2005 ATRA Manual

2
2005 TECHNICAL SEMINAR
The
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.
Portions of materials contained herein have been reprinted with permission of Ford
Motor Company.
Portions of materials contained herein have been reprinted with permission of Daimler
Chrysler Corporation.
2005 ATRA, Inc. All Rights Reserved. Printed in USA.
2005 ATRA. All Rights Reserved.
Dennis Madden
Chief Executive Officer
Welcome to the 2005 ATRA Technical Seminar!
This year marks another milestone in the evolution of the ATRA technical seminar.
Because again the ATRA seminar manual has been developed and printed in full color!
Having worked on several seminar manuals myself I know what it takes to produce a
seminar. Lance Wiggins and the ATRA Technical staff have really pulled out all the
stops again; another sign of the new things coming out of the New ATRA.
This seminar, along with everything else at ATRA is a group effort, with a lot of effort in
the background that nobody ever sees. I could not be more delighted with the staff here
at ATRA.
ATRA is changing all the time: with the new items like the 3-year Golden Rule warranty, to give your customer that added peace of mind; point-of-sale items to make your
shop look even more professional; Nation-wide advertising and referral services, getting
more consumers into ATRA Members shops. These are just a few of the changes youve
seen in the past year, and its only the beginning.
On behalf of the ATRA staff, and the ATRA Chapters that work so hard to bring you this
seminar, welcome.
Sincerely,
Dennis Madden,
ATRA, CEO
Lance Wiggins
Technical Director
ATRA is proud to be celebrating another year serving the automatic transmission repair
industry. A lot of changes have taken place over the last year and its because of those
changes that technical training has become an integral part of todays transmission
repair industry. Its just not possible anymore to get by with a measure of common
sense and a decent technical aptitude. To remain profitable, todays technicians need
up-to-date training on an ongoing basis.
To that end, ATRA is pleased to present its 2005 Technical Seminar. Packed with countless hours of research and development, writing, editing, photography and layout, this
years seminar will stand out as one of the most demanding and useful technical training programs ever developed for this industry.
Once again, this years technical manual has been produced in full color. With over 300
pages of up-to-the-minute technical information, the 2005 Technical Seminar Manual
will remain a valuable resource long after the seminar is just a memory.
Were confident that youll find this years seminar presentation and technical manual
both informative and profitable. In fact, were so sure youll be satisfied with what you
learn in this program, we guarantee it!
So, on behalf of the entire ATRA staff, the international board of directors, and all of the
ATRA members worldwide, wed like to thank you for helping to make our over 50 years
memorable.
Lance Wiggins
Technical Director
ATRA Technical Team (continued)

Kelly Hilmer
Director of Online
Steve Garrett
Technical Advisor, Seminar
Speaker, Service Engineer
Randall Schroeder
Senior Technician
and Seminar Speaker
Weldon Barnett
Technical Advisor
David Skora
Senior Technician,
Semimar Speaker
Mike VanDyke
Technical Advisor
and Seminar
Speaker
Mike Brown
Technical Advisor
Larry Frash
Technical Advisor,
Seminar Speaker,
Design Artist
Pete Huscher
Technical Advisor
Reese Blalock
Spanish Technical
Advisor
Shaun Velasquez
Web Designer
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:
GEARS Managing Editor:
GEARS Magazine:
Dennis Madden
Rodger Bland
Frank Pasley
Jeanette Troub
Paul Morton
Julia Garcia
Director of Finance
Membership :
Sharon Bowman
Jody Wintermute
Rosa Smith
Valerie Mitchell
Vanessa Velasquez
Kim Brattin
Jim Spitsen
Bookstore Manager:
ATRA Bookstore:
Mike Helmuth
Kim Paris
Without the ATRA team, it would be very hard to accomplish

the task at hand. Please enjoy the seminar.
Lance Wiggins
ATRA, Technical Director
ATRA would like to thank the following

companies for their continued support!
iv
International Lubricants
Inc. ....................... O B C
Transgo ................................................... 211
Rostra Precision Controls Inc...................... 17
Axiom
................................................... 263
Precision International ............................... 95

Raybestos Powertrain ................ ......92,96,187,264
TransTec ................................................... 8-9
Teckpak-Fitzall Catalog ............................. 212-219
Superior Transmission Parts ....................... I F C
Schaffer Test Products Inc. ......................... 11
HGM Auto Electronics Inc. ........................ 93
Sonnax Industries Inc. ................................ 18,187
Transtar Industries Inc. ............................... 10
Alto Products Corp. ................................... I B C
Dacco Inc. ................................................. 94
Automatic Transmission Overhaul Kits
The global leader in the automatic

transmission rebuild kit market.
Producing over 2.6 million transmission

rebuild kits annually.
Manufacturing quality transmission

rebuild kits since 1978.
Primary packager of transmission

& engine kits for original equipment
manufacturers globally.
Currently servicing over 104 units, and

cataloging 1,000 rebuild kit numbers.
First to market with rebuild kits for
new model applications.
Sealing components engineered to

improve aftermarket performance
when the results of the original design
prove to be less than optimal.
Full-time staff of product development/
technical support personnel with
actual prior aftermarket experience.
ISO 9002 certified facility.
The Aftermarket Business

Of Freudenberg-NOK
Highest Quality Components in TransTec Overhaul Kits

Gaskets:
Sealing Rings:
Paper gaskets included in TransTec

kits are manufactured by our
Freudenberg-NOK Necedah plant (formerly known as Farnam). This QScertified plant also supplies virtually all domestic OEMs with many of
their paper gasket requirements used in automotive transmission and
engine applications. Look for the TransTec name on these paper gaskets.
Its your assurance of quality.
For applications using bonded valve body plates,
we supply bonded gaskets with metal cores. You
get the same OE-quality gaskets in TransTec
overhaul kits that we supply to OEMs.
The manufacturing process used for our silicone beaded gaskets utilizes leading-edge
technology to provide superior sealing.
Pan gaskets made of cork and rubber are high quality and manufactured by OE suppliers. Duraprene fibrous material pan gaskets are also
offered as an alternative for installer preference. Our molded rubber pan
gaskets are formed around a plastic core for more stability; a proprietary
process which Freudenberg-NOK developed for its current OEM
customers. These gaskets feature torque-limiting inserts to help avoid
over-torquing.
TransTec kits use Freudenberg-NOK

manufactured PTFE (Teflon) rings.
The QS-certified manufacturing plant
is a pioneer in PTFE machined ring design. A machined ring
involves a more exacting manufacturing process that results in
components that seal better. With over 28 different compounds to
choose from, complex formulas are used to ensure superior sealing
in a broad range of sealing applications. In addition, TransTec is the
aftermarket leader using state-of-the-art materials including
Vespel, PEEKTM and other synthetics. For applications requiring
metal, we use only OEM-quality rings.
Metal Clad Seals:

Globally, Freudenberg-NOK manufactures more precision-molded radial
shaft seals than all other manufacturers combined. TransTec alone
has sold over 3 million NOK seals for domestic applications since
they were first introduced in 1999. NOK brand oil seals are used
exclusively in TransTec kits no other transmission kits have them.
Bonded Pistons:
Bonded pistons are manufactured
using a very precise molding process to create smooth, exacting
rubber sealing surfaces bonded to metal pistons. Freudenberg was
a pioneer in molding bonded pistons for European applications.
NOK is the dominant supplier for Asian applications, and
Freudenberg-NOK is an OE supplier of these domestically. The
sealing surface of these pistons performs the same function as
previous separate-seal designs, so bonded pistons should always
be replaced during a rebuild.
Lip Seals:
The majority of lip seals contained
in TransTec kits are manufactured by Freudenberg-NOK plants and
exclusive to our kits. We have supplied lip seals via the IPC group
to automotive manufacturers for over 40 years. TransTec kits for
import applications contain original NOK lip seals, a claim no other
kit maker can make.
Teflon and Vespel are registered trademarks of E.I. du Pont de Nemours & Company. TransTec,
Corteco and Duraprene are registered trademarks of Freudenberg-NOK. PEEKTM is a trademark of Victrex PLC.
O-rings &
D-rings:
The Freudenberg and NOK group
companies manufacture O-rings and Drings for automotive applications on a
worldwide basis, an advantage we use to incorporate the OEM design,
materials and resources of these seals into our kits.
Its Whats Inside That Counts!

Were so confident in our world-class
seals that we mold our initials into them.
Look for these RMA (Rubber Manufacturers Association) codes on our seals.
IPC
FN
NOK
CFW
11617 State Route 13 Milan, OH 44846

Phone (419) 499-2502 Web: www.TransTec.com
YOUR
tecNOLOGY SPECIALIST
W H Y T R A N S TA R ?
Because
my reputation
matters.
than 70% of my business comes from

More
referrals and repeat customers. So for me,
saving a couple of bucks on cheap parts is out
of the question. One dissatisfied customer can
really hurt my business. I know that Transtars
internal quality control team will provide me
with the best possible products, and that
theyll continue to be competitively priced.
my reputation matters, I invest in

Because
new technology and equipment. Because my
reputation matters, I hire the best people in
the industry. Because my reputation matters,
I choose Transtar as my partner. Great parts,
great people and 30 years of experience. We
know we can count on Transtar.
TRANSTAR INDUSTRIES, INC.

7350 YOUNG DRIVE
CLEVELAND, OHIO 44146
WWW.TRANSTARINDUSTRIES.COM
800-359-3339
Building our business by helping you build yours.
GENERAL MOTORS
11
Schaffer
2005 ATRA. All Rights Reserved
GENERAL MOTORS
G M
Table of Contents
12
Displacement on Demand ...................... 20

New Fluid ............................................... 22
NV246/263/126/226 4X4 Applications:
4WD Inoperative, 4WD Indicator
Lights Flashing, Possible DTCs Set ....... 23
NV246/263:
Fluid Leak .............................................. 24
NV233:
Low Fluid Level ...................................... 25
LCT 1000:
PRNDL Flashes or Goes Blank ............... 26
No Forward Movement ........................... 28
Erratic or No Shift Condition, Possible
DTC P0700, P0500 and TCCM Codes ...... 29
Intermittent Neutral condition, Wont
Move Forward or reverse, No DTCs ....... 30
Running Changes for 2003-2004
Solenoid Harness ................................... 31
P3 Ring Gear .......................................... 32
C-1 Drum and Piston Assembly ............. 33
C-2 Piston ............................................... 34
C-2 Clutch Shaft Seal Rings .................. 35
Valve Body .............................................. 36
Separator Plate ...................................... 38
NSBU ..................................................... 40
T-6 Bearing, P-3 Sun Gear and P-3
Carrier Assembly ................................... 41
Fluid Leaking from the Extention
Housing .................................................. 42
LCT 1000, 4L60E/65E, 4L80E/85E W/ 4.3L,
4.8L, 5.0L, 5.7L, 6.0L, 7.4L, 8.1L
OD OFF Light Inoperative ...................... 45
Sudder, Miss, Surge, No TCC, Cruise
Control may be Inoperative, Possible
DTCs ..................................................... 46
Noise when Stopping or when
Accelerating from a Stop ........................ 55
Tow/Haul Mode Intermittent, Does
Not Function .......................................... 56
APP Sensor Circuit concerns W/ 4.8L,
5.3L, 6.0L, 8.1L Engines ........................ 60
4L60/65/70E 2005 Updates

Updates ..........................................
Shortening of the Reverse
Boost PR Valve Line-Up .................
Stator Support Sleeve Passages .....
Input Speed Sensor ........................
Turbine Shaft .................................
4L60E
P0741 Set, Hard Shifts, Cruise
Control Inoperative .........................
4L60/65E
Intermittent Neutral in the
Overdrive Range .............................
Poor Acceleration ...........................
Code P0756 Set, Erratic Shifting ...
5L40E
Speedometer Fluctuation, Shifting
Concerns ........................................
5L40/50E
Transmission Overheats ................
Adaptive Learning ..........................
4T65E Updates
Thrust Washer, Park Gear,
Accumulator Pistons ......................
Noise, Wont Move, Possible DTC
and Hard Shifts ..............................
Burnt 2nd Clutches, Burnt
4th Clutches ....................................
Fluid Leaking from the Reverse
Servo Area ......................................
Fluid Leak at the Left axle Area ....
4T80E
Manual Valve Clip ..........................
P0741 .............................................
Harsh Shifts ...................................
Case Cover Spacer Plate ................
Case Cover Spacer Plate Gasket ....
Toque Converter Clutch .................
Control Valve Spring and Enable
Spring .............................................
61
62
63
64
65
66
68
69
70
72
74
75
77
78
79
80
81
82
83
86
88
89
90
91
GENERAL MOTORS
Ford
Table Of Contents
13
Torqshift
5R55W
6.0L Diesel No Start, Misfire

Codes .................................................. 100
Erratic Line Pressure ......................... 104
Harsh Shifts Caused by the
Wrong Fluid ......................................... 105
Harsh Shifts, Solenoid Harness
Damage ............................................... 106
Internal Transmission Wiring
Harness and/or Solenoid Body
Replacment ......................................... 107
Harsh Disengagement When
Shifting from Reverse to Park ............. 108
No Crank/No Start with Low
TR-P Voltage ........................................ 109
Slipping 2nd/5th Gears, Binds on

the 2-3 Shift ................................... 149
Erratic Shifts .................................. 150
TCIL Illuminated, Code P0713,
Multiple Codes ............................... 153
Broken Flexplate, Vibration at
E4OD/4R100
Check Ball Identification and
Symptom Chart1989-On ...................... 110
5R55N/W/S
Check Ball Locations .......................... 126
Solenoid Applications .......................... 128
Valve Body Separator Plate
Identification ....................................... 129
5R55N
Valve Body Exploded View .................. 134
5R55SW/S
Valve Body Exploded View .................. 136
5R55N
Component Application Chart ............. 138
5R55N/W/S
Vehicle Application Chart ................... 140
5R55W/S
Component Application Chart ............. 141
2002 Computer Pin Chart for
Explorer/Mountaineer ........................ 143
2003-2004 Computer Pin Chart for
Explorer/Mountaineer ....................... 146
Idle, Vibration while

Driving ....................................... 155
4R44/55E, 5R44/55E
TCC Slip Codes .......................... 156
5R55E
Gear Noise, Whine in 1st and
2nd Gear ...................................... 157
4F27E
TCC Engagement ........................ 158
End Cover Failure ....................... 159
End Cover Interchange ............... 162
AX4S/AX4N
TCC Does Not Engage ................. 168
Pump Shaft Wear ....................... 170
Converter Regulator Valve .......... 171
Internal Wiring Harness ............. 173
Poor Pump Performance ............. 174
TCC Solenoid ............................. 178
Torque Converter Hub Bushing
Turbine Shaft Seal ..................... 179
O/D Light Inoperative, Code
P1870 ........................................ 181
Erratic Mainline Pressure Rise ... 182
ZF6HP26
New Transmission ...................... 183
Component Application Chart .... 185
Chrysler GENERAL MOTORS

Table Of Contents
14
ALL
Transfer Case Recall ........................................................................................ 190
Control Module Diagnosis ................................................................................. 191
Recalibration Procedures ................................................................................. 192
Cool Down Test Entry ....................................................................................... 193
Level Number-Rear Wiper LED ......................................................................... 194
41TE/42LE
Solenoid Electrical Code Diagnostics ............................................................... 195
Battery Voltages ............................................................................................... 197
Charging Voltages ............................................................................................. 198
TCM and Relay Identification ........................................................................... 199
Jumper Test at the Module .............................................................................. 200
Jumper Test at the Relay ................................................................................. 201
Solenoid Ground Voltage .................................................................................. 202
Solenoid Amperage ........................................................................................... 203
41TE, 42RLE, 45RFE

Solenoid Code ................................................................................................... 204
42RE, 46RE
1996-1999 RE Transmissions ........................................................................... 205
No Upshift from 2nd Gear on Grades ............................................................... 206
Intermittent Harsh Reverse ............................................................................. 207
45RFE
Soft Shifts ......................................................................................................... 208
No Converter Charge After Rebuild .................................................................. 209
Slip Shifts, Failsafe .......................................................................................... 210
Import GENERAL MOTORS

Table Of Contents
15
4L30E
3rd Clutch Checkball Missing ................................................................... 222
D 3 2 Checkball Missing .......................................................................... 223
3rd Clutch Quick Dump Checkball Missing .............................................. 223
Reverse Clutch Checkball Missing ........................................................... 224
Pressure Taps .......................................................................................... 225
2nd Clutch Pressure ................................................................................. 226
4th Clutch Pressure .................................................................................. 226
Servo Apply Pressure ............................................................................... 226
Pressure Tap Circuits .............................................................................. 227
Input Sprag Rotation ............................................................................... 228
3rd Clutch Drum Disassembly .................................................................. 229
3rd Clutch Pressure Plate Installation ....................................................... 232
Binds in 2nd Gear..................................................................................... 233
Center Support Washers ......................................................................... 234
Machining the Center Support ................................................................ 235
Computer Types ...................................................................................... 236
Type 1 and 2 Computer Code Retrieval .................................................... 237
Type 1 Diagnostic Codes .......................................................................... 238
Type 5 and 6 Diagnostic Codes (except BMW) .......................................... 243
Aisin Warner
Applications and Internal Component Identification ...............................
Component Application Chart ................................................................
Pressure Tap Locations ...........................................................................
Manual Code Retrieval ...........................................................................
DTC Definitions ......................................................................................
Wiring Diagram ......................................................................................
CAN Communication ..............................................................................
Revolution and Turbine Speed Sensor Identification and Testing ............
Park/Neutral Position Switch Testing .....................................................
Solenoid and A/T Temperature Sensor Testing .......................................
Fluid Fill and Check Procedure ..............................................................
246
247
248
249
251
252
253
257
259
260
262
Import GENERAL MOTORS

Table Of Contents
16
BAXA, MAXA, B7XA

No 2-3 Shift On the Rack After
Rebuild ........................................ 266
A c u ra
1995-2004 Vehicle Application
Chart .......................................... 267
Honda/Acura
General Information ..................... 269
Pressure Testing ........................... 270
Shaft Bearing Snaprings .............. 271
Clutch Packs ................................ 272
Piston Flapper Valves.................... 273
Drum Cracks (ALL) ....................... 274
TCC and Axle Seals are
Directional ................................... 275
Shaft Bushings and Tubes............ 276
Valve Body End Plugs ................... 278
OBD II Diagnostics ....................... 279
DTC Definitions ............................ 280
Poor Shift Quality After Overhaul . 281
Worn Feed Tube and Bushing ...... 283
Noise in 1st and 2nd Gear ............... 284
B7TA/B7XA
Popping/Snapping/Grinding in
Reverse ........................................ 287
CPC Solenoid Feed Pipes .............. 288
5 Speed External Electrical
Component Identification ............. 289
MCLA
No Reverse ................................... 290
2003 Accord
DTC U1055, shift Position
Indicator ....................................... 291
BGFA, B7WA, B7VA, 5 Speed
PCM Replacement with Exchange
Transaxle ..................................... 292
BAYA/MAYA
Updated PCM Software ................. 293
A4RA/B4RA/M4RA
Checkball and Relief Valve
Locations ...................................... 294
M4VA
CVT External Components.............. 296
CVT Pressure Taps .......................... 297
Valve Body Assembly ...................... 298
Case Passage Air Test ..................... 300
Pulleys and Belt ............................. 301
General Overhaul Procedures ......... 302
Start Clutch Drum Assembly .......... 303
Start Clutch Problems .................... 305
Whining/Gear Noise in Reverse...... 308
No Reverse ..................................... 309
Start Clutch Relearn Procedure ...... 310
Road Test Chart ............................. 312
Jatco 5 Speed
Applications and Designations ...... 314
Jatco 5 Speed Mazda Applications
Component Application Chart ....... 315
Application Chart .......................... 316
DTC Identification ......................... 317
Valve Body Solenoid ID .................. 318
Solenoids, Sensors and Case
Connectors .................................... 319
Fluid Fill and Check ...................... 321
Mazda Specifications ..................... 322
Jatco 5 Speed Volkswagen Applications
DTC Identification VAG DTCs ........ 323
Electrical Component Identification
Solenoids, Sensors, and Case
Connectors .................................... 325
Fluid Fill and Check ...................... 329
Case Passage Air Test Identification 330
Valve Body to Case Seals ............... 331
Valve Body Assembly ..................... 332
Pressure Taps ................................ 336
Lube Failure .................................. 339
Disassembly : End Cover Section ... 340
Reverse and High Clutch Drums ... 342
Pump ............................................ 343
Sprag Rotation .............................. 344
GENERAL MOTORS
17
Rostra
Solve problems.Stop comebacks.

4T40-E
TCC Regulator
Apply Valve Sleeve
FIXES NO TCC APPLY,
SOFT OR SLIPPING APPLY
4T65-E
TCC Regulated Apply Valve
4L80-E
FIXES TCC SLIP, CODE 1870
Actuator Feed Limit Valve Kit

FIXES WRONG GEAR STARTS,
SOLENOID CODES,
CLUTCH/BAND FAILURE
*33000-02
*84754-34K
SATURN TAAT
Pressure Regulator Valve Sleeve
and Separate OEM-Sized Valve
FIXES DELAYED OR
HARSH REVERSE ENGAGEMENT
AND HIGH LINE PRESSURE
*34200-16K
4L80-E
4L80-E
Sure Cure Kit
Self-Regulating Reverse Boost

Valve & Sleeve
FIXES 2 GEAR STARTS, NO 4 ,

CODES 68, 85, 86, 87
ND
TH
PREVENTS BROKEN CASE,

SERVO OR CLUTCH PISTON
*95200-05K
95200-06
34200-10K
4L60-E
4L60-E
TCC Regulator Valve Kits

FIXES 1870 SLIP CODE, LOW
TCC APPLY PRESSURE
Actuator Feed Limit Valve Kit

FIXES WRONG GEAR STARTS,
SOLENOID CODES,
CLUTCH/BAND FAILURE
SC-4L80E
*77754-03K
*77754-04K
*77754-09K
Sonnax 2005
A V
*Requires Tooling
Note: Many of these parts fit other applications.
Automatic Drive P.O. Box 440 Bellows Falls, Vt 05101 802-463-9722 800-843-2600 fax: 802-463-4059 www.sonnax.com info@sonnax.com
GENERAL MOTORS
19
GM
Section
20
GENERAL MOTORS
Displacement On Demand
(DOD)
A new engine control system was introduced for the 2005 model year that is
responsible for fuel economy gains of around 8%. Known as DOD (displacement
on demand), the upgraded control system is available on the new generation IV
small block 5.3L application. The new engine is available in T-truck applications
such as the Chevrolet Trailblazer EXT, GMC Envoy XL, and Envoy XUV. The
engine is also available in the Buick Rainer for the 2005 model year but the DOD
system has been disabled. The Gen IV 5.3L engine with DOD hardware is sold
under RPO code LH6 and it will carry a VIN M engine designation. Several features have been added to allow DOD operation such as:
A new engine block, with relocated knock sensors, cam sensor and engine
oiling system
An addition of a VOLM (Valve Lifter Oil Manifold) which contains a series of

4 ground side controlled On/OFF normally closed solenoids. The VOLM is
located under the intake manifold
Updated DOD valve lifters on cylinders 1,4,6 and 7. The updated lifters are
used for both the intake and exhaust valves for the effected cylinders.
An updated camshaft
Updated E40 PCM and a stand alone TCM
A brake booster vacuum sensor was added to prevent DOD operation if

vacuum is too low
Updated TCM and PCM calibrations to enable and enhance DOD operation
New DTCs for the DOD solenoids

DOD Operation:
DOD operation is designed to improve fuel economy by disabling up to 4 cylinders during constant highway speed driving. To enable DOD operation the following must occur:
x Transmission in 3rd or 4th gear
x Engine oil pressure between 25 and 75 PSI
x Steady throttle and load
x Engine speed 900-3000 RPM
x Engine oil temperature 68-302F (20-150C)
x System voltage 11-18 volts
GENERAL MOTORS
21
Displacement On Demand
(DOD)
DOD
x
x
x
x
x
will be disabled if:

Manifold/brake booster vacuum to low
APP position too high or rate of throttle rate of change is too high
System voltage out of range
VSS, MAP, BBV, ECT, EOP,CPS, DOD, Trans, Misfire DTCs are set
DOD has been active for 10 minutes (It will be disabled for 1 minute)
The firing order of the LH6 engine is 18726543. The DOD system can disable
every other cylinder in the firing order, 1-7-6-4. During operation, the PCM will
ground the DOD solenoids. This action will allow hydraulic pressure into the
special DOD lifter disabling the hydraulic lifter operation. The valves and
pushrods will maintain contact with the lifters but the valves will not open. In
addition the PCM will shut off the fuel injectors for those cylinders. The ignition
system will remain active to keep the spark plugs conductive and prevent fouling
once the DOD system is disabled. The DOD system can operate up to 10 minutes
at a time. The system will then be disabled for 1 minute and then reactivated as
long as the enable criteria are met. Since there is no indicator lamp telling the
customer DOD is active, DOD operation should be transparent.
22
GENERAL MOTORS
New Fluid
Updated Dexron III Fluid
New fluid is now available from GM for use in all years and models of Hydramatic
transmissions. Dexron III Type H contains several enhancements including
changes in the oxidation inhibitor package that is added to the fluid. The
upgrades improve the fluids ability to withstand todays more demanding
environment. All GM Dexron fluid and fluids that carry the GM Dexron license
will be required to meet the new specification by January 2005.
GENERAL MOTORS
23
K/T Truck NV246/NV263/

NV126/NV226 Applications
4WD Inoperative, 4WD Indicator Lights Flashing, Possible
DTCs Set
4WD inoperative, 4WD switch indicator lamps flashing, possible DTCs include
P0700, P0836, P0500, C0327, C0500 C0550 in the different modules. Any or all
of the above DTCs may be set in any combination. A grinding noise from the front
axle area may also be heard or felt.
Several different areas may cause the above condition, they include:
Code C0550, if this code is present the Transfer Case Control Module will
need to be replaced
Chafed TCCM wiring harness at the park brake cable release spring area
Pin tension, connector crimp concerns at the encoder motor ( pins A, B, C,

D, E, F and G, TCCM ( Connector C1 pins B2, A7 (common problem),
Connector C2 pins A8, Connector C3 pins A, B, C, D Connector C151 Pins
A, F, G, E, Connector C154 pins A, B and C and the under hood relay
center.
TCCM (G110), Engine (G103) (G104 and G107 on the back of the engine,
it is common for these to be loose) and Body grounds. Check ground G201
(part of splice pack SP201) and ground G102.
If the condition has persisted for any length of time always check the front
axle wiring as well as the condition of the shift sleeve teeth in the front axle
assembly.
If DTC C0327 sets only when a shift to 4HI is commanded inspect the fluid
for contamination. If the fluid has metal in it remove the T-Case,
disassemble and inspect the unit for damage
If none of the above items seem to be addressing the problem the cause is likely
an encoder sensor. Prior to removing the encoder motor assembly, make sure the
transfer case is in Neutral (NV246) or 2WD HI (NV263). If the unit will not shift,
remove the transfer case fuse (generally marked TREC 30 Amp) located in the
under hood fuse block (UBEC). After reinstalling the fuse, the T-case will generally shift allowing you to attain the desired position. If the unit is a 2003 or later,
update the TCCM software prior to returning it to the customer.
24
GENERAL MOTORS
NV246/NV263
Transfer Case Fluid Leak
One of the most common concerns regarding the New Venture NV246 and
NV263 applications is fluid leakage. In many cases the customer fails to notice
the fluid leakage until the unit has been run low on fluid, and is extensively
damaged.
Two basic concerns may cause the customer complaint, they are:
The clip that holds the oil pump in the case is missing or broken. If the clip
is missing or broken, the flanges of the pump will rub on the slots in the
case until a hole has opened up in the case allowing the leak to occur.
Many times you will find parts of the clip stuck to the magnet.
Inspect the case closely where the oil pump flanges ride, if a hole is present
replace the case half. The clip can now be purchased as part number
12470059.
Rear case porosity is the other main issue. If porosity is found, replace the
case half.
A hole from the Oil Pump

Clip is visible from the
outside of the case
Inside veiw of the case

GENERAL MOTORS
25
NV233
Low Fluid Level
2001-2004 T-Truck 4L60E
2001-2004 Blazer, Sonoma, S-10, Envoy, Trailblazer, Jimmy applications
equipped with the NV 233 (RPO NP1) 2 speed electric shift transfer case may
exhibit the following concern:
1.
2.
3.
Transfer case appears to loose fluid but no external leaks are present
A/C operation has declined over time
Fluid is found when you remove some vacuum lines
Fluid from the transfer case may be entering the vehicles vacuum system through
the transfer case switch. This will lead to HVAC mode switch failure (RPO C60 A/
C system), which may cause the customer to believe that the A/C system is
faulty. In most cases when the HVAC mode switch finally fails the HVAC system
may stick in one mode. This means the customer will not be able to change
modes as they change control settings on the HVAC control panel (HVAC mode
switch)
Clean or replace all of the effected vacuum lines. Replace the HVAC control head
and install the updated transfer case vacuum switch. The updated switch was
released for production and service as of 8-4-04 under part #89059420
26
GENERAL MOTORS
LCT 1000
PRNDL Flashes or Goes Blank
There are several items that will cause the PRNDL to flash, with some indicating a
problem is present while others indicate that no problems are present. The TCM
has inhibited a transmission function because the customer may have commanded the transmission to do something that could lead to damage.
Flashing PRNDL indicates a problem present:

1.
PRNDL (park/neutral) switch or its circuits may be faulty
2.
Trim A/B solenoid or their circuits faulty
3.
Input/Output speed sensor or their circuits faulty
4.
Lack of line pressure at start up (possible low fluid level)
5.
A clutch is slipping or a clutch has failed to apply
6.
Sticking shift valves
Flashing PRNDL normal condition customer generated:
1.
High engine RPM garage shift engagements into a forward range or reverse
(TCM will also command the transmission to neutral)
2.
Reverse to drive or drive to reverse gear change (like a parking lot
maneuver) with the throttle at greater than 25% (TCM will also command
the transmission to neutral)
3.
Transfer case was shifted to Neutral while the transmission was in drive or
reverse. The TCM will keep the transmission engaged until the vehicle
comes to a stop. Once stopped the TCM will command neutral. If the driver
moves the shift lever in/out of drive or reverse at this point the PRNDL will
flash.
4.
Output RPM is greater than 300. If the customer moves the shift lever
from a forward range to reverse or from reverse to a forward range the
PRNDL will flash.
5.
Operating the unit at low ambient temperatures (-49F -45C) (TCM will also
command the transmission to neutral)
GENERAL MOTORS
27
LCT 1000
PRNDL Flashes or Goes Blank (continued)
Blank
1.
2.
3.
PRNDL may be caused by:

