1 More than 9 Less than 1 Voltage (V) Resistance to body (ohms)
More than 8.5 2.04.5
244
NISSAN
VOLVO
245
VOLVO Table Of Contents

AW50-42LE Cracked Input Drum ........... 246 Hard or Slow Engagement Forward and / or Reverse .... 248
246
VOLVO
AW50-42LE
Cracked Input Drum
A common failure on these units is a cracked input drum. This part is not serviced separately. Besides buying a complete unit from Volvo, the only option has been to buy a good used one. The Difference between the Daewoo drum and the Volvo drum is in the weld area. The weld area for the new drum from Daewoo has a stepped area for durability.
Volvo
Daewoo
VOLVO
247
AW50-42LE
Cracked Input Drum
The Daewoo Leganza also uses a similar FWD AW transmission. Internal transmission parts for the Leganza are available. The Daewoo part number for the input 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 the addition of a widened support flange where the shaft is welded to the drum. 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.
In order to use this input drum, the forward piston has to be relief cut .065". This relief allows for the additional support flange of the input drum. We cut a forward piston and found over .090" of material still left in the piston wall.
Make sure these areas are cut to .065 this will allow you to use the old piston assembly with the new drum. 2.825Diameter 0.065 Depth
Volvo Rear of Original C1 Clutch

248
VOLVO
AW50-42LE
Hard or Slow Engagemnet Forward and/or Reverse
This maybe caused by worn seal rings in the rear cover. These rings control the 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 in the input shaft and drum. To check the C1 and C2 clutches, attach two pressure gauges to the transmission as shown. Move gear selector to D. The C1 clutch pressure should be 57 psi and the C2 clutch pressure stay at zero. Move gear selector to N. Wait three seconds and check the pressures again.
VOLVO
249
AW50-42LE
Hard or Slow Engagemnet Forward and/or Reverse
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 are worn. A new rear transmission cover with a steel ring support is available from Volvo. The kit part No. is 9463445 and cost about $180.00. This kit includes a rear cover, three Teflon rings, an O-ring, a steel washer, four seals and eight mounting bolts. The rear cover can be replaced with the transmission on the car. Volvo allows their technicians 2.5 hours to R & R the cover.
250
VOLVO
VOLKSWAGEN
251
252
VOLKSWAGEN
Volkswagen Contents
096/01M Transaxle Identification ............. 254 Model and TCM Application ....... 255 Clutch Apply Chart ................... 257 Servicing ................................... 258 Pressure and Fluid Specification.............................. 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 Ball Locations .................................. 268 Adjusting the Manual Valve ....... 271 Specifications ............................ 272 Scanning for Codes ................... 273 VAG Code Definitions ................ 275 Generic Codes ........................... 277 Kills The Engine in Gear Code P1582 ....................................... 278 Neutral or Flare on Take Off ...... 279 Momentary 3-4 Bind or Flare ..... 280 Hard or Slide Bump on the 1-2 Shift ......................... 281 Shuttle Shift 1-2, 1-2 or 3-4, 3-4 ................... 282 No Forward Except Manual Low 283
VOLKSWAGEN
253
254
VOLKSWAGEN
096/01M
Transaxle Identification
In 1993, VW vehicles used an 096 Phase 2 transaxle. As early as 1994, the O1M transaxle was installed. This transaxle used a different shift strategy and TCC was PWM controlled. The Identification tags can be found on the side of the transaxle or underneath the filter. The chart below will help you identify the gear ratio of the unit youre working on.
Gear Ratios 096

2.0L (CNK) 2.8L (CFF) 4.22 3.70 4.53 4.22 3.70 3.27
01M
1.8L (CKX) 2.0L (CLK, DYK) 2.8L (CCB, DCE, ECM) Diesel (CK2, ECN)
VOLKSWAGEN
255
Model and TCM Applications

The TCM application is based on the PCM. This is because some TCMs recieve the TPS signal from ECM. The location of a 4-cylinder engine code is shown here on top of the engine block below the intake manifold, 6-cylinder engine codes are located at the front of the block
256
VOLKSWAGEN
Model and TCM Applications

Engine Code ..TCM Part No. Golf 1993 1994 1995 95-96 2.0L 2.0L 2.8L 2.0L 2.8L 2.0L 2.8L ABA AAA ABA AAA ABA AAA 096 096 096 096 096 096 927 927 927 927 927 927 731A 731C 731BH 731CE 731AT 731BA 733 733 733 733 733 733 733 733 733 733 733 733 733 733 733 733 733 733 733 733 EB EA FJ CB CA CB BJ EB EA or CA FJ CB CA CB BJ CA CA CA CA CA CA
(ABA) USA Calif 2.8L (AAA) From 1H-S-072 799 From 1H-T-000 001 2.0L 2.8L (ABA) (AAA) (AHU)
01M 927 01M 927 01M 927 01M 927 01M 927 01M 927 01M 927 01M 927 01M 927 01M 927 01M 927 01M 927 01M 927 01M 927 01M 01M 01M 01M 01M 01M 927 927 927 927 927 927
97-99 Jetta 95-96
2.0L (ABA) USA Calif 2.8L (Trans. No. F1B-S-XXX XXX) (Trans. No. F1H-T-XXX XXX) 2.0L 2.8L (ABA) (AAA) (ABU) (ALH) (ABG) (APP) (AWD) (AWM) (AVH-ABG)
97-98 99
VOLKSWAGEN
257
Clutch Apply Chart

Even through the 096 and 01M use the same clutch layout, the elements in use is different. Note the difference between the 2-3 and 3-4 shifts between the 096 phase 2 and the 01M.
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
096 Phase 2
01M Transmission
258
VOLKSWAGEN
Servicing
There is no dipstick on the Phase 2 096 and 01M transaxles. A standpipe is located in the oil pan. The oil level is correct when the level of oil in the pan is even with the top of the standpipe. If the oil is too high, the excess oil will spill out when the inspection plug is removed. The following steps must be followed for the level 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.)
Allow transmission oil to run out of the stand pipe.
VOLKSWAGEN
259
Pressure and Fluid Specifications

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.

