2006 ATRA Seminar Manual PDF

2 2006 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 con-
junction with ATRA’s technical seminars. Since the circumstances of its use are beyond
ATRA’s control, ATRA assumes no liability for the use of such information or any dam-
ages 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 manufacturer’s 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 me-
chanical, 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 curricu-
lum, 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 Agreement # 0610228.
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.
© 2006 ATRA, Inc. All Rights Reserved. Printed in USA.
© 2006 ATRA. All Rights Reserved.

2006 TECHNICAL SEMINAR 3
Dennis Madden
Chief Executive Officer
Welcome to the 2006 ATRA Technical Seminar!

Lance Wiggins and the ATRA Technical staff have really worked hard to get you the
most up-to-date and relevant technical information that you can put to work right
away… and again, in full color!
For those of you who have attended past ATRA seminars you’ll be delighted to know this
seminar material is just what you expected from ATRA, or even more. If you’ve never
attended an ATRA seminar before you’re in for a treat.
This seminar, along with everything else at ATRA is a group effort, with a lot of people
working in the background to make this seminar a success. I am honored to be part of
such a worthy organization and to work with such great people.
ATRA is changing all the time. Not only with the way we distribute technical material,
but in almost every area where we serve our members, and the industry at large.
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. Many changes have taken place over the last year and it’s because of those
changes that technical training has become an integral part of today’s transmission
repair industry.
To that end, ATRA is pleased to present its 2006 Technical Seminar. Packed with count-
less hours of research and development, writing, editing, photography and layout, this
year’s seminar will stand out as one of the most demanding and useful technical train-
ing programs ever developed for this industry.
Once again, this year’s technical manual has been produced in full color. With over 325
pages of up-to-the-minute technical information, the 2006 Technical Seminar Manual
will remain a valuable resource long after the seminar is just a memory.
We’re confident that you’ll find this year’s seminar presentation and technical manual
both informative and profitable. In fact, we’re so sure you’ll be satisfied with what you
learn in this program, we guarantee it!
This past year ATRA lost one of our own, Jim Lambos pasted away in December of 2005
from a vehicle accident. As a reminder of his countless hours speant helping our mem-
bers, we have deticated this 2006 Technical Seminar Manual to him and his family.
On behalf of the entire ATRA staff, the international board of directors, and all of the
ATRA members worldwide, we’d like to thank you for helping to make every day memo-
rable.
Lance Wiggins
ATRA Technical Director

ATRA Technical Team (continued)

Jim Lambos Steve Garrett
Technical Advisor Technical Advisor, Seminar
Speaker, Service Engineer
Randall Schroeder Weldon Barnett

Senior Technician Technical Advisor
and Seminar Speaker
David Skora Mike VanDyke

Senior Technician, Technical Advisor
Seminar Speaker and Seminar
Speaker
Mike Brown Larry Frash

Technical Advisor Technical Editor
Seminar Speaker,
Design Artist
Pete Huscher Reese Blalock