Fault in PRNDL switch (Park Neutral switch) or its circuits
PRNDL switch out of adjustment
Lack of communication between the PCM and TCM at power up. If the
display is blank the TCM will command the appropriate forward or reverse
range based on PSM/PSA values
28
GENERAL MOTORS
LCT 1000
No Forward Movement, Possible DTCs
A no forward or a slipping in all/some forward gears condition also the PRNDL
may flash and ratio or speed sensor DTCs such as P0721, P0731, P0732, P0733,
P0734, P0746, P0776, P1720, P1721, P1723 or P1724 may be set in any combination or there may not be any DTCs set at all (depending on the severity of the
condition.)
The C1 clutch piston may have started to delaminate. Remove the piston and
inspect it to see if chunks of the seal are loose or missing. Replace the C1 piston.
GENERAL MOTORS
29
LCT 1000
Erratic or No Shift Condition, Possible DTC P0700, P0500 and
TCCM Codes
LCT 1000 applications may experience any or all of the following conditions:
1.
P0700 Set
2.
SES light on
3.
Transmission performance issues
4.
TCCM DTCs set
5.
Premature ABS operation
6.
Problems communicating with the TCM
Several items can cause the above concerns including:
1.
Circuit 2470 (yellow wire) class 2 data line is open. This circuit is connected
through connector C-100 and can cause different symptoms depending whether
the fault is present prior to cycling the key to the on position or if the problem is
only present after the engine is running. In either case you may experience difficulty communicating with the TCM and you may find a P0700 DTC stored in the
PCM. Inspect the terminal at connector C-100, terminal R for damage as well as
being backed out of the connector. Connector C-100 is located in the IP to engine
harness under the UBEC (Underhood fuse box). If the pin is backed out reposition the harness to reduce harness stress (Fig C100)
2.
Grounds: Check/clean and secure G110 (located on the left frame rail front
cab mounting bracket) Clean/check and secure G102. (located on the lower right
side of the engine) Clean/Check and secure G103 on the gas applications. (Located at the left front of the engine)
30
GENERAL MOTORS
LCT 1000
Intermittent Neutral Condition, Wont Move Forward or
Backward, No DTCs
Some Allison LCT 1000 applications may experience a condition where the
vehicle tends to drop into neutral at low road speeds intermittently. At normal
road speeds the condition typically does not occur. This condition likely occurs
when the customer has placed the transmission into gear while the vehicle is
stopped and then attempts to move the vehicle forward or backward. Typically the
transmission will engage into the selected gear and as the vehicle moves a few
feet it will drop out of gear and into neutral. Reselecting forward or reverse will
have no effect until the ignition is cycled at which time the vehicle may function
properly or it may again act as described above. Typically NO DTCs are set
To isolate the cause of this concern the technician will generally need to take a
snapshot/movie when the concern is present. Graph the snapshot/movie so you
can monitor the parameters closely. Pay very close attention to the VSS/ISS
signals. Note if the VSS signal dropped out at the time the condition occurred.
Even the slightest dropout of the VSS signal may cause the concern. On some
LCT 1000 software applications the VSS DTCs have been Masked but the
default action for the condition may still be present. This means the if the VSS
signal drops out, even for a split second, the transmission will be commanded to
neutral but no DTCs will be recorded. The cause of this condition is generally the
VSS sensor, although wiring and pin connections may also cause the concern. If
in doubt replace the sensor.
Actual
snapshot of the
condition
GENERAL MOTORS
31
LCT 1000
Running Changes for 2003-2004
Solenoid Harness up to 2003
A new harness was introduced for the 2003 model years. The harness was lengthened 15mm for trim solenoid B. In addition, the trim solenoid connectors were
redesigned to improve retention. The updated harness can be identified by the
red connectors for the trim solenoids. The updated harness will back service
previous models/years. The harness is available under GM and Allison part number 29541371.
New Solenoid Harness 2004-On
New internal wiring harness to accommodate the introduction of Solenoid G.
GM and Allison part number 2953972
32
GENERAL MOTORS
LCT 1000
Running Changes for 2003-2004 (continued)
P-3 Ring Gears
Some P-3 ring gears had a chamfer in the snap ring retaining groove area. Under
load the snap ring can break or wear. If the condition is found, update the ring
gear and snap ring with Allison part number 29537311.
GENERAL MOTORS
33
LCT 1000
C-1 Drum and Piston Assembly
A new C-1 Drum and Piston Assembly has been released to improve fill times. The
updated assembly can be identified by the dam and the part number that is
stamped into the casting. The updated GM/Allison part number is 29537993.
This assembly will back service previous applications. This update took effect with
build date S/N 6310089106 (Indianapolis) S/N 6320006057 (Baltimore).
Previous Design
Updated Design
Drum
Drum
34
GENERAL MOTORS
LCT 1000
C-2 Piston
A new C-2 piston is available and is sold under Allison and GM part number
29539653. The updated piston design does not have a bleed hole in it to improved
clutch fill times. The updated piston will not currently back service the previous
applications (01-02). At the present time an updated calibration is not available to
allow this interchange.
2002 and Earlier
2003-On
GENERAL MOTORS
35
LCT 1000
C-2 Clutch Shaft Seal Rings
The C-2 clutch shaft seal rings have been changed from a butt cut design to a lap
design to improve shift quality (especially in cold temperatures). This change
corresponds with the C-2 piston change. The lap design seals are sold under
Allison part number 29538940. A basic seal/gasket kit with the lap seals included is available from Allison and GM under part number 29541532.
Sealing Rings
36
GENERAL MOTORS
LCT 1000
Valve Body
An updated Valve Body (complete assembly) was implemented to improve fuel
economy by reducing pump load, reduce pump noise at idle and to improve cooler
flow. The Valve Body will back service if it is installed as an assembly although
line pressure solenoid (G) will not function on 01-03 applications. DO NOT attempt to interchange body/spacer plate parts from former to late design applications. The old valve body part number has been superceded by the updated
design. The updated harness is designed to fit the new valve body.
This new Valve Body includes a line pressure solenoid (Solenoid G) Allison and
GM part number 29541572 (Complete assembly) Solenoid G Modulated main
valve body only, includes solenoid G (Auxiliary valve body), Allison part number
29539797. Solenoid G only, GM and Allison part number 29536833.
The Control Main Valve and its 2 springs will back service previous model/year
applications. The valve land configuration was updated to help stabilize the valve
position. The largest land is now 4.5mm in length rather than 3.5mm as was used
on the previous design. The updated valve and its springs will back service previous model/year applications. Do not interchange early and late spring/valve
combinations.
The main regulator valve will also interchange with previous year/model applications. Allison and GM part number 29531323 was not changed for the C/K
pickup applications. The part number 295 31323 valve can be identified by a
single groove machined on the valve, at the end with the large land. Other commercial applications did update the main regulator valve and it can be identified
by the 3 grooves machined around the valve on the large land end.
NOTE: The 2004 valve body upgrades apply to the 8.1L (RPO L18) gas and 6.6L (RPO LLY)
Dura Max Diesel applications but not to the 6.6L (RPO LB7) Dura Max Diesel application.
GENERAL MOTORS
37
LCT 1000
Valve Body
2001-2003 Valve Body
2004-On Valve Body
Solenoid G
38
GENERAL MOTORS
LCT 1000
Original Seperator Plate 2001-2003
This is the original separator plate identification for 2001-2003.
GENERAL MOTORS
39
LCT 1000
New Seperator Plate 2004-On
A new separator plate designed to be used with solenoid G, Allison part number
29539793.
40
GENERAL MOTORS
LCT 1000
NSBU
An updated NSBU switched has been released for all 2004 LCT 1000 applications.
The updated switch uses only one 12 pin connector and will be common with
many other GM rear drive applications. The new switch has eliminated the metal
alignment strap. The new switch will NOT back service previous applications. The
updated switch is available under Allison part number 29541852 and GM part
number 24221125.
GENERAL MOTORS
41
LCT 1000
T-6 Bearing, P-3 Sun Gear, and P-3 Carrier Assemnbly
The T-6 bearing, P-3 sun gear and P-3 carrier assembly was updated as a late
2003 early 2004 product change. The load carrying capacity of the bearing was
increased due to durability concerns. When the bearing was updated, the location
of the pilot groove for the bearing in the P-3 sun gear also changed. In addition
the machining for the undercut on the P-3 carrier changed. The update was included in units built after build dates 6310220802 (Indianapolis) and
6320127996 (Baltimore).
The P-3 carrier, P-3 sun gear, and the T-6 bearing will interchange if they are
installed as a package. The former T-6 bearing will still be available under the old
part number 29531089. If the sun or carrier requires replacement on an older
model unit all the updated parts must be installed as a package. The update
Allison parts numbers are as follows: P-3 sun gear 29540499, P-3 carrier assembly 29540500, T-6 bearing 29539501.
NOTE: Always double check the part numbers before ordering. Numerous updates have
occurred with many of the part numbers. GM is adding Allison part numbers as a common
practice, so check the Allison part number with your local GM suppliers, you may find the
part now available from your local GM source.
T-6 Bearing
P-3 Sun Gear
P-3 Carrier Assembly

42
GENERAL MOTORS
LCT 1000
Fluid Leaking from the Extention Housing
2001-2004 LCT 1000
Some LCT 1000 applications may exhibit fluid leakage from the extension housing 4wd adapter area.
Typically the cause of the leakage is a crack in the extension housing adapter.
Several areas may cause the extension housing to leak. They include:
1.
A faulty U-joint
2.
Excessive drive shaft U-joint working angle
3.
Drive shaft balance
4.
Excessive drive shaft runout
5.
A bent or damaged drive shaft
6.
Carrier bearing damaged or faulty
It should be noted that most of the above will apply to not only the rear prop shaft
but also the front prop shaft.
Inspect both drive shafts for the items listed above. Repair the root cause of the
concern prior to installing another 4wd adapter housing. The 4wd adapter housing has been updated to a more robust design that is more resistant to vibration.
The updated design was released in August 2004 for the 2005 model applications.
The updated design will back service all 2001 and later LCT 1000 applications.
The updated GM part number is 29542109.
Previous design
Updated design 29542109

ADDITIONAL
MATERIAL
ADDITIONAL
MATERIAL
FORMER
P/N 29536409
CURRENT
P/N 29542109
GENERAL MOTORS
43
LCT 1000
Fluid Leaking from the Extention Housing (continued)
2001-2004 LCT 1000
Use the service procedure outlined in a factory service manual to replace the rear
extension housing, torque converter relief spring and the lube regulator spring in
the front support assembly.
Notice: Do not attempt to replace the transmission extension housing with the
transmission in the vehicle. Several internal components are held in place by the housing and
they will come out of alignment during reassembly. Attempting to do so will result in the
following conditions:
Displacement of eighteen (18) clutch springs

Damage to C5 clutch plates
Damage to P-2 & P-3 thrust bearings
Improper transmission end play
Notice: Failure to diagnose and repair the cause of the driveline imbalance may result in a
repeat cracked extension housing.
44
GENERAL MOTORS
LCT 1000
Fluid Leaking from the Extention Housing (continued)
2001-2004 LCT 1000
Important: After completing this modification, the transmission control module
(TCM) shift adapts must be relearned for proper transmission operation. For
model year 2001 using the Tech 2 TM, select Special Functions (F2), Transmission
Output Controls (F1), Preset All Tap Cells, Disconnect the Tech 2TM. This action
will reset all clutch adaptives and required the vehicle to be driven. For model
years 2002 and 2003, follow the procedure outlined in Corporate Bulletin Number 02-07-30-032 to quickly relearn the transmission shift adapts.
Use caution when removing, installing, servicing or moving the transmission in
order to prevent personal injury.
Use the service procedures provided in your manual before attempting to install
the updated extension housing.
Caution: The AllisonTM 1000 Series (M74) transmission has a dry weight of approximately 150
kg (330 lbs). The torque converter has a dry weight of approximately 29 kg (63 lbs).
GENERAL MOTORS
45
LCT 1000, 4L60E/65E,

4L80E/85E
OD OFF Light Inoperative
OD disable/off light no longer functions. The transmission may appear to
function correctly with no other symptoms present. This condition may have
occurred after the Insturment Panel Cluster (IPC) was replaced.
The lamp is controlled by the IPC through input on most applications from the
BCM via serial data. In some applications the BCM monitors input from the
TOW/HAUL momentary contact switch to signal not only tow/haul programming
activation/deactivation but also to disable OD operation when in tow/haul mode.
Some applications will disable OD without alerting the driver as the vehicle was
not equipped with an OD disable/off light. If your vehicle is equipped with an OD
disable lamp several items may cause the concern including:
x A faulty tow/haul switch
x Circuit 553 Lt Blue BCM pin B11 open
x Wrong instrument cluster was installed
x The new instrument cluster was not programmed after installation for the
specific application
Prior to performing repair work, make sure the IPC was not replaced. If the IPC
had been replaced, reprogram the cluster. If the IPC had not been replaced use
the service manual information to isolate the cause of the inoperative lamp.
46
GENERAL MOTORS
LCT 1000, 4L60E/65E,

4L80E/85E
Shudder, Miss , Surge, No TCC, Cruise may be Inoperative,
Possible DTCs
4.3L, 4.8L, 5.0L, 5.3L, 5.7L, 6.0L, 7.4L, 8.1L
Several areas can cause transmission/engine related concerns on truck applications. In most instances you will note misfire on the appropriate cylinder by
monitoring the misfire counters with your scan tool. If a misfire DTC is set, TCC
will not function and in many cases the cruise control will also be disabled. If a
DTC is not set, the customer may comment regarding a TCC related shudder or a
surge complaint that they feel is related to the transmission. If all basic procedures have been followed to isolate the cause of the concern and you are unable
to isolate the cause, refer to the following information. Areas of common concern
include:
HVS Driven Gear

HVS (Distributor)
Fuel Pressure Regulator
Poppet Nozzle
Intake Manifold Gasket
Valve Springs and Valve Guids
Module/Coil Assembly
GENERAL MOTORS
47
LCT 1000, 4L60E/65E,

4L80E/85E
Possible DTCs (continued)
4.3L, 5.0L, 5.7L, 7.4L
HVS Driven Gear
With the throttle in the float position you will typically feel the surge/miss starting to occur. As long as you hold the throttle steady, the condition will continue.
As soon as you step on the throttle or release and reapply the throttle, the condition may be gone. The condition will not occur again unless you accelerate and
then decel to the float position. This means this condition cannot be duplicated in
the stall for diagnosis. Typically you will note the misfire counters increasing on
different cylinders each time the condition occurs. You may note that the cam
retard value is out of spec or it appears to change on its own as the vehicle is
operated. (Generally cam retard on V-8 engines should be 0+-2 degrees and V-6
less than 10 degrees)
The cause of this condition is generally the gear on the bottom of the High Voltage Switch (HVS) Distributor. The gear teeth will start to wear sharp which leads
to slack between the cam gear and the HVS gear.
To repair the condition, replace the HVS driven gear.
48
GENERAL MOTORS
LCT 1000, 4L60E/65E,

4L80E/85E
4.3L, 5.0L, 5.7L, 7.4L
HVS (Distributor)
This condition is not related to engine load and may or may not be able to be
duplicated in the stall for diagnosis. Typically the miss/surge will be picked up by
the misfire counters on your scan tool. The misfire will be predominate on one
cylinder with the cylinders before and after the problem cylinder (in the firing
order) also showing some misfire. In addition you will typically note that the cam
retard value is out of spec or it appears to change on its own as the vehicle is
operated. (Generally cam retard on V-8 engines should be 0+-2 degrees and V-6
should be 0 but must be less than 10 degrees) In rare cases you may also find a
P1345 or a P0340 set.
If you have a vehicle with the above concern, remove the HVS cap and grab a hold
of the rotor. Apply firm pressure to the rotor in ALL directions. If excessive movement is found the HVS bushings are worn and the HVS (distributor) will need to
be replaced. Replace the HVS and adjust the Cam Retard (if adjustable on your
application) to the specs listed above.
GENERAL MOTORS
49
LCT 1000, 4L60E/65E,

4L80E/85E
4.3L, 5.0L, 5.7L, 7.4L
Check for wear in this area
50
GENERAL MOTORS
LCT 1000, 4L60E/65E,

4L80E/85E
5.0L 5.7L, 7.4L
Fuel Pressure Regulator
5.0L, 5.7L, 7.4L SFI CPI applications, 4L60/65E 4L80/85E Miss, surge on #4
cylinder with a possible P0300 and/or P0304 being set. This concern is many
times intermittent and may not be related to engine load.
On this application, the fuel pressure regulator vacuum port points toward #4
intake runner. If the fuel pressure regulator fails, a miss may result on #4 cylinder. Inspect the fuel pressure regulator and replace as necessary.
To the Intake Manifold
GENERAL MOTORS
51
LCT 1000, 4L60E/65E,

4L80E/85E
4.3L, 5.0L, 5.7L
Poppet Nozzle
Miss/Surge at light to moderate throttle with the problem more noticeable when
TCC is applied. Misfire DTCs are generally not present although you may see
some random misfire on your misfire counters. This condition feels exactly like
the TCC regulator valve train concerns that have been so prevalent for so many
years. In most cases you will find that the customer has had work performed on
the engine, fuel system or the engine electrical system. If you are experiencing
the concern remove the intake manifold and inspect the poppet nozzle position in
the intake manifold. In most cases you will find that someone has mixed up a pair
of poppet nozzles as they are positioned in the intake/cylinder head. If the
nozzles are delivering fuel at the wrong time the affected cylinders will be lean
resulting in the concern. To repair simply reinstall the poppet nozzles, into their
correct cylinder position.
Typical Poppet Nozzles

52
GENERAL MOTORS
LCT 1000, 4L60E/65E,

4L80E/85E
4.3L, 4.8L, 5.0L, 5.3L, 5.7L, 6.0L, 7.4L, 8.1L
Intake Manifold Gasket
Miss/surge worse typically during engine warm up. On these applications the
miss/surge may/may not cause misfire DTCs. The concern is generally worse at
low engine rpm such as when TCC is applied or even when TCC is not applied
during in town driving. The cause of the concern is generally the intake manifold
gasket. Do not use carb or brake cleaner to help isolate this specific concern.
Brake and carb cleaners can swell the gasket on this engine family enough to
make the problem go away for some time, but it will return which will lead to
increased diagnosis time. Use soapy water to isolate the outside of the intake and
propane to isolate gasket problems inside the engine. Generally the gasket will
leak at one of two locations, the right front corner or the center of the manifold on
the left side. Remove the manifold and inspect the gasket if it has been leaking
you will typically see the gasket is dry and clean in the area of the leak. Replace
the gasket and torque to specifications.
GENERAL MOTORS
53
LCT 1000, 4L60E/65E,

4L80E/85E
4.3L, 4.8L, 5.0L, 5.3L, 5.7L, 6.0L, 7.4L, 8.1L
Valve Springs and Valve Guides
Miss/surge at high road speeds or at higher engine RPMs. This concern is generally at engine rpms above 3000 (road speed generally above 60 MPH) with or
without TCC applied. Although several things can cause this concern, 2 areas are
common causes when conventional diagnostic strategies are not helpful. Both
concerns can be isolated by performing a RUNNING compression test at the
suspect engine speed. Normal running compression is generally 50 psi or greater.
If in doubt compare the running compression on the cylinder in question to other
the cylinders. If the running compression is low, inspect for broken or weak valve
springs and for valves sticking in their guides. Neither of these concerns can be
isolated with a vacuum gauge as vacuum gauge diagnostics are only accurate at
normal high engine vacuum scenarios. Replace the damaged springs or resize the
valve guide to attain proper clearance.
54
GENERAL MOTORS
LCT 1000, 4L60E/65E,

4L80E/85E
4.8L, 5.3L, 6.0L, 8.1L
Module/Coil Assembly
This concern typically goes away as the vehicle reaches full operating temperature. All of these engine families use the coil on plug design ignition system.
During diagnosis you may note that you are intermittently missing spark on one
of the cylinders. Replace module/coil assembly.
GENERAL MOTORS
55
LCT 1000, 4L60E/65E,

4L80E/85E
Noise when Stopping or when Accelerating from a Stop
Some 1996-2004 truck and SUV 4WD/AWD applications equipped with the
4L60E,4L65E, LCT 1000, 4L80E, 4L80EHD or the 4L85E transmission may exhibit a clunk, pop, thud or squawk noise as the vehicle is coming to a stop or the
noise may occur as the vehicle is pulling away from a stop. The noise is generally
pronounced and is intermittent in some cases. In some instances this condition
may have been corrected for a short period by installing GM slip yoke lubricant.
The drive shaft yoke may be sticking or binding on the transfer case output shaft.
The yoke is slipping then grabbing on the output shaft causing a noise that can
be heard and in many cases felt by the operator.
Prior to attempting to permanently repair the condition make sure your vehicle is
actually displaying the condition listed above and not one of the conditions listed
below:
Launch shudder or vibration (99-2003 X Cab short box) correct with updated prop shaft # 15071486 and pinion yoke #15071485
Downshift clunk on a coast down below 15mph (2003 K/N Trucks with 6.0L
Vin U or N and 4L65E (M32) and a NR3 or NR4 transfer case. This condition is
typically corrected with a PCM software update. The updated program commands
the transmission to make a 3-1 downshift at low speeds rather than a 3-2, 2-1
downshift pattern as it was originally calibrated to do. Check the GM calibration
web site to see if it is available for your application. : http://calid.gm.com
To correct the condition install a Nickel Plated slip yoke. Refer to the information below to determine which part number is required for you application.
YEAR
1996-2004
1999-2004
SERIES
1500 Series
2500 Series
BODY STYLE
2 WHEEL/4WHEEL
PART NUMBER
(New and Old body style)

(New body style)
4WD/AWD X Cab Short Box

4WD/AWD X Cab Short Box
# 12477702( Includes u-joint)

# 12477704 (Includes u-joint)
# 12479383 (With out U-joint)
1999-2004
1500 Series
(New and Old body style)
4WD/AWD Reg cab and SUV 4WD/AWD 1996 and

later Reg cab and Suburban/Escalade EXT/ Yukon
XL and Escalade ESV
1999-2004
1500 Series
(New body style)
AWD/4WD Tahoe/Yukon/Escalade
1999-2004
2500 HD/3500 Series
(New body style)
AWD/4WD
2001-2004
2500 HD/3500 Series
(New body style)
#89058876 (With out U-joint)
1999-2004
2500/3500 Series
(New body style)
4WD 6.6L/8.1L LCT 1000

AWD/4WD (New body style) 6.0L X cab/Crew cab
short box
2004-2005
2500 HD/3500 Series
Build date after 2-2004 6.6L/8.1L LCT 1000 Reg

cab, X cab, long box, short box
#89058878 (Includes U-joint)
# 89058880 (Includes u-joint)
56
GENERAL MOTORS
LCT 1000, 4L60E/65E,

4L80E/85E
Tow/Haul Mode Intermittent, Does not Function
C/K/G/M/L/S/T Trucks
The tow/haul mode feature was introduced during the 1999 model year with
other applications coming during later years. The feature is standard equipment
on many 4L60E/65E/80E/85E and LCT applications. The tow/haul feature is
most effective when the vehicles actual gross combined weight (GCWR) is at least
75% of the vehicles rated GCWR. Operating in tow/haul mode when the vehicle is
not loaded can result in a slight reduction in fuel economy but it will not lead to
transmission related failures. The tow/haul system will provide the following
features:
x Reduce shift frequency at a given engine and vehicle load (Shift cycling/
hunting)
x Eliminate closed throttle upshifts to reduce shift cycling/hunting as the
throttle is reapplied
x Increase the shift points for the transmission allowing the engine to operate
within its power band when the vehicle is loaded or towing
x Command TCC ON during lower gear operation (some as low as 2nd gear
under certain load and temperature conditions)
On most applications, the system is controlled by a switch mounted in the end of
the shift lever. Other applications will use a switch mounted in the dash of the
vehicle. The BCM feeds signal voltage to the switch. The switch is normally open
(normally open momentary contact) so if the customer is not activating the switch
the BCM will see voltage on circuit 553. If the customer presses the switch the
voltage on circuit 553 will be pulled low. This signals the BCM to command the
PCM via serial data that tow/haul is desired or if tow/haul was active, the BCM
will command the PCM to disable the tow/haul feature. In addition the BCM via
serial data commands the IPC to illuminate the tow/haul light in the dash of the
truck. Tow/Haul will cycle off when the ignition is cycled.
Tow/haul mode will affect the upshift as well as the transmissions downshift
points. Typically the MPH effect on shifts will vary with which gear is being
commanded. As an example an unloaded 2001 K-truck 6.0L 4L80E application
on level ground will perform as follows:
GENERAL MOTORS
57
LCT 1000, 4L60E/65E,

4L80E/85E
Tow/Haul Mode Intermittent, Does not Function
TOW/HAUL DISABLED 20%
THROTTLE OPENING
1-2 SHIFT 13 MPH
2-3 SHIFT 24 MPH
3-4 SHIFT 32 MPH
TCC APPLIED 4th GEAR
TOW/HAUL DISABLED 40%

THROTTLE OPENING
1-2 SHIFT 26 MPH
2-3 SHIFT 40 MPH
3-4 SHIFT 70 MPH
TCC 3rd GEAR
TOW/HAUL ENABLED 20%

THROTTLE OPENING
1-2 SHIFT 21 MPH
2-3 SHIFT 36 MPH
3-4 SHIFT 55 MPH
TCC APPLIED 3rd GEAR
TOW/HAUL ENABLED 40%

THROTTLE OPENING
1-2 SHIFT 25 MPH
2-3 SHIFT 42 MPH
3-4 SHIFT 72 MPH
TCC 3rd GEAR
58
GENERAL MOTORS
LCT 1000, 4L60E/65E,

4L80E/85E
Tow/Haul Mode Intermittent, Does not Function (continued)
Some customers may comment that the tow haul feature is not working or that it
works only intermittently on their vehicle. This concern is quite common on fleet
vehicle applications.
Two common causes for the above concern are:

x A faulty tow/haul switch
x A open in circuit 553 (LT BLUE) or circuit 1850 (black) (Fig Tow/haul) The
open is generally located in the steering column just behind the gear shift
lever boot but above connector C201. In some instances the wires are
actually torn in half by the retainer on the column which may have come
loose, while others are simple wiring fatigue failures due to the constant
movement of the shifter in and out of gear or the tilting of the steering
column.
Test the tow/haul switch. If the tow/haul switch is good, inspect and repair
circuit 553 or circuit 1850
GENERAL MOTORS
59
LCT 1000, 4L60E/65E,

4L80E/85E
Tow/Haul Mode Intermintent, Does not Function (continued)
60
GENERAL MOTORS
LCT 1000, 4L60E/65E/

4L80E/85E
APP Sensor Circuit Concerns with 4.8L, 5.3L, 6.0L, 8.1L
Engines
Truck applications equipped with drive by wire (TAC) throttle systems may
experience one or more of the following symptoms:
SES light on, Reduced power light on, lack of engine power
Any combination of the following APP/TP sensor DTCs set P1514, P1515,
P1516, P1518, P0120, P0220 or P2135
APP/TP sensor DTCs P1285, P1286 or P2133 set after repairs have been
performed
If the vehicle is setting any combination of the following DTCs P1514, P1515,
P1516, P1518, P0120, P0220 or P2135 and you are unable to correct the concern,
inspect the TAC control motor circuit #581 (Yellow wire) and circuit 582 (brown
wire) for damage. Inspect circuit 581/582 pin tension, connector crimps, and for
damage to wiring. Generally damage occurs to the wiring within 1 foot of the
throttle body. Wiring that is broken inside the insulation has also been found as
a cause for this concern.
If the vehicle is setting any combination of the following DTCs P1285, P1286 or
P2133 after repairs have been performed, the wrong part number APP sensor
assembly may have been installed. As was covered in the 2003 ATRA seminar,
the part number for the APP assembly changed because the number of
potentiometers within the sensor changed from 3 sensors (part number
15177923) to 2 sensors (part number 15120405) on later applications. The
update to the APP sensor occurred during the 2003 model year on some
applications with other applications coming on line during 2004 and 2005. In
addition you may find that the shop manual schematics and diagnostics for your
application may not show the updated sensor design. If your vehicle is equipped
with the 2 sensor APP design you must use the correct schematics and diagnostic
procedures to properly diagnose your application.
GENERAL MOTORS
61
4L60E/4L65E/4L70E
2005 Updates
A major update is planned for the 4L60E/65E applications for the 2006 model
year. The introduction of an input speed sensor (ISS) on some models will be
fully implemented for the 2006 model year. As with other changes in the past,
some of the changes will be pulled forward into the mid 2005 model year applications in preparation for the roll out of the completed ISS system. In addition a
new model transmission will be introduced in 2006 using the same technology,
the 4L70E. The addition of the ISS system will make input speed calculations a
much simpler process while leading to more accurate diagnosis of transmission
related concerns.
Several hardware changes will need to occur in order to implement the ISS system. Many of the changes will occur in stages. Some of the changes are required
to make room for the new input speed sensor while others are required to make
the ISS function. The updates include:
x Shortening of the Reverse Boost PR valve line-up
x Casting changes within the pump assemble to relocate the S3 bore boss
x Casting changes relocating the TCC release bore
x Update/change Stator support sleeve passages
x Update/change the turbine shaft. The shaft will receive reluctor teeth for
sensor operation. In addition the location of the seal rings on the turbine
shaft will be repositioned
x Adding an Input speed sensor and updating/changing the vehicle and
transmission wiring harness (On applications not using an ISS the sensor
hole will be filled with a plug)
x Enable shift control features in the software that were not fully utilized in
previous applications
x 2 DTCs were added for the ISS system P0716 and P0717
62
GENERAL MOTORS
4L60E/4L65E/4L70E
2005 Updates (continued)
Shortening of the Reverse Boost PR valve line-up
Casting changes within the pump assemble to relocate the S-3 bore boss
Revised S-3 bore

with updated PR boost,
reverse boost valves to make
room for ISS
Note: PR valve train can no

longer be serviced without
Removing the pump
Updated valve and

single spring
Previous TCC control valve and springs

Spring pocket to
reduce build issues
GENERAL MOTORS
63
4L60E/4L65E/4L70E
Update/change Stator Support Sleeve Passages
64
GENERAL MOTORS
4L60E/4L65E/4L70E
Input Speed Sensor
The addition of an Input Speed Sensor created the updated/changes in the transmission wiring harness. In applications not using an ISS, the sensor hole will be
filled with a plug.
ISS connector
GENERAL MOTORS
65
4L60E/4L65E/4L70E
Turbine Shaft
Update/change to the turbine shaft. The shaft will receive reluctor teeth for sensor operation. In addition the location of the seal rings on the turbine shaft will
be repositioned
15 teeth added, seal

rings relocated
2.5mm
66
GENERAL MOTORS
4L60E
P0741 Set, Hard Shifts, Cruise Control Inoperative
T-Truck Applications
Bravada, Envoy, Trailblazer and Rainier applications with the 4.2L engine and a
4L60E transmission may set an intermittent P0741 DTC.
CAUSE/REPAIR:
P0741 will set if:
TP value between 20-90%
Gear ratio is between .89 and 1.02 (3rd gear)
TCC duty cycle is greater than 75%
No TP, VSS, Shift solenoid DTCs are set
No TCC P0742 DTC set
TCC slip exceeds 130 RPM for more than 20 seconds

If a P0741 is set the PCM will:
Illuminate the MIL
Command maximum line pressure
Command TCC off
Inhibit 4th gear if in hot mode
Inhibit cruise control operation
Freeze adapts
Several items can cause this DTC to set including:
A sticking/damaged TCC converter clutch valve
A faulty/damaged TCC apply solenoid
A faulty/damaged TCC PWM solenoid
Worn/sticking/damaged regulator apply isolator valve train
Leakage within the TCC circuit
A faulty Torque converter
Calibration Level
If you are working on a T-truck application, check the calibration level of your
vehicle with your scan tool before inspecting for valve, solenoid or leakage issues.
An updated calibration is available for some model years that corrects false
P0741, P0335 and P0606 in one calibration download. The calibration numbers
for this update are Trans; 12597046 Operating; 12597031. Refer to the GM calibration web site to see if and updated calibration is available for your application.
http://calid.gm.com
GENERAL MOTORS
67
4L60E
P0741 Set, Hard Shifts, Cruise Control Inoperative (continued)
T-Truck 4.2L
2004/05 Trailblazer, Bravada, Envoy and Rainier applications may exhibit any or
all of the following symptoms:
P0741 set
SES light on
Hard shifts
Cruise inoperative
An updated transmission calibration is available to address the above concerns.
Use the GM web site to determine if your vehicle applies to the calibration
change. Install the updated calibration. The updated calibration was installed at
the plant, in all 4.2L T-truck applications starting September 23rd 2004.
68
GENERAL MOTORS
4L60E/65E
Intermittent Neutral in the Over Drive Range
4L60E/65E applications may exhibit a neutral condition when attempting to
accelerate from a stop with the vehicle in OD range. In some instances the concern may also be associated with an engine flare and then an engagement bump
complaint as the vehicle tries to accelerate from a stop. In most instances the
condition is intermittent and generally very hard to duplicate.
Several items may cause the above concern such as:
Shifter cable condition and adjustment (Common)
A loss of pressure in the forward clutch circuit
Debris in the valve body (Common)
A faulty forward sprag clutch (Not common)
Broken/missing pump priming spring
Low roller clutch faulty (Not common)