D R Idle 49-55 94-109 2000 RPM W/ Wiring Disconnected 146 164 334-348
260
VOLKSWAGEN
Pressure Response Charts

These charts display the change in line pressure in response to TPS and vehicle speed. Note the drop in pressure during the shift. The pressure can drop down as low as 60-75 lbs. and then return to line pressure. This is normal. During engagements and each shift, the number 5 solenoid is cycled. This solenoid hydraulically operates three orifice control valves. There is one valve for each of the following clutches: B2, K1 and K2. Each valve bleeds clutch apply oil back to the pan. All three orifice control valves operate during all forward shifts. In Reverse, the number 5 solenoid works to cushion the B1 clutch and the K2 orifice control valve cushions the K2 clutch.
VOLKSWAGEN
261
01M / 096
Rebuilding Tips
This unit can be a money maker. The owners like driving their VWs, and these cars hold their resale value. The dealers charge $4,000-5,000 for an exchange unit 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 and scan tools are now readily available. The aftermarket has or will soon release replacement parts for the valve body. Most of the units dont require any more than a master kit, filter, a couple of solenoids, a new wire harness, converter and dont forget $100.00 in VW ATF (if its an 01M). This still leaves at least a $3,000 margin. The most common hard part damage seems to be the K3 clutch, the pump and occasionally the planets. The only red herring left is the valve body. If its worn out or cant be fixed, the only options would be to spend $500.00 at the dealer or get a guarranted valve body from a supplier.
NOTE: Replace all moulded pistons during overhaul.
262
VOLKSWAGEN
01M / 096
Rebuilding Tips
Pump Warpage
To check for proper clutch operation, air check the clutches stacked on top of oil pump before disassembly and during reassembly. This checks for leaks in the oil pump assembly.
Check for leaks between the pump and stator support K1
K2 K3
VOLKSWAGEN
263
01M / 096
Rebuilding Tips
Stator Support Thrust Washer
Always replace the Stator Support thrust washer during the rebuild. This washer retains a major amount of heat and becomes very brittle. Failing to replace this washer may lead to premature failure of the washer after overhaul and major damage to the transmission.
Thrust Washer
Stator and Ring Support The VW part number is 095-321-285
264
VOLKSWAGEN
01M / 096
Rebuilding Tips
B1 clutch
During the assembly of the B1 clutch make sure to install the diaphragm spring with the cone up. Always be aware of the location of the wave spring. If the wave spring is installed incorrectly a clutch failure or harsh/soft engagements may be felt.
Wave Spring Location
VOLKSWAGEN
265
01M / 096
Rebuilding Tips
B2 clutch
During the assembly of the B2 clutch make sure the wave plate is installed against the B2 piston.
Make sure the wave plate sits under the thick pressure plate
266
VOLKSWAGEN
01M / 096
Rebuilding Tips
Solenoid Description (NXX shown on scanner)
#1 #2 #3 #4 #5 #6 #7 #7 N88 N89 N90 N91 N92 N93 N94 N94 = = = = = = = = K1/B1 Shift Solenoid (EV1) B2 Shift Solenoid (EV2) K3 Shift Solenoid (EV3) TCC Solenoid (EV4) (Non-PWM on 096 / PWM on 01M) Shift Apply Feel Solenoid (EV5) EPC Solenoid (EV6) 3rd and 4th Control Solenoid (EV7) (O96) K1 Clutch Kickdown Control Solenoid (EV8) (O1M)
Valve Description
A = Manual Low Valve B = Manual Valve C = TCC Modulator Valve D = K3 Shift Valve E = B1/Shift Control Valve F = K1/B1 Shift Valve G = B2 Shift Valve H = B2 Orifice Control Valve I = 3-4 Regulator Valve J = 2-3 Regulator Valve (O96)/Blocked (O1M) K = K1 Orifice Control Valve L = K2 Orifice Control Valve M = Boost Control Valve (Not Shown) N = Main PR O = Converter Regulator Valve P = Solenoid Feed Limit Valve Q = Manual 1 Regulator Valve
VOLKSWAGEN
267
01M / 096
Rebuilding Tips
01M Valve Body Exploded View 7 6 Q P
A 4 3 5 1 2 C D E F G B O N M* L K
H I J 096 Valve First 01M Spring First * M - Not Shown
268
VOLKSWAGEN
01M / 096
Rebuilding Tips
01M Check Ball Locations K2 Checkball
Low & Reverse Checkball
B1 Orifice Checkball
Orifice K1 Checkball
B2 Exhaust Checkball
VOLKSWAGEN
269
01M / 096
Rebuilding Tips
Check Ball Locations
2-3 Regulator & 3-4 Regulator relief checkball and spring
270
VOLKSWAGEN
01M / 096
Rebuilding Tips
01M Check Ball Locations