Technical Advisor Spanish Technical
Advisor
Bill Brayton
Technical Advisor

In Memory Of Jim Lambos

Jim Lambos had been
promoted to the rank
of Master Sergeant,
and he had received
several awards and
decorations for
meritorious service.
On the evening of
IN MEMORY OF December 7, 2005, Jim
JIM LAMBOS was driving his GTO in
by Paul Morton nearby Ventura, when
he was involved in an
James J. “Jim” Lambos joined the accident and killed. His
technical staff of ATRA in April of this contribution and his loss
year, following a distinguished 25-year may best be described by
career with the U.S. Air Force. While Lance Wiggins, in his own
in the Air Force, Jim held a number words:
of increasingly responsible positions I try to learn from
related to the repair and maintenance my mistakes, and
of vehicles. Not surprisingly, one the knowledge and
of his specialties was the repair and opinions of others. It
rebuilding of transmissions. In fact, helps me grow into
this skill was put to good use while he the person I want to
was stationed at the remote outpost of become. Jim Lambos
Shemya, Alaska, where Jim’s ability is one person who
to rebuild transmissions saved the Air helped me in many
Force thousands of dollars in unneeded different ways, in a
shipping costs. At the time of his short period of time.
retirement, Jim had been promoted to Jim came to the office
the rank of Master Sergeant, and he had about eight months
received several awards and decorations ago, looking for a job
for meritorious service. after many years in the
In 1985, Jim married the former Air Force. His traits
Ronda McIntire, and together they had and qualities were I can tell you two things about Jim’s
two sons; Jimmy, 14, and Zane, 10. clear and obvious; you don’t find many character that sums it up for me. One,
Following his retirement, Jim people like that, just walking in off the he was a Chicago Bears fan, and two,
walked into the ATRA IBO and spoke street for an interview. he was a Cubs fan. And if you support
with ATRA’s Technical Director, Lance Jim’s military background defi- those two teams, you have to be special
Wiggins. Though Lance will recall his nitely influenced my decision to hire as well as brave! If I could, I would
relationship with Jim in his own words, him, and what a good decision that was. thank Jim for the time he spent with us,
he realized that Jim was someone he He was a complete team player; always for his loyalty and sense of team play,
wanted on the ATRA Technical team. asking for more work and never com- and for being the person he was. I know
From the beginning, Jim began to make plaining about a thing. For those of you I speak for the entire ATRA family,
a contribution. In fact, his first technical who talked to Jim on the Technical Help of which he will always be a part, the
article appears in this issue, with a line, you know how he always went out Tech Department, and for me as well
forward written by Technical Editor of his way to fix your problems. … we will miss you. Rest in peace, my
Larry Frash. friend.
AtraNews106.indd 158 1/5/06 4:38:41 PM

In Memory of Jim Lambos:

Husband
Father
Friend
Airman
ATRA Tech
Tech
Thank you for allowing the ATRA F amily to know
Family
you. Rest in P eace my Friend
Peace

ATRA Staff
It’s difficult enough getting the seminar book researched, writ-
ten, pictured, edited, and printed let alone getting it out to the
seminar attendees. This is where the ATRA Staff comes in.
Chief Executive Officer: Dennis Madden
GEARS Managing Editor: Rodger Bland

GEARS Magazine: Frank Pasley
Jeanette Troub
Paul Morton
Supplier Services and
Events Cordinator: Vanessa Velasquez
Director of Online and Membership: Kelly Hilmer
Membership Department: Kim Brattin
Angela Kimball
Didi Danial
Accounting Services: Jody Wintermute

Rosa Smith
Valerie Mitchell
Jim Spitsen
Bookstore Manager: Kim Paris
ATRA Bookstore: Ron Brattin
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