If the concern can be duplicated note the following:
Is line pressure normal while the condition is present? If it is low, inspect

the pump for missing priming springs.
Are the PSM/PSA values indicating the unit is in OD range while the condition is present (A= High, B=Low, C=Low)? Does moving the shifter in and out of
gear correct the condition? What is the physical condition of the shifter cable?
Look for corrosion especially in the areas where the cable halves come together. If
the PSM values are not correct, inspect the condition of the rooster comb detents,
manual valve linkage and shifter cable adjustment.
If no problems are found or if the problem cannot be duplicated, inspect the valve
body for debris and adjust the shifter cable. Upon installation of the valve body,
be sure the valve body is moved as close to the front of the transmission as possible before torquing the valve body bolts.
GENERAL MOTORS
69
4L60E/4L65E
Poor Acceleration
1994-2005 4L60E/65E
1994-2005 4L60E/65E applications may exhibit any or all of the following concerns:
Poor acceleration at lower speeds, such as when accelerating from a stop
Surge during acceleration
Ping/Detonation at idle with the transmission in gear
Higher than normal transmission temperatures during in town driving
Possible P0101(MAF), P0106 (MAP) or P0121(TP) set
Stall speed lower than would be expected for the appropriate engine and
transmission package
Depending on the extent of damage, the concerns may be intermittent
Check for driveability issues that could lead to the above concern. If none are
found, inspect the stator support splines on the front of the pump for damage.
Improper hardening of the splines can lead to damage which can result in the
above symptoms. If the splines are found to be damaged replace the pump or the
pump half containing the support, torque converter and fully flush and flow check
the cooler.
70
GENERAL MOTORS
4L60E/4L65E
Code P0756 Set, Erratic Shifting
C/K/N Truck and Y car
P0756 is one of the DTCs that is used to determine if a mechanical/hydraulic
problem is present in the transmission. To set a P0756 the following must occur:
P0756 Will set if:
The PCM commands the transmission into 1st gear
The gear ratio indicates the transmission is not in 1st gear with a measured
ratio indicating the unit is in 3rd or 4th gear
The above conditions are met for more than 1 second

(Creating a 4-3-3-4 shift pattern)
OR
The PCM commands the transmission into 2nd gear
The gear ratio indicates the transmission is not in 2nd gear with a measured
ratio indicating the unit is in 3rd or 4th gear
The above conditions are met for more than 2 seconds

OR
The PCM commands the transmission into 3rd gear
The gear ratio indicates the transmission is not in 3rd gear with a measured
ratio indicating the unit is in 1st or 2nd gear
The above conditions are met for more than 2 seconds

OR
The PCM commands the transmission into 4th gear
The gear ratio indicates the transmission is not in 4th gear with a measured
ratio indicating the unit is in 1st or 2nd gear
The above conditions are met for more than 1 second

Command 3rd gear
Command Maximum line pressure
Inhibit TCC
Freeze adapts
Illuminate the MIL
GENERAL MOTORS
71
4L60E/4L65E
Code P0756 Set, Erratic Shifting (continued)
C/K/N Truck and Y car
Several items can cause a P0756 including:
x A faulty/damaged/stuck/cracked 2-3 shift solenoid
x A damaged 2-3 shift solenoid O-ring
x Debris plugging or restricting AFL feed oil at orifice # 29 in the spacer plate
x Damaged/stuck 2-3 shift valve
x Damaged/stuck 2-3 shuttle valve
x Damaged/stuck 4-3 sequence 3-4 relay valves
x Damaged 3-4 clutch
x Calibration update needed for a false P0756 DTC
Check for a calibration update for this concern (new calibration available for T
Truck GMC Canyon and Chevrolet Colorado) Check the GM calibration web site to
see if an updated is available for your application. http://calid.gm.com If none are
found inspect and repair the valves, spacer plate and solenoids as listed above.
72
GENERAL MOTORS
5L40E
Speedometer Fluctuation, Shifting Concerns
Cadillac Applications
Some Cadillac applications equipped with the 5L40E may exhibit any or all of the
following symptoms:
Transmission fails to upshift
Transmission shift points erratic
Transmission downshifts without customer commanding the shift
Speedometer drops out/fluctuates
VSS DTCs Set

Inspect the output VSS wiring for damage. Typically the damage will result from
the VSS harness coming in contact with the exhaust around the catalytic converter area. Repair and reposition the harness
GENERAL MOTORS
73
5L40E
Speedometer Fluctuation, Shifting Concerns (continued)
Cadillac Applications
74
GENERAL MOTORS
5L40E/50E
Transmission Overheats
Some 5L40E or 5L50E applications may experience a transmission over heat
condition. The IPC or DIC may display a message to the customer indicating that
the transmission is overheating and instructing the customer to bring the engine
to an idle. In addition a P0218 may be set.
The transmission fluid bypass valve may be stuck in the closed position. To
determine if the valve is malfunctioning, remove the return line and check the
flow rate. The fluid bypass valve starts to open at 152F (67C) and should be fully
open at 168F (76C). If flow is low or zero remove the bypass valve and inspect it
for the presence of a black rubber sleeve. If the sleeve is not present or if the valve
appears to be malfunctioning replace the transmission bypass valve. If the valve is
operating properly, inspect the transmission oil cooler for restrictions.
TransmissionFluid By-Pass Valve

The Transmission Fluid Bypass Valve is part of the heavy duty cooling system for
the 5L40E/5L50E transmission.
The Transmission Fluid Bypass Valve starts to open at 152F (67C) and should be
fully open at
168F (76C)
GENERAL MOTORS
75
5L40E/50E
Adaptive Learning
The 5L40E and 5L50E applications use a Bosch controller that utilizes an
adaptive strategy to assure proper shift feel and clutch durability over the life of
the transmission. Like other Hydramatic applications, the 5L40E/50E controllers
store adaptive information which must be cleared if the transmission has been
replaced or if repair work has been performed on the unit. Clearing adapts can be
performed using one of two methods:
x Using a scan tool (recommended)
x Disconnecting the battery (not recommended)
Several different types of adaptive memories are used on the 5L40E/50E
including:
x Power on upshift
x Coast down shift
x Quick fill pulse pressure adapt
x Ec coast adapt
x Garage shift adapt
x Steady state adapt
(Note: Power on upshift, Coast down shift, Quick fill pulse and Ec coast adapt
strategies are not functional if transmission temperatures are below 122F/
50C
Unlike most GM transmissions, the Bosch controller applications like the 5L40E
and 5L50E utilize software that allows for a Quick learn process to reduce the
amount of time it takes for the adapts to learn their proper values. Three of the
adaptive strategies can be learned by operating the vehicle in a specific driving
sequence they are:
Garage Shifts
During the warm up transition (initial transmission temp below 165F/75C)
perform 3 garage shifts at 68F/20C intervals from Neutral to Reverse and then
Neutral to Drive. Pause after each engagement for at least 5 seconds. To clarify,
the technician will perform 3 N-D and 3 N-R engagements for every 68F/20C
temperature change as the transmission temperature increases toward normal
operating temperature.
76
GENERAL MOTORS
5L40E/50E
Adaptive Learning (continued)
Power on Upshifts
The transmission temperature must be at least 158F/70C to learn power on
upshift adapt values. Once the transmission has reached the proper temperature
repeat the following upshifts 1-2, 2-3, 3-4, 4-5 at least 3 times at each of the
following throttle openings, 15%, 30%, 45%, 60%, 80% and 100% (NOTE: Some
upshifts at higher throttle settings may not be feasible due to speed limit laws)
Coast Downshifts
Select manual shift mode to command the shift while meeting the following
criteria:
With the throttle at 0%
In Manual 5th gear, repeat a 5th gear to 4th gear coasting downshift every
30kph/18mph to cover all the speed range
In Manual 4th gear, repeat a 4th gear to 3rd gear coasting downshift every
In Manual 3rd gear, repeat a 3rd gear to 2nd coasting downshift every
In Manual 2nd gear, repeat a 2nd gear to 1st gear coasting downshift every
Once all the above maneuvers have been completed, move the selector into the
standard position and increase your speed to achieve 5th gear. Remove your foot
from the accelerator and apply the brake while bringing the vehicle to a stop
(repeat this braking phase 2 times). Evaluate the shifts and if needed repeat the
above steps.
GENERAL MOTORS
77
4T65E
2005 Updates
Several changes have been implemented for the 4T65E application, they include:
Thrust washer #691 Part #24200584 that was changed to a thrust bearing,
part number 24214159. This change was designed to improve high mileage durability and reduce metal contamination. The updated part will back service previous years and models
Park gear, bearing and sun gear shaft were updated. This updated design
will enhance in car service of the final drive by making it harder for the park gear
bearing to become mispositioned. The park gear now has a deeper pocket, while
the sun shaft had a collar added to it. In addition, the bearing is now thicker. The
parts will back service only if they are used as a complete package. Do not intermix/interchange the updated and the previous design components. Two kits are
planned to allow back service of the update. AWD applications will use one of the
kits while all FWD applications will use a different kit part number.
During the 2005 model year, the Pontiac Grand Prix GXP will be fitted with
the Gen III 5.3L V8. To upgrade the 4T65E to a GM V-8 application several items
were changed including; The bottom pan, the case, the filter, a modified channel
plate and sleeve, Redesigned drive and driven sprocket support bearings Upgraded single sided 4th clutches and 4th clutch shaft, Upgraded forward band with
new material and anchor location, HD ceramic shot peened carriers, planetaries
and bearings, HD ceramic shot peened final drive and updated calibrations for
the V-8 application.
As a mid 2005 change all 4T65E applications will use phoenolic 1-2,2-3
accumulator pistons. The updated pistons will back service previous applications.
Thrust Bearing
78
GENERAL MOTORS
4T65E
Noise, Wont Move, Possible DTC and Hard Shifts
1999-2003 4T65E applications
A grinding/growling type noise, which may change in intensity as the unit shifts
through the gears, depending on the extent of damage. In addition, the unit may
even exhibit hard shifts and a P1811 (max adapt ) DTC may be set. In some cases
the unit will not move if the failure is extreme enough.
As the unit is disassembled for inspection, the amount of damage found can vary
greatly. If you find a lot of metal particulate in the pan the damage will likely be
greater. The root cause of the problem is input sun/carrier bearing #671. A thickness variation concern with the bearing races lead to cracks in the bearing races
and ultimately bearing failure. In many cases the bearing needles and the race
materials migrate into the planetaries which leads to extensive damage.
PART NUMBERS
# 668 Input sun gear 24204098
# 672 Input carrier 24204430
# 675 Reaction sun and shell 24205127
# 674 Thrust bearing 8646504
# 676 Thrust bearing 8649353
GENERAL MOTORS
79
4T65E
Burnt 2nd Clutches, Burnt 4TH Clutches
4T65E applications may have burned 2nd and/or 4th clutches as well as the symptoms that result from damaged clutches.
The accumulator bore taper may be too deep (Improper machining) resulting in
over travel of the 1-2 or 3-4 accumulator piston into the tapered area. When the
piston seal contacts the tapered area, the seal may become damaged leading to
pressure loss in the affected circuit. Pressure loss in the circuit will result in
damage to the appropriate clutch.
Inspect the accumulator housing bores for damage and equal bore taper depth. If
the taper is excessive in one of the suspect bores or if the bore is damaged replace
the accumulator housing.
80
GENERAL MOTORS
4T65E
Fluid Leaking from the Reverse Servo Area
2002-2004 4T65E applications may exhibit leakage from the reverse servo area
when the transmission is exposed to cold temperatures (Lower than 20F -7C).
As the transmission temperature increases, the leak will typically decrease or be
eliminated completely.
An updated seal and cover is available under GM part number 24207376.
Currently the updated seal is not available separately from GM. Install the
updated parts.
GENERAL MOTORS
81
4T65E
Fluid Leak at the Left Axle Area
Many technicians have been mislead into believing that the leak is being caused
by the axle seal or by the valve body side cover seal. In many instances the leak is
actually being caused by seal #59 which seals the side cover to the channel plate.
Remove the seal and inspect it closely as you roll it with your fingers and you will
generally notice a small cut or nick in the seal.
82
GENERAL MOTORS
4T80E
Manual Valve Clip
Some technicians have expressed concerns with finding the clip that connects the
manual valve without buying the complete assembly. The valve clip is available
under GM part number 24209439
GENERAL MOTORS
83
4T80E
P0741
Some 4T80E applications may set a DTC P0741. In this instance, this concern
may/may not be intermittent.
P0741 will set if:
x No TP, VSS, ISS, IMS, TCC PWM, DTCs are set
x P0742 is not set
x The transmission is in 3rd or 4th gear
x TFT 20-133C (68-271F)
x TP between 10-50%
x Engine calculated torque is between 43-215 N-m (32-159 lb ft)
x TCC is commanded full on
x TCC Slip speed is excessive. Slip thresholds (rationality checks) are as
follows:
SLIP RPM TORQUE lb ft
48
0
80
48
200
95
252
143
271
191
280
239
x The above conditions are present for more than 5 seconds
x Illuminate the MIL on the 2nd consecutive failure/trip (TYPE B DTC)
x Inhibit 4th gear if in hot mode
x Disable TCC
84
GENERAL MOTORS
4T80E
P0741 (continued)
Several items can cause a P0741 to set including:
x TCC Control valve stuck or damaged
x TCC regulator valve worn or sticking
x TCC feed limit valve worn or sticking
x TCC enable valve stuck or damaged
x
x
x
Lack of 3rd gear oil feed to the TCC PWM solenoid

Drive sprocket support bushing damaged/worn
Faulty TCC PWM solenoid (Refer to previous ATRA seminar manuals
regarding quality spill issues with these solenoids) (COMMON)
Improper/outdated calibration (Refer to previous ATRA seminar manuals or
the GM web site http://calid.gm.com. Calibration updates have been made
to some applications to address this issue. As discussed and demonstrated
in previous ATRA seminars, always check your calibration level before
attempting other repairs for this concern. (COMMON)
Worn/damaged drive sprocket support seal rings (# 34, 35, 409, 412). In
addition inspect the 2 case cover seals (34, 35) for uneven wear. (Unit may
have some axle seal seepage in addition to the P0741 DTC) Inspect the drive
sprocket support (#400) for wear in the bearing race area. (Drive sprocket
support part number 8681071) Inspect the case cover (33) for damage due
to the sprocket support bearing failure. If any of the above are found
replace the case cover. (Case cover part number 24229131) The case covers
on some 98-04 application may have machining issues allowing the case
cover bore to be improperly positioned when compared to the case cover
dowel position. (COMMON)
A faulty Torque converter (COMMON ON VCC APPLICATIONS) See Previous
ATRA seminar books to see if your model code uses a VCC converter)
GENERAL MOTORS
85
4T80E
P0741 (continued)
Worn/damaged drive sprocket support seal rings (# 34, 35, 409, 412). In addition
inspect the two case cover seals for uneven wear. (Unit may have some axle seal
seepage in addition to the P0741 DTC) Inspect the drive sprocket support (#400)
for wear in the bearing race area. (Drive sprocket support part number 8681071)
Inspect the case cover (33) for damage due to the sprocket support bearing failure. If any of the above are found replace the case cover. (Case cover part number
24229131) The case covers on some 98-04 application may have machining issues allowing the case cover bore to be improperly positioned when compared to
the case cover dowel position.
86
GENERAL MOTORS
4T80E
Harsh Shifts
P0748 (Formerly DTC 76) DTC Set
Some 4T80E applications may experience a hard shift condition which may/may
not be followed by various driver information messages. Upon inspection, the
technician may find that a P0748 (DTC 76) DTC is set in the PCM memory. PCM
DTC P0748 (DTC 76) will set if:
x Command PCS amperage varies from actual PCS amperage by more than
0.05A
x The condition is present for longer than 1 second
x P0730 and/or P1811 DTCs are not set
If a P0748 (DTC 76) sets the PCM will:
x Command maximum line pressure
x Freeze adapts
x Display a service vehicle soon, service transmission message on the DIC
Several items may cause the a P0748 (DTC 76) including:
x An open, short to ground or short to voltage in circuit 1229 (Blue/White)
x An open or short to ground in circuit 1228 ( Red/Black)
x A faulty PCS- Replace the PCS
x Oil intrusion into the transmission pass thru connector. Remove the
connector and inspect for fluid contamination. If fluid is present, install the
updated harness. NOTE: This concern may also lead to other DTCs as well
as other symptoms
x On some PCM applications the PCS driver circuit (QDM) also is used to
operate the fuel injectors. On some of those applications engine oil has
been getting into the injector harness causing the DTC to set. Inspect the
injector harness and connectors then measure the injector resistances to
be certain a shorted injector or damaged/contaminated harness is not
responsible for your concern. Replace and repair as necessary
x Some PCM applications have experienced circuit board solder joint issues.
This issue was addressed on 9-6-04 for both production as well as
remanufactured PCM applications. If you are unable to find the root cause
for your concern and your PCM was manufactured prior to the above date
replace the PCM
GENERAL MOTORS
87
4T80E
Updates 2005
The major change for the 4T80E application for the mid 2005 model year is the
elimination of the VCC (Viscous Converter Clutch) for all models. The upgrade is
scheduled for the 1st quarter 2005. Replacing the VCC converter is a new Ec
Torque converter. (TCC converters will still be available on some applications as in
previous years) It should be noted that the update to an Ec system is designed
for VCC as well as some of the TCC applications. In addition it is imperative that
the updated parts/gaskets not be intermixed with parts/gaskets for the other
designs. To facilitate such a change several changes were required including:
x New Ec converters for all VCC applications
x Updated calibrations to enable Ec operation. In addition the new
calibration will change parameters required for setting 4 DTCs (P0741,
P0742, P2763 and P2764)
x An updated Case Cover Spacer Plate. Four Orifice dimensions were
changed and an Id hole was added to the NEW plate in the Left corner to
act as a quick identification marker when compared to the prior VCC
application spacer plate. Three Orifice dimensions were changed and an Id
hole was added to the NEW plate in the Left corner to act as a quick
identification marker when compared to the prior TCC application spacer
plate. The new spacer plate will service VCC and TCC applications. The
updated spacer plate will be available in a kit to allow the technician to
update prior VCC applications to an Ec application.
x An updated Case Cover Spacer Plate Gasket. One passage change was
required for the Ec application gasket. The updated gasket is included in
the service kit to update prior VCC applications
x An updated Valve Body Gasket. One passage change was required for the
Ec application gasket. The updated gasket is included in the service kit to
update prior VCC applications
x An updated converter clutch control valve spring and TCC enable spring are
used on all Ec applications. Both the TCC control spring and the TCC
enable spring are now the same spring tension and dimensions.
The update kit is available under part number 24233678 (Some TCC applications
such as export models) 24233679 (VCC applications)
88
GENERAL MOTORS
4T80E
Updates 2005 (continued)
Case Cover Spacer Plate
An updated Case Cover Spacer Plate. Four Orifice dimensions were changed and
an Id hole was added to the NEW plate in the Left corner to act as a quick identification marker when compared to the prior VCC application spacer plate. Three
Orifice dimensions were changed and an Id hole was added to the NEW plate in
the left corner to act as a quick identification marker when compared to the prior
TCC application spacer plate. The new spacer plate will service VCC and TCC
applications. The updated spacer plate will be available in a kit to allow the technician to update prior VCC applications to an Ec application.
Case Cover Assembly Spacer Plate

(TCC ) Current Design
Case Cover Assembly Spacer Plate

(TCC ) New Design
GENERAL MOTORS
89
4T80E
Case Cover Spacer Plate Gasket
An updated Case Cover Spacer Plate Gasket. One passage change was required
for the Ec application gasket. The updated gasket is included in the service kit to
update prior VCC applications
90
GENERAL MOTORS
4T80E
Valve Body to Spacer Plate Gasket
An updated Valve Body Gasket. One passage change was required for the Ec
application gasket. The updated gasket is included in the service kit to update
prior VCC applications
GENERAL MOTORS
91
4T80E
Valves and Springs
An updated converter clutch control valve spring and TCC enable spring are used
on all Ec applications. Both the TCC control spring and the TCC enable spring
are now the same spring tension and dimensions.
The update kit is available under part number 24233678 (Some TCC applications
such as export models) 24233679 (VCC applications)
Raybestos developed the Z Pak single-sided clutch system to solve the problem
of 3-4 clutch pack failure in the 4L60E. Other Z Pak solutions are coming soon.
Suitable for every rebuild including four-wheel drive, heavy duty and commercial
uses, Z Pak adds torque capacity and improves cooling to increase the life
and durability of the clutch pack. Thats the Raybestos Solution.
964 East Market St., Crawfordsville, IN 47933 Toll Free: 800-729-7763 Fax: 765-364-4576 www.raybestospowertrain.com
24009 Hawthorne Blvd.

Torrance, CA 90505
Phone: 310-465-0220
Toll Free: 877-744-3887
Web site: www.compushift.com
CATEGORY
Standalone electronic transmission controller to
retrofit electronic transmissions into other vehicles.
Supports 4L80-E, 4L60-E, 4L60-E transaxle,
AODE, 4R70W, E4OD, 4R100
PRODUCTS
Complete installation kit
COMPUSHIFT is a 20 MIP
DSP based computer that
was custom designed by
HGM Automotive
Electronics Inc. as an
Electronic Transmission
Controller. COMPUSHIFT
is NOT a modified factory computer, and it does NOT need a
laptop or PC to be completely programmed. COMPUSHIFT is
designed and manufactured in the United States. The CPU is
manufactured by an ISO 9000 certified, high-reliability
aerospace manufacturer using the latest computer
automated multilayer surface-mount manufacturing
technique. Every unit is tested in a custom designed ATE
station, and all components are military temperature rated. A
complete thermal, worst-case and stress analysis has been
performed upon The COMPUSHIFT unit.
COMPANY PROFILE
In the 1980s most automobile manufacturers
recognized the inherent advantages of a computercontrolled automatic transmission. Governmentmandated automobile efficiency and emissions
standards, combined with the requirement for
drivability and durability from customers, placed a
high demand on the engine and transmission
controls.
Fortunately for the aftermarket enthusiasts, the
transmissions that were developed are strong,
versatile and offer great flexibility, provided that an
appropriate controller is used. Without a controller,
these transmissions are literally brain-dead. With a
controller, they are

tunable to provide
high performance
for a variety of
applications.
In 1996,
disappointed with
the available
controllers on the
Acculink TPS
market, the three
founders of HGM
Automotive
Electronics began
the development of
the COMPUSHIFT.
After hundreds of
thousands of
dollars in
engineering and
New construction
development
expenses and hundreds of hours of road testing in
many different vehicles, COMPUSHIFT was born.
The HGM product line is continually being
enhanced and widened to support more
transmissions and specialty applications.
All HGM Automotive Electronics products are
designed and built in the USA.
CUSTOMER SUPPORT SERVICES

Tech Hotline . . . . . . . . . . . . . . . . . . . .877-744-3887
Web site: www.compushift.com
Dealers in Norway, Australia, Canada and the
United States
ADMINISTRATION
Mike Hoy . . . . . . . . .310-465-0220 or 877-744-3887
Supplier Profiles
COMPUSHIFT
by HGM Automotive
Electronics Inc.
DACCO'S PERFORMANCE PLUS TORQUE CONVERTERS LAP THE FIELD FOR

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PLATES, DOUBLE REINFORCING, HARD STATOR OR DIODE STATOR, MOUNTING
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WITH BILLET MOUNTING COVER. IF YOU WANT THE COMPETITIVE ADVANTAGE,
LOOK TO PERFORMANCE PLUS AND ENGAGE THE POWER!
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1-800-44-DACCO www.daccoperformance.com
THERES ONLY
ONE LEAK
YOUR
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SHOULD HAVE
TO PULL OFF
THE ROAD FOR.
Precision Internationals Exclusive Viton Rubber Front Seal
Is The Solution For Front Pump Seal Leaks On Many Popular Trucks And SUVs.
The last thing you or your customers want on a
rebuilt transmission is a front seal leak. But thats a
messy problem with many popular trucks and SUVs.
Unfortunately, the original silicone rubber used on
the OE front pump seal isnt as compatible as it
should be with their new fluid. So they may leak
at low mileage, particularly under
heavy stress.
A better solution
Enter Precision Internationals exclusive Viton
rubber front seal (#16601EV). It holds up where the OE style
fails, offering superior durability and
wear resistance under high
temperatures and the most
demanding applications.
Trust Precision
You can find our Viton seal in several of our
thoroughly tested transmission repair kits.
As an industry leader, Precision International
is constantly monitoring the OEMs for
product changes and updates.
And our technical advisory
group is excellent at solving
problems before they become
one for you.
For more information, contact
your local distributor or
Precision International today.
The Problem Solvers.

210 Knickerbocker Ave., Bohemia, NY 11716
(631) 567-2000 Fax (631) 567-2640 Toll Free: 800-872-6649
Florida Office:
455 Lakeview Drive, Coral Springs, FL 33071
(954) 509-9950 Fax (954) 509-9945
E-mail: sales@transmissionkits.com
www.transmissionkits.com
Raybestos developed the new X-32 friction material to solve the problem of extreme heat and
wear that results from high-energy loading in certain problematic clutch packs, high stress driving
conditions and heavy duty vehicles. X-32 is standard equipment on the Z Pak single-sided
clutch system. Use of the X-32 material was found to measurably increase clutch pack
performance and durability. Thats the Raybestos Solution.
97
FORD
FORD
Section
ATRAs Tech Center
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Email-A-Tech
Access all of ATRAs technical information

in one central location.
www.atraonline.com
Its the quickest, simplest way to find those hard-to-find fixes! Access ATRA Online from any computer with an internet connection
and gain access to all of ATRAs technical information in one central location...the ATRA Tech Center. Email the ATRA technicians
and much more! It all adds up to fewer hours spent digging through technical materials, fewer hours spent on hold to the ATRA
technicians, fewer hours spent on customers vehicles and much happier returns on your investment.
To find out more information, visit us at

www.atraonline.com or call (805) 604-2000
Have you visited ATRAs Forums?
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Members can Post and Reply to specific topics.
The forums are available for anyone to view, however if youd like to
participate in the topics, you must be an ATRA Member.
There is NO extra fee associated with Inside ATRA, so log on today!
GEARS Magazine
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Classified
Career Center
www.atraonline.com
Have you ever wanted to know how another shop owner handles a difficult situation in their shop? Now you face the same
situation and would like advice on what to do. Log on to the Inside ATRA Forums and post and reply to the topics that are being
discussed. Plus, all of our technical areas are moderated by the ATRA Technicians. They receive an email when a new post has
been made and will reply within 30 minutes of the post. Now thats service!

100
FORD
TorqShift
6.0L Diesel No Start, Misfire Codes
Vehicles equipped with the 6.0L engine may exhibit a no start or engine misfire
codes. Multiple root causes can create these symptoms, including the Fuel Injection Control Module (FICM).
There are a couple of areas to look, at the wiring and the FICM. If the FICM is
suspected to be the root cause, refer to the following procedure to verify the FICM
is at fault before replacement.
NOTE: Verify the scanner has the latest level and the vehicle is updated to the latest
calibration. Calibration issues and related Powertrain components can also cause this
problem.
The most common symptoms of a failed FICM are a no start or multiple misfire
codes that can not be removed. Diagnostic codes U0105 and/or P0611 may also
be present. Symptoms other than these are not likely to be caused by the FICM.
If the FICM is replaced, it will not contain the necessary software. It must be programmed
prior to use.
Check for FICM wiring harness for chafing. Perform a wiggle test to verify the
integrity of the connections at the FICM and injectors. Its common to see DTCs
P2614 and P2617 as a result of wire chafing. It is often necessary to push on the
engine/injector harness to duplicate a ground out condition. Ensure the FICM
connectors are fully seated. If any wire chafing is noted, repair as necessary and
evaluate the vehicle. If the condition is corrected, return the vehicle to customer.
If no wiring chafes are located proceed with the following pages.
NOTE:
1.
2.
3.
4.
Some common chafing locations are:

The upper left valve cover
Valve Cover Bolt areas
Near the intake bolts
Under and near the FICM
101
FORD
TorqShift
6.0L Diesel No Start, Misfire Codes (continued)
Set up your scanner to test the FICM power and grounds by selecting these PIDS:
1.
FICM_VPWR
2.
FICM_LPWR
3.
FICM_MPWR
4.
B+
Monitor PIDS for the following values:
FICM_VPWR: FICM vehicle power from ignition switch voltage = battery voltage
FICM_ LPWR: FICM logic power from fuse, FICM relay voltage = battery voltage
FICM_MPWR: Internal FICM power voltage = 47-50 volts
B+: Battery Voltage
If all of the above readings are within range, proceed with the following pages.
If any of the above are out of range, disconnect the three FICM connectors and
inspect condition of connector, pins, and wiring at the connector, paying close
attention for wiring chafes. Repair any issues and evaluate the vehicle, if the
condition is corrected return the vehicle to the customer.
102
FORD
TorqShift
103
FORD
TorqShift
If the condition is still present use your voltmeter to check the following:
Check for B+ voltage at pin 27 of connector 1388c with the KOEO. If there is no
voltage present, or low voltage is present, check circuit 3098 for a open. If B+ is
present, jumper pin 27 of connector 1388c to a good battery ground.
Check for B+ voltage at pins 4, 7, 8, 23, 24, 25. If no or low voltage is found at any
pin, repair as necessary.
If B+ is present at all pins, replace the FICM and return vehicle to customer.
NOTE: If the FICM is replaced it will not contain software, it must be programed prior to
use.
Pin 27
PIN
Circuit
1 574 (BK/PK)
2 574 (BK/PK)
3 574 (BK/PK)
4
5
6
876 (DG/LG)
54 (LG/YE)
1717 (VT/OG)
814 (WH/BK)
Circuit Function
PIN
Circuit
Ground
17
Ground
18
Ground
19
Fuel Injector Control Module (FICM) Power
Relay, Switched Power
20
Fuel Delivery Command
21
Not Used
22 574 (BK/PK)
Voltage Supplied in Start and Run (Overload
Protection)
23 876 (DG/LG)
Fuel Injector Control Module (FICM) Power
Relay, Switched Power, Fuse Feed
24 876 (DG/LG)
9
10
878 (PK/YE)
56 (DB/OG)
Powertrain Control systems, Communications

Cylinder Idenification
25
26
876 (DG/LG)
574 (BK/PK)
Not Used
Not Used
Not Used
Not Used
Not Used
Not Used
27
28
29
30
31
32
3098 (RD/YE)
11
12
13
14
15
16
69 (RD/LG)
70 (LB/WH)
57 (BK)
Circuit Function
Not Used
Not Used
Not Used
Not Used
Not Used
Ground
Fuel Injector Control Module (FICM)
Power Relay, Switched Power
Ground
Power Relay, Control
Not Used
Not Used
CAN Bus 2H
CAN Bus 2L
Drain Wire
104
FORD
TorqShift
Erratic Line Pressure
Pressure Control Solenoid Failure
A failed solenoid can cause line pressure to bounce from 20 to 200 psi. Symptoms
include erratic shift patterns, harsh shifts, soft shifts, flare shifts. The TorqShift
transmission has a shift strategy system which allows the PCM to adjust the
pressure of the transmission, allowing the transmission to shift the same way
every time. To properly diagnose the solenoid, use your scanner and pressure
gauge simultaneously. Compare the two reading to determine if the PCM is the
cause or if the solenoid has failed.
(2)Two
(4)Four
(1)One
3C3Z-7J136-AA (Coast and the Direct Clutch Solenoids)