Another way to identify the checkball location is to locate the Dimples in the separator plate. However not all separator plates will have these dimples, locate the check ball area if a check ball was in the valve body it will surly leave a mark on the separator plate.
VOLKSWAGEN
271
01M / 096
Rebuilding Tips
Adjusting the Manual Valve
If the line pressure in D is low, but correct in Manual 3, suspect a misadjusted manual valve. To Adjust the manual valve properly you must first: 1. Select the Park position 2. Loosen the Torx screw 3. Bottom out the Manual Valve in the Valvebody 4. Tighten Torx screw
Manual Valve Lever Torx Screw
Manual Valve
272
VOLKSWAGEN
01M / 096
Rebuilding Tips
Rebuild Specifications Clutch Clearances B1 B2 K1 K2 K3 Endplay Planet geartrain / carrier K2 to K1 Input shaft Torque Specifications Drive gear hex head nut Driven gear nut Diff. cover bolt Input shaft / Planet bolt Manual valve lever screw Oil pan bolt Oil pump bolt Transfer gear cover bolt Transfer / Pinion shaft seal retainer Valve body bolt personnel observations 184 ft. lbs. 184 ft. lbs. 84 Inch lbs. 22 ft. lbs. 35 Inch lbs. 108 Inch lbs. 70 Inch lbs. + Turn 70 Inch lbs. 150 ft. lbs. 44 Inch lbs. . 009"-.014" .023"-.040" .019"-.047" 5 Clutches 5 or 6 5 Plates 5 Plates .047" .070"-.076" .060"-.075" .070"-.080" .010"- .012" / friction
VOLKSWAGEN
273
Electronic Diagnosis
Scanning for Codes and Data
In order to scan the TCU, you must have a VAG1551/2 or VAG compatible scanner. VAG stands for Volkswagen Audi Group. Depending on your current shop equipment, you can get one from Ross-Tech for $250.00. Their software is downloaded into your PC or laptop. AST, BAUM and others, offer similar software or stand alone scanners from $650.00-2,500.00. Or you could take the car to a dealer (if they are local) to get codes and scan data. Why buy a specialized scanner? My current scanner can access the TCU under Generic. Using your current scanner under Generic mode will clear codes and retrieve select codes. A VAG type scanner will retrieve all codes, display the data stream and reset the TCU base values. These cars are known to have lots of connector and wiring problems. With a scanner, you can pinpoint the problem. Also, when the battery is disconnected, these cars may stay in limp until the TCU is reset or all codes are cleared.
274
VOLKSWAGEN
Limp Mode
Limp mode on a 096 or 01M is 3rd gear in any forward range and Reverse. In limp mode, either the D position light stays on no matter where the gear selector is moved to or all PRNDL positions will light up.
(continued)
VOLKSWAGEN
275
VAG Code Definitions
VAG DTC 00258 00260 00262 00264 00266 00268 00270 00281 00293 00297 00300 00518 00529 00532 00545 Description Open Or Short to Ground Or Faulty Solenoid No. 1 Open Or Short to Ground Or Faulty Solenoid No. 2 Open Or Short to Ground Or Faulty Solenoid No. 3 Open Or Short to Ground Or Faulty Solenoid No. 4 Open Or Short to Ground Or Faulty Solenoid No. 5 Open Or Short to Ground Or Faulty Solenoid No. 6 Open Or Short to Ground Or Faulty Solenoid No. 7 Open In Wiring, Faulty Vehicle Speed Sensor (VSS) Or Impulse Wheel Loose Open In Wiring Or Faulty Transmission Range (TR) Switch Open In Wiring Or Faulty Transmission VSS Open In Wiring Or Faulty Transmission Temperature Sensor Open Or Short In Wiring Or Faulty Throttle Position Sensor 1,2 Open In Wiring, Engine Speed Information Missing Battery Faulty Or Poor Voltage Supply To Solenoid Valves Open Or Short To Ground (No Communication Between ECM & TCM)
(continued)
276
VOLKSWAGEN
VAG Code Definitions
00596 00638 00641 00652 00660 65535 Short In Wiring Between Solenoid Valves Open Or Short To Ground (No Communication Between ECM & TCM) ATF Temperature Too High Or Faulty ATF Temperature Sensor Gear Ratio Error/Hydraulic Malfunction (Clutch Or Valve Body Faulty) Open Wiring Or Incorrect Signal From TP Sensor (Faulty TP Sensor) Faulty TCM
(continued)
1 - On 6-cylinder or diesel engine models, TP signal is sent through ECM to TCM 2 - On vehicles with CAN-Bus system, TCM checks signal from TP sensor only, not TP sensor operation. On Vehicles without CAN-Bus system, wire to TCM from TP sensor for signal is also checked. If DTC is retrieved from TCM or TP sensor, retrieve ECM DTC and repair first.
VOLKSWAGEN
277
Generic Codes
Use this chart to convert generic codes to VAG codes. Some codes are not available under generic mode. Example: A very common code is 00652 for gear ratio or gear slip code. Only a VAG type scan tool can display this code.
(continued)
Generic DTC Interchange