GM
Table of Contents
GM TOC ............................................ 27 4L60E/65E, 4L80E, LCT 1000
GM All PRNDL Inoperative .......................... 58
Body Style Identification ...................... 28
4L60E/65E
Dexron VI Flare on the 2-3 Shift ..................... 59
New Fluid Introduced .......................... 32 Lack of Communication .................. 61
2006 Updates .................................. 63
AF23-5 1-2 Shift Shutter ............................. 65
Whine Noise in 4th Gear ....................... 34
4L80E/80EHD/85E
4L60E/65E, 4T40E/45E, AF33-5 Planetary Carrier Service ............... 66
APP Signals and DTC Applications ....... 35 Updated Pump Cover ....................... 67
81-40LE 6L80
No 4th Gear ........................................... 36 Introduction .................................... 68
Checking the Fluid Level ................ 70
5L40/50E Component Application Chart ......... 71
Downshift Related Concerns ............... 37 Control Solenoid Operation ............ 72
Shift and Control Solenoids ............ 73
5L40/50E, 4T60E IMS Operation ................................. 74
Shared 5-Volt Reference Circuit ......... 38 Transmission Manual Shaft
Switch ............................................. 75
4T40/45E Transmission Fluid Pressure
No Upshift ............................................ 41 Switch ............................................. 76
“A” Car Transaxle Characteristics ....... 43 Solenoid and Valve Body
APP Sensor DTCs ................................. 45 Diagnosis ......................................... 77
Adaptive Learning ........................... 79
4T65E Pass-thru Connector ID .................. 80
W-car P2138 and/or P1125 Set ........... 46 Pass-thru Connector Location ........ 81
P0741 or P2761, TCC Related
Concerns .............................................. 47 4L70E
Intermittent Speedometer, Introduction .................................... 82
Erratic Shifts ....................................... 49
Intermittent Hard Garage Shift ........... 50 LCT 1000
2006 Updates ....................................... 51 Misfire, Surge, Chuggle .................. 84
PTO Applications ............................. 85
4T80E 2006 Updates .................................. 86
3rd Gear Start, No 3rd Gear or
Shift Related Concerns ....................... 54 LCT 1000 6-Speed
Introduction .................................... 88
4L60E/65E, 4L80E/85E NP236/246 Features .......................................... 89
4-Wheel Drive Service Lamp On Updates .......................................... 90
DTC C0327 Set ..................................... 55

Ford 2006 TECHNICAL SEMINAR 15
Table of Contents
Ford TOC .......................................... 103 4F27E
Torqshift/4R100 Neutrals on the 3-4 Shift
4x4 Transfer Case Jumps DTC P0750 ......................................... 132
Out of 4H or 4L ..................................... 104
4R/5R55E
Torqshift TCC Modification ............................... 134
Shift Scheduling, Slipping,
Bangs on Downshifts ............................ 106 PTO Operation and Diagnosis ......... 137
Introduction .......................................... 108
DTCs P0756, P0761, P0771 ................... 109 AF21-B/Ford 6-Speed
Calibration Example .............................. 110 Introduction ...................................... 142
DTC P0488 or/or P1334 ........................ 111 Apply Components ............................. 143
Stalling in Reverse or When Operational Strategies ...................... 144
Coming to a Stop ................................... 112 Electronic System Description ......... 146
TR-P Sensor Introduction ..................... 113 TFT ................................................ 147
TR-P Sensor Diagnosis .......................... 114 Three Way Shift Solenoids ................ 148
Pump Valve Identification ..................... 117 Shift Control Solenoids ..................... 149
Bleed Screen ......................................... 118 Pressure Control Solenoid ................ 150
Pump Failure ......................................... 119 Torque Converter Solenoid ............... 151
Pump Alignment and Assembly ............ 120 Adaptive Learning ............................. 152
Center Support Assembly ..................... 122
Valve Body Solenoid ID ......................... 123
Valve Body Solenoid Interchange ......... 124
Lube Orifice and Case .......................... 125
Planetary Failure, Lack of Lube ........... 126
Air Checking the Case .......................... 127
Insufficient Line Pressure From the
Transmission ......................................... 128
4F50N
No 1-2 Upshift and DTC P0732 ............. 129
DTCs P0760 and P0763 ......................... 130
4F50N, AX4N, AX4S

Erratic Fluid Level, Possible
Fluid Leak ............................................. 131