3C3Z-7J136-BA (L/R, Intermediate, O/D, TCC Solenoids)
4C3Z-7G383-AA (Line Pressure Control Solenoid)
(PCA)
Line Pressure
Control Solenoid
(SSPC-C)
Intermediate
Control Solenoid
TCC Control
Solenoid
(SSPC-D)
Direct Control
Solenoid
(SSPC-B)
Overdrive Control
Solenoid
(SSPC-A)
Coast Clutch Control
Pressure Solenoid
(SSPC-E)
Low/Reverse
Control Solenoid
105
FORD
TorqShift
Harsh Shifts Caused by the Wrong Fluid
Mercon SP ATF
You must use Mercon SP ATF. Using Mercon V may cause harsh shifts, overheating, possible delayed engagements, and erratic shifts. These symptoms can be
evident within the first test-drive.
106
FORD
TorqShift
Harsh Shifts
Solenoid Body Harness Damaged
Harsh shifts may be caused by the solenoid body harness being damaged. You
may not see codes associated with this concern. Using your scanner, check the
command from the PCM to the solenoid, if the PCM command to the solenoid is
correct, remove the pan and check the solenoid harness.
107
FORD
TorqShift
Internal Transmission Wiring Harness or Solenoid Body
Replacement Service Tip
Super Duty F-Series or Excursion
The new solenoid harness does not have pressure switch connectors and is no
longer required. The new harness supersedes all harnesses. A PCM reprogram is
recommended.
Earlier Solenoid Body and Harness

with Switches
Updated Solenoid Body and Harness

without Switches
108
FORD
TorqShift
Harsh Disengagement When Shifting From Reverse to Park
2003 Super Duty F-Series or Excursion
Some 2003-2004 Super Duty F-Series or Excursion vehicles built before 11/14/
2003 with a 6.0L diesel engine and TorqShift transmission may exhibit a harsh
disengagement when shifting from reverse to park. A clunk may also be heard
during this disengagement. To correct this condition, replace the original solenoid
body manual valve with a redesigned part 4C3Z-7D376-AA. To perform this repair,
first remove the solenoid body assembly. Replace the manual valve with the redesigned valve. Use a new solenoid body-to-case gasket (3C3Z-7C155-DA) during
reinstallation, clean and reuse the bottom pan gasket, and top off with Mercon SP
transmission fluid.
109
FORD
Torqshift
No Crank/No Start with Low TR-P Voltage
2003 Super Duty F-Series or Excursion Equipped with 6.0L DIT
Some 2003-2004 Super Duty F-Series or Excursion vehicles equipped with a 6.0L
DIT and Torqshift transmission may exhibit a no crank/no start. DTCs P1705 (TR
circuit not indicating park/neutral during self test) P0706 (TR-P sensor frequency
fault) and P0707 (TR-P sensor circuit duty cycle low input) may be present. If low
voltage is found at the transmission range position sensor (TR-P) Pin 21 (3-4 volts)
circuit 371, electrically disconnect the cooling fan clutch and retest the voltage. If
the voltage now reads battery voltage and the vehicle cranks and starts, verify with
a short test drive that the codes do not return. Do not service the transmission or
replace the transmission range position sensor (TR-P) for this condition. Refer to
the appropriate wiring diagram and service manual section to diagnose and service the cooling fan.
The
Transmission
Range Sensor is
internal and
located on the
manual shaft.
110
FORD
E4OD/4R100
Check Ball Identification and Symptom Chart
Repeated failures are caused by only two types of problems: parts or technique.
If a part is causing the failure, it should be no surprise that using the same nogood part causes the same failure.
If the problem is technique, it means a process you are doing is actually causing
the failure. An example would be drilling out a separator plate hole, changing the
servo size, or leaving a checkball out. Sure, there are valid reasons for making
modifications.
Checkballs are one of those technique issues: yeah, leave that checkball out for a
better 2-3 shift. Weve all heard it, and weve all done it at one point or another,
sometimes successfully, sometimes were not so sure. But what we can be sure of
is what those little checkballs do, and what effect leaving them out will have.
Early 1989 E4ODs

The first E4OD had 16 checkballs.
Late 1989 E4ODs
The second release of the E4OD was during the mid-year production. This change
omitted CB3, CB4 and CB5. These are orificing checkballs for the intermediate,
overdrive and direct accumulators. When these checkballs were omitted, so were
the separator plate holes where they seated.
Leaving these checkballs out on an early 1989 model will cause a slide-bump
during the shifts. Leaving the check balls in will cause no problem in late 89.
1990 1993 E4ODs...
In 1990, Ford omitted CB12 and BS5. BS5 was a shuttle for direct clutch oil and
would shuttle between the direct clutch accumulator feed and engagement control valve feed. This ball didnt do anything in reverse, and wasnt needed for third
because the engagement control valve blocked fluid flowing back through the
system.
CB12 worked with BS5 in that it was part of the direct clutch feed circuit. It simply forced any oil on one side of BS5 to go through the engagement control valve
during the apply, and then allowed for a quick drain of the circuit during release
(reverse only).
FORD
111
E4OD/4R100
Check Ball Identification and Symptom Chart (continued)
1990 1993 E4ODs...(continued)
After the spearator plate hole for CB12 was eliminated, there was no more need
for BS5. These two checkballs are a matched set; that is, it either has both or
neither. If you install them on models that dont use them its no big deal; they
wont interfere with anything.
If you leave out the BS5 on models that require it, direct clutch oil will leak from
the CB12 plate hole in third gear regardless of whether you install the CB12
ball. When they eliminated CB12 they got rid of the hole in the plate for it. If your
plate doesnt have a hole for CB12, leave both balls out (CB12 and BS5).
If you leave out CB12 on models that use it, itll bypass the engagement control
valve during reverse engagements, resulting in a more aggressive engagement in
reverse.
1994 1995 E4ODs
Some 94-95 repair manuals labeled CB13 as CB12 in the hydraulics and in the
check ball ID section. The function of this ball has always been the same. Its still
the same ol checkball in the lower valve body section thats been around since
the beginning.
1996 On E4ODs
The changes in 1996 include two checkballs that were added (CB15 and CB16)
and BS6 was moved from the case to the lower valve body. This change was to
prime the low/reverse circuit in 1st gear, park and neutral.
Moving BS6 to the lower valve body put it near the SS2 (shift solenoid 2) circuit,
so low/reverse clutch oil would dump when SS2 came on for the shift to 2nd. In
addition, the 1-2 manual transition valve prevents SS2 oil from reaching the 1-2
shift valve until the low/reverse clutch is fully drained. CB16 is part of that circuit.
If you forget to install CB16, you may not realize it for a while. Thats because itll
only leak low/reverse oil in manual low; reverse will be fine. BS6 was eliminated
on some models and the reverse circuit to it was eliminated. But if you leave it out
on models that use it, the transmission will shift 1-4, or in some cases (depending
on condition of SS2) youll get a 1-3-4 shift. Some models dont use BS6, but it
wont cause any problem if you accidentally install it, because the hole in the
separator is oblong, so the ball wont seal the hole. If the plate has two holes over
the bath tub you must use a check ball in that location. If the plate has one hole,
do not install a check ball.
112
FORD
E4OD/4R100
1996 On E4ODs
The CB15 is used in the exhaust circuit of the L/R modulator valve. The idea is
that anytime you block off a regulator valve exhaust circuit itll open fully to line
(or whatever is feeding the circuit). So in park or neutral the L/R modulator valve
primes the L/R clutch circuit, and CB15 allows the L/R modulator valve exhaust
circuit to drain.
When you go to reverse, reverse oil begins to flow through the circuits, pushing
CB15 into the L/R modulator valve exhaust, and BAM! the low/reverse clutch
applies. Applying the L/R clutch before the direct clutch in reverse makes for a
much smoother apply. The L/R clutch will still apply if you leave out CB15, but
not as quickly, so you may get a bang going from park to reverse.
The Rest of the Checkballs

So far weve only talked about the checkballs that have changed over the years.
Lets do a quick rundown on the ones that havent changed:
CB1: Blocks manual 2 and L oil going to the 4-3-2 manual timing valve from
leaking through the reverse circuit. Leave it out and itll dump line oil out of the
manual control valve.
CB6: Orificing checkball for the direct clutch exhaust. During a 3-2 kickdown it
forces direct clutch oil to drain through an orifice, slowing the release. If you leave
it out, youll get a clunk on a 3-2 kickdown.
CB7: Orificing checkball for the overdrive clutch exhaust. During a 4-3 kickdown
it forces overdrive clutch oil to drain through an orifice, slowing the release. If you
leave it out, youll get a clunk on a 4-3 kickdown.
CB8: Orificing checkball for the coast clutch apply. If you leave it out, youll get a
clunk when the coast clutch applies for engine braking.
CB9: Orificing checkball for intermediate servo apply. If you leave it out, the intermediate band will apply more aggressively during a manual 3-2 downshift.
CB14: Orificing checkball for intermediate clutch release. If you leave it out youll
get a clunk on the 2-1 kickdown.
113
FORD
E4OD/4R100
The Rest of the Checkballs
BS1: Shuttles between reverse oil and manual 2/low oil to stroke the coast clutch
shift valve. If you leave it out, line oil dumps through the manual control valve in
all of these ranges not to mention the coast clutch wont apply for engine braking, except in drive when you cancel OD.
BS2: Shuttles between SS2 oil and manual 2 oil to stroke the 1-2 shift valve and
L/R modulator valve. If you leave it out, the transmission will shift from 1st to 4th.
That is, when the computer commands 2nd it stays in 1st. When it commands 3rd, it
goes to 4th (just like BS6 on 1996-98 model E4ODs). The problem is, if the SS2 is
stuck off itll cause the same thing, so be careful. One more thing, depending on
the condition of SS2, and well it flows, you may get a 1-3-4 shift.
BS3: Shuttles between reverse/manual 2 oil and the coast clutch solenoid to
stroke the coast clutch shift valve. If you leave it out, you wont have any engine
braking when you cancel overdrive. Youll also lose engine braking in reverse,
manual 2 and manual low, just like leaving out BS1.
114
FORD
E4OD/4R100
All Checkball Locations For E4OD and 4R100
Ball Location Early 1989 Late 1989 1990-93 1994-95 1996-on 4R100
CB1
CB3
{1}
CB4
{1}
CB5
{1}
CB6
CB7
CB8
CB9
CB12
CB13
X {2}
CB14
CB15
CB16
BS1
BS2
BS3
BS5
X {3}
BS6 {4}
X {5}
X {5}
{1} CB3, CB4, CB5 (See early 89 check ball location page) If the plate has seats
for these check balls, a ball must be installed.
{2} Some 94-95 manuals labeled CB13 as CB12 in the hydraulics and in the
check ball ID section. The function of this ball has always been the same.
{3} 5/16 steel ball in late 89
{4} 89-95-BS6 Check ball was located in the case. 96-on BS6 was moved to the
upper Valve body. (Also see note #5)
{5} The BS6 check ball was deleted in some models. If the plate has two holes
over the bath tub you must use a check ball in that location. If the plate has one
hole, do not install a check ball.
115
FORD
E4OD/4R100
Common Complaint Associated to Missing or Damaged Check Balls
Ball Location
Comments
Complaint
CB1
Low line in Manual 2 and L
CB3
1-2 Slide Bump
CB4
3-4 Slide Bump
CB5
2-3 Slide Bump
CB6
Harsh 3-2 kickdown
CB7
Harsh 4-3 Kickdown
CB8
Clunk when applying the coast clutch
CB9
Harsh manual 3-2 coastdown shift
CB12
1994-95
Aggressive forward engagement
CB13
Except '94-95
Aggressive forward engagement
CB14
Harsh 2-1 Kickdown
CB15
96-on
Bump into Reverse
CB16
96-on
Repeat Low/Reverse Clutch Failure
BS1
No Coast clutch apply. Low line in Reverse, Manual 2 &L.
The coast clutch will work in Drive when you cancel OD
BS2
Shifts 1-4*
BS3
No coast clutch apply
BS5
89 only
Slips in third and fourth, Burnt Direct Clutch
BS6
1989-95
Low line in Reverse and Manual 2
BS6
1996-on some models
Low line in Reverse and Manual 2, Shifts 1-4*

*Can shift 1-3-4 depending on the condition of SS2
116
FORD
E4OD/4R100
Early 1989
* CB3, CB4, CB5
If the plate has seats for these check balls, a ball must be installed.
FORD
117
E4OD/4R100
Early 1989
118
FORD
E4OD/4R100
Late 1989
* CB3, CB4, CB5 (See early 89 check ball location page)
If the plate has seats for these check balls, a ball must be installed.
FORD
119
E4OD/4R100
Late 1989
120
FORD
E4OD/4R100
1990-1995
FORD
121
E4OD/4R100
1990-1995
Some 94-95 manuals labeled CB13 as CB12 in the hydraulics and in the check
ball ID section. The function of this ball has always been the same.
122
FORD
E4OD/4R100
Check Ball Identification and Symtom Chart (continued)
1996-On
Some manuals labeled CB 14 and CB 9 incorrectly.
FORD
123
E4OD/4R100
Check Ball Identification and Symtom Chart (continued)
1996-On
The BS6 check ball was deleted in some models. If the plate has two holes over
the bath tub you must use a check ball in that location. If the plate has one hole,
do not install a check ball.
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126
FORD
5R55N/W/S
Checkball Locations
5R55N
Check ball locations are important. The 5R55N tansmission only uses two check
balls and one limit valve. Take note of the locations and always replace the check
balls during reassembly.
FORD
127
5R55N/W/S
Checkball Locations (continued)
5R55W/S
Not every 5R55W/S transmission has a third check ball. If you mismatch the
separator plate you can cause serious failure to the transmission.
If you have two holes in the plate over the bath tub area, it will require a check ball. If
your separator plate has only one hole then, no check ball should be installed.
128
FORD
5R55N/W/S
Solenoid
Applications
Not every solenoid body is the same. When replacing the solenoid body, be sure
to reference the part numbers with the correct model.
5R55N ONLY:
(2000-2002)
XW4Z-7G391-AC (Engineering Part Number XW4P-7G391-AE)
5R55W/S:
(2002-2003 ONLY)
1L2Z-7G391-AE (Engineering Part Number 1L2P-7G391-AF)
5R55S:
(2004)
4L2Z-7G391-AA (Engineering Part Number 4L2P-7G391-AA)
NOTE: Due to the different solenoid transfer functions and calibrations do not use this
solenoid body for 2002-2003 5R55W/S models .
129
FORD
5R55N/W/S
ValveBody Separator Plate Identification
Vehicle Application Chart

Year
Model
Transmission
Engine
Separator Plate Part Number
2002
T-BIRD
5R55N
V8-3.9L
XW4Z-7Z490-AA
2003-2004
T-BIRD
5R55S
V8-3.9L
3W4Z-7Z490-AA (11/18/02-07/14/03)
2004-2005
T-BIRD
5R55S
V8-3.9L
4W4Z-7Z490-AA (AFTER 07/14/03)
2005
MUSTANG
5R55S
V6-4.0L V8-4.6L
4W4Z-7Z490-AA (AFTER 07/14/03)
1999-2001
S-TYPE JAGUAR
5R55N
V6-3.0L V8-4.0L
2002-2003
EXPLORER/MOUNTAINEER
5R55W/S
V6-4.0L V8-4.6L
2004-2005
5R55S
2003-2005
AVIATOR
5R55S
V6-4.0L V8-4.6L
4L2Z-7Z490-AA
TRANS
ID(3L2P-E,
3L2P-F)
1L2Z-7Z490-AB
2004-2005
AVIATOR
5R55S
TRANS
4L2P-F)
2003-2005
LINCOLN LS
5R55S
V6-3.0L V8-3.9L
3W4Z-7Z490-AA
2000-2002
LINCOLN LS
5R55N
V6-3.0L V8-3.9L
XW4Z-7Z490-AB
5R55N
XW4Z-7Z490-AA (REPLACED BY A NEW

TRANS ID (XW4P-A, VALVE BODY PER FORD PART# 2W4Z7A100-AA)
XW4P-B)
2000
LINCOLN LS
1L2Z-7Z490-AB
ID(4L2P-E,
4L2Z-7Z490-AA
130
FORD
5R55N/W/S
Valve Body Separator Plate Identification
2002 T-Bird, 2000-2002 Lincoln LS Only
XW4Z-7Z490-AB
131
FORD
5R55N/W/S
2002-2003 Exploer/Mountaineer, 2003-2005 Aviator
1L2Z-7G490-AB
132
FORD
5R55N/W/S
2004-2005 Explorer/Mountianeer, 2004-2005 Aviator
4L2Z-7Z490-AA
133
FORD
5R55N/W/S
2003-2004 T-Bird, 2003-2005 Lincoln LS
3W4Z-7Z490-AA
134
5R55N
Valve Body Exploded View
FORD
135
FORD
5R55N
Valve ID
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Valve Description
Manual Valve
Select Valve
Modulator Valve
Forward Engagement Control Valve
TCC Back Pressure Valve
(A) TCC Modulator Control Valve
(B) TCC Modulator
TCC Control Valve
(A) Thermo Valve Assembly
(B) Fluid Cooler Bypass Valve
(A) Coast Clutch Control Valve
(B) Overdrive Servo Control Valve
Modulator Valve
4-3 ISR Downshift Control Valve
4-3 Prestroke Intermediate Band Control Valve
(A) Reverse Engagement Valve
(B) High Clutch Control Valve
Reverse Modulator Valve
Rear Servo Control
(A) Booster Valves
(B) Main Regulator Valve
(A) Reverse Inhibition Valve
(B) Solenoid Regulator Valve
136
5R55S/W
FORD
137
FORD
5R55S/W
Valve ID
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Valve Description
Manual Valve
Rear Servo Control Valve
RS ISA Select Valve
Forward Engagement Control Valve
Overdrive Servo Control Valve
(A) TCC Modulator Control Valve
(B) TCC Modulator
(A) Thermo Valve Assembly
(B) Fluid Cooler Bypass Valve
(C) TCC Control Valve
(A) Coast Clutch Valve
(B) TCC Back Pressure Valve
VFS2 Modulator Valve
Intermediate Servo Release Valve
Direct Clutch Control Valve
Reverse Modulator Valve
Reverse Engagement Valve
VFS1 Modulator Valve
(A) Booster Valve
(B) Main Regulator Valve
(A) Converter Rielief Valve
(B) Solenoid Regulator Valve
138
FORD
5R55N
Component Application Chart
Overdrive
Band
Band and Clutch Application Chart A

Intermediate
Reverse
Forward Intermediate
Band
Band
Clutch
Clutch
Direct Clutch Coast Clutch
REVERSE
A3
A
3rd
A3
4th
A3
1st
2nd
5th
1st
2nda
Ac
A3
Ac2
4th
MAN. 3rd
MAN. 2nd
Ac2
A3
MAN. 1st
3 A= Applied
a (overdrive canceled)
2 Ac= Applied to carry coast torque
A3
A
Ac
Ac
Ac
A3
3rd
Ac2
A3
Ac2
A3
Ac2
A3
Ac2
Ac
139
FORD
5R55N
Band and Clutch Application Chart B

O/D One-Way Clutch
Drive
Coast
REVERSE
OR6
1st
H5
OR
2nd
OR6
OR
3rd
OR
4th
H5
OR
5th
a
NE
OR
NE
OR
OR
OR
OR
OR
NO
OR
OR
OR
OR
YES
OR
OR
NE
YES
OR
OR
NE
YES
OR
OR
OR
OR
OR
OR
OR
H5
OR
OR
OR
OR
OR
OR
OR
OR
4th
MAN. 3rd
NE7
OR
2nd
NE7
Engine
Braking
YES
OR
1st
3rd
Low One-Way Clutch

Drive
Coast
Intermediate One-way
Clutch
Drive
Coast
MAN. 2nd
OR
MAN. 1st
H5
5
5
NO
NO
OR
NE
NO
YES
Yes
NE
YES
NE
YES
NE
YES
H5
=Hold
OR 6 =Overrunning
NE 7 =No Effect
140
FORD
5R55N/W/S

Year
Model
Transmission
Engine
2000-2002
T-BIRD
5R55N
V8-3.9L
2002-2005
T-BIRD
5R55S
V8-3.9L
1999-2001
S-TYPE JAGUAR
5R55N
V6-3.0L V8-4.0L
2002
5R55W/S
V6-4.0L V8-4.6L
2003-2005
5R55S
V6-4.0L V8-4.6L
2002-2005
LINCOLN LS
5R55S
V6-3.0L V8-3.9L
2000-2001
LINCOLN LS
5R55N
V6-3.0L V8-3.9L
2005
MUSTANG
5R55S
V6-4.0L V8-4.6L
5R55N
5R55W/S
141
FORD
5R55W/S
Overdrive
Band
Band and Clutch Application Chart A

Intermediate
Forward
Band
Reverse Band
Clutch
REVERSE
Aa
Ac b
Aa
1st
Aa
2nd
Aa
Aa
3rd
Aa
4th
Aa
5th
1st c
Aa
Aa
Aa
Aa
Aa
2ndc
Aa
3rdc
Aa
Aa
4thc
MAN. 3rd
MAN. 2nd
Aa
Aa
Acb
Aa
MAN. 1st
Aa
Ac b
(D) c
Direct Clutch Coast Clutch
Aa
Acb
Aa
Acb
Aa
Aa
Acb
Acb
Acb
= Applied
= Applied to carry coast torque
= Position (overdrive canceled)
142
FORD
5R55W/S
Band and Clutch Application Chart B

Direct One-Way Clutch
Drive
Coast
Low One-Way Clutch

Drive
Coast
Engine
Braking
NO
REVERSE
Ha
OR b
NE c
1st
Ha
ORb
Ha
ORb
NO
NO
2nd
OR
3rd
Ha
ORb
ORb
ORb
NO
4th
NO
5th
ORb
1st
2ndd
3rd
ORb
H
4thd
MAN. 3rd
MAN. 2ND
ORb
MAN. 1ST
Ha
OR b
NE c
(D) d
OR
OR
ORb
OR
ORb
OR
OR
OR
ORb
H
ORb
YES
YES
ORb
YES
YES
OR
Ha
OR
OR
OR
Ha
ORb
ORb
ORb
Yes
OR
YES
ORb
Ha
ORb
YES
YES
OR
OR
=Hold
=Overrunning
=No Effect
= Position (overdrive canceled)
OR
OR
143
FORD
5R55W/S
2002 Computer Pin Charts for Explorer/Mountaineer
4.6L Explorer/Mountaineer
Measured/PID Values
PCM Pin/PID
Sensors/Inputs
only
FPM
A02
KOEO
Hot Idle
30 MPH
55 MPH
.1/OFF
VBAT/ON
VBAT/ON
VBAT/ON
Units Measured/PID
DCV/OFF-ON
ILC
FEPS
PATSIN
4X4(L)
BPS
SCMA
ACP V/ACP
A08
A13
A14
A23
A28
A29
A30
0
0.1
VBAT
VBAT/OFF
VBAT/OFF
VBAT
.1/OPEN
9
0.1
VBAT
VBAT/OFF
.1/ON (E)
VBAT
.1/OPEN
9
0.1
VBAT
VBAT/OFF
VBAT/OFF
VBAT
.1/OPEN
9
0.1
VBAT
VBAT/OFF
VBAT/OFF
VBAT
.1/OPEN
MAF V
SCMB
BPP
A31
A36
A40
0
VBAT
.1/OFF
.7-.9
VBAT
VBAT/ON (E)
1.2-1.4
VBAT
.1/OFF
1.5-2
VBAT
.1/OFF
DCV
DCV
DCV
DCV/OFF-ON
DCV/OFF-ON
DCV
DCV/
OPEN-CLOSED
DCV
DCV
DCV/OFF-ON
TCS
A41
.1/OFF
VBAT/ON (G)
.1/OFF
.1/OFF
DCV/OFF-ON
SCMC
ACDS
ACCS
A46
A47
A50
VBAT
0.1
.1/OFF
VBAT
0.1
VBAT/ON (A)
VBAT
0.1
.1/OFF
VBAT
0.1
.1/OFF
DCV
DCV
DCV/OFF-ON
IAT
A51
1.7-3.5/120-50 1.7-3.5/120-50 1.7-3.5/120-50 1.7-3.5/120-50
DCV/DEG
FTP V/FTP
SCCS
TR V/TR
TR 4
TR 2
HCDS
TR 1
TFT
A52
A57
B09
B10
B18
B21
B22
B23
(K)
(K)
(K)
(K)
2.6/0
2.6/0
2.6/0
2.6/0
5
5
5
5
0/PARK
0/PARK
2/OD
2/OD
0
0
VBAT
VBAT
0
0
VBAT
VBAT
0
200
620
1185
0
0
VBAT
VBAT
.5-2.4/210-110 .5-2.4/210-110 .5-2.4/210-110 .5-2.4/210-110
DCV/IN-H2O
DCV
DCV/MODE
DCV
DCV
Hz
DCV
DCV/DEG
OSS
B26
460/1250
885-1000/
2100-2400
Hz/RPM
144
FORD
5R55W/S
Actuators/
Outputs
O2S12
O2S22
CHT
DPFEGR
O2S21
O2S11
KS1
KS2
CID
CKP
TPV
CPP/PNP
FLI
GEAR
LOAD
MISF
OCTADJS
RPM
VSS
EVAPCV
VSO
WAC
TPO
PATSOUT
EVAPPDC
ACF
PATSIL
PATSTRT
SCC
FP
SS1
PCM Pin/PID
KOEO
only
B28
0.1
B29
0.1
C40
.6 or 3.7/194
C41
.95-1.10
C44
0
C45
0
C51
0
C52
0
C53
0
C55
0
C57
.53-1.27
PID
ON
PID
50
PID
1
PID
(L)
PID
OFF
PID
NO RETARD
PID
PID
A06
A07
A09
A10
A11
A12
A19
A22
A39
A45
A58
B01
0
0
0
0
VBAT/OFF
15-Jan
11.3
0
0.1
11.3
0.1
VBAT
VBAT/0
.1/ON
Measured/PID Values
Hot Idle
30 MPH
55 MPH
(D)
(D)
.6 or 3.7/194
.95-1.10
switching (C)
switching (C)
0
0
6
400
.53-1.27
ON
50
1
16-23
OFF
NO RETARD
(D)
(D)
.6 or 3.7/194
.95-4.65
switching (C)
switching (C)
0
0
12-Nov
800
1.3-1.5
OFF
50
4
20
OFF
NO RETARD
(D)
(D)
.6 or 3.7/194
.95-4.65
switching (C)
switching (C)
0
0
16
970-1050
1.5-1.8
OFF
50
5
25
OFF
NO RETARD
890
0
0-10/0-100
0
.1/ON (A)
15-Jan
11.8
0-10/0-100
0.1
11.8
0.1
VBAT
.1/100
.1/ON
1350
30
0-10/0-100
65
VBAT/OFF
1.4/18
11.8
0-10/0-100
0.1
11.8
0.1
VBAT
.1/100
VBAT/OFF
1650
55
0-10/0-100
125
VBAT/OFF
1.8/20
11.8
0-10/0-100
0.1
11.8
0.1
VBAT
.1/100
VBAT/OFF
Units Measured/PID
DCV
DCV
DCV/DEG
DCV
DCV
DCV
DCV
DCV
Hz
Hz
DCV
OFF/ON
%
GEAR
%
OFF-ON
NO RETARD/
RETARD
RPM
MPH
Hz/%
Hz
DCV/OFF-ON
DCV/%
DCV
Hz/%
DCV
DCV
DCV
DCV
DCV/%
DCV/OFF-ON
145
FORD
5R55W/S
Measured/PID Values
Actuators/
Outputs
SS2
SS3
SS4
TCC
EPC
EPC3
EPC2
HTR12
HTR22
CDD
INJ1
HTR11
HTR21
IAC
INJ5
CDE
CDC
INJ2
EGRVR
INJ6
CDF
CDB
INJ3
INJ7
CDG
CDA
INJ4
INJ8
CDH
CHTIL
FUELPW1
FUELPW2
LONGFT1
LONGFT2
MIL
SHRTFT1
SHRTFT2
SPARKADV
TCIL
KAPWR
VPWR
VREF
PCM Pin/PID
only
B02
B03
B04
B05
B07
B12
B13
B15
B16
C01
C02
C07
C08
C09
C11
C12
C13
C14
C16
C21
C22
C23
C24
C29
C30
C31
C32
C37
C38
PID
PID
PID
PID
PID
PID
PID
PID
PID
PID
A44
A32
A20
KOEO
Hot Idle
30 MPH
55 MPH
VBAT/OFF
VBAT/OFF
.1/ON
VBAT/0
5.8
5.9
8.2
.2/ON (P)
.2/ON (P)
VBAT
0
.1/ON (P)
.1/ON (P)
VBAT/0
0
VBAT
VBAT
0
VBAT/0
0
VBAT
VBAT
0
0
VBAT
VBAT
0
0
VBAT
OFF
0
0
(-)20-(+)20
(-)20-(+)20
OFF
0
0
0
OFF
VBAT
VBAT
5
VBAT/OFF
VBAT/OFF
.1/ON
VBAT/0
7.6
7.7
10
.2/ON (P)
.2/ON (P)
VBAT
3.3-3.8
.1/ON (P)
.1/ON (P)
9.8/28
3.3-3.8
VBAT
VBAT
3.3-3.8
VBAT/0
3.3-3.8
VBAT
VBAT
3.3-3.8
3.3-3.8
VBAT
VBAT
3.3-3.8
3.3-3.8
VBAT
OFF
3.3-3.8
3.3-3.8
(-)20-(+)20
(-)20-(+)20
OFF
(-)10-(+)10
(-)10-(+)10
16-Dec
OFF
VBAT
VBAT
5
VBAT/OFF
VBAT/OFF
.1/ON
VBAT/0
10.3
12.3
8.2
.2/ON (P)
.2/ON (P)
VBAT
5.1
.1/ON (P)
.1/ON (P)
8.4/45
5.1
VBAT
VBAT
5.1
VBAT/0
5.1
VBAT
VBAT
5.1
5.1
VBAT
VBAT
5.1
5.1
VBAT
OFF
5.1
5.1
(-)20-(+)20
(-)20-(+)20
OFF
(-)10-(+)10
(-)10-(+)10
30
OFF
VBAT
VBAT
5
VBAT/OFF
.1/ON
.1/ON
.2/100
10.6
VBAT
10.8
.2/ON (P)
.2/ON (P)
VBAT
7-Jun
.1/ON (P)
.1/ON (P)
7.7/65
7-Jun
VBAT
VBAT
7-Jun
10.8/40
7-Jun
VBAT
VBAT
7-Jun
7-Jun
VBAT
VBAT
7-Jun
7-Jun
VBAT
OFF
7-Jun
7-Jun
(-)20-(+)20
(-)20-(+)20
OFF
(-)10-(+)10
(-)10-(+)10
28-33
OFF
VBAT
VBAT
5
Units Measured/PID
DCV/OFF-ON
DCV/OFF-ON
DCV/OFF-ON
DCV/%
DCV
DCV
DCV
DCV/OFF-ON
DCV/OFF-ON
DCV
mS
DCV/OFF-ON
DCV/OFF-ON
DCV/%
mS
DCV
DCV
mS
DCV/%
mS
DCV
DCV
mS
mS
DCV
DCV
mS
mS
DCV
OFF-ON
mS
mS
%
%
OFF-ON
%
%
DEG
OFF-ON
DCV
DCV
DCV
146
FORD
5R55S
2003-2004 Computer Pin Charts for Explorer/Mountaineer
Sensors/Inputs
ACDS
APP1
BPS
BPP
FTP V/FTP
IAT
PCM Pin/PID
only
B3
B5
B7
B8
B9
B16
APP2
FPM
4WD MC SW
ILC
ACP V
TCS
APP3
4WDSW RTN
MAF V
PATSIN
FEPS
OSS
Measured/PID Values
KOEO
Hot Idle
B17
B21
B22
B24
B26
B27
B28
B29
B32
B42
B44
T3
0.1
4
VBAT/OFF
.1/OFF
2.6/0
1.7-3.5/120-50
(K)
1.5
0.1
VBAT
0.7
VBAT
.1/OFF
0.9
0
0
VBAT
0.1
0
0.1
4
.1/ON (E)
VBAT/ON (E)
2.6/0
1.7-3.5/120-50
(K)
1.5
0 - VBAT
VBAT
9
VBAT
VBAT/ON (G)
0.9
0
.7-.9
VBAT
0.1
0
HCDS
4WD_POS1
4WD_POS2
TSS
TR 1
TR 2
4WD_POS3
T4
T7
T8
T15
T16
T17
T19
0
VBAT
VBAT
0
0
0
VBAT
0
VBAT
VBAT
360/670
0
0
VBAT
4WD_POS4
O2S22
O2S12
TR3 V/TR3
TR 4
TFT
TP1
KS2
CID
TP2
T20
T22
T24
T27
T28
T29
E19
E21
E25
E29
VBAT
0.1
0.1
0/PARK
0
.5-2.4/210-110
4.1
0
0
1.2
VBAT
(D)
(D)
0/PARK
0
.5-2.4/210-110
4.4
0
6
0.8
30 MPH
55 MPH
Units
Measured/PID
DCV
DCV
DCV/OFF-ON
DCV/OFF-ON
DCV/IN-H2O
DCV/DEG
0.1
0.1
3.4-4.0
2.9-4.0
VBAT/OFF
VBAT/OFF
.1/OFF
.1/OFF
2.6/0
2.6/0
1.7-3.5/120-50 1.7-3.5/120-50
(K)
(K)
1.4-1.9
1.4-2.4
DCV
0 - VBAT
0 - VBAT
DCV
VBAT
VBAT
DCV
9
9
DCV
VBAT
VBAT
DCV
.1/OFF
.1/OFF
DCV/OFF-ON
.9-1.3
.9-1.8
DCV
0
0
DCV
1.2-1.7
1.5-2.4
DCV
VBAT
VBAT
DCV
0.1
0.1
DCV
460/ 1250
885-1000/ 2100Hz/RPM
2400
713
1315
Hz
VBAT
VBAT
DCV
VBAT
VBAT
DCV
713/1300
985/1800
Hz/RPM
VBAT
VBAT
DCV
VBAT
VBAT
DCV
VBAT
VBAT
DCV
VBAT
(D)
(D)
1.6/OD
VBAT
.5-2.4/210-110
4.1
0
12-Nov
1.1
VBAT
(D)
(D)
1.6/OD
VBAT
.5-2.4/210-110
4
0
16
1.2
DCV
DCV
DCV
DCV/MODE
DCV
DCV/DEG
DCV
DCV
Hz
DCV
147
FORD
5R55S
Sensors/Inputs
O2S11
O2S21
KS1
CHT
CKP
FRP V/FRP
DPFEGR
FLI (H)
GEAR
LOAD
RPM
VSS
VSO
PATSTRT
FP
EVAPCV
WAC (ACCR)
PATSOUT
4WDT_IL
4WDL_IL
EVMV
PATSIL
EPC
EPC2
EPC3
SS1
SS2
SS3
SS4
TCC
HTR12
HTR22
4WD_CLUTCH
CDA (CYL1)
INJ1
INJ2
INJ3
INJ4
EGRVR
PCM Pin/PID
only
E30
E31
E32
E33
E34
E37
E44
PID
PID
PID
PID
PID
B1
B2
B12
B13
B25
B31
B33
B46
B34
B37
T11
T23
T34
T42
T43
T44
T45
T46
T47
T48
T49
E1
E2
E3
E4
E5
E6
KOEO
0
0
0
.6 or 3.7/194
0
3.0/40
.25-1.30
50
1
(L)
0
0
0
0.1
8.4
VBAT/ 0
VBAT/OFF
VBAT
0.1
VBAT
0
11
6
8
6
.1/ON
VBAT/OFF
VBAT/OFF
.1/ON
VBAT/0
12.0/OFF (P)
12.0/OFF (P)
0.5
VBAT
0
0
0
0
VBAT/0
Measured/PID Values
Hot Idle
30 MPH
switching (C)
switching (C)
0
.6 or 3.7/194
400
2.8/40
.25-1.30
50
1
16-23
630-750
0
0
0.5
2.5
VBAT/ 0
.1/ON (A)
VBAT
0.1
VBAT
0
13
8
10
8
.1/ON
VBAT/OFF
VBAT/OFF
.1/ON
VBAT/0
.2/ON (P)
.2/ON (P)
0.2
VBAT
3.3-3.8
3.3-3.8
3.3-3.8
3.3-3.8
VBAT/0
switching (C)
switching (C)
0
.6 or 3.7/194
800
2.8/40
.25-4.65
50
4
20
1465
30
67
0.5
2.8
VBAT/ 0 (S)
VBAT/OFF
VBAT
0.1
VBAT
500-900 (F)
13
10
10
VBAT
VBAT/OFF
VBAT/OFF
VBAT/OFF
VBAT/OFF
VBAT/0
.2/ON (P)
.2/ON (P)
0.2
VBAT
5.1
5.1
5.1
5.1
(V)
55 MPH
switching (C)
switching (C)
0
.6 or 3.7/194
970-1050
2.8/40
.25-4.65
50
5
25-37
1726
55
125
0.5
2.8
VBAT/ 0 (S)
VBAT/OFF
VBAT
0.1
VBAT
500-900 (F)
13
10
10
VBAT
VBAT/OFF
VBAT/OFF
.1/ON
.1/ON
.2/100
.2/ON (P)
.2/ON (P)
0.2
VBAT
7-Jun
7-Jun
7-Jun
7-Jun
(V)
Units
Measured/PID
DCV
DCV
DCV
DCV/DEG
Hz
DCV/PSI
DCV
%
GEAR
%
RPM
MPH
Hz
DCV
DCV
DCV/ %
DCV/OFF-ON
DCV
DCV
DCV
mA
DCV
DCV
DCV
DCV
DCV/OFF-ON
DCV/OFF-ON
DCV/OFF-ON
DCV/OFF-ON
DCV/%
DCV/OFF-ON
DCV/OFF-ON
DCV
DCV
mS
mS
mS
mS
DCV/%
148
FORD
5R55S
Actuators/ Outputs
INJ5
INJ6
INJ7
INJ8
CDD (CYL2)
CDB (CYL3)
CDG (CYL4)
CDF (CYL5)
CDE (CYL6)
CDC (CYL7)
CDH (CYL8)
TACMP
TACMN
HTR11
HTR21
CHTIL
FUELPW1
FUELPW2
LONGFT1
LONGFT2
MIL
SHRTFT1
SHRTFT2
SPARKADV
TCIL
KAPWR
VPWR
VREF
ETCVREF
PCM Pin/PID
only
E8
E9
E10
E11
E12
E24
E35
E38
E39
E42
E43
E47
E48
E49
E50
PID
PID
PID
PID
PID
PID
PID
PID
PID
PID
B45
B35,36
B40, T40
B4, E18
KOEO
0
0
0
0
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
3.8
3.8
12.0/OFF (P)
12.0/OFF (P)
OFF
0
0
(-)20-(+)20
(-)20-(+)20
OFF
0
0
0
OFF
VBAT
VBAT
5
5
Measured/PID Values
Hot Idle
30 MPH
3.3-3.8
3.3-3.8
3.3-3.8
3.3-3.8
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
.1/ON (P)
.1/ON (P)
OFF
3.3-3.8
3.3-3.8
(-)20-(+)20
(-)20-(+)20
OFF
(-)10-(+)10
(-)10-(+)10
16-Dec
OFF
VBAT
VBAT
5
5
5.1
5.1
5.1
5.1
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
.1/ON (P)
.1/ON (P)
OFF
5.1
5.1
(-)20-(+)20
(-)20-(+)20
OFF
(-)10-(+)10
(-)10-(+)10
30-35
OFF
VBAT
VBAT
5
5
55 MPH
7-Jun
7-Jun
7-Jun
7-Jun
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
VBAT
.1/ON (P)
.1/ON (P)
OFF
7-Jun
7-Jun
(-)20-(+)20
(-)20-(+)20
OFF
(-)10-(+)10
(-)10-(+)10
28-35
OFF
VBAT
VBAT
5
5
Units
Measured/PID
mS
mS
mS
mS
DCV
DCV
DCV
DCV
DCV
DCV
DCV
DCV
DCV
DCV/OFF-ON
DCV/OFF-ON
OFF-ON
mS
mS
%
%
OFF-ON
%
%
DEG
OFF-ON
DCV
DCV
DCV
DCV
149
FORD
5R55W
Slipping 2nd/5th Gears, Binds on the 2-3 Shift
Overdrive Servo Bore Wear
The symptom may be erratic. Before removing the transmission, always check the
pressures to determine the cause of the problem. If the pressures are normal,
check the O/D servo bore for premature wear. Side loading causes the Servo to
wear the bore excessively.
150
FORD
5R55W
Erratic Shifts
Drive Cycle Procedure
Erratic shifts after an overhaul may be caused by a relearn strategy. DO NOT
remove the transmission and attempt to make any repairs until you thoroughly
drive the vehicle. Dont be alarmed if you have to drive the vehicle for up to 4
hours.
Many concerns will be associated with the transmission:
No upshift without lifting the throttle
2-3 flare 3-4 and 4-5 OK
1-2 shift late and harsh
2-3 flare and on time