Generic P0120 P0501 P0715 P0722 P0725 P0748 P0753 P0758 P0763 P0768 P0773 P1778 VAG DTC 16505 (00518) 16885 (00281) 17099 (NA) 17106 (00297) 17109 (00529) 17132 (00268) 17137 (00258) 17142 (00260) 17147 (00262) 17152 (00264) 17157 (00266) 18186 (00270) Definition TPS VSS TSS OSS RPM EPC Solenoid 1 Solenoid 2 Solenoid 3 Solenoid 4 Solenoid 5 Solenoid 7
278
VOLKSWAGEN
01M / 096
Kills Engine in Gear and/or Engine Code P1582 (Idle Too Low)
This problem is usually caused by a clogged TCC solenoid #4 or a worn TCC boost valve and sleeve. Since the TCU has the ability to turn lockup on in any forward gear, a short circuit or bad TCU may also cause the TCC to kill the engine in gear.
TCC Solenoid and Valve Assembly
#4
VOLKSWAGEN
279
01M / 096
Neutral or Flare on Take Off
This is usually caused by no line rise. Using a VAG scanner, make sure the computer commands lower amperage during acceleration. If not, check TPS, scan the PCM and TCM to locate the electrical problem. If the TCU works correctly, replace or clean the# 6 EPC solenoid.
#6 EPC Solenoid
280
VOLKSWAGEN
01M / 096
Momentary 3-4 Bind or Flare
If a momentary bind occurs, the K1 clutch may not be exhausting fast enough. Make sure solenoid #1 and solenoid #7 are not plugged. Check the K1 shift valve, 3-4 shift control and K1 orifice control valves can stroke freely in their bores . 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 its not plugged. Make sure the K3 shift valve strokes freely in its bore. If the K3 shift valve stokes freely and you still have this problem try installing a lighter shift valve spring. If 2nd gear is also soft, install a 20-30% stronger B2 orifice control spring.
#7
#3 #1 #2 K1 Orifice B2 Shift Valve
VOLKSWAGEN
281
01M / 096
Hard or Slide Bump 1-2
This is a common complaint after overhaul. The driver may have lived with this problem for a long time. Its usually caused by low line rise or general wear in the valve body. If this is the only complaint and line rise looks good, turn the boost control valve end cap one turn in. Some builders make a habit of turning this cap in during overhaul.
Turn Boost Sleeve in One Turn Clockwise
282
VOLKSWAGEN
01M / 096
Shuttle Shifts 1-2-1-2 or 3-4-3-4
Feels like high gear starts, then bangs after you start rolling. This is usually an installer created problem. The wiring for the speed sensors are easy to cross up. Make sure the turbine speed sensor wires are Green and Red and the Output Speed Sensor wires are Yellow and White. A VAG scanner will display MPH while sitting still. If the two speed sensors are installed correctly, check the valve body for stuck valves or solenoid malfunctions.
OSS = Yellow and White Wires
TSS = Green and Red Wires
VOLKSWAGEN
283
01M / 096
No Forward Except Manual Low
This condition is caused by the K1 clutch not holding. Pull the valve body and air check the K1 clutch. If it air checks, look for a stuck K1 shift valve or plugged #1 solenoid.
#1 K1/B1 Solenoid
K1 Shift Valve
284
VOLKSWAGEN
285
Reference Contents
Conversion Tables ........................................................................................ 286 Resistor Values ............................................................................................. 289 Ohms 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
286
Conversion Tables
Area
Multiply In In In Ft Ft m cm mm By 645.2 6.452 0.0069 0.0929 144.0 10.764 0.155 0.00155 To Obtain mm cm Ft m In Ft In In
Distance
Multiply in in mm cm ft ft meter mile km By 25.4 2.54 0.0394 0.3937 0.3048 5280.0 3.2808 1.6093 0.6214 To Obtain mm cm in in meter miles ft km mile
area of a circle = r area of a cylinder = rh = 3.14 r = Radius h = Height
Pressure
Multiply By 0.0703 0.0689 6.8948 0.14503 14.503 14.2233 34.0136 0.0294 To Obtain kg/cm bar kPa PSI PSI PSI mbar Hg PSI PSI PSI kPa bar kg/cm Hg mbar
Temperature
(F 32) x 5 (C x 9 9 = C 5) + 32 = F
Continued
287
Conversion Tables (continued)

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

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

Multiply Quarts Pints Ounces LIters LIters Liters By 0.94633 0.4732 0.02957 1.05672 2.11344 33.81497 To Obtain Liters Liters Liters Quarts Pints Ounces
0.000061 Cubic in. (in3)
288
Conversion Tables (continued)