Chrysler
Table of Contents
Chrysler TOC ................................ 163 41TE, 42LE, 42RLE
Transmission ID Code P1776 ..................................... 190
Making Your Job Easier ................... 164 Delayed Engagements ................... 192
Harsh 4-3 Downshift ...................... 193
Diamler/Chrysler
Autos and Truck Designations ......... 165 45/545RFE – Updates
Tow/Haul “OD Off” Changed ......... 194
40TE Revised Valve Body for 2005 .......... 195
Updates ............................................ 166 C2 Check Valve Added to
Pump Valve Body ............................ 196
40TE, 41TE/AE, 42LE, 42RLE 2C Clutch Piston ............................ 197
Dual Cyclodial Pump ........................ 167 4C Clutch Piston ............................ 198
Pistons .............................................. 169 L/R Clutch Piston .......................... 199
L/R Belleville Return Spring ........... 171 ERS Added on WK Vehicles ........... 200
UD Accumulator Spring ................... 172
Accumulator Pistons ........................ 173 48RE – Updates
Pinion Shaft Clip .............................. 174 Introductions .................................. 201
Throttle Valve Actuator ................. 202
42RLE Adjustments ................................... 203
Bearing Failure ............................... 175 Transmission Throttle
Line Pressure Solenoid .................... 176 Valve Motor Circuit ........................ 204
Pressure Regulator Valve ................ 177 Transmission Throttle
Variable Line Pressure Operation ... 178 Valve Potentiometer ...................... 205
Module Strategy ............................... 179 TTVA Transmission Circuit
Diagram ......................................... 206
45RFE/42RLE
Replacement For Small
Engine Applications ......................... 180
42RLE
Transfer Case Adaptor ..................... 181
2-wheel Drive Adaptor ..................... 182
Transmission Case Seepage ............ 183
New Parking Pawl ............................ 184
Input and Output Speed Sensors ..... 185
Output Shaft on 4WD Applications .. 186
Transmission Case, Pan and Filter . 187
Output Flange .................................. 188
Solenoid/Pressure Switch Codes .... 189

Honda 2006 TECHNICAL SEMINAR 17
Table of Contents
Honda ................................................. 211
Honda/Acura
Factory Warranty Extensions ................. 212
Diagnostics/First Approach .................... 213
Scan Tool ................................................. 214
Information .............................................. 216
PO740 ...................................................... 219
Collision Damage .................................... 223
Carrier Bearings ..................................... 224
Venting Fluid .......................................... 225
1998 BAXA, B6VA

Control Shaft Collar ................................ 227
5-Speed V6 Units
Oil Jet Kit ............................................... 231
BMXA
Feed Pipe Locations ................................ 234
Valve Body Rebuild Tips .......................... 235
O-Ring End Plugs .................................... 236
Checking CPC Valves and
Center Springs ........................................ 237
SZCA Civic Hybrid CVT

Valve Body ............................................... 238
Air Testing ............................................... 241
Delayed Upshifts After Cold Start .......... 242
Signal Monitor Hook Up .......................... 243

4 Speed Units ......................................... 243
5 Speed V6 Units .................................... 244
Solenoid and Pressure Switch Guide ..... 245

Toyota
Table of Contents
Toyota TOC .......................................... 257
U140/U241E
Identification ............................................ 258
No 4th, No TCC .......................................... 259
Slips in 4th, No 4th,
Falls Out of 4th, P0765 ............................. 260
3 rd/Reverse Concerns .............................. 261
Rear Planet Failure ................................. 264
Pressure Taps and Specifications ............ 265
External Component Location .................. 266
Valve Body Break Down ........................... 267
Lower Valve Body ..................................... 268
Upper Valve Body ..................................... 270
Case Accumulators .................................. 274
Solenoid Identification ............................. 275
Case Connector Identification
and Solenoid Resistance ......................... 276
Case Passage Identification ..................... 277
Solenoid Function and
Apply Chart ............................................... 278
(F1) Sprag Rotation .................................. 279
(F2) Sprag Rotation .................................. 280
Pump Differences .................................... 282
Adaptive Learn ......................................... 283