Drive Cycle Recommendations:
1.
Most OBDII monitors will complete more readily using a steady foot
driving style during cruise or acceleration modes. Operating the throttle in
a smooth fashion will minimize the time required for monitor completion.
2.
Fuel tank level should be between 1/2 and 3/4 fill with 3/4 fill being the
most desirable.
3.
The Evaporative Monitor can only operate during the first 30 minutes of
engine operation. When executing the procedure for this monitor, stay in
part throttle mode and drive in a smooth fashion to minimize fuel slosh.
An adaptive learning strategy in the PCM controls the shift feel and timing on the
transmission. This feature is designed to increase durability and provide consistent shift feel over the life of the vehicle. As a result of the battery being disconnected, the transmission may have firm and/or soft shifts. This operation is considered normal and will not affect the function or durability of the transmission.
Once the vehicle is at operating temperature it may take several shifts at that
same operating condition before the transmission will operate properly. Over
time, the adaptive learning process will fully update the operation of the transmission. The more varied the driving habits the longer it may take.
Disconnected Battery
When the battery has been disconnected, or a new battery installed certain transmission operating parameters may be lost. The powertrain control module (PCM)
must relearn these parameters. During this learning process you may experience
slightly firm shifts, delayed, or early shifts. This operation is considered normal
and will not affect the function of the transmission. Normal operation will return
once these parameters are stored by the PCM.
151
FORD
5R55W
Erratic Shifts (continued)
OBDII Monitor Exercised
Drive Cycle Preparation

Purpose of Drive Cycle Procedure
1. Install scan tool. Turn key on with the engine Bypass engine soak timer. Resets OBDII
off. Cycle key off, then on. Select appropriate
Monitor status.
Vehicle & Engine qualifier. Clear the continuous
diagnostic trouble codes (DTCs) and reset the
emission monitors information in the powertrain
control module (PCM).
2. Begin to monitor the following PIDs: ECT,

EVAPDC, FLI (if available) and TP MODE. Start
vehicle WITHOUT returning to Key Off.
3. Idle vehicle for 15 seconds. Drive at 64 Km/h

(40 MPH) until ECT is at least 76.7C (170F).
Prep for Monitor Entry
4. Is IAT within 4.4 to 37.8C (40 to 100F)? If

not, complete the following steps, but note that
step 14 will be required to "bypass" the EVAP
monitor and clear the P1000.
Engine warm-up and provide IAT input to the

PCM.
HEGO
5. Cruise at 64 Km/h (40 MPH) for at least 5

minutes.
Executes the HEGO monitor.
EVAP
6. Cruise at 64 to 128 Km/h (45 to 65 MPH) for 10 Executes the EVAP monitor (If IAT is within 4.4
minutes (avoid sharp turns and hills). NOTE: To to 40C (40 to 120F).
initiate the monitor TP MODE should = PT,
EVAPDC must be > 75%, and FLI must be
between 15 and 85%.
Catalyst
EGR
SEC AIR/CCM (Engine)
7. Drive in stop-and-go traffic conditions. Include Executes the Catalyst Monitor.

five different constant cruise speeds, ranging
from 32 to 112 Km/h (20 to 70 MPH) over a 10
minute period.
8. From a stop, accelerate to 72 Km/h (45 MPH)

at 1/2 to 3/4 throttle. Repeat 3 times.
Executes the EGR Monitor.
9. Bring the vehicle to a stop. Idle with

transmission in drive (neutral for M/T) for 2
minutes.
Executes the ISC portion of the CCM.
152
FORD
5R55W
Erratic Shifts (continued)
OBDII Monitor Exercised
CCM (Trans)
Misfire & Fuel Monitors

Purpose of Drive Cycle Procedure
10. For M/T, accelerate from 0 to 80 Km/h (0 to Executes the transmission portion of the CCM.
50 MPH), continue to step 11. For A/T, from a
stop and in overdrive, moderately accelerate to 80
Km/h (50 MPH) and cruise for at least 15
seconds. Stop vehicle and repeat without
overdrive to 64 Km/h (40 MPH) cruising for at
least 30 seconds. While at 64 Km/h (40 MPH),
activate overdrive and accelerate to 80 Km/h (50
MPH) and cruise for at least 15 seconds. Stop for
at least 20 seconds and repeat step 10 five times.
11. From a stop, accelerate to 104 Km/h (65

Allows learning for the misfire monitor.
MPH). Decelerate at closed throttle until 64 Km/h
(40 MPH) (no brakes). Repeat this 3 times.
Readiness Check
12. Access the On-Board System Readiness

Determines if any monitor has not completed.
(OBDII monitor status) function on the scan tool.
Determine whether all non-continuous monitors
have completed. If not, go to step 13.
Pending Code Check and

EVAP Monitor "Bypass"
Check
13. With the scan tool, check for pending codes. Determines if a pending code is preventing the
Conduct normal repair procedures for any
clearing of P1000.
pending code concern. Otherwise, rerun any
incomplete monitor. If the EVAP monitor is not
complete AND IAT was out of the 4.4 to 37.8 C
(40 to 100 F) temperature range in step #4, or
the altitude is over 2438 m. (8000 ft.), the EVAP
"bypass" procedure must be followed. Proceed to
Step 14.
EVAP Monitor "Bypass"
14. Park vehicle for a minimum of 8 hours.

Repeat steps 2 through 12. DO NOT REPEAT
STEP 1.
Allow the "bypass" counter to increment to two.
153
FORD
5R55W
TCIL Illuminated, Code P0713, Multiple Codes
2002 Explorer/Mountaineer
Vehicles equipped with a 5R55W transmission and DTC P0713 may have water
intrusion in the transmission solenoid body connector.
Check the transmission solenoid body connector for signs of water intrusion. If
water intrusion is present, replace the Transmission Wiring Harness with part
number 1L2Z-7C078-AB. A new harness has been released to prevent this condition.
Part Number Part Name
1L2Z-7C078-AB
Transmission Wiring Harness
N OT E : An adaptive learning strategy in the PCM controls the shift feel and timing
on the transmission. This feature is designed to increase durability and provide
consistent shift feel over the life of the vehicle. As a result of the battery being
disconnected, the transmission may have firm and/or soft shifts. This operation is
considered normal and will not affect the function or durability of the transmission. Once the vehicle is at operating temperature it may take several shifts at
that same operating condition before the transmission will operate properly. Over
time, the adaptive learning process will fully update the operation of the transmission. The more varied the driving habits the longer it may take.
154
FORD
5R55W
TCIL Illuminated, Code P0713, Multiple Codes (continued)
Harness Replacement Procedure
To replace the harness:
1.
Disconnect the battery.
2.
Remove the transmission connector from the Powertrain Electronic
Controller (PTEC), center pocket.
3.
Remove the transmission harness from the retainers along the dash panel.
4.
Ensure the transmission wiring harness is loosened at the rear of the
engine.
5.
Attach a length of wire or string to the PTEC connector to assist in pulling/
routing of the new transmission wiring harness back up from below the
vehicle.
6.
Raise the vehicle on the hoist.
7.
Pull the transmission harness down from above leaving the wire/string in
place.
8.
Remove the old transmission harness from the rest of the transmission.
9.
Carefully clean around the solenoid body connector prior to disconnecting to
prevent contamination from getting into the connector.
10. Blow out the solenoid body connector to ensure it is dry.
11. Lubricate the O-rings in the solenoid body connector with dielectric grease
to ease assembly.
12. Torque the solenoid body connector screw to 5 N-m (44 lb-in). DO NOT
OVERTIGHTEN.
13. Reroute the new harness onto the transmission.
14. Attach to the PTEC connector.
15. Lower the vehicle off of the hoist.
16. Pull the transmission harness back up from below.
17. Reroute the wiring along the dash panel and attach in the retainers.
18. Reconnect the transmission connector to PTEC, center pocket. Torque the
PTEC connector screw at 6 N-m (53 lb-in).
19. Raise the vehicle on the hoist to install one pushpin for the harness at
the back of the engine that is not accessible at Step 17.
20. Lower the vehicle off of the hoist.
21. Reconnect the battery.
22. Verify the repair.
FORD
155
5R55N/W/S
Broken Flexplate, Vibration at Idle, Vibration while Driving
A special tool must be used when installing the adapter plate to the torque converter. In order to correctly install the special service tool, use one round hole and
one oblong hole. Rotunda Part #307-403
Using two oblong holes will

cause damage to the
transmission
156
FORD
4R44/55E, 5R44/55E
TCC Slip Codes
Always verify you have the correct EPC and TCC solenoid. The conception that the
updated solenoid will work for all years is wrong. Only use the correct solenoid for
the correct year, refer to the list below.
TCC Solenoids
1995-1996 Explorer, Ranger, Aerostar
F5TZ-7F037-AA
1997-Only Aerostar
1997-2001 4DR Explorer
1997-2003 Explorer Sport
1997-2005 Explorer Sport Trac, Ranger
XL2Z-7G136-AA
EPC Solenoids
1995-1996 Explorer, Ranger, Aerostar
F5TZ-7H144-A
1997-Only Aerostar
1997-2001 4DR Explorer
1997-2003 Explorer Sport
1997-2005 Explorer Sport Trac, Ranger
XL2Z-7G383-AA
157
FORD
5R55E
Gear Noise, Whine in 1st, 2nd and Third Gear
Some 2001-2003 Rangers, 2001-2003 Explorer Sport/Sport Trac
Vehicles equipped with a 5R55E automatic transmission and 4.0L engine, may
exhibit a gear whine type of noise in 1st, 2nd and 3rd gear ONLY. This may be
caused by the Reverse and Forward Planetary assemblies and/or the driveshaft.
Verify that only these conditions exist and no DTCs are present. If other conditions are present and DTCs exist they must be diagnosed and serviced first. Once
all other conditions are serviced and only the 1st, 2nd and 3rd gear whine are
still present, refer to the following Service Procedure. Using the chart provided,
select the parts that need to be replaced.
Replace the Forward and Reverse Planetary assemblies.
Application and Component Replacement Chart
2001-2003 Ranger
Forward and Reverse Planetaries
2001-2002 Explorer Sport built prior to Forward and Reverse Planetaries
8/12/02
Only and NO Driveshaft
2001-2002 Explorer Sport Trac 4x4 Forward and Reverse Planetaries
built prior to 8/12/02
Only and NO Driveshaft
2001-2002 Explorer Sport Trac 4x2 Forward and Reverse Planetaries and
built prior to 8/12/02
Driveshaft
2002 -2003 Explorer Sport Trac 4x2, Driveshaft Only
built 8/12/02 thru 10/18/02
PART NUMBER
XL2Z-7D006-AA
XL2Z-7A398-AA
2L2Z-4602-AA
PART NAME
Reverse Planetary Assembly
Forward Planetary Assembly
Driveshaft
158
FORD
4F27E
TCC
Engagement Concerns
The turbine shaft bushing clearance is critical, the bushings are used to separate
the T/C F (TCC release) and T/C R (TCC apply) oil circuits. Worn bushings allow
TCC apply oil pressure to leak into the TCC release circuit, causing partial TCC
release and TCC slip codes.
159
FORD
4F27E
End Cover Failure
Mazda and Ford use two different types of End Covers. Madza End Covers have
Hard Coat Anodized Aliminum Ring Lands. Ford End Covers have Steel Ring
Lands. Mazda End Covers tend to fail in the Ring Land area because of the thin
Anodized suface.
Hard Coat Anodized

Aluminum Ring Lands
wear in this area
160
FORD
4F27E
End Cover Failure (continued)
Normal rebuilding procedure should include upgrading the Mazda type End
Cover to the Ford type End Cover. This can be done with minor modifications.
Hard Coat Anodized

Aluminum Cover
(Mazda Applications)
Pressed on Steel Sleeve

(Ford Applications)
FORD
161
4F27E
End Cover Failure (continued)
When using a Ford cover on a Mazda application, the cooler return line must be
relocated from the case to the end cover.
Mazda cases
have the cooler
return line
located in the
case
This Mazda
fitting will NOT
thread into the
Ford cover
162
FORD
4F27E
End Cover Interchange
The first step is to install a 3/8 fitting adapter to the Ford cover.
Mazda Cover
Ford Cover
XS4Z-7222-BA
YS4Z-7D273-AA
3/8 Fitting Adapter
(sold separately)
FORD
163
4F27E
End Cover Interchange
Using a piece of 3/8 cooler line, cut and bubble flare the tubing to match the
length of the original Mazda case fitting.
Mazda Case Fitting
3/8 Cooler Line

164
FORD
4F27E
End Cover Interchange (continued)
Mazda cover
Ford cover
165
FORD
4F27E
When useing the Ford cover always use the Ford Rings.
Reverse Clutch Rings

YS4Z-7D020-AA
Direct Clutch Rings

YA4Z-7D019-AA
166
FORD
4F27E
When replacing hard parts, always check the end play. End play can be adjusted
by replacing the selective washer.
End Play -0.010-0.019
0.062 ............. XS4Z-7G262-FB

0.068 ............. XS4Z-7G262-FC
0.075 ............. XS4Z-7G262-FD
0.083 ............. XS4Z-7G262-FE
0.091 ............. XS4Z-7G262-FF
0.098 ............. XS4Z-7G262-FG
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Specials
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168
FORD
AX4S/AX4N
TCC Does Not Engage
NOTE: If the TCCRAT PID data is incorrect, the incorrect transaxle or drive and driven
sprockets may have been installed in the vehicle
For DTC P0741 and P1744, check the resistance at the TCC solenoid. Make sure
you have the right solenoid in place.
If the PCM commands the TCC ON and the TCC does not engage and you see a
major slip on the PIDs though your scanner, try to kill the engine in the stall.
With the transmission commanded third gear and the parking brake applied,
command the TCC ON.
*If the Transmission kills the engine check the command from the PCM.
*If the Transmission does not kill the engine there are other areas you will
need to check
169
FORD
AX4S/AX4N
TCC Does Not Engage (continued)
If the Torque converter clutch does not engage when being commanded and/or
Diagnostic Trouble Codes (DTC) P0741 or P1744 stored in memory, there may be
many different problems associated with this. One of the more common problems
is the bypass clutch control valve stuck in the bore.
When you start your diagnosis, use a scan tool to monitor PIDs to help determine
the proper steps to take for service.
The torque converter clutch may not engage if one or more of the following conditions exist:
1.
Low Pressure
2
Stuck Converter Regulator Valve
3.
Stuck Solenoid Regulator Valve
4.
Stuck Bypass Clutch Control Valve
5.
Stuck Pressure Failsafe Valve
6.
Poor Pump Performance
7.
Worn Pump Shaft or Damaged Pump Shaft Seals
8.
Pump Shaft Internal Sleeve Loose (rattles)
9.
Turbine Shaft Seals Damaged or Missing
10. Incorrect Torque Converter Clutch (TCC) solenoid
11. TCC Solenoid Mechanically Stuck or Electrically Inop
12. Damaged Internal Wiring Harness
13. Incorrect Gear Ratio (Wrong Sprockets)
14. Damaged or Worn Stator Support
15. Worn Torque Converter Hub Bushing
16. Torque Converter Clutch Worn or Damaged
17. Worn Bypass Clutch Contol Valve Bore
18. Worn TCC Regulator Valve Bore
Use a scan tool to monitor the following PIDs:
1.
TCC = Commanded Duty Cycle for the TCC Solenoid
2.
TCCMACT = Actual slip across the TCC, measured in RPM
3.
RPM = Actual engine speed
4.
TSS_SRC = Actual turbine shaft speed
5.
TCCRAT = Speed/Gear ratio of torque converter/transaxle
170
FORD
AX4S/AX4N
Check for pump shaft wear or damaged seals
Always inspect the pump shaft ring area, also look inside the shaft and make sure
it has a inner tube and plug.
Make sure the

scarf cut seals
are installed
correctly
171
FORD
AX4S/AX4N
Inspect the converter regulator valve, solenoid regulator valve, bypass clutch
control valve and pressure failsafe valve
AX4N
172
FORD
AX4S/AX4N
Inspect the converter regulator valve, solenoid regulator valve, bypass clutch
control valve and pressure failsafe valve
AX4S
FORD
173
AX4S/AX4N
Inspect the internal wiring harness for damage
174
FORD
AX4S/AX4N
Poor Pump Performance can be caused by wear or by not replacing the Teflon
wiper, rubber spring, and rubber O-ring.
Inspect the wiper

surface for wear
Inspect the
surface for wear
Check the pin

for side wear
Always replace the
rubber O-ring
Always replace
the Teflon
wiper and
Rubber spring
Check the Pin pivot area of

the Slide for wear
175
FORD
AX4S/AX4N
The distance between the wiper groove in the slide and the wiper surface of the
pump body changes depending on the position of the slide. Always replace the
rubber spring and Teflon wiper during rebuild.
Measurement of
the slide in the
max position of
its travel
Measurement of
the slide in the
center position of
its travel
176
FORD
AX4S/AX4N
As the slide moves, the angle of the wiper surface changes. This causes the Teflon
wiper to flex the rubber spring. Over time this becomes loose.
Slide in the max

position of its
travel
Slide in the
center position
of its travel
177
FORD
AX4S/AX4N
There are no factory specifications for pump clearances from Ford.
Rotor clearances should be

0.0015-0.003
Slide clearance should be

0.002-0.004
178
FORD
AX4S/AX4N
TCC Does Not Engage
Check the TCC Solenoid
The new TCC solenoid has a blue connector, the old solenoid is white. Do not
interchange these solenoids, some calibrations have problems with the different
solenoids and TCC ratio error codes will be present.
Always check
the resistance
of theTCC
Solenoid to
make sure you
have the
correct one.
Vehicle
Taurus/Sable
Continental
Taurus/Sable
Continental
Taurus/Sable
Windstar
Continental
Taurus/Sable
Windstar
Year
1986-1990
1988-1990
1991
1991-1996
1992-1997
1995-1998
1997-2002
1998-2003
1998-2003
Date
Thru (9-8-97)
Resistence
20-40 ohms
20-40 ohms
21-36 ohms
0.98-1.6 ohms
0.98-1.6 ohms
0.98-1.6 ohms
13-24 ohms
13-24 ohms
From (9-9-97) until the

End of Production
13-24 ohms
179
FORD
AX4S/AX4N
TCC Does Not Engage
Inspect theTorque Converter Hub Bushing and Stator Support for wear
Inspect the Torque Converter Hub Bushing and the Stator Support for abnormal
and excessive wear. If the Stator Support is worn and/or broken, check the
torque converter splines in the bottom of the converter and the Stator Support
splines. Both of the splines should have equal amount of teeth.
Torque Converter:
Hub outside diameter:
Bushing inside diameter:
1.991 (surface for the lip seal contact)

1.657 (surface for the Stator Support)
Stator Support:
Shaft outside diameter:
Bushing inside diameter:
1.652 (surface to TC bushing contact)

1.079 (surface for the Turbine Shaft contact)
Turbine Shaft:
Outside diameter:
1.076-1.077 (surface for the Stator Support contact)

180
FORD
AX4S/AX4N
TCC Does Not Engage
Inspect Turbine Shaft seals
The Turbine Shaft Seal is used to seal the apply side of the TCC. A worn, damaged, or missing seal will cause a slipping TCC application or a no TCC apply.
FORD
181
AX4S/AX4N
O/D Light Inoperative, Code P1780
Check Fuse # 14
A blown fuse in the engine compartment fuse box may be associated with this
concern. Check for a chaffed wire in the steering column.
Models with an O/D cancel switch on the column are common, however finding a
wiring diagram is not as common. Most late model Ford systems use a Multiplex
system to communicate. The O/D cancel circuit is part of this system. When the
user applies the switch, the command goes to the Instrument Cluster. From the
Instrument Cluster the multiplex system tells the PCM to switch the solenoids to
the third gear signal.
182
FORD
AX4S/AX4N
Erratic Mainline Pressure Rise
1996 Tauras/Sable, 3.0L 2V
Erratic line pressure can be caused by many thing, reprogramming the PCM or
replacing the EPC Solenoid may not fix this problem. However, some 1996 model
years with 3.0L 2V Taurus/Sable PCMs may not be able to be reprogramed using
the factory scan tool (NGS). PCM part number F6DF-12A650-BF, F6DF-12A650JD, F6DF-12A650-DF, & F6DF-12A650-KD were released with the same HEX file
name programmed into the PCM. The F6DF-12A650-BF PCM can be reprogramed
with the factory scan tool. PCM with part numbers F6DF-12A650- JD/DF/KD
may not be able to be reprogramed with the factory scan tool. All four of these
PCMs can be reprogramed using the July 98 or later program. If the factory scan
tool is unable to reprogram the PCM it is neccessary to replace the PCM assembly.
EPC Solenoid
183
FORD
ZF6HP26
Expedition/Navigator
This transmission uses planetary gears with hydraulic electronic controls.
The transmission control module (TCM) and the main control valve body
units form a composite element that is installed as a single unit inside the
automatic transmission.
This transmission has the following features:
Six forward speeds
Engagement feel.
Turbine shaft speed (TSS) sensor
Torque converter with an integral converter clutch

Electronic shift and pressure controls
Single planetary gear set
Double planetary gear set
Two fixed multi-disc clutches
Three multi-plate clutches

All hydraulic functions are directed by electronic solenoids to control:
Shift feel.
Shift scheduling.
Modulated torque converter clutch (TCC) applications.

This transmission has a mechatronic unit also referred to as a transmission
control module (TCM) which contains:
Output shaft speed (OSS) sensor
An internal P, R, N, D selector shaft position sensor
Transmission fluid temperature (TFT) sensor
184
FORD
ZF6HP26
Engine power reaches the transmission by a torque converter with an integral
converter clutch. The six forward gears and one reverse gear are obtained from
single planetary sets.
This automatic transmission is a six-speed electronically controlled transmission
comprising the basic elements of a TCM, main control valve body unit, torque
converter, one solenoid valve and six pressure regulators. Gear selection is
achieved by the control of automatic transmission fluid flow to operate various
internal clutches. The TCM operates the electrical components and provides for
the control of gear selection shift pressure which increases refinement and torque
converter slip.
In the event of a system fault, the TCM also provides for failure mode effect management (FMEM) to maintain maximum functional operation of the transmission
with a minimum reduction in driver, passenger or vehicle safety. In the event of a
total loss of control or electrical power, the basic transmission functions PARK,
REVERSE, NEUTRAL and DRIVE are retained. Also third or fifth gear is retained
by the hydraulic system. The gear retained is dependent upon the gear selected
at the time of the failure.
185
FORD
ZF6HP26
Gear
PARK
REVERSE
SS A
(EDS1)
Solenoid Application Chart

SS B
SS C
SS D
PC A
(EDS2) (EDS3) (EDS4) (EDS5)
X
a
X
X
a
NEUTRAL
First gear
manual
Second gear
manual
Third gear
manual
First gear
D6/D4
Second gear
D6/D4
Third gear
D6/D4
Fourth gear
D6/D4
Fifth gear
D6/D4
Sixth gear
D6/D4
(Overdrive)
X
X
X
REV
(MV3)a
b
SS E
(MV1)
TCC
(EDS6)
186
FORD
ZF6HP26
Clutch Application Chart

Gear
Forward (A) Direct (B)
Intermediate
Low/
(C)
Reverse (D)
PARK
REVERSE
NEUTRAL
First gear
(M) manual
Second gear
manual
Third gear
manual
First gear
D6/D4
Second gear
D6/D4
Third gear
D6/D4
Fourth gear
D6/D4
Fifth gear
D6/D4
Sixth gear
D6/D4
Overdrive
(E)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Real solutions,real savings.