Duty Cycle/Dwell/Voltage
Duty Cycle (%)
Feed Controlled
Degrees Dwell Voltage* 14.0 13.3 12.6 11.9 11.2 10.5 9.8 9.1 8.4 7.7 7.0 6.3 5.6 4.9 4.2 3.5 2.8 2.1 1.4 0.7 0.0 0 5 90.0 85.5 81.0 76.5 72.0 67.5 63.0 58.8 54.0 49.5 45.0 40.5 36.0 31.5 27.0 22.5 18.0 13.5 9.0 4.5 0.0 60 57 54 51 48 45 42 39 36 33 30 27 24 21 18 15 12 9 6 3 0 45.00 42.75 40.50 38.25 36.00 33.75 31.50 29.25 27.00 24.75 22.50 20.25 18.00 15.75 13.50 11.25 9.00 6.75 4.50 2.25 0.00
Ground Controlled 4-Cyl Scale 6-Cyl Scale 8-Cyl Scale
100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0
10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
* The voltage values are based on a 14-volt system voltage. Variations from this level will affect all of the voltage readings.
289
Resistor Values
If you can read the bands on a ceramic resistor, you can determine its resistance value and its tolerance: The first two bands indicate the first two digits of its resistance value. The third band indicates the number of zeros to add. The fourth band indicates the tolerance.
Resistance Values
Color Black Brown Red Orange Yellow Green Blue Violet Gray 1st Band 0 1 2 3 4 5 6 7 8 9 2nd Band 0 1 2 3 4 5 6 7 8 9 3rd Band 0 1 2 3 4 5 6 7 8 4th Band 1% 5% 10%
Brown 1%
White Brown Gold Silver Plain
So if the bands are: Blue 6 Red 2 Green 5 Violet 7 Yellow 0,000 Brown 0 Violet 0,000,000 Silver 10% Gold 5% Plain 20% = = =
White Orange 9 3
54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321
4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321
54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321 54321
4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321 4321
20%
The resistor value is: 650 k, 10% 270 , 5% 930 M, 20%
290
Ohms Law
VOLTS AMPS OHMS
With Ohms Law, as long as you have any two circuit values, you can easily calculate the third: Volts Amps = Ohms Volts Ohms = Amps Amps x Ohms = Volts
Electrical Power
WATTS VOLTS AMPS
A measurement of power developed in an electrical circuit. Just like with Ohms Law, whenever you have two measurements, you can calculate the third. Watts Volts = Amps Watts Amps = Volts Volts x Amps = Watts
291
Electrical Formulas
Resistors in a Series Circuit RTOTAL = R1 + R2 + R3 Two Resistors in a Parallel Circuit RTOTAL = R1 x R 2 R1 + R2
Multiple Resistors in a Parallel Circuit RTOTAL = 1 R1 + 1 1 R2 + 1 R3
Two Capacitors in a Series Circuit CTOTAL = C1 x C 2 C1 + C2
Multiple Capacitors in a Series Circuit CTOTAL = 1 C1 + 1 1 C2 + 1 C3
Capacitors in a Parallel Circuit CTOTAL = C1 + C2 + C3
292
Schematic Symbols
+ V
+
Battery
Power
Ground
Connected Wires
Unconnected Wires
Fuse
Circuit Breaker
Bulb
Meter
Pushbutton Switches
On/Off Switches
NC Switch
NO Switch
NC Switch
NO Switch
Transformer (Coil)
Relay
293
Schematic Symbols (continued)

Fixed Resistor Variable Resistor Potentiometer
Diode
Zener Diode
LED
Photodiode
Fixed Capacitor
Fixed Capacitor (Polarized)
Variable Capacitor
B
B
NPN Transistor
PNP Transistor
Phototransistor
Crystal
294
Glossary of Electrical Terms

Ammeter Electrical test device that measures current flow in a circuit. Displays measurement in amperes, or amps. Amperage Measurement of current flow in a circuit. Amperes; Amps Unit of measurement for reading current flow. Amperage is actually a reading of how many electrons are moving through a circuit at any given moment. One amp is the amount of current that one volt will push through one ohm of resistance. Analog Meter Measurement device that provides readings using a needle, instead of a digital output. Analog meters measure constantly, so the reading you see is the value taking place right now. But analog meters tend to be less accurate than digital meters, and the reading only updates as quickly as the needle can move. B+ Battery power. Closed Circuit A complete electrical path that provides the means for electricity to perform work. A closed circuit allows current to flow from its source, through the resistances, and back to its source. Computer Also controller; microprocessor. Device that provides the commands necessary to operate the engine or transmission, based on inputs from a series of sensors and switches. Controller See Computer. Conventional Electrical Theory Electrical circuit model which indicates that electrical flow is from positive to negative. More recent studies show that electrons actually flow from negative to positive, but most texts still prefer to use the conventional model. Current Electron flow through a circuit, current is measured in amps. De-energize To turn off, or shut down a circuit or component. Digital On/off signal. A series of pulses that are either on or off, which provide information by varying frequency, or which control a circuit by varying frequency, duty cycle or on-time. Digital Multimeter Also DMM; DVOM; Digital Volt-Ohmmeter. Electrical device that provides measurements of electrical circuits, using a digital display. Digital meters and oscilloscopes read a circuit through sampling; how accurate your measurement is depends on how many samples the meter takes per second. Digital Volt-Ohmmeter See Digital Multimeter. Distributorless Ignition System Also Electronic Ignition. A type of ignition that doesnt use a distributor to provide spark to the cylinders. These systems usually provide spark through a process known as wastespark; a process which provides spark to two cylinders at once. One cylinder fires; the other receives spark on its exhaust stroke that cylinders spark is wasted. Ford uses this term to identify one of its electronic ignition system. Diode An electrical one-way shutoff valve. A diode is a semiconductor, designed to allow current flow in one direction, but not in the other direction. These devices are commonly used to control the spark that develops when an electromagnetic coil de-energizes, and the magnetic field collapses. Duty Cycle A signal that varies its relationship between on-time and off-time. Duty cycle signals usually control a computer output device, such as an electronic pressure control solenoid: The longer the signal on-time, the longer the solenoid remains open, so the lower mainline pressure becomes. Continued
295
Glossary of Electrical Terms (cont)

Electrostatic Discharge Electrical potential that releases suddenly; the shock you feel when you touch a doorknob on a dry day is electrostatic discharge. That shock can damage or destroy electronic components. Thats why its important to take precautions wear a static strap, never touch the terminals, etc. when working with electronic devices. Energize To turn on a circuit or component; provide with power and ground, to enable an electrical device to operate. Engine Control Module Also ECM. SAE J-1930 term for a device that controls only engine operation. See also PCM, TCM, Computer. Frequency The number of complete oscillations, or cycles, that occur each second. Measured in Hertz. Ground The return side of an electrical circuit, as defined by the conventional electrical theory. More recent studies show that electrons actually flow in the opposite direction of that shown by conventional theory, but its still the most common model for electrical circuits. Grounded Circuit An electrical circuit failure that keeps the circuit energized all the time, regardless of switch or relay position. Also known as a short-to-ground. Hertz Also Hz. Unit of measurement for frequency; the number of complete cycles that take place in one second. A signal that repeats itself 20 times every second has a frequency of 20 Hertz. High Impedance Having high resistance to electrical flow. Usually used to describe electrical meters. When used to test an electronic circuit, a low impedance meter would affect the characteristics of the circuit. The higher the meters impedance, the less effect it will have on the circuit, so the less change it will make to the circuit operation when connected. Intermittent Taking place in an irregular or unpredictable cycle. An intermittent problem or failure may happen one moment, then not be there the next. Thats why intermittent failures are often difficult to isolate. Light-Emitting Diode Also LED. A semiconductor that lights when energized, much like a light bulb. But, unlike a light bulb, an LED requires very little current, and that current flow must be in a specific direction, or the LED wont light. Microprocessor See Computer. Ohm Unit of resistance measurement. It takes one volt to push one amp of current through one ohm resistance. Ohmmeter Electrical device for measuring resistance in a circuit or component. Ohms Law Principle that defines the relationship between pressure (voltage), flow (amperage) and resistance (ohms). Ohms x Amps = Volts; Volts Ohms = Amps; Volts Amps = Ohms. Open Circuit An incomplete electrical path that wont provide the means for electricity to perform work. An open circuit prevents current flow, so the circuit wont operate. Oscilloscope An electrical test device that maps voltage changes in a circuit over a specific amount of time. An oscilloscope displays the voltage signal as a picture, to show how voltage changes through the components operating cycle. Parallel Circuit An electrical circuit designed with multiple paths through the circuit, so that not all of the current must pass through all of the loads in the circuit. If one leg of a parallel circuit opens, it wont prevent the other legs Continued
296

from operating. Potentiometer A three-wire sensor that modifies a voltage signal based on movement or position. Potentiometers receive a regulated voltage signal to one end of a resistor, and ground to the other; a wiper slides along the resistor, and picks up the voltage signal, based on its position along the resistor. Powertrain Control Module Also PCM. SAE J1930 term for a computer that controls engine and transmission operation. A PCM may also control other systems, including cruise control, A/C system, antilock brakes, etc., but it must control engine and transmission to be called a PCM. See also ECM, TCM. Pulse Generator An AC generator that develops a frequency signal that varies with the rotational speed of an internal transmission component, such as a sun shell, turbine shaft or output ring gear. The computer uses this signal to measure the components RPM. From this, the computer can determine when to shift, when a shift is complete, or if a clutch is slipping. Pulse Width Modulated Also PWM. A signal that varies its relationship between on-time and off-time. Pulse width modulated signals usually control a computer output device, such as an electronic pressure control solenoid: The longer the signal on-time, the longer the solenoid remains open, so the lower mainline pressure becomes. See Duty Cycle. Relay An electrical device that allows a low current circuit to control a high current circuit. Energizing a relay energizes an electromagnet, which opens or closes a set of contacts, to provide power or ground to a circuit that would normally require too much current for the device controlling the circuit. Resistance The ability of a circuit or device to reduce or limit current flow. Resistor A device that limits or reduces current flow in a circuit. Sensor A device that provides signals to the computer, based on engine or transmission operating conditions. The computer uses these signals to control engine operation more precisely. Serial Data A digital signal from the computer, to communication information with other computers or scan tools. Scan tools can provide the actual sensor readings the computer sees, and outputs from the computer, by interpreting serial data signals. Series Circuit An electrical circuit in which all of the loads are wired end to end, in such a way that forces all of the current passing through the circuit to travel through all of the loads. If one load in a series circuit opens, it will prevent the other loads from operating. Short Circuit An electrical circuit without the resistance necessary to operate properly. Because of this lost resistance, these circuits will often burn up, unless protected by a fuse or circuit breaker. Not to be confused with a grounded circuit. Shrink Tubing An insulating material that shrinks to seal a connection when you apply heat. Solenoid An electrical device that turns electrical signals into movement or work. Solenoids can control lever movement, such as throttle kickers, or can control vacuum or hydraulic flow. The solenoids youll most likely be dealing with open and close to control hydraulic flow, to allow the transmission to shift gears, control lockup, and control line pressure. Continued
297