E4OD
Line-to-Lube
Pressure Regulator Valve
FIXES CONVERTER OVERHEAT,
HIGH LINE PRESSURE, CODE 62, 628
A4LD
Manual Shaft/Case Repair Sleeve
AODE/4R70W
FIXES FLUID LEAKS FROM

MANUAL SHAFT CASE SEAL
Main Pressure Regulator Valve

FIXES PREMATURE
CLUTCH/BAND FAILURE
36424-04K
*56361-01K
*22179-02 (Chrysler)
5R55N
4-3 Pre-Stroke Valve Spring
FIXES NO 4TH OR 5TH GEAR
76948-01
76948-09
4R100
CHRYSLER
RWD
Sure Cure Kit

FIXES CODES 62, 628, 1740,
POOR 2-3, 3-4 SHIFTS
Lube Regulated
Manual Valve
FIXES CONVERTER DRAINBACK,
DELAYED ENGAGEMENTS,
CONVERTER BUSHING FAILURE
56947J-S1
22771-09
22771A-02K
RWD CHRYLSER
CD4E
Cooler Line Adapter Kit
Bypass Clutch Control Kit &

FIXES OIL LEAKS DUE TO

CRACKED CASE
FIXES CODES 628/1744/1740,

TCC SLIP OR NO LOCKUP,
LOW CONVERTER CHARGE
SC-4R100HD
22000-01K
*73840-MK
A V
Sonnax 2005
* Requires Tooling
Note: Many of these parts fit other applications.
Automatic Drive P.O. Box 440 Bellows Falls, Vt 05101 802-463-9722 800-843-2600 fax: 802-463-4059 www.sonnax.com info@sonnax.com
Raybestos has added OE quality solenoids to its product line to solve the problem
of annoying, costly comebacks. Raybestos solenoids are validated by hot oil
testing beyond a million cycles and are durable under the most severe operating
conditions such as temperature extremes, vibration and contamination, greatly
reducing the risk of solenoid failure. Thats the Raybestos Solution.
CHRYSLER
189
Chrysler
Section
190
CHRYSLER
Transfer Case Issues - Recall

2001 Durango and 2001 Dakota
4X4 Trucks Unexpectently Rolling When in Park
Light duty trucks and sport utility vehicles equipped with Electric Shift 4-wheel
drive. The electric shift transfer case may not fully engage into gear when the
operator moves the transfer case selector switch. This could cause the transfer
case to end up in the neutral position unexpectedly and allow the vehicle to roll if
the parking brake is not fully applied. Vehicles built between manufacture dates:
JUL 1999 through JAN 2001. Chrysler has a recalibration for the transfer case
control module that is for this specific concern Campaign No: 01V077000. This is
a recall campaign so there should be no dealer charge for the module relearn.
CHRYSLER
191
Control Modules
Module Diagnostics
Module Calibration Fault Example
The flowing fault is very common and easily fixed. Although it is technically an
HVAC concern, the wide variety of symptoms may lead technicians into hours of
frustrating diagnosis in other systems.
Symptoms
The following symptom combinations in the following list occur primarily through
the late 1990s Minivans (NS Body) after a module replacement or extended
power loss. If you replace the HVAC control head or the battery is removed/dead
for an extended period of time, the wiper and A/C status indicator LEDs will be
flashing. There will be no trouble codes stored, and normal diagnostics will not
lead to a solution.
Rear Wiper and Intermittent Wiper LEDs flash simultaneously: This

condition indicates that the A/C control head calibration diagnostics have
failed. Repeat the calibration procedure in this article.
A/C and RECIRC LEDs flash simultaneously: This condition indicates that
the A/C control head calibration diagnostics have failed the cooldown test.
Repeat the cooldown test in this article.
A/C, RECIRC, Rear Wiper and Intermittent Wiper LEDs flash

simultaneously: This condition indicates that the A/C control head calibra
tion diagnostics have failed. Repeat the calibration procedure in this article.
Rear Wiper and Intermittent Wiper LEDs flash simultaneously: This

condition indicates that the A/C control head calibration diagnostics and
the cooldown test have failed.
The primary reason this fault is difficult to diagnose is that it isnt really a fault. It
is usually just an indication that the HVAC control head had lost calibration
information or requires initial calibration.
192
CHRYSLER
Control Modules
Module Diagnostics
Recalibration Procedure
To enter the recalibration procedure, perform the following steps:
With the engine running, set the blower motor to HIGH

Set the mode position to PANEL
Open all A/C outlets
Set the temperature to COLD (both sliders if equipped)
Depress WASH and REAR WIPER buttons simultaneously for 5 seconds
The module has entered calibration and diagnostic mode when all LEDs illuminate. The following will occur during test:
All LEDs will illuminate for 5 seconds

REAR WIPER and INTERMITTENT LEDs will flash alternately while the test
is running
A/C and RECIRC LEDs will flash alternately if the test then enters to
cooldown test
When the REAR WIPER LED alone is flashing, the test has completed and
passed
Press the WIPER button to exit this mode
This test is actually running the actuators in the system back and forth to calibrate the actuator and feedback relationships.
CHRYSLER
193
Control Modules
Module Diagnostics
Cool Down Test Entry
The cool down test should automatically run with the calibration test, but can
also be run separately be completing the following steps:
With the engine running, set the blower motor to HIGH

Set the mode position to PANEL
Open all A/C outlets
Set the temperature to COLD (both sliders if equipped)
Depress WASH and A/C buttons simultaneously for 5 seconds
The test is running if the A/C and RECIRC LEDs are alternately flashing. If the
LEDs are flashing simultaneously, the test has failed.
Once both tests have been run, the LEDs should no longer be flashing. In other
words, this procedure clears the flashing LEDs, since the LEDs are only flashing
as an alert that the control head is not properly calibrated. If the LEDs continue
to flash in any order, then the module has stored trouble codes.
Note: If the cooldown test is initiated with a cold evaporator, the test will fail. First run the
engine with the blower on HIGH and the A/C off for 3 minutes prior to the test.
HVAC Flash Codes
If the calibration or cooldown tests fail, the LEDs will flash out codes. The REAR
WIPER LED flashing indicates the level of the code, and the INTERMITTENT LED
indicates the code. After the test is complete, the level 1 codes will automatically
be displayed. Pressing the WASH button advances to the next level.
Note: While this is useful information, this procedure is almost always used just to calibrate
the module to clear the blinking LEDs. It is not common for codes to result from this
procedure. In any case, it is nice to know that the self diagnostics are so thorough, and can
help you in the event of a real fault.
194
CHRYSLER
Control Modules
Module Diagnostics
Level Number Rear Wiper LED
The following list shows the mode indicated by the number of Rear Wiper LED
flashes:
1: Fail Codes
2: Mode Potentiometer Test
3: Blend/Passenger Potentiometer Test
4: Evaporator Probe
5: Driver Potentiometer
In level 1, the number of INTERMITTENT WIPER LED flashes indicates the following:
0: (Not flashing) Passed all test
1: Mode Actuator did not reach defrost position
2: Mode Actuator did not reach panel position
3: Blend/Pass Actuator did not reach cold stop
4: Blend/Pass Actuator did not reach hot stop
5: Evaporator Probe open
6: Evaporator Probe shorted
7: Driver Actuator did not reach cold stop
8: Zone/Driver Actuator did not reach heat stop
9: Control Head internal failure
CHRYSLER
195
41TE/42LE
Solenoid Electrical Code Diagnostics
Code
Code
Code
Code
41
42
43
44
(P0750)
(P0755)
(P0760)
(P0765)
L-R Solenoid
2-4 Solenoid
OD Solenoid
UD Solenoid
Solenoid codes are electrical specific codes.

Hydraulic influences will not set these codes.
Diagnosing solenoid codes can be simplified by isolating the parts of the wiring
circuit that are involved as well as the components (transmission relay, solenoid
body, battery, wiring, and control module) and harness connectors that affect
these conditions. Battery condition as well as battery cables and clamp ends must
be good at all times (engine off and engine running).
Check procedures:
Clean the battery posts or pads (even if they look clean). Recheck for codes.
If codes do not reappear you are done.
Check for battery voltage (engine not running 12.6 minimum) directly on
the posts, then the clamps
Check for charging voltage (engine running with as many loads on as

possible ie; head lights on high beam, dome light on, fan motor running on
high fan, radio on) voltage should be 13.0 to 14.8.
Locate the transmission control module and transmission relay (disconnect

transmission control module and jump the relay coil power wire energizing
the relay and check for switched voltage to match keep alive memory voltage
at the computer connector). If there is a voltage drop through the
transmission relay, change the relay with a NEW relay and retest.
196
CHRYSLER
41TE/42LE
Solenoid Electrical Code Diagnostics (continued)
Unplug the transmission relay

Install a jumper wire in system voltage terminal and switched voltage
terminals of the transmission relay receiver
Check for voltages as they originate at battery, through relay, to switched
battery voltage terminals and down through the solenoid pack, as they work
there way to the ground pins plugging into the computer connector (un
plugged)
Check amperage draw on solenoid ground locations of the computer connec
tor locations using the DVOM on amperage scale to energize each of the
solenoids (important: only check the solenoid ground wires in this fashion)
If the originating battery voltage is confirmed at all test points and all 4 solenoids
check out with exact same amperages than you must check powers and grounds
at the transmission control module (cranking ignition voltage, running ignition
voltage, and computer grounds). If all circuits check out, suspect a faulty control
module.
NOTE: Refer to the reference pages located in the back of this 2005 Seminar Manual.
CHRYSLER
197
41TE/42LE
Check the battery voltage (engine not running) directly on the posts. Also check
the battery voltage at the clamps, minimum voltage should read 12.45V (70% to
capacity charged battery)
Acceptable Battery Voltage
Unacceptable and needs to

be charged and retested or
replaced
198
CHRYSLER
41TE/42LE
Check the charging voltage (engine running with as many loads on as possible
ie; head lights on high beam, dome light on, fan motor running on high
fan, radio on), voltages should read between 13.0V and 14.8V. A system overcharging/undercharging can cause codes to set.
CHRYSLER
199
41TE/42LE
Locate the transmission control module and the transmission relay.
200
CHRYSLER
41TE/42LE
Disconnect the transmission control module connector and jump the relay coil
power wire energizing the relay (note: use pin 56 has a battery voltage source).
Check for switched voltage to match the keep alive memory voltage at the computer connector. If there is a voltage drop through the transmission relay, change
the relay with a NEW relay and retest.
CHRYSLER
201
41TE/42LE
Unplug the transmission relay. Install a jumper wire/lead in system voltage terminal and switched voltage terminals of the transmission relay receiver.
5 Common
Relay Receivers
202
CHRYSLER
41TE/42LE
Check the solenoid ground pin voltages to confrim battery voltages as they originate at the battery. Solenoid ground control pins are 19, 20, 59, and 60.
CHRYSLER
203
41TE/42LE
Check amperage at the solenoid ground supply locations of the computer connector locations using the DVOM on amperage scale to energize each of the solenoids
(Important: only check the solenoid ground supply wires in this fashion)
204
CHRYSLER
41TE, 42RLE, 45RFE

Solenoid Codes
2004 Dakota, Ram Truck, Pacifica, Stratus/Sebring, Neon, PT Cruiser Caravan/Voyager/
Town&Country, and Voyager (International Markets)
DTCs P0755, P0750, P0760, P0765, P0770, and P2706 indicating solenoid
electrical faults that can be PCM related caused in manufacturing. Check the
manufacturing date on the module serial number attached to the front of the
module. An example of this number is MODULE S/N T65EH2353D55N6. The
manufacture date code is shown in the 6th through 9th digits in this numbers. The
plant that the module is built in will be the 5th digit. If the date code is between
H(2313) and H(2393), the fault is likely to be the module. These modules were
built at the (H) Huntsville plant. This only pertains to these modules. Always
confirm electrical checks discussed earlier in this handout.
CHRYSLER
205
19961999 RE Transmissions
Governor Pressure Sensor Voltage too High DTC P1763
Some vehicles may exhibit an MIL illumination with a DTC P1763 (Governor
Pressure Sensor Volts to High). Symptom may be slower than normal vehicle
accelerations because the transmission may have temporarily entered its third
gear LIMP IN mode as a result of the DTC. The limp mode may clear when the
driver cycles the key on/off. This problem may not be detected after the code is
cleared and car is road tested. This is caused by an increase in line pressure.
Valve body machining process changed at the beginning of production date JAN
1, 1998. This condition occurred most often with vehicles that were built between
JAN 1, 1998 through DEC 18, 1998. If earlier units have a valve body change, this
condition can occur depending on the year of the valve body production. If this
concern is experienced, there are calibration updates for the PCM to help compensate for the higher pressures (stock valve body only). New software changes
are (96Call8, 97Call8, 98Call2, and 99Call4).
Note: This code can occur if valve body recalibrations are made by aftermarket
products that increase driving line pressures over 100 psi. Calibration updates
will not compensate when this has been done.
206
CHRYSLER
42RE
No Up Shift From 2nd Gear On Grades
2002 2003 Dakota
A no upshift from second gear on grade acceleration may be caused by computer
calibration issues. This is caused by the module not allowing governor pressure to
rise properly with road speed. Verify that the PCM/TCM has the latest version of
software loaded.
CHRYSLER
207
42RE/46RE
Intermittent Harsh Reverse
1999 2000 Ram Van, Dakota, Ram Truck, Durango, and Grand Cherokee may
experience an intermittent harsh engagement into reverse (more sensitive as oil
temperature reaches operating temperature). The reverse check ball has been
changed from a steel ball to a torlion plastic ball to seal orifice oil feeding the
reverse servo. The new plastic ball and plate part numbers are as follows:
Rear Servo Check Ball ....................................... 52118261
Valve Body Separator Plate (42RE) ..................... 52118272
Valve Body Separator Plate (46RE) ..................... 4617196AB
04617196AB
52118272
208
CHRYSLER
45RFE
Soft Shifts / Erratic Shifts
Erratic soft shift concerns with possible slip codes. Shift feel changes on each
upshift pattern. Possible cause: Line pressure transducer. The line pressure
transducer can be checked for accuracy using special Miller Tool #8259. This tool
and any other Miller tool can be ordered by calling SPXMILLER Tools at
1(800)801-5420. Failure of the pressure transducer mounted on the side of the
transmission case (externally) can cause erratic pressures in the transmission.
Pressure is set at a base line value of 100 psi to 120 psi. Inspect for possible
cracks and leaking sealing rings on transducer. Replace when damaged.
Part Number
4799758
CHRYSLER
209
45RFE
No Converter Charge After Rebuild
A no converter charge after rebuild can be caused by missing or improperly
torqued retaining screws (2 torex screws) holding the wear plate to oil pump.
These screws are covered up when bolting the pump and stator assembly
together.
Proper oil pump torque is:
2 (two) plate retaining screws 40 in lbs.
29 (twenty nine) pump body screws 40 in lbs.
6 (six) pump body to case bolts 250 in lbs.
(2) Torx Screws Pan Head M5X0.8X12.60

Part Numder 6503 232
210
CHRYSLER
45RFE
Slip Shifts / Failsafe
The accumulator retaining plate on the valve body is commonly breaking loose
and blowing the accumulators out of the valve body. The cause (answer from
Chrysler Tech) is improper torque on the retaining screws allowing them to back
out. When repairing the valve body and accumulator plate, it is important to use
lock tight (blue) on the retaining screws to prevent them from backing out causing failure again. Plate screw retaining torque is 40 in lbs.
CHRYSLER
211
TransGo
4L30E
Fitzall 2
213
214
Fitzall 3
4L30E
4L30E
Fitzall 4
215
216
Fitzall 5
4L30E
4L30E
Fitzall 6
217
218
Fitzall 7
4L30E
4L30E
Fitzall 8
219
220
4L30E
4L30E
4L30E
221
222
4L30E
Checkball Location
3rd Clutch Checkball Missing
A bindup or slip condition in 4th gear may be caused by a missing or leaking 3rd
Clutch Checkball. When this Checkball is missing, 1-2 Servo release pressure can
leak in 4th gear causing the 1-2 band to apply.
3rd clutch
checkball
4L30E
223
Checkball Location (continued)

D 3 2 Shuttle Ball Missing:
A missing D 3 2 Shuttle Ball will cause low mainline pressure in D4 and Manual
Low and have normal pressure in D3 and Manual 2.
3rd Clutch Quick Dump Ball Missing:
A missing 3rd Clutch Quick Dump Ball will cause a 3-2 down shift clunk or bind
on the 3-2 down shift.
D 3 2 Shuttle Ball
3rd Clutch Quick Dump Ball
224
4L30E
Checkball Location (continued)

Reverse Shuttle Ball Missing:
A missing Reverse Shuttle Ball will cause a no lockup condition in all forward
ranges. In Reverse, a missing Reverse Shuttle Ball can cause the 2nd Clutch to
partially apply, burning the 2nd Clutch and possibly causing a bind in Reverse.
2 Holes = Ball
1 Hole = No Ball
Reverse Shuttle Ball
4L30E
225
Pressure Taps
Drive
Reverse
Pressures:
Idle
Stall
45-55
150-160
65-75
210-225
Line Pressure Tap
The Servo Release Pressure should be equal to mainline pressure in 3rd and 4th
gears and zero in all other gears including Park and Neutral.
Servo Release
Pressure
Pilot Drill: 1/8

Tap Drill: Q or 21/64
Tap:
1/8 NPT
226
4L30E
Line Pressure Taps

2nd Clutch Pressure:
The 2nd Clutch pressure should be equal to mainline pressure in 2nd, 3rd and
4th gear and zero in all other gears including Park and Neutral.
4th Clutch Pressure:
The 4th Clutch pressure should be equal to mainline pressure in 4th gear and
zero in all other gears including Park and Neutral.
Servo A pply Pressure:
The Servo Apply pressure should be equal to mainline pressure in all forward
ranges and zero in Park, Reverse and Neutral.
2nd Clutch Apply Pressure
4th Clutch Apply Pressure
Pilot Drill: 1/8

Tap Drill: Q or 21/64
Tap:
1/8 NPT
Servo Apply Pressure
4L30E
227
Pressure Tap Circuits

When you are drilling the pressure taps, take notice of the correct circuit locations prior to drilling.
2nd Clutch Apply

Pressure
4th Clutch Apply

Pressure
Servo Release
Pressure
Servo Apply
Pressure
228
4L30E
Input Sprag Rotation

No Reverse, No Drive Engagement, Bind in 2nd Gear
If you install the Input Sprag incorrectly or if the sprag has failed; the symptoms
that will follow are no reverse, no drive engagement and a bind in 2nd gear.
Check the transmission in all ranges, if you have Manual Low, look for the Sprag
as the root of the problem.
Sun Gear Freewheels

Counter Clockwise
Hold
Hold
4L30E
229
3rd Clutch Drum Disassembly

Tools and Procedures
The correct tool for disassembling the 3rd Clutch Drum assembly is expensive
and most technicians do not have this tool. Unfortunately the only other method
is using a pick and putting your finger tips and thumbs in jeopardy. The following
procedure is an easy inexpensive way around harming yourself.
The Bobby pins may have to

be ground in the location
shown to fit between the
drum and the plate.
Install the
Bobby pins here
230
4L30E

Tools and Procedures (continued)
In order to remove the sprag assembly to gain access to the clutches you must
first remove the internal snap ring holding the sprag race assembly to the drum.
To do this, start with one end of the snap ring, push in on the snap ring with a
scribe and slide a bobby pin between the drum and the snap ring, keeping that
portion of the snap ring out of the groove. Work your way around the drum installing several bobby pins until the snap ring is completely out of the groove.
Install several Bobby pins around the 3rd Clutch Drum.
4L30E
231

Tools and Procedures (continued)
Once you have all of the Bobby pins in place, simply use two screw drivers to pop
the race out of the drum.
Pry the Sprag Race out with two screw drivers.
232
4L30E
3rd Clutch Drum Assembly

Pressure Plate Installation
The 3rd Clutch Cushion Plate should be installed as shown for proper operation.
If the 3rd Clutch Cushion Plate is installed incorrectly a harsh 3rd gear will occur.
There is no factory specifications for clutch clearance.
Try to maintain 0.008-0.010 per disc.
3rd Clutch Cushion

Plate is beveled as
shown
4L30E
233
Binds in 2nd Gear

Bushing Installation
Installation of the 3rd Clutch Bushing is very important. If the feed hole is not
aligned properly, 3rd clutch failure will occur. It will also cause a bind in 2nd due
to the 3rd clutch staying on.
NOTE:
The offset hole MUST
face down
3rd Clutch Feed
This hole must line up

with the 3rd Clutch
Feed Circuit
234
4L30E
Center Support Washer

Isuzu Washers
Center Supports that use a no-tab style thrust washer tend to fail because the
plastic washer is allowed to spin on the support. If you choose to machine the
no-tab style Center Support you can use the 3 tab washers and they are more
adjustable for endplay. These washers are also used for the Pump to adjust Overdrive housing endplay.
0.064
0.070
0.077
0.084
0.094
0.100
Yellow
Red
Black
White
Green
Blue
8-96013-761-0
8-96013-762-0
8-96013-763-0
8-96013-764-0
8-96013-765-0
8-96013-766-0
Main Case Endplay

0.014-0.031
O/D Case Enplay
0.004-0.030
Refer to the Blue

Print on the
following page
4L30E
235
Center Support Washer

Isuzu Washers (continued)
Do not use a drill press to machine the Center Support. It should only be machined on a milling machine. Use this schematic as a reference to machine the
Center support area for the three tab washer.
120 Degrees
1.190 Radius
+/- 0.005
7/16 Diameter
0.200 Deep +/- 0.010
236
4L30E
Computer Types
Type 1
1990-1993 Isuzu Rodeo and Trooper
Type 1b
1992-1995 BMW w/4L30E
Type 2
1994-1995 Isuzu Rodeo, Trooper, Amigo and Honda Passport
Type 3
1996-1999 Isuzu Rodeo, Trooper, Amigo, Vehicross, Honda Passport and
Acura SLX
Type 4
2000-up Isuzu Rodeo, Trooper, Amigo, Vehicross, Honda Passport and
Acura SLX
Type 5
1997-1998 Cadillac Catera
Type 6
1996-2001 BMW w/4L30E
1999-2001 Cadillac Catera
4L30E
Computer Type 1 & 2

Manual Code Retrieval
1990-1991 Isuzu Troopers

used a two-terminal diagnostic
connector. To display codes,
simply jump the two terminals
together.
Ground the Yellow w/Black stripe

wire on the 2 or 3 pin connector
1992-1995 Isuzu Troopers

have a three-terminal diagnostic connector. To display codes,
jump the two outer terminals
together.
237
238
4L30E
Type 1
Codes
17
21
22
23
25
26
28
29
31
32
33
34
35
36
39
41
43
46
48
49
55
56
65
66
77
82
1-2/3-4 Solenoid shorted to ground

TPS Voltage too high
TPS Voltage too low
Engine coolant switch voltage high
1-2/3-4 Solenoid open or shorted to B+
2-3 Solenoid shorted to ground
2-3 Solenoid open or shorted to B+
TCC Solenoid shorted to ground
No engine RPM signal
Force Motor circuit amperage too low (Less than 0.095A)
Force Motor circuit amperage too high (Higher than 1.5A)
Band Apply Solenoid open or shorted to B+
Band Apply Solenoid open or shorted to ground
TCC Solenoid open or shorted to B+
No VSS
Gear ratio error
Solenoid ground supply circuit open, shorted to ground or shorted to B+
Down shift error
Low battery voltage (Below 9.0V)
High battery voltage (Above 16V)
EPROM failure
Transmission range switch input incorrect
Trans Temp sensor shorted to ground
Trans Temp sensor open or shorted to B+
Kickdown switch stuck closed (shorted to ground)
4L30E
Type 2
Codes
11
13
15
16
21
22
23
25
26
31
32
33
34
35
36
37
41
42
43
44
46
51
52
53
54
55
56
61
62
63
64
65
82
No VSS
No engine RPM signal
Trans Temp Sensor open or shorted to B+
Trans Temp Sensor shorted to ground
TPS Voltage too high
TPS Voltage too low
TPS connector disconnected
Low battery voltage (Below 9.0V)
High battery voltage (Above 16V)
1-2/3-4 Solenoid open or shorted to ground
2-3 Solenoid open or shorted to ground
TCC Solenoid open or shorted to B+
Band Apply Solenoid open or shorted to ground
Force Motor open or shorted
Solenoid B+ supply circuit open or shorted to ground
Torque management serial line fault
1-2/3-4 Solenoid shorted to B+
2-3 Solenoid shorted to B+
TCC Solenoid shorted to ground
Band Apply Solenoid shorted to B+
Solenoid B+ supply circuit shorted to B+
Engine Coolant Switch open, shorted to ground or shorted to B+
Kickdown Switch stuck closed (shorted to ground)
Transmission range switch input incorrect in P, N or R position
Brake Switch open or shorted to ground
Brake Switch shorted to B+
Gear ratio error
Downshift protection
EPROM failure
TCC valve stuck on
TCC valve stuck off
Shift or Band Apply Solenoids faulty during driving
239
240
4L30E
Type 3
Codes
P0218
P0560
P0705
P0706
P0711
P0712
P0713
P0719
P0722
P0723
P0724
P0730
P0742
P0748
P0751
P0753
P0756
P0758
P1790
P1792
P1835
P1850
P1860
P1870
Transmission fluid over temp

System voltage malfunction
Transmission range switch illegal position
Transmission range switch performance
TFT sensor performance
TFT sensor circuit low
TFT sensor circuit high
Brake switch stuck on
Output speed sensor
Output speed sensor intermittent
Brake switch stuck off
Gear ratio error
TCC stuck on
Force motor electrical fault
SSA (1-2/3-4 solenoid) stuck on or stuck off
SSA (1-2/3-4 solenoid) electrical fault
SSB (2-3 solenoid) stuck on or stuck off
SSB (2-3 solenoid) electrical fault
ROM check sum error
EEPROM check sum error
Kickdown switch stuck on
Band apply solenoid electrical fault
TCC solenoid electrical fault
Transmission component slipping
4L30E
Type 4
Codes
P0218
P0502
P0562
P0563
P0601
P0602
P0604
P0606
P0705
P0706
P0711
P0712
P0713
P0719
P0722
P0723
P0724
P0730
P0742
P0748
P0751
P0752
P0753
P0756
P0757
P0758

No VSS signal
System voltage low
System voltage high
PCM/ECM memory checksum
PCM/ECM programming error
PCM/ECM RAM error
Internal performance
TFT sensor performance
Brake switch stuck on
Output speed sensor
Output speed sensor intermittent
Brake switch stuck off
Gear ratio error
TCC stuck on
SSA (1-2/3-4 solenoid) stuck off
SSA (1-2/3-4 solenoid) stuck on
SSB (2-3 solenoid) stuck off
SSB (2-3 solenoid) stuck on
241
242
4L30E
Type 4
Codes
P1120
P1220
P1221
P1271
P1272
P1273
P1275
P1280
P1285
P1790
P1792
P1835
P1850
P1860
P1870
TPS1 circuit
TPS2 circuit
TPS1-TPS2 correlation (circuit performance)
APS1-APS2 correlation (circuit performance)
APS1 circuit
APS2 circuit
APS3 circuit
ROM check sum error
EEPROM check sum error
Kickdown switch stuck on
4L30E
Type 5 & 6 (Except BMW)

Codes
P0218
P0560
P0601
P0703
P0705
P0706
P0711
P0712
P0713
P0722
P0725
P0727
P0730
P0742
P0743
P0748
P0751
P0752
P0753
P0756
P0757
P0758
P1560
P1600

System voltage malfunction
TCM internal error
Brake switch circuit
Output speed sensor
Engine RPM signal
Engine RPM signal
Gear ratio error
TCC stuck on
SSA (1-2/3-4 solenoid) stuck off
SSA (1-2/3-4 solenoid) stuck on
SSB (2-3 solenoid) stuck off
SSB (2-3 solenoid) stuck on
TCM voltage interrupted
Transmission power relay circuit (Solenoid B+ supply)
243
244
4L30E
Type 5 & 6 (Except BMW)

Codes
P1605
P1621
P1625
P1705
P1740
P1743
P1760
P1740
P1792
P1800
P1835
P1844
P1845
P1850
P1870
P1890
P1895
U2100
U2104
U2105
U2108
TCM internal error

TCM internal error
Transmission power relay circuit (Main Case Solenoid B+ supply)
P/N output circuit from ECM to TCM (not the trans range sensor)
Torque management circuit
TPS signal invalid from ECM to TCM
Keep alive power circuit fault
Torque management circuit
Engine coolant circuit
Transmission power relay circuit (Main Case Solenoid B+ supply)
Kickdown switch stuck on (info from ECM on some models)
TCS torque reduction request circuit
Gear ratio output to ABS
ECM to TCM data input circuit (TPS data incorrect on some models)
Engine torque delivered circuit (TCM to traction control module)
CAN bus circuit
CAN bus circuit
CAN bus circuit
CAN bus circuit
AISIN WARNER
245
Aisin
Warner
Section
246
AISIN WARNER
Nissan
A pplications and Internal Component ID
Aisin Warner:
RE5F22A:
2004 and newer Maxima V6
2005 and newer Altima
1
2
3
4
5
6
7
8
9
Converter Housing
2nd Brake
One-Way Clutch No.2
Control Valve Assembly
Side Cover
1st and Reverse Brake
Forward Clutch
Direct Clutch
Transaxle Case Cover
10
11
12
13
14
15
16
17
18
B5 Brake
Transaxle Case
U/D Clutch
U/D Brake
Final Gear
Differential Case
Output Shaft
Counter Driven Gear
Counter Drive Gear
19
20
21
22
23
24
25
26
27
Input Shaft
Oil Pump
One-Way Clutch No.1
2nd Coast Brake
Torque Converter
Main Rear Planetary Gear
Main Front Planetary Gear
U/D Rear Planetary Gear
U/D Front Planetary Gear
AISIN WARNER
247
Nissan
Component A pplication Chart
248
AISIN WARNER
Nissan
Pressure Tap Locations
Line Pressure in
1st, 2nd, and
Reverse
Forward
Clutch
Pressure
4-5
Clutch
Pressure
Lube
Direct
Clutch
Pressure
4-5
Clutch
Pressure
Forward
Clutch
Pressure
Engine Speed:
D, M positions
Reverse
Idle
48-57 psi
73-88 psi
WOT Stall
186-202 psi
247-287 psi
AISIN WARNER
249
Nissan
Preliminary Test:
1.
With the selector lever in Park, start the engine and warm it to operating
temperature.
2.
Turn the ignition switch to the Off position, then turn the switch in cycles
On, Off, On, Off (ending in the Off position).
3.
Wait 10 seconds.
4.
Turn the ignition switch to the On position (do not start engine).
5.
The A/T Check indicator should come on for about 2 seconds. If the A/T
Check indicator does not come on, check the CAN bus circuits from the
TCM to the instrument cluster, power and ground to A/T control module
and the A/T Check indicator lamp and circuits.
* The short blinks indicate codes that are not set and the long blinks indicate codes that are
set. Example: If all of the blinks are short except for the 8th, 12th, and 23rd, it means you
have codes 8, 12 and 23 set.
250
AISIN WARNER
Nissan
Manual Code Retrieval (continued)
Code retrieval procedure:
Note: Step 7 must be performed within 2 seconds of completing step 6
(turning ignition switch On)
1.
Set the Parking Brake
2.
Turn the ignition switch to the Off position
3.
Push the shift lock release button
4.
Move the selector lever from the P to the D position.
5.
Make sure the accelerator pedal is fully released (closed throttle)
6.
Depress the brake pedal
7.
Turn the ignition switch to the On position
8.
Move the selector lever to the N position, then release the brake pedal.
9.
Move the selector lever to the D position, then depress the brake pedal.
10. Release the brake pedal.
11. Depress the accelerator pedal fully, then release it
The A/T Check indicator should now flash, indicating any self-diagnosis codes
that are set.
* The short blinks indicate codes that are not set and the long blinks indicate codes that are
set. Example: If all of the blinks are short except for the 8th, 12th, and 23rd, it means you
have codes 8, 12 and 23 set.
Codes are cleared by turning the ignition switch off after the code retrieval procedure has
been performed.
AISIN WARNER
251
Nissan
DTC Identification
OBDII
DTC
P0500
Flash Cause
Code
15
P0613
Vehicle speed signal from instrument cluster