Thermistor A semiconductor that varies resistance based on temperature. There are two types of thermistor: negative temperature coefficient (NTC) and positive temperature coefficient (PTC). The NTC thermistor is more common as the temperature goes up, its resistance goes down. Transistor A semiconductor that operates as an electronic relay. Transistors allow a low current circuit to control power or ground to a high current circuit. Variable Resistor A one- or two-wire sensor that modifies a voltage signal based on stress or temperature. Thermistors are the most common type of variable resistor in todays cars and trucks. Voltage The pressure in an electrical system, that pushes current through the circuit. One volt of pressure is necessary to push one amp of current through one ohm of resistance. Sometimes called the circuits potential. Voltmeter Electrical test device that measures the voltage potential in a circuit. Displays its reading in volts.
298
Abbreviations
Abbr. A AC B, b C C C, c cm cu db DC dm DPDT DPST E, e E, e mf F F, f flu FM g gnd, grd Hg Hz I IB IC IE k kg kHz Description Ammeter Alternating current Base electrode, units with single base Degrees Celsius or centigrade Capacitance, capacitor Collector electrode Centimeter Cubic Decibels Direct current Decimeter Double-pole, double-throw switch Double-pole, single-throw switch Emitter electrode Voltage Microfarad Degrees Fahrenheit Frequency Fluid Frequency modulation Gram Ground Mercury Hertz Current Base current (DC) Collector current (DC) Emitter current (DC) x1000 Kilograms Kilohertz Abbr. kV kW kWH lb M m mf, mfd MHz mm NC Nm NO R SPDT SPST t T V, v VBB VBC VBE VCB VCC VCE VEB VEC vee vF W w wh, whr Description Kilovolt Kilowatt Kilowatt hour Pound Mega; x1,000,000 Milli; one-one thousanth; 1/1000; 0.001 Microfarad Megahertz Millimeter Normally closed Newton-meter Normally open Resistance; resistor Single-pole, double-throw switch Single-pole, single-throw switch Time Temperature Volt; voltmeter Base supply voltage (DC) Base-to-collector voltage (DC) Base-to-emitter voltage (DC) Collector-to-base voltage (DC) Collector supply voltage (DC) Collector-to-emitter voltage (DC) Emitter-to-base voltage (DC) Emitter-to-collector voltage (DC) Emitter supply voltage (DC) Forward voltage (DC) Watt; work Watt Watt-hour
299
Numeric Equivalents
Decimal Inches 0.0078 0.0135 0.0145 0.0156 0.0160 0.0180 0.0200 0.0210 0.0225 0.0234 0.0240 0.0250 0.0260 0.0280 0.0292 0.0310 0.0312 0.0320 0.0330 0.0350 0.0360 0.0370 0.0380 0.0390 0.0400 0.0410 0.0420 0.0430 0.0465 0.0469 0.0520 0.0547 0.0550 0.0595 0.0625 0.0635 0.0670 0.0700 0.0730 0.0760 0.0781 0.0785 0.0810 0.0820 0.0860 0.0890 0.0935 0.0938 0.0960 0.0980 0.0995 0.1015 0.1016 0.1040 0.1065 0.1094 0.1100 0.1110 Fraction Inches
1
Millimeters 0.1981 0.3429 0.3683 0.3962 0.4064 0.4572 0.5080 0.5334 0.5715 0.5944 0.6096 0.6350 0.6604 0.7112 0.7417 0.7874 0.7925 0.8128 0.8382 0.8890 0.9144 0.9398 0.9652 0.9906 1.0160 1.0414 1.0668 1.0922 1.1811 1.1913 1.3208 1.3894 1.3970 1.5113 1.5875 1.6129 1.7018 1.7780 1.8542 1.9304 1.9837 1.9939 2.0574 2.0828 2.1844 2.2606 2.3749 2.3825 2.4384 2.4892 2.5273 2.5781 2.5806 2.6416 2.7051 2.7788 2.7940 2.8194
Drill Size 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56
Tap Size
Decimal Inches 0.1130 0.1160 0.1172 0.1200 0.1250 0.1285 0.1328 0.1340 0.1360 0.1405 0.1406 0.1440 0.1470 0.1476 0.1484 0.1495 0.1520 0.1540 0.1563 0.1570 0.1590 0.1610 0.1641 0.1650 0.1660 0.1690 0.1695 0.1719 0.1730 0.1770 0.1797 0.1800 0.1653 0.1820 0.1850 0.1875 0.1890 0.1910 0.1935 0.1953 0.1960 0.1990 0.2010 0.2031 0.2040 0.2050 0.2055 0.2090 0.2109 0.2130 0.2188 0.2210 0.2266 0.2280 0.2340 0.2344 0.2380 0.2400
Fraction Inches
Millimeters 2.8702 2.9464 2.9769 3.0480 3.1750 3.2639 3.3731 3.4036 3.4544
Drill Size 33 32 31 30
Tap Size 6-40 NF 6-48 NS
/128 /16
15
/128 /8
17
/128
/128
29 28 27 26 25 24 23 22 21 20 19
/64
/32
19
/128
/32
/128
21
/128
/64
0-80 NF 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 3-48 NC 3-56 NF 4-36 NS 4-40 NC 4-48 NF 1 /8-32 NC 3mm - 0.50

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

1 1
12-24 NC 5.5mm - 0.80 12-28 NF 12-32 NEF
14-20 NS
/4-20 NC 14-24 NS
11
/128 /32
13
/64
/4-24 NS /4-28 NF /4-32 NEF /4-40 NS
27
/128 /32 /128 /64
1 1
/8-40NF 5-40NC
13
/128 /64
29
5-44 NF 6-32 NC 6-36 NS
15
300
Numeric Equivalents (continued)

Decimal Inches 0.2420 0.2422 0.2460 0.2500 0.2570 0.2578 0.2610 0.2656 0.2660 0.2720 0.2734 0.2770 0.2800 0.2810 0.2813 0.2891 0.2900 0.2950 0.2969 0.3020 0.3047 0.3110 0.3125 0.3160 0.3190 0.3203 0.3230 0.3270 0.3281 0.3320 0.3359 0.3390 0.3430 0.3438 0.3480 0.3500 0.3516 0.3580 0.3594 0.3672 0.3680 0.3750 0.3770 0.3820 0.3828 0.3860 0.3906 0.3970 0.3984 0.4040 0.4063 0.4130 0.4141 0.4210 0.4219 0.4290 0.4297 0.4375 0.4453 Fraction Inches
31
Millimeters 6.1468 6.1519 6.2484 6.3500 6.5278 6.5481 6.6294 6.7462 6.7564 6.9088 6.9444 7.0358 7.1120 7.1374 7.1450 7.3431 7.3660 7.4930 7.5413 7.6708 7.7394 7.8994 7.9375 8.0264 8.1026 8.1356 8.2042 8.3058 8.3337 8.4328 8.5319 8.6106 8.7122 8.7325 8.8392 8.8900 8.9306 9.0932 9.1288 9.3269 9.3472 9.5250 9.5758 9.7028 9.7231 9.8044 9.9212 10.0838 10.1194 10.2616 10.3200 10.4902 10.5181 10.6934 10.7163 10.8966 10.9144 11.1125 11.3106
Drill Size C D E F G H I J
Tap Size
Decimal Inches 0.4531 0.4609 0.4688 0.4766 0.4800 0.4844 0.4922 0.5000 0.5039 0.5156 0.5312 0.5469 0.5590 0.5625 0.5781 0.5787 0.5938 0.6094 0.6220 0.6250 0.6406 0.6562 0.6614 0.6719 0.6875 0.7008 0.7031 0.7187 0.7344 0.7500 0.7656 0.7812 0.7969 0.8125 0.8228 0.8281 0.8425 0.8437 0.8594 0.8750 0.8779 0.8906 0.9062 0.9219 0.9375 0.9531 0.9687 0.9844 1.0000
Fraction Inches
29
Millimeters 11.5087 11.7069 11.9075 12.1056 12.1920 12.3038 12.5019 12.7000 12.8000 13.0962 13.0962 13.8913 14.2000 14.2875 14.6837 14.7000 15.0825 15.4788 15.8000 15.8750 16.2712 16.6675 16.8000 17.0663 17.4625 17.8000
Drill Size
1 1
Tap Size /2-20 NF /2-24 NS
/64
/128 /4
59
/16-18 NC
/128 /32 61 /128

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

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

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

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

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

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

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

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

7
/4-18NPT
301
302

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2003 TECHNICAL SEMINAR

Automatic Transmission Rebuilders Association

2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR

2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR

2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR

2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR

ATRA Technical Team

Dennis Madden Chief Executive Officer

Lance Wiggins Technical Director

Evelyn Marlow Technical Supervisor

Randall Schroeder Senior Technical Advisor and Seminar Speaker

Steve Garrett Technical Advisor, Seminar Speaker, Service Engineer

2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR

ATRA Technical Team (continued)

Bill Brayton Technical Advisor and Seminar Speaker

David Skora Technical Advisor, Seminar Producer, Semimar Speaker

Mike VanDyke Technical Advisor and Seminar Speaker

Mike Baird Technical Advisor

Mike Brown Technical Advisor

Pete Huscher Technical Advisor

Cliff McCormick Senior Technican and Multimedia Engineer

Kelly Hilmer Director of Online Services

Shaun Velasquez OnLine Services

2003 ATRA. All Rights Reserved.

2003 TECHNICAL SEMINAR

2003 ATRA. All Rights Reserved.

2003 ATRA. All Rights Reserved

General Motors Contents

2003 ATRA. All Rights Reserved

Service 4wd Light On, Possible

2003 ATRA. All Rights Reserved

Service 4wd Light On, Possible

2003 ATRA. All Rights Reserved

2003 ATRA. All Rights Reserved

2003 ATRA. All Rights Reserved

Located on the upper right hand side of the bell housing.

2003 ATRA. All Rights Reserved

2003 ATRA. All Rights Reserved

2003 ATRA. All Rights Reserved

MXO 4 Speed FRQ F16 3.29 Ratio 2.53 Ratio

FW9 3.43 Ratio F16 2.53 Ratio

2003 ATRA. All Rights Reserved

C/H BODY TOUR C/H BODY TOUR C/H BODY

2003 ATRA. All Rights Reserved

H BO DY SSE C A D E /K T O UR L26 CAD C BO DY T O UR L26 C A D E /K L26 CAD C BO DY T O UR L26 C A D E /K BO DY EXPO RT L26

2003 ATRA. All Rights Reserved

2003 ATRA. All Rights Reserved

2003 ATRA. All Rights Reserved

4PM 5PM 5PM W

2003 ATRA. All Rights Reserved

2003 ATRA. All Rights Reserved

6B S 7B S 7B S W 7YA 7YAW 7AC 7A C W

2003 ATRA. All Rights Reserved

7AS 7ASW 7AW 7AWW

7BX 7BXW 6HB 6AV 7HB 7HBW 8AH 8AHW

8CU 8CUW 8DK 8YA 8DKW 9AH 9AHW

2003 ATRA. All Rights Reserved

New Sleeve to support the rotor