TCM internal malfunction
P0705
11
PNP switch signal fault
P0710
12
ATF temperature sensor circuit fault
Turbine speed sensor signal loss or out of range
P0722
Vehicle speed sensor (revolution sensor) signal loss or out of range
P0726
14
Engine speed signal fault (from ECM)
P0731
17
1st gear ratio error
P0732
18
2nd gear ratio error
P0733
19
3rd gear ratio error
P0734
20
4th gear ratio error
P0735
21
P0744
24
5th gear ratio error

TCC performance (TCC slip)
P0745
PC solenoid A (line pressure) electrical circuit fault
P0750
Shift solenoid A electrical circuit fault
P0755
Shift solenoid B electrical circuit fault
P0760
Shift solenoid C electrical circuit fault
P0762
22
Shift solenoid C stuck on (performance fault)
P0765
Shift solenoid D electrical fault
P0770
10
Shift solenoid E electrical fault
P0775
PC solenoid B electrical circuit fault
P0780
23
Shift performance fault (incorrect gear, long shift, slipping)
P0795
PC solenoid C electrical circuit fault
P0797
25
PC solenoid C stuck on (performance fault)
P0711
P0717
ATF temperature sensor no signal change (not rational)
P0826
Manual mode switch signal fault
P0882
TCM power loss (power/ground fault, battery/charging fault, battery disconnected)
P1726
13
Electronic throttle control system fault
U1000
16
CAN communication line (CAN bus fault)
252
AISIN WARNER
Nissan
Wiring Diagram
The transmission control module wiring diagram below shows some of the same
components and circuits that you would find in previous year models. If you look
closely, you will notice that some sensors you would find on earlier vehicles, such
as the TPS, are not present. The overview of the CAN bus network covered in the
next couple of pages will help you understand which modules these sensor signals go to, and how the sensor data is communicated between modules.
AISIN WARNER
253
Nissan
CAN Communication
There are some quick tests you can perform on the Nissan CAN bus network
without even using a scan tool or DMM. Using this type of test procedure can help
you quickly determine if there is a problem and narrow down where the problem
may be located.
For example, looking at the CAN data transfer charts on the following pages, you
can determine which modules are transmitting specific data information, and
which are receiving (T for the transmitting module, R for the receiving module).
Example 1:
Verifying the network between the ECM and the Unified Meter and A/C Amp.
The Engine Speed Signal is transmitted over the CAN bus network by the ECM,
and received by the Unified Meter and A/C Amp (instrument cluster module).
Test 1:
So if you start the engine and the tachometer is functioning, then you have verified that the network between the ECM and Unified Meter and A/C Amp is intact
and functioning at this time.
Example 2:
Verifying the network between the TCM and the Unified Meter and A/C Amp.
The A/T Position Indicator Lamp data is transmitted over the CAN bus network
by the TCM, and received by the Unified Meter and A/C Amp (instrument cluster
module).
Test 2:
If you move the Transmission Selector Lever and the Position Indicator Lamps are
functioning properly, you have verified that the network between the TCM and
Instrument Cluster is intact and functioning at this time.
Looking at the network wiring diagram, you can see that by performing the tests
described above you can verify the integrity of the network from the Unified Meter
and A/C Amp to the ECM.
254
AISIN WARNER
Nissan
CAN Communication (continued)
AISIN WARNER
255
Nissan
256
AISIN WARNER
Nissan
AISIN WARNER
257
Nissan
Revolution and Turbine Speed Sensor ID and Testing
258
AISIN WARNER
Nissan
Revolution and Turbine Speed Sensor ID and Testing
When a piece of magnetic metal (iron) is waved back and forth as illustrated,
measured voltage should toggle between a high reading of 1.2 1.6 volts, and a
low reading of 0.4- 0.8 volts. These sensors area not pulse generators, they must
have voltage to operate properly.
100 ohm Resistor

Radio Shack Par t Number
271-1311
AISIN WARNER
259
Nissan
Park/Neutral Position Switch Testing
260
AISIN WARNER
Nissan
Solenoid and A/T Temperature Sensor Testing
Solenoid Resistances
Solenoid
SSA
SSD
SSE
PCB
Resistance
11-16 ohms
11-16 ohms
11-16 ohms
5.0 5.6 ohms
Measure between:
2 and ground
1 and ground
5 and ground
3 and 7
A/T Fluid Temperature Sensor Readings
Temperature
0C (32F)
20C (68F)
80C (176F)
100C (212F)
Resistance (unplugged)
9.8 k
4.2 k
0.54 k
0.31 k
Voltage (plugged in)

4.0 volts
3.0 volts
0.8 volts
0.5 volts
AISIN WARNER
261
Nissan
Solenoid and A/T Temperature Sensor Testing (continued)
Solenoid Resistance
Solenoid
SSB
SSC
PCA
PCC
Resistance
11-16 ohms
11-16 ohms
5.0-5.6 ohms
5.0-5.6 ohms
Measure between:
1 and ground
4 and ground
3 and 6
2 and 5
262
AISIN WARNER
Nissan
Fluid Fill/Check Procedure
Nissan: Nissan Matic-K (P/N 999MP-MTK00P)
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HONDA
265
Honda
Section
266
HONDA
BAXA, MAXA and B7XA

ATRA Bulletin #634
No 2-3 Shift On the Rack After Rebuild
Many times after rebuild a no 2-3 shift is discovered. The computer strategy does
not allow a successful 2-3 shift with the wheels off of the ground. It may be possible to shift the transmission manually to get the 2-3 shift. The transmission
may shift erratic during the initial road test.
INCORRECT
CORRECT
HONDA
267
A cura
1995-2004 Vehicle A pplications
Transaxle Model
A6VA
B6VA
B7ZA / M7ZA
BGFA / MGFA
M5DA
M1WA
M5HA
B7VA (4 speed)
B7VA (5 speed)
B7WA
MGHA
S4XA
SKWA
MRMA
MR9A
Vehicle Model
1997 2.2CL
1998 1999 2.3CL
1997 1999 3.0CL
2001 2003 3.2CL
1996 3.5RL
1995 1998 2.5 TL
1996 1998 3.2TL
1999 3.2TL
2000 3.2TL
2001 -3.2TL
2001 -MDX
1996 1999 Integra
2000 2001 Integra
2002 - RSX
1991 2002 NSX
268
HONDA
Honda
1995-2004 A pplications
Transaxle Model
A4RA / B4RA / M4RA
BMXA
M4VA (CVT)
MLYA (CVT)
SZCA (CVT)
BAXA / MAXA
MCLA
B7XA
BAYA / MAYA
M6HA
MPJA
MDWA
B7TA / B7VA
BYBA
MDMA / SDMA /
MCVA / MRVA
MHTA
Vehicle Model
1996 2000 Civic
2001 2004 Civic
1996 2000 Civic HX
2001 Civic
Civic Hybrid
1998 2002 Accord 4
2003 Accord 4
1998 2002 Accord V6
2003 Accord V6
1997 2001 Prelude
1995 1997 Odyssey
1998 Odyssey
1999 2001 Odyssey
2002 Odyssey
1997 2001 CRV
2002 CRV
2001 - Insight
HONDA
269
Honda/A cura
General Information
The following pages are procedures that need to be performed during every repair. Diagnosing Honda/Acura transmissions can be difficult and time consuming especially when a problem was never found and/or was created during the
overhaul. These procedures were developed and tested to help reduce comebacks.
270
HONDA
Pressure testing
All A pplications
Standard mechanical gauges will work for checking line pressure, however if you
use a mechanical gauge, the accumulation effect of the gauge and rubber hose
can cause flares or mask harsh shifts when connected to a clutch pressure port. It
is best to use transducer type electronic gauges for clutch pressures.
HONDA
271
Shaft Bearing Snaprings

General Information
Always remove the bearings from the case and carefully inspect snaprings for
wear. Excessive wear allows shaft movement which can cause noise problems
and shaft tube retainer/end cover damage.
272
HONDA
Clutch Packs
General Information (continued)
Check for wear on the bottom steel plate of each clutch pack
The cushion plate will often wear into the bottom steel plate. This will increase
clutch pack clearance, and decrease the cushioning effect on clutch apply. If the
groove is more than 0.005" deep, replace the steel plate.
Steel plate finish:
Improper Steel plate finish can cause shift quality problems. The factory finish on
an unused steel plate is NOT a mirror finish. It looks more like a scratchy surface.
Shift Concerns:
1.
Slide Bump
2.
Shudder
3.
Groan
4.
Grunt
5.
Squawk
HONDA
273
Piston Flapper Valves

Clean and Inspect
Carefully clean the piston flapper valve with solvent and compressed air. Closely
inspect the flapper valve for contamination, such as clutch fibers or metal debris
stuck behind the flapper.
274
HONDA
All Drums
Drum cracks are a common failure on many units and are most common on Civic
units. Inspect the Drums for cracks and Steel Plate lug wear.
Check for Steel

Plate Lug Wear
Check for Cracks
HONDA
275
Seals
Torque Converter and Axle Seals are Directional
Most Honda seals have an arrow showing the correct rotation. On 4-cylinder
applications the torque converter seal has an arrow pointing counter clockwise,
on V6 applications the arrow points clockwise.
276
HONDA
Shaft Bushings and Tubes

Closely Inspect the Tube Ends for any Signs of Wear or
Scoring
A slight polishing or marking on the end of the tube where the shaft bushing
rides is acceptible. If any scoring, grooves or wear is present, replace both the
tube and the bushing.
HONDA
277
Shaft Bushings and Tubes

Check theTube to Bushing Clearance with Scotch Type
Tape
1.
2.
3.
4.
With a pair of scissors, cut a narrow (1/16") strip of Scotch or similar type
plastic tape (about 0.002" thick).
Lay the piece of tape lengthwise at the end of the tube, leaving some of the
tape hanging off of the end of the tube.
Fold the loose end of the tape in slightly so it will lead itself into the shaft
bushing.
Insert the tube into the shaft, taped end first.
The tube should not fit into the bushing with the piece of tape on it. If it will fit
into the bushing (without excessive force), the bushing or tube are worn and need
to be replaced.
278
HONDA
Valve Body
Correct End Plug Installation
Be very careful during disassembly and reassembly of the valve body. If these
plugs are installed incorrectly many different shift concerns will occur depending
on what plug is installed incorrectly.
This end faces out (away from the valve)
This end faces in (towards valve/spring)
HONDA
279

OBDII Diagnostics
Code Retrieval:
On later OBDII vehicles, the two pin service check connector was deleted. If the
vehicle does not have a service check connector, ground pin 9 (brown wire) at the
OBDII connector to flash transmission codes out of the D, D4, or D5 light.
Clear Codes:
Remove BACK-UP fuse (7.5Amp) from under dash or underhood fuse/relay box for
10 seconds, or use scan tool to clear codes.
OBDII Diagnostic Connector
Code Flash Pattern
280
HONDA
DTC Definitions
Flash
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
OBDII DTC
P1753
P1758
P1790
P1791
P1705
P1706
P0753
P0758
P0720
P1792
P0725
P1793
P1794
P1786
P0715
Indicator light
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Some models before
1998 will not flash
indicator light
16
P1768
Yes
18
22
23
24
P1787
P0763
P1773
P1709
No
Yes
Yes
Yes
25
26
27
28
29
30
31
32
33
34
35
36
37
P1738
P1739
P1740
P0710
P1778
P1870
P1873
P1879
P1882
P1885
P1886
P1888
P1655
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
40
41
42
43
45
46
47
63
P0740
P0730
P1890
P1891
P0780
P1750
P1751
P1710
No
No
Yes
Yes
Yes
Yes
Yes
No
Definition
Lock-up Solenoid Valve A circuit fault
Lock-up Solenoid Valve B circuit fault
Throttle Position Sensor fault
VSS signal fault
A/T Gear Position Switch fault (short)
A/T Gear Position Switch fault (open)
Shift Control Solenoid A circuit fault
Shift Control Solenoid B circuit fault
Countershaft Speed Sensor (NC) signal fault
Engine Coolant Temperature Sensor signal fault
Engine Speed Signal fault
MAP sensor signal fault
Barometric Sensor signal fault
FAS signal fault (ECM to TCM)
Mainshaft Speed Sensor (NM) signal fault
Note: this code can be caused by a transaxle performance problem (slipping, incorrect
gear, etc.)
Linear Solenoid circuit fault
A/T Clutch Pressure Control Solenoid A circuit fault
FFS signal fault (ECM to TCM)
Shift Control Solenoid C circuit fault
A/T Clutch Pressure Control Solenoid B circuit fault
A/T Shift Switch circuit fault
(manual upshift/downshift switch)
2nd Clutch Pressure Switch signal fault
3rd Clutch Pressure Switch signal fault
4th Clutch Pressure Switch signal fault
ATF Temperature Sensor signal fault
A/T Lock-up Pressure Control Solenoid circuit fault
Shift Control Linear Solenoid circuit fault
PH PL Control Linear Solenoid circuit fault
Start Clutch Control Linear Solenoid circuit fault
Reverse Inhibitor Solenoid circuit fault
Drive Pulley Speed Sensor signal fault
Driven Pulley Speed Sensor signal fault
Secondary Gear Shaft Speed Sensor signal fault
TMA or TMB signal fault (Civic CVT)
SEAF or SEFA signal fault (Prelude)
Note: Prelude will not flash code 37 from indicator light
Lock-up control system fault
Shift control system fault
Shift control system fault
Start clutch control system fault
Mechanical problem in hydraulic system
1st Hold Switch signal fault
HONDA
281
BAXA/MAXA/B7XA Family
Poor Shift Quality After Overhaul
Cushion Plate Direction
3rd and 4th Clutch Drums

282
HONDA
BAXA/MAXA/B7XA Family
Poor Shift Quality After Overhaul
Cushion Plate Direction
Some units use a wave type cushion plate and others use a dish type cushion
plate
Wave Plate Design
Dish Plate Design
1st Clutch Drum
HONDA
283
Bindup in Reverse
Worn Feed Tube and Bushing
A worn mainshaft bushing or pipe may cause crossleaks between the 3rd clutch
and 4th clutch assemblies. Install a pressure gauge on the 3rd clutch pressure
port. Stall test the transmission in Reverse, there should be NO pressure in the
3rd clutch pressure tap.
Inspect the bushing

with tape as previously
discussed
284
HONDA
Gear Noise/Whine
Noise in 1st and 2nd Gear
MAXA, BAXA, B7XA,B7VA, B7TA 4 Cylinder and V6 A pplications
Be careful when pulling the retainer assembly. If the puller bolts are installed too
deep they can damage the thrust bearing surface below the ball bearing.
WARNING: Bolts should not be impacted

into the retainer assembly. Impacting
your puller bolts into the retainer will
cause the lip of the retainer to rise at the
arrow points shown. This will cause
bearing damage.
HONDA
285
Gear Noise/Whine
Noise in 1st and 2nd Gear (continued)
MAXA, BAXA, B7XA,B7VA, B7TA 4 Cylinder and V6 A pplications
Make sure the transfer gear is installed correctly. The step on the gear needs to
be installed towards the threaded end of the shaft.
The step must face

the threaded end of the
shaft
286
HONDA
Gear Noise/Whine
Noise in 1st and 2nd Gear (continued)
4 cylinder models
Make sure the Reverse Idler Gear is installed correctly. The ridge on the gear
must face up during installation as shown in the picture below.
HONDA
287
B7TA/B7XA
Popping / Snapping / Grinding in Reverse
Some B7TA and B7XA transaxles in 1998 2000 Honda Accords and 1999 2000
Honda Odysseys may make a snapping, popping, or grinding noise in reverse,
especially under acceleration. This is caused by the Servo Bore depth being machined incorrectly by the factory.
The Factory has an updated design servo valve body: Honda part number 27400-P7X-A50
288
HONDA
CPC Solenoid Feed Pipes

V6 Units
During the rebuild make sure you install all of the pipes in there proper locations. Often times during the rebuild the CPC Solenoid feed pipe is not installed
correctly or not installed at all.
CPC Feed Pipes
HONDA
289
External Components
5 Speed V6 Electrical Component ID
Use this chart to identify the components you are working on. Make sure the
components are connected to the correct harness plugs.
Solenoid
Torque Converter Clutch Solenoid Valve
Shift Control Solenoid Valve A
Shift Control Solenoid Valve B
Shift Control Solenoid Valve C
V6 Wire Colors
Yellow and Black
Blue/Yellow and Black
Green/White and Black
Green and Black
290
HONDA
MCLA
No Reverse Condition
2003 Accord 4 Cylinder
2003 Accord 4 cylinder can develop a no reverse condition if the transmission is
shifted between forward and reverse several times, and wheel speeds exceeding
12 mph (such as when the vehicle is stuck in snow). This is due to a programming
problem causing the PCM to get stuck in reverse inhibit mode.
Have a dealer reprogram the PCM according to Honda TSB 03-042
2003 Accord 4 cylinder 2 door

From
Thru
From
Thru
From
Thru
From
Thru
VIN 1HGCM73A000001
VIN 1HGCM73A023877
VIN 1HGCM53A000001
VIN 1HGCM53A080789
VIN 3HGCM53G700001
VIN 3HGCM53G705659
VIN JHMCM53C000001
VIN JHMCM53C077295
Updated vehicles will have a punch mark above the 9th character of the engine
compartment VIN.
Note: The PCM inhibits reverse by turning off Shift Solenoid Valve E. A quick test is to
check the Shift Solenoid Valve E circuit for voltage with a DMM.
* No voltage = reverse inhibit command.
HONDA
291
2003 A ccord V6
DTC U1055, Shift Position Indicator Inoperative
2003 model year Accord V6s with DTC U1055, along with shift position indicator,
cruise control, and A/C not working, may have a problem with PCM communication on the F-CAN network. There is a software update for this concern.
Have a dealer reprogram the PCM according to Honda TSB 03-072
Indicator lights
may not
illuminate
292
HONDA
BGFA, B7WA, B7VA 5 Speed

Replace the PCM when Installing an Overhauled or
Replacement Transaxle
2000 2003 Acura 3.2TL and 2001 2003 3.2CL have an updated PCM available
to improve transaxle performance and durability.
2000 2002 3.2TL

2003 3.2TL (except Type S)
2003 3.2TL Type S
2001 2002 3.2CL
2003 3.2CL
All
From VIN 19UUA53A000001
Thru VIN 19UUA53A019556
From VIN 19UUA53A000001
Thru VIN 19UUA53A019061
All
From VIN 19UYA423A000001
Thru VIN 19UYA423A005203
* To order the correct PCM, you need to know the vehicles emission type. The dealer can scan
the vehicle to retrieve the emission type.
K A = Federal
KL = California
HONDA
293
BAYA/MAYA
2003 A ccord V6 Update PCM Software
Update PCM Software when the Transaxle is Overhauled or Replaced
Updated PCM software has been developed to improve driveability and durability
under certain driving conditions.
Have a dealer reprogram PCM according to Honda TSB 03-070
2003 Accord V6 4-door

2003 Accord V6 2-door
From VIN 1HGCM63A000001

Thru VIN 1HGCM63A091630
From VIN 1HGCM83A000001
Thru VIN 1HGCM83A035060
294
HONDA
A4RA/B4RA/M4RA
1996-2000 Civic Valve Body Checkball and Relief Valve
Locations
The 1st gear Accumulator Choke Valve installation is very important. If the valve is
installed incorrectly, forward engagment problems may occur.
This
end
in
First
HONDA
295
A4RA/B4RA/M4RA
1996-2000 Civic Valve Body Checkball and Relief Valve
Locations
Regulator Body
Incorrect installation of the Cooler Relief Valve and the torque converter relief
valve can cause multiple problems. Always install the valve first and then the
spring.
296
HONDA
M4VA
Civic CVT External Components
General Identification
Secondary Shaft Speed Sensor

(Located on the side of the Transmission)
Driven Pulley
Speed Sensor
Case Connector
Drive Pulley
Speed Sensor
HONDA
297
M4VA
Civic CVT Pressure Taps
General Identification
Reverse Clutch
Lube
Driven Pulley
Start Clutch
Forward Clutch
Drive Pulley
298
HONDA
M4VA
Valve Body Assembly
An exploded view of the Valve Body break down not available in any shop manuals at this time.
HONDA
299
M4VA
Valve Body Assembly (continued)
An exploded view of the Valve Body break down not available in any shop manuals at this time.
300
HONDA
M4VA
Case Passage Air Test ID
Its always a good idea to air test the unit before disassembly and after rebuild.
You can easily check the pulley assembly by pressurizing the driven pulley and
turning the pulley with a screw driver. The pulley will squeeze down and close,
then perfrom the same procedure with the Drive pulley.
HONDA
301
M4VA
Pulleys and Belt
The belt and pulleys are only available as an assembly and are VERY EXPENSIVE!!
Air test the pulleys before disassembling the unit, check the sheave finish. Make
sure there is no polishing, dishing, or scoring. All of these concerns will cause
multiple problems.
The finish youre looking for is an even ground finish similar to a brand new roller
bearing outer race.
Inspect the pulley

Sheave for rough
surfaces
302
HONDA
M4VA
General Overhaul Procedures
Shaft Tubes and Shaft Bushings
Inspect the shaft and bushings for wear with scotch type tape. Do not overlook
basic Honda transxale overhaul procedures. Check all feed pipes and shaft bushings
Feeds the Start Clutch
Feeds the Lube and

the Driven Pulley
Feeds the Drive Pulley and

the Forward Clutch
HONDA
303
M4VA
Start Clutch Drum Assembly
The Start Clutch components are only available as a complete assembly from
Honda. The Start Clutch components have been upgraded by Honda.
Possible symptoms when the Start Clutch is failed:
1. Shudder on take-off
2. Falls out of gear at a stop
3. Falls out of gear during decel
4. Neutral bang engagment
Clearance Specifications are:
0.020-0.028
NOTE: Always inspect the clutch plates for glazing or worn off nitride finish.
304
HONDA
M4VA
Start Clutch Drum Assembly (continued)
After removing the spring and retainer, there is another snapring that must be
removed before the piston will come out of drum.
HONDA
305
M4VA
Start Clutch Control Problems
Generel Engagement Concerns:
1.
Engine stalling in gear
2.
Delayed engagements
3.
Harsh engagements
4.
No engagement until engine speed is increased
Critical inputs to the TCM/ECM for start clutch control:

1.
Brake switch signal
2.
Range switch signal
3.
MAP sensor signal
4.
TPS signal
Fix engine codes and engine performance problems first
Perform start clutch calibration procedure
Check the TCM/ECM for good grounds
306
HONDA
M4VA
Start Clutch Control Problems (continued)
Surging in gear at a stop
1.
Fix any engine codes or engine performance/drivability problems first.
2.
Contaminated/sticking solenoids and valves
3.
Bad TCM/PCM grounds
4.
Updated TCM for 1996-1998 year models P/N 28100-P2M-306
Service kit: P/N 27010-P4V-305

Contains:
1.
Pan gasket
2.
Harness connector oring
3.
Pickup filter oring
4.
Start clutch control linear solenoid
5.
Shift control linear solenoid
6.
Drain bolt washer
Shudder/Chatter on Takeoff
Start clutch shudder caused by:
1.
Deteriorated fluid
2.
Wrong fluid type
3.
Glazed or damaged start clutch
Low Pressure:
1.
Forward Clutches
2.
Slip/Shudder
3.
Check the pump for damage
HONDA
307
M4VA
Start Clutch Control Problems (continued)
Surging in gear at a stop, shudder, idle fluctuation
1999 2000 Civic HX
Symptoms:
1.
Idle fluctuates between 500 and 1500 RPM (more pronounced when cold)
2.
Shudder when accelerating from a stop, or when coming to a stop
3.
Surging at highway speeds between 2000 and 3000 RPM
4.
Excessive shock when the engine is cold, and you start to accelerate
5.
A coo sound, lasting about 5 to 10 seconds, after coming to a stop
Replace the start clutch assembly, start clutch control valve, and the PCM
Start Clutch Kit (49 State JF1)

Start Clutch Kit (California JL2)
P/N 06220-P2M-309
P/N 06220-P2M-405
308
HONDA
M4VA
Whining/Gear Noise in Reverse
In Reverse everything is rotating simultaneously from the input shaft to the Start
Clutch Assembly. When the vehicle is at a stop there is a distinct whine noise
associated with the transmission. This is normal and no service should be performed.
HONDA
309
M4VA
No Reverse
Problems may be intermittent and may occur only when cold or hot. Back probe
the harness connector and check for voltage to the inhibitor solenoid.
Solenoid:
Shift Control
Linear Solenoid
PH-PL Linear Solenoid
Start Clutch Control
Linear Solenoid
Inhibitor Solenoid
Measure between:
Terminals 3 and 7
Resistance spec:
3.8 to 6.8 ohms
Terminals 2 and 6
Terminals 4 and 8
3.8 to 6.8 ohms

3.8 to 6.8 ohms
Terminal 5 and valve body
11.7 to 21.0 ohms
Replace the inhibitor

solenoid
310
HONDA
M4VA
Start Clutch Relearn Procedure
Procedure for 1996 model only:
Caution: Do not use this procedure for 1997 and newer vehicles.
1.
2.
3.
4.
5.
Engage the parking brake and block the front wheels securely.
Jump the Service Check connector (the Service Check connector is located
under the dash on the passenger side of the vehicle).
Start the engine and warm it up to normal operating temperature
(the radiator fan comes on twice.)
Fully depress the brake pedal and accelerator for 20 seconds with the gear
selector in D position (full power stall).
Shift into N or P. To store the negative pressure in memory, let the engine
idle in N or P for one minute under the following conditions:
*
With the brake pedal depressed
*
With the A/C switch off
*
With the combination light switch (headlights/running lights)off
*
With the heater fan switch off
*
Turn OFF all other electrical accessories
Note: Start step 5 within 60 seconds after the radiator fan goes off.
6.
7.
Shift into D position and let the engine idle for two minutes to store the
feedback signal under the same conditions as in step 5.
Connect a scan tool 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 degrees F (40 degrees C), even if the engine coolant reaches normal operating
temperature.
*
Repeat these procedures until the start clutch calibration is shown to

be completed in scan data.
8. Disconnect the jumper from the Service Check connector.
HONDA
311
M4VA
Start Clutch Relearn Procedure (continued)
Procedure for 1997 2003 vehicles:
The TCM (97-98) and PCM (99 and newer) memorize the feedback signal when
you drive the vehicle as follows:
1.
2.
3.
4.
5.
After warming up the engine (the radiator fan comes on)

Shift into the D position
Turn off all electrical accessories
Drive the vehicle up to 37 MPH (60 km/h)
After your speed reaches 37 MPH (60 km/h), release the accelerator for 5
seconds
312
HONDA
M4VA
Road Test Chart
These charts are useful to troubleshoot slipping concerns. New vehicle owners
and technicians that are not familiar with CVT type transaxle operation can use
this chart to verify normal operating conditions.
D Position
Throttle Position
Sensor Voltage
0.75 V
2.25 V
4.5 V
Engine RPM at 25
MPH (40 Km/h)
1250-1650 RPM
2500-3100 RPM
3950-4550 RPM
Engine RPM at 37
MPH (60 Km/h)
-------2650-3250 RPM
4650-5250 RPM
Engine RPM at 62
MPH (100 Km/h)
-------2700-3300 RPM
5200-5800 RPM
S Position
Throttle Position
Sensor Voltage
0.75 V
2.25 V
4.5 V
Engine RPM at 25
MPH (40 Km/h)
1800-2200 RPM
2950-3550 RPM
4100-4700 RPM
Engine RPM at 37
MPH (60 Km/h)
2200-2800 RPM
3250-3850 RPM
5100-5700 RPM
Engine RPM at 62
MPH (100 Km/h)
3550-4150 RPM
4050-4650 RPM
5900-6500 RPM
L Position
Throttle Position
Sensor Voltage
0.75 V
2.25 V
4.5 V
Engine RPM at 25
MPH (40 Km/h)
3100-3700 RPM
3500-4100 RPM
4100-4700 RPM
Engine RPM at 37
MPH (60 Km/h)
3650-4250 RPM
4050-4650 RPM
5100-5700 RPM
Engine RPM at 62
MPH (100 Km/h)
4450-5050 RPM
4800-5400 RPM
5900-6500 RPM
JATCO 5 SPEED
313
Jatco 5
Speed
Section
314
JATCO 5 SPEED
A pplications and Designations

Mazda: JA5A-EL
2002 and newer MPV
2003 and newer Mazda 6 (V6)
Volkswagen: 09A (AG5)
Late 2002 and newer Jetta 1.8T and 2.8
Late 2002 and newer GTI 1.8T and 2.8
Land Rover: Jatco 5 Speed A utomatic Transaxle
2002 and newer Freelander
Jaguar: JF506E
X Type
JATCO 5 SPEED
315
Mazda
Component A pplication Chart
316
JATCO 5 SPEED
Mazda
Component A pplication Chart (continued)
JATCO 5 SPEED
317
Mazda
DTC Identification
DTC
P0705
P0706
P0711
P0712
P0713
P0715
P0720
P0740
P0743
P0748
P0751
P0752
P0753
P0756
P0757
P0758
P0761
P0762
P0763
P0768
P0773
P0778
P0791
P0798
P1710
U0073
U0100
MIL
On
On
On
On
On
On
On
On
On
Off
On
On
On
On
On
On
On
On
On
Off
On
Off
On
Off
Off
On
On
OD Light
Yes
Yes
No
Yes
Yes
Yes
Yes
No
Yes
Yes
No
No
Yes
No
No
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Cause
Transaxle Range Switch Circuit Shorted
Transaxle Range Switch Circuit Open
Transaxle Fluid Temperature Sensor Malfunction (Stuck)
Transaxle Fluid Temperature Sensor Shorted
Transaxle Fluid Temperature Sensor Open
Input / Turbine Speed Sensor Circuit Fault
Vehicle Speed Sensor Circuit Fault
Torque Converter Clutch System Fault
Torque Converter Clutch Solenoid Circuit Fault
Pressure Control Solenoid Circuit Fault
SSA Fault (Stuck Off)
SSA Fault (Stuck On)
SSA Circuit Fault (Open/Short)
SSB Fault (Stuck Off)
SSB Fault (Stuck On)
SSB Circuit Fault (Open/Short)
SSC Fault (Stuck Off)
SSC Fault (Stuck On)
SSC Circuit Fault (Open/Short)
Reduction Timing Solenoid Circuit Fault (Open/Short)
Neutral Shift Solenoid Circuit Fault (Open/Short)
2-4 Brake Solenoid Circuit Fault (Open/Short)
Intermediate Speed Sensor Circuit Fault (Open/Short)
High Clutch Solenoid Valve Circuit Fault (Open/Short)
Ground Return Circuit Fault
CAN Bus Off
TCM Cannot Receive Any Signals From PCM
318
JATCO 5 SPEED
Mazda
Solenoid Identification
1
2
3
4
5
Manual Valve
2-4 Brake Solenoid Valve
Neutral Shift Solenoid Valve
TCC Solenoid Valve
Shift Solenoid C
6
7
8
9
10
Shift Solenoid B
Reduction Timing Solenoid Valve
Shift Solenoid A
Pressure Control Solenoid
High Clutch Solenoid Valve
319
JATCO 5 SPEED
Mazda
Solenoids, Sensors, and Case Connectors
Solenoid
Measure between:
Resistance
SSA
K and A
1418 ohms
Reduction Timing Solenoid
I and A
1418 ohms
SSB
J and A
1418 ohms
SSC
H and A
1418 ohms
Pressure Control Solenoid
L and A
2.63.2 ohms
TCC Solenoid
C and A
12.0-13.2 ohms
High Clutch solenoid
F and A
2.63.2 ohms
2-4 Brake Solenoid
D and A
2.63.2 ohms
Neutral Shift Solenoid
F and A
1418 ohms
320
JATCO 5 SPEED
Mazda
Solenoids, Sensors, and Case Connectors (continued)
Sensor
Input Speed
Intermediate
Vehicle Speed
Resistance
513 627 ohms
513 627 ohms
513 627 ohms
Measure Between:
A and B
C and D
F and H
ATF Temperature Sensor:

Measure between pins I and J for specifications
Temperature C (F)
-40 (-40)
-20 (-4)
0 (32)
20 (68)
40 (104)
60 (140)
80 (176)
100 (212)
120 (248)
140 (284)
Resistance, K ohms
54.9
16.7
6.02
2.5
1.16
0.59
0.33
0.19
0.12
0.08
JATCO 5 SPEED
321
Mazda
Fluid Fill and Check
Fluid Type
Mazda: M-III or Dexron III
322
JATCO 5 SPEED
Mazda
Specifications
Total end play:
Output gear bearing preload:
Reduction gear bearing preload:
Differential bearing preload:
0.010" 0.020" (End Cover section)

5.6 11.5 inch pounds
Torque Specifications:
End cover bolts:
Case half bolts:
Valve body bolts:
Pump to case bolts:
Pan bolts:
14 16 foot pounds
20 22 foot pounds
5.1 6.5 foot pounds
14 16 foot pounds
5.1 6.5 foot pounds
Mazda Clutch Specifications:

Reverse Clutch: 2 drive and 2 driven plates
Clearance: 0.020" 0.031"
Friction plate minimum thickness: 0.067"
High Clutch: 5 drive and 5 driven plates
Clearance: 0.031" 0.043"
Low Clutch: 7 drive and 7 driven plates
Clearance: 0.044" 0.051"
Friction plate minimum thickness: 0.067
Direct Clutch: 4 drive and 4 driven plates
Clearance: 0.071" 0.087"
Low and Reverse Brake: 6 drive and 5 driven plates
Clearance: 0.031" 0.043"
2-4 Brake: 3 drive and 4 driven plates
Clearance: 0.024" 0.035"
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Volkswagen
DTC Identification VAG DTCs
VAG DTC
00258
00260
00262
00264
00266
00268
00281
00293
00296
00300
00347
00348
00349
00350
00351
00526
00529
00532
00652
00777
001045
001166
001192
001236
001312
001314
001316
0018108
0017101
0065535
Cause
Solenoid 1 (N88) circuit fault (open/short)
Vehicle Speed Sensor (G68) circuit fault
Multi-function switch (F125) signal fault
Kickdown switch signal fault
Transmission fluid temperature sensor (G93) open/short to +
Ground return wire fault (open/short)
Intermediate speed sensor (G265) circuit fault (open/short)
Brake light switch (F) signal fault
Missing speed signal from TCM to ECM (check sensor inputs)
Supply voltage low (power/ground, battery/charging system)
Gear monitoring implausible signal or mechanical malfunction (gear ratio error)
Throttle position sensor (G79) no signal.
Tiptronic switch (F189) circuit fault (open/short)
Engine torque signal fault (engine performance problem or module coding problem)
Torque converter clutch malfunction (TCC slip)
Selector lever lock solenoid (N110) circuit fault (open/short)
Drive train data bus fault or no communication
ECM no communication or incorrect equipment
ABS module no communication
Brake pressure switch (F270) signal fault (open/short)
Transmission RPM sensor (G182) no signal. (can be caused by multi-function switch
fault, wrong gear, or slipping/no engagement condition)
TCM (J217) internal failure
324
JATCO 5 SPEED
Volkswagen
DTC Identification OBD-II SAE DTCs
DTC
P0614
P0700
P0705
P0710
P0715
P0717
P0722
P0725
P0730
P0731
P0732
P0733
P0734
P0735
P0740
P0743
P0746
P0748
P0753
P0758
P0763
P0768
P0773
P0778
P0785
P0791
P0811
P0863
P0864
P0865
P1626
P1780
P1823
P1828
P1850
Cause
ECM/TCM incompatible
TCM MIL request
Transmission range sensor circuit fault (multi-function switch)
Transmission fluid temperature sensor fault
Input/turbine speed sensor (G182) circuit fault
Input/turbine speed sensor (G182) circuit no signal
Output speed sensor (G68) no signal
Engine speed input circuit fault (signal from ECM)
Incorrect gear ratio
Gear ratio 1 incorrect
Torque converter clutch malfunction (TCC slip)
Torque converter clutch solenoid (N91) circuit failure (open/short)
Pressure control solenoid A (N93) stuck off
Shift/Timing solenoid
Intermediate speed sensor (G265) circuit fault
Excessive clutch slippage
TCM communication circuit (CAN bus fault)
TCM communication circuit range/performance
TCM communication circuit low
Missing message from TCM (CAN bus fault)
Torque retraction malfunction (mechanical fault in transaxle)
Missing message from ECM (CAN bus fault)
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Volkswagen
Electrical Component ID
Some publications show the sensors as being external, they are not. These sensors are located internally. The sensors are identical and can be interchanged.
326
JATCO 5 SPEED
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Electrical Component ID (continued)
The Input speed sensor can be removed in the vehicle. Remove the End cover and
locate the speed sensor for diagnosing.
JATCO 5 SPEED
327
Volkswagen
Electrical Component ID (continued)
1
2
3
4
5
6
7
8
9
Solenoid Identification
N88 (Solenoid Valve 1)
328
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Solenoids, Sensors, and Case Connector
Solenoid / Sensor
Input Speed Sensor
Intermediate Speed
Vehicle Speed Sensor
N93
N92
N91
N282
N90
N281
N88
N89
N283
ATF Temp Sensor
Resistance
400 600 ohms
400 600 ohms
400 600 ohms
1.0 5.0 ohms
9.0 24.0 ohms
9.0 24.0 ohms
9.0 24.0 ohms
9.0 24.0 ohms
9.0 24.0 ohms
9.0 24.0 ohms
9.0 24.0 ohms
1.0 5.0 ohms
(20C) 68F = 2.5k ohms
(80C) 176F=300 ohms
Measure Between:
1 and 2
3 and 4
5 and 6
15 and 18
11 and 18
17 and 18
13 and 18
12 and 18
14 and 18
9 and 18
10 and 18
16 and 18
7 and 8
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329
Volkswagen/Land Rover
Fluid Check/Fill
Fluid check procedure:
1.
2.
3.
4.
5.
6.
7.
Start the engine.

Run until transmission fluid temperature is between 95 and 113 F.
Move the transmission selector through all ranges, then return to the Park
position.
Remove the check plug (5mm allen, on bottom of unit).
Fluid should just dribble out of check plug hole.
If the fluid does not dribble out of check plug hole, carefully add fluid to
transmission until it begins to run out.
Replace the check plug.
Fluid Type
Volkswagen: G 052 990 A2
Land Rover: LRN402 (Texaco N402)
Jaguar: WSS-M2C92-A1
330
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Case Passage Air Test Identification
Always air check the clutches before disassembly and after reassembly before the
Valve Body is installed
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331
Volkswagen
Valve Body to Case Seals
These seals are located behind the Valve Body. The Valve Body needs to be removed before the L/R piston assembly can be removed. If you attempt to remove
the L/R piston without removing the Valve Body you will destroy the seal.
332
JATCO 5 SPEED
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Valve Body Assembly
ID
1
2
3
4
5
6
7
Description
Modifier Accumulator
Pressure Modifier Valve
Torque Converter Regulator Valve
Throttle Accumulator Valve A
Accumulator Control Valve A
Unknown
Unknown
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333
Volkswagen
ID
1
2
3
4
5
6
7
8
9
10
11
Description
Shift Valve C
Low Clutch Accumulator
High Clutch Accumulator
Throttle Accumulator
Unknown
Accumulator Control Valve B
Unknown
Line Pressure Relief Valve
Reduction Timing Valve
Reduction Reducing Valve
334
JATCO 5 SPEED
Volkswagen
ID
1
2
3
4
5
6
7
8
9
10
Description
Shift Valve A
Reverse Inhibit Valve
Neutral Control Valve
Accumulator Switch Valve
Pilot Valve
Manual Valve
Neutral Shift Valve
TCC Control Valve
Shift Valve
Failsafe Valve
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335
Volkswagen
All check balls are .218 (5.5mm)
336
JATCO 5 SPEED
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Pressure Taps
The End Cover pressure taps are M10x1.0 straight thread
JATCO 5 SPEED
337
Volkswagen
Pressure Taps (continued)
Pressure taps located at the bottom of the transmission case.
Broken cases are common due to the position of the transmission in the vehicle. The
location of the transmission is low to the ground and surface street dips and other types of
road hazards can cause the transmission to bottom out on the street surface.
338
JATCO 5 SPEED
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Pressure Taps (continued)
Pressure taps located at the top of case.
339
JATCO 5 SPEED
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Lube Failure
Make sure the Lube Seal is installed during your reassembly.
Make sure this

seal is installed
during reassembly
340
JATCO 5 SPEED
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Disassembly: End Cover Section
The V-Cut seals can be improperly installed. Be careful when installing the seals
in the End-Cover section. Install seals with V-Cut as shown.
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341
Volkswagen
Disassembly: End Cover Section (continued)
L/R piston housing, return spring, and spring seat.
Correct return spring

seat installation
342
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Reverse and High Clutch Drums
Piston cracks can be caused by crossleaks between the forward and reverse
clutchs. Inspect closely when there is a burnt/welded clutch failure. To check for
crossleaks while in the vehicle, install a pressure gauge in the reverse clutch
pressure tap. There should be 0 psi when in all of the forward ranges.
Check for cracks in this area
343
JATCO 5 SPEED
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Pump Specifications
The pump specifications are as follows:
Pump Clearences
Specifications
0.006"
Outer Gear to Body
Inner Lobe Tip Clearence
0.0008" - 0.0059"
Inner Gear Clearance
0.0008" - 0.0015"
Outer Gear Clearance
0.0008" - 0.0019"
1.652" (41.97mm)
Converter Hub Diameter
Converter Hub to Bushing Clearence
0.002" *
*Measured on a known good hub and bushing (There is no
factory Specification)
Bushing Installation:
Step is installed towards
the gear
344
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Sprag Rotation
JATCO 5 SPEED
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Volkswagen
Sprag Rotation (continued)
346
JATCO 5 SPEED
347
Reference Contents
Conversion Tables ..................................................... 348
Resistor Values .......................................................... 351
Ohms Law ................................................................ 352
Electrical Power ......................................................... 352
Electrical Formulas ................................................... 353
Resistors in a Series Circuit ....................................... 353
Two Resistors in a Parallel Circuit .............................. 353
Multiple Resistors in a Parallel Circuit ....................... 353
Two Capacitors in a Series Circuit ............................. 353
Multiple Capacitors in a Series Circuit ....................... 353
Capacitors in a Parallel Circuit .................................. 353
Schematic Symbols.................................................... 354
Glossary of Electrical Terms....................................... 356
Abbreviations ............................................................ 360
Numeric Equivalents ................................................. 361
Membership Information ........................................... 363
Seminar Evaluation ................................................... 367
348
Conversion Tables
Distance
Area
Multiply
In
By
645.2
To Obtain
Multiply
mm
in
In
6.452
cm
in
In
0.0069
Ft
Ft
0.0929
Ft
144.0
By
25.4
To Obtain
mm
2.54
cm
mm
0.0394
in
cm
0.3937
in
In
ft
0.3048
meter
10.764
Ft
ft
cm
0.155
In
meter
3.2808
ft
mm
0.00155
In
mile
1.6093
km
km
0.6214
mile
area of a circle = Sr
area of a cylinder = Srh
S = 3.14
r = Radius
h = Height
5280.0
miles
Pressure
Multiply
By
To Obtain
Temperature
PSI
0.0703
kg/cm
(F 32) x 5 y 9 = C
PSI
0.0689
bar
(C x 9 y 5) + 32 = F
PSI
6.8948
kPa
kPa
0.14503
PSI
bar
14.503
PSI
kg/cm
14.2233
PSI
Hg
34.0136
mbar
mbar
0.0294
Hg
Continued
349
Conversion Tables (continued)

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

Multiply
Cubic in. (in3)
Cubic in. (in3)
Cubic in. (in3)
Liters
By
0.01639
16.387
16387.0
61.025
To Obtain
2000.0
Pounds
907.18
Kilograms
Volume (Liquid Measure)

Multiply
By
To Obtain
Liters
Quarts
0.94633
Liters
Cubic cm (cm3)
Pints
0.4732
Liters
Cubic mm (mm3)
Ounces
0.02957
Liters
Cubic in. (in 3)
LIters
1.05672
Quarts
Pints
Cubic cm (cm3)
0.06103
Cubic in. (in3)
LIters
2.11344
Cubic mm (mm3)
0.000061 Cubic in. (in3)
Liters
33.81497
Ounces
350
Conversion Tables (continued)

Duty Cycle/Dwell/Voltage
Duty Cycle (%)
Feed Controlled
Degrees Dwell
Ground Controlled 4-Cyl Scale 6-Cyl Scale 8-Cyl Scale
Voltage*
100
90.0
60
45.00
14.0
95
85.5
57
42.75
13.3
90
10
81.0
54
40.50
12.6
85
15
76.5
51
38.25
11.9
80
20
72.0
48
36.00
11.2
75
25
67.5
45
33.75
10.5
70
30
63.0
42
31.50
9.8
65
35
58.8
39
29.25
9.1
60
40
54.0
36
27.00
8.4
55
45
49.5
33
24.75
7.7
50
50
45.0
30
22.50
7.0
45
55
40.5
27
20.25
6.3
40
60
36.0
24
18.00
5.6
35
65
31.5
21
15.75
4.9
30
70
27.0
18
13.50
4.2
25
75
22.5
15
11.25
3.5
20
80
18.0
12
9.00
2.8
15
85
13.5
6.75
2.1
10
90
9.0
4.50
1.4
95
4.5
2.25
0.7
100
0.0
0.00
0.0
* The voltage values are based on a 14-volt system voltage. Variations from this
level will affect all of the voltage readings.
351
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
Brown
1%
Color
1st Band
2nd Band
3rd Band
4th Band
Black
Brown
Red
Orange
Yellow
Green
Blue
Violet
Gray
White
Brown
1%
Gold
5%
Silver
10%
Plain
20%
So if the bands are:
The resistor value is:
Blue Green
6
5
Yellow
0,000
Silver
10%
650 k, 10%
Red
2
Brown
0
Gold
5%
270 , 5%
Plain
20%
930 M, 20%
Violet
7
White Orange
Violet
9
3
0,000,000
352
Ohms Law
With Ohms Law, as long as you have any two
circuit values, you can easily calculate the third:
VOLTS
Volts Amps = Ohms
AMPS
OHMS
Volts Ohms = Amps

Amps x Ohms = Volts
Electrical Power
WATTS
A measurement of power developed in an electrical circuit.

Just like with Ohms Law, whenever you have two
measurements, you can calculate the third.
VOLTS AMPS
Watts Volts = Amps

Watts Amps = Volts
Volts x Amps = Watts
353
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
354
Schematic Symbols
+ V
+
Battery
Power
Connected Wires
Ground
Unconnected Wires
Fuse
Circuit Breaker
Pushbutton Switches
NC Switch
NO Switch
Transformer (Coil)
Bulb
Meter
On/Off Switches
NC Switch
Relay
NO Switch
355
Schematic Symbols (continued)

Fixed Resistor
Variable Resistor
Diode
Zener Diode
Potentiometer
LED
Photodiode
+
Fixed Capacitor
Fixed Capacitor (Polarized)
Variable Capacitor
B
B
C
E
NPN Transistor
PNP Transistor
Phototransistor
Crystal
356
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 ontime.
Digital Multimeter Also DMM; DVOM;
Digital Volt-Ohmmeter. Electrical
device that provides measurements
of electrical circuits, using a digital
display. Digital meters and oscilloscopes read a circuit through sampling; how accurate your measurement is depends on how many
samples the meter takes per second.
Digital Volt-Ohmmeter See Digital
Multimeter.
Distributorless Ignition System Also
Electronic Ignition. A type of ignition
that doesnt use a distributor to
provide spark to the cylinders. These
systems usually provide spark
through a process known as
wastespark; a process which provides spark to two cylinders at once.
One cylinder fires; the other receives
spark on its exhaust stroke that
cylinders spark is wasted. Ford
uses this term to identify one of its
electronic ignition system.
Continued
357
Glossary of Electrical Terms (cont)

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 deenergizes, 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.
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
Continued
358

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 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 J-1930 term for a computer that
controls engine and transmission
operation. A PCM may also control
other systems, including cruise control, A/C system, antilock brakes,
etc., but it must control engine and
transmission to be called a PCM. See
also ECM, TCM.
Pulse Generator An AC generator that
develops a frequency signal that
varies with the rotational speed of an
internal transmission component,
such as a sun shell, turbine shaft or
output ring gear. The computer uses
this signal to measure the
components RPM. From this, the
computer can determine when to
shift, when a shift is complete, or if a
clutch is slipping.
Pulse Width Modulated Also PWM. A
signal that varies its relationship
between on-time and off-time. Pulse
width modulated signals usually
control a computer output device,
such as an electronic pressure control solenoid: The longer the signal
on-time, the longer the solenoid
remains open, so the lower mainline
pressure becomes. See Duty Cycle.
Relay An electrical device that allows a
low current circuit to control a high
current circuit. Energizing a relay
energizes an electromagnet, which
opens or closes a set of contacts, to
provide power or ground to a circuit
that would normally require too
much current for the device controlling the circuit.
Continued
359

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.
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.
360
Abbreviations
Abbr.
A
AC
B, b
base
C
C
C, c
cm
cu
db
DC
dm
DPDT
DPST
E, e
E, e
mf
F
F, f
flu
FM
g
gnd, grd
Hg
Hz
I
IB
IC
IE
k
kg
Description
Ammeter
Alternating current
Base electrode, units with single
Degrees Celsius or centigrade
Capacitance, capacitor
Collector electrode
Centimeter
Cubic
Decibels
Direct current
Decimeter
Double-pole, double-throw switch
Double-pole, single-throw switch
Emitter electrode
Voltage
Microfarad
Degrees Fahrenheit
Frequency
Fluid
Frequency modulation
Gram
Ground
Mercury
Hertz
Current
Base current (DC)
Collector current (DC)
Emitter current (DC)
x1000
Kilograms
kHz
Abbr.
kV
kW
kWH
lb
M
m
0.001
mf, mfd
MHz
mm
NC
Nm
NO
R
SPDT
SPST
t
T
V, v
VBB
VBC
VBE
VCB
VCC
VCE
VEB
VEC
vee
vF
W
w
wh, whr
Kilohertz
Description
Kilovolt
Kilowatt
Kilowatt hour
Pound
Mega; x1,000,000
Milli; one-one thousanth; 1/1000;
Microfarad
Megahertz
Millimeter
Normally closed
Newton-meter
Normally open
Resistance; resistor
Single-pole, double-throw switch
Single-pole, single-throw switch
Time
Temperature
Volt; voltmeter
Base supply voltage (DC)
Base-to-collector voltage (DC)
Base-to-emitter voltage (DC)
Collector-to-base voltage (DC)
Collector supply voltage (DC)
Collector-to-emitter voltage (DC)
Emitter-to-base voltage (DC)
Emitter-to-collector voltage (DC)
Emitter supply voltage (DC)
Forward voltage (DC)
Watt; work
Watt
Watt-hour
361
Numeric Equivalents
Decimal
Inches
Fraction
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
/128
/128
/32
/128
/16
/64
/128
/16
/128
/64
11
/128
13
/32
/128
/64
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
Tap
Size
Decimal
Inches
0.1130
0.1160
0.1172
0.1200
0.1250
0.1285
0.1328
0.1340
80
79
78
77
76
75
74
Fraction
Inches
15
/128
17
/8
/128
0.1360
73
72
71
70
69
68
67
66
65
64
63
62
61
60
59
58
57
56
0-80 NF
55
54
53
52
51
50
1-64 NC
1-72NF
2-56 NC
2-64 NF
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
/8-40NF
5-40NC
5-44 NF
6-32 NC
6-36 NS
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
19
21
/64
/128
/32
/128
11
23
25
/64
/128
/16
/128
13
27
/64
/128
/32
29
/128
15
/64
Millimeters
Drill
Size
Tap
Size
2.8702
2.9464
2.9769
3.0480
3.1750
3.2639
3.3731
3.4036
33
32
6-40 NF
31
6-48 NS
3.4544
29
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
28
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
30
27
26
4mm - 0.70
4mm - 0.75
8-32 NC
8-36 NF
8-40 NS
3
/16-24 NC
4.5mm - 0.75
25
24
23
10-24 NC
22
21
20
3
/16-32 NF
10-32 NF
5mm - 0.90
19
5mm - 0.80
18
17
16
12-24 NC
15
14
13
5.5mm - 0.80
12-28 NF
12-32 NEF
12
11
10
14-20 NS
9
8
7
/4-20 NC
14-24 NS
6
6mm - 1.00
5
4
3
/4-24 NS
/4-28 NF
/4-32 NEF
2
1
A
/4-40 NS
B
7mm - 1.00
362
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
/128
33
/128
17
35
/4
/64
/128
9
37
/32
/128
19
39
/64
/128
/16
41
/128
21
43
/128
11
45
/64
/32
/128
23
/64
47
/128
3
49
/128
25
51
/64
/128
13
53
/8
/32
/128
27
55
/64
/128
/16
57
/128
7
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
Tap
Size
Decimal
Inches
0.4531
Fraction
Inches
29
/64
Millimeters
11.5087
Drill
Size
Tap
Size
1
1
D
E
F
/16-18 NC
G
H
I
8mm - 1.25
5
/16-24 NF
J
8mm - 1.00
K
5
/16-32 NEF
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
59
/128
/32
61
/128
15
31
/64
63
/128
1
/2
33
/64
/32
35
/64
17
/16
37
/64
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
/2-20 NF
/2-24 NS
14mm - 2.00
9
/16-12 NC
14mm - 1.50
14mm - 1.25
9
/16-18 NF
5
/8-11 NC
16mm - 2.00
5
/8-18NF
/8-18NPT
16mm - 1.50
11
/16-11 NS
3
L
M
N
9mm - 1.25
3
/8-16 NC
O
9mm - 1.00
P
9mm - 0.75
Q
/8-24 NF
/8-27 NPT
10mm - 1.50
S
10mm - 1.25
T
U
10mm - 1.0
7
/16-14 NC
V
11mm - 1.50
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
19
/32
39
/64
5
/8
41
/64
21
/32
43
11
/64
/16
45
/64
/32
47
/64
3
/4
49
/64
25
/32
51
/64
13
/16
/16-20 NF
Y
Z
12mm - 1.75
12mm - 1.50
1
/2-13 NC
12mm - 1.25
1
/4-18NPT
0.9375
0.9531
0.9687
0.9844
1.0000
18mm - 2.50
11
/16-16 NS
3
/4-10 NC
18mm - 1.50
3
/4-16NF
20mm - 2.50
1
/2-14 NPT
23
53
/8-9 NC
21.4000
7
/8-14 NF
22mm - 1.50
7
/8-18 NS
24mm - 3.00
22.3000
1-8 NC
24mm - 2.00
20.9000
/64
27
/32
55
/64
7
/8
57
/64
/32
59
/64
29
W
X
14.7000
15.0825
15.4788
15.8000
15.8750
16.2712
16.6675
16.8000
17.0663
17.4625
17.8000
15
/16
/64
31
/32
63
/64
1
61
1-12 NF
3
/4-14 NPT
1-14 NS
363
Membership
1/13/2005
11:52 AM
Page 1
ATRA Business Office

2400 Latigo Avenue
Oxnard CA 93030
(805) 604-2000
(805) 604-2003 fax
Get the ATRA Member ship Ad v anta g e!

Why ATRA? Because ATRA provides transmission repair centers with all the tools
they need to be successful in todays highly competitive market. Tools like:
ATRAs Bankcard program, which saves you money on every credit card transaction that goes
through your shop.
Check Verification, which offers instant approval for your customers checks. Additionally, if a
verified check bounces, youre guaranteed payment through the verification company.
Debt Collection at unheard-of prices: As little as 5% for simple collections within 90 days.
ATRA Golden Rule Warranty program, honored in every ATRA-member repair center, coast to
coast. With this program, you can offer your customers the same peace of mind that the big chains
provide. And with nearly 2000 members, ATRAs network is over three times the size of the next
largest organization.
The CarCareONE program, which lets you provide your customers with the credit they need...
instantly. No more lost sales because: I just cant afford it. A short application, a simple phone call,
and your customers can afford to get their cars fixed - at your shop.
Technical Bulletins, designed to keep your technicians up to date on the latest diagnostic and
repair procedures, for the transmissions they see every day.
Technical Training and Certification programs that are second to none. Training designed and
presented by technicians, for technicians, with real world solutions to real world problems . And certifications that prove to your customers that your technicians are competent, and qualified to fix their
transmissons right... the first time.
ATRAs world-class Helpline and website, providing instant answers to difficult diagnoses, repair
questions and procedures. No matter what the difficulty, your technicians are never left out in the
cold... ATRA is always right there with them, 24 hours a day, 7 days a week.
1-800-CAR-HELP, an ATRA Member EXCLUSIVE, directs consumers to ATRA member shops in
their area by a simple phone call or a click of the mouse. ATRA member shops are listed on the
carhelp.com web site and available through the CAR-HELP Network. When you call 1-800-CARHELP and select transmission repairs from the menu youll be instantly connected to the nearest
ATRA member shop. Or you can enter your zip code and find the location of the shop nearest you.
ATRA isnt just about driving more work into your shop. Todays ATRA is also about putting
more money in your pocket! By taking advantage of just one of ATRAs money-saving programs, your shop can actually make money on your ATRA membership! No one - in any
industry or trade organization - offers you so many ways to drive more work into your shop,
while still saving you money. And all for just a couple bucks a day!
2400 Latigo Avenue ~ Oxnard, CA 93030 ~ Phone:
(805) 604-2000 ~ Fax:
(805) 604-2003
Automatic Transmission Rebuilders Association (ATRA)
Membership
Application
2400 Latigo Avenue Oxnard, CA 93030

Toll Free (866) GO-4-ATRA
(805) 604-2000 Fax (805) 604-2003
www.ATRAonline.com www.atra.com
Applicant understands and agrees that resignation from membership in the association together with the applicants continuing obligation to pay monthly
membership fees shall only take effect and cease at the end of the last month during under which all advertisements and promotional materials identifying the
applicant as a member of the association (including but not limited to the display of the ATRA logo) ceases to be displayed at the applicants place of business, in
any local telephone directories, business cards, brochures and/or any other type or kind of promotional communication, material, means or device.
(Please Print or Type) Please complete and return this form to the ATRA business office by mail or fax
Business Legal Name
Business Operating Name: (If different than legal name)
Business MAILING Address
Suite #
City
State
Business STREET Address (if different from above)
Suite #
City
State
Phone Number
Zip
Fax Number
Phone Number
Zip
Fax Number
Email Address
Business Tax Identification Number
Website Address
State License Number
http://
ENTITY INFORMATION
Applicant is a:
Sole Proprietorship
Corporation
Partnership
Limited Liability Company
Applicant is a:
One-shop operation
Multi-shop operation
STATE OF
INCORPORATION OR
ORGANIZATION:
__________________
(If a multi-shop operation, a rebuilder membership application is required and must be submitted for each shop.)
OWNERSHIP Name(s) of Owner, Shareholder(s), Partner(s) or Member(s)

Name
Social Security Number
Contact for:
Residence Address
Suite #
Phone Number
City
State
Zip
Name
Phone Number
City
State
Zip
CREDIT CARD INFORMATION
Advertising
Contact for:
Suite #
Please select the type of membership for which you are applying
Rebuilder Member (dues are $85 per month, $65 for branch shops)
Technical Subscriber (dues are $70 per month)
I HAVE ENCLOSED THE SELECTED PROCESSING FEES
$100 for my single or main shop (only $50 if currently an ATRA Technical Subscriber)
$50 for each branch shop
Billing
Social Security Number
Residence Address
MEMBERSHIP TYPES AND FEES
Membership
Membership
Billing
Advertising
Please enter a PASSWORD

to access ATRAonline.com
(must be at least 6 characters)

How would you like to receive
your monthly bulletins?
Online
In the mail
Amex Discover M/C Visa
Credit Card Number ________________________________________________ Exp. Date______________________

Cardholder Name __________________________________________________ Code _________________________
I HAVE READ, UNDERSTAND AND AGREE TO BE BOUND BY ATRAS BY-LAWS AND THE CONDITIONS OF MEMBERSHIP. I UNDERSTAND AND AGREE THAT, ON OCCASION,
ATRA WILL SEND ME INFORMATION VIA FAX OR EMAIL. Please check the box if you do NOT want to receive this information. Please do NOT send email. Please do NOT send
fax transmittals. (Rebuilder Membership Only) BY MY SIGNATURE, I ACKNOWLEDGE that if we fail to comply with the terms of the Golden Rule Program, we may be involuntarily
expelled from Association membership per the directive of the ATRA By-Laws, and held liable for any debts incurred up to that time. We specifically agree to comply with the Golden Rule
Warranty Program Terms.
Name ________________________________________________________________________________________
Date ______________________________________________
1/3/05 4
366
367
Seminar Questionnaire
Location of the seminar ___________________________________
Please give us a rating from 1 - 5.
(1 = unacceptable, 2 = needs work, 3 = Good, 4 = Very Good, 5 = Excellent:
1. Type of material covered
2. Presentation of material
3. Speaker #1 knowledge of subject
4. Speaker #2 knowledge of subject
5. Ability of speaker #1 to communicate
6. Ability of speaker #2 to communicate
Are you a
o
o
o
ATRA Rebuilder Member

Proctor
Supplier Member
ATRA Technical Subscriber
Student
Non-Member-Would you like information on becoming a member? ___
Please provide us some information: Your Name_____________________________________

Company Name and Address _____________________________________________________
Email Address__________________________________________________________________
Are you a shop
Owner
Manager
Technician
How many miles did you travel to attend todays ATRA Seminar?
Less than 50
50 149
150 249
Over 250
Who paid your seminar registration fee?
Myself
My employer
Hotel accommodations
Meeting room accommodations
Quality of luncheon
COMMENTS
_______________________________________________________________________________
________________________________________________________________________________
________________________________________________________________________________
368
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2

2005 TECHNICAL SEMINAR

2005 TECHNICAL SEMINAR

2005 ATRA. All Rights Reserved.

2005 TECHNICAL SEMINAR

2005 ATRA. All Rights Reserved.

2005 TECHNICAL SEMINAR

ATRA Technical Team (continued)

2005 ATRA. All Rights Reserved.

2005 TECHNICAL SEMINAR

Without the ATRA team, it would be very hard to accomplish

2005 ATRA. All Rights Reserved.

2005 TECHNICAL SEMINAR

ATRA would like to thank the following

Precision International ............................... 95

2005 ATRA. All Rights Reserved.

Automatic Transmission Overhaul Kits

The global leader in the automatic

Producing over 2.6 million transmission

Manufacturing quality transmission

Primary packager of transmission

Currently servicing over 104 units, and

Sealing components engineered to

The Aftermarket Business

Highest Quality Components in TransTec Overhaul Kits

Paper gaskets included in TransTec

TransTec kits use Freudenberg-NOK

Metal Clad Seals:

Its Whats Inside That Counts!

11617 State Route 13 Milan, OH 44846

than 70% of my business comes from

my reputation matters, I invest in

TRANSTAR INDUSTRIES, INC.

Building our business by helping you build yours.

2005 ATRA. All Rights Reserved

Displacement on Demand ...................... 20

2005 ATRA. All Rights Reserved

4L60/65/70E 2005 Updates

6.0L Diesel No Start, Misfire

Slipping 2nd/5th Gears, Binds on

Idle, Vibration while

2005 ATRA. All Rights Reserved

Chrysler GENERAL MOTORS

41TE, 42RLE, 45RFE

2005 ATRA. All Rights Reserved

Import GENERAL MOTORS

2005 ATRA. All Rights Reserved

Import GENERAL MOTORS

BAXA, MAXA, B7XA

2005 ATRA. All Rights Reserved

Solve problems.Stop comebacks.

FIXES TCC SLIP, CODE 1870

Actuator Feed Limit Valve Kit

Sure Cure Kit

Self-Regulating Reverse Boost

FIXES 2 GEAR STARTS, NO 4 ,

PREVENTS BROKEN CASE,

TCC Regulator Valve Kits

Actuator Feed Limit Valve Kit

2005 ATRA. All Rights Reserved

An addition of a VOLM (Valve Lifter Oil Manifold) which contains a series of

Updated E40 PCM and a stand alone TCM

A brake booster vacuum sensor was added to prevent DOD operation if