TOYOTA 257
Toyota
Table Of Contents
U140/U241E
Identification ................................................... 258
No 4th, No TCC ................................................. 259
Falls Out of 4th, P0765 ..................................... 260
3rd/Reverse Concerns ..................................... 261
Rear Planet Failure ........................................ 264
Pressure Taps and Specifications ................... 265
External Component Location ......................... 266
Valve Body Break Down .................................. 267
Lower Valve Body ............................................ 268
Upper Valve Body ............................................ 270
Case Accumulators ......................................... 274
Solenoid Identification .................................... 275
and Solenoid Resistance ................................. 276
Case Passage Identification ............................ 277
Apply Chart ...................................................... 278
(F1) Sprag Rotation ......................................... 279
(F2) Sprag Rotation ......................................... 280
Pump Differences ............................................ 282
Adaptive Learn ................................................ 283
© 2006 ATRA, All Rights Reserved

258 TOYOTA
U140E/U241E
Identification
Shift Lever Position Gear Position C1 C2 C3 B1 B2 B3 F1 F2

P Parking X
R Reverse X X X
N Neutral X
1st X X X X
2nd X X X X
D
3rd X X X X
4th X X X
1st X X X X
2
2nd X X X X X
L 1st X X X X X

TOYOTA 259
U140E/U241E
No 4th, No TCC
A No command for 4th gear or TCC, no detent downshifts above 30 mph. The cause
of this may be a Knock Sensor
A Knock Sensor DTC may be present (P0330). Whenever a knock sensor DTC is
set 4th gear and TCC are inhibited and engine management goes into reduced
power strategy and detent downshift timing is affected. It is common for the
knock sensors themselves to fail.
To repair the concern replace the knock sensor.
Notes: If knock sensor DTC is cleared normal shifting and

operation will be restored until PCM performs knock sensor test
routine and DTC is set again. There are two PID’s in scan data:
OD CUT1 and OD CUT2. OD CUT1 responds to OD cancel switch
(switches from YES to NO). OD CUT2 indicates PCM OD inhibit
strategy.

260 TOYOTA
U140E
Slips in 4th, No 4th, Falls Out of 4th,
P0765
During dissassembly the UD/Direct clutch feed pipe brackets can be damaged.
Any abnormal bends or cracks can cause the pipe to push out. If the Pipe is not
installed correctly a leak in the 4th gear circuit will occur.
Retainer
UD Direct
Feed Pipe

TOYOTA 261
U140E/U241E
3rd/Reverse Concerns
2-3 Flare, 2-3 Neutral, Slip in 3rd , No 3rd, Slips in Reverse, No
Reverse
Replace molded piston on every overhaul.
It is common for the Direct clutch drum to ring groove.
Always replace
the molded piston

262 TOYOTA
U140E/U241E
3rd/Reverse Concerns (continued)
Reverse
During reassembly always check the sealing ring side clearance. The clearance
should be between 0.003”-0.005”.

TOYOTA 263
U140E/U241E
Reverse
Check for worn ring lands
Check for ring grooving

264 TOYOTA
U140E/U241E
Rear Planet Failure
Pinion gear shafts get loose in carrier, causing uneven gear tooth loading. Pinion
shafts can eventually come out. Weld pinion shafts to carrier on early planets.
Early (Light/Shiny) Late

Hardened and Heat
Treated (Dark)

TOYOTA 265
U140E/U241E
Pressure Taps and Specifications
Lube- UD
Geartrain
Lube 2
(Located on the
back side)
Main Line
UD-Direct
Clutch (C3)
Lube Direct
Clutch (C2)
Pressure Specifications
Range Idle Stall
Drive 54-59 psi 134-139 psi
Reverse 97-107 psi 255-284 psi
266 TOYOTA
U140E/U241E
External Component Location
Counter Gear
Speed Sensor
Input Turbine (560-680 ohms)
Speed Sensor
(560-680 ohms)
Case
Connector
(Solenoid)
Gear
Position
Switch

TOYOTA 267
U140E/U241E
Valve Body Breakdown
Lower Valve Body
Some service information shows this steel ball and location incorrectly and in
some cases the picture is unidentifiable. Use the following picture as the correct
location and ID.
Steel Ball
0.394”
(10mm)

268 TOYOTA
U140E/U241E
Valve Body Breakdown (continued)
Lower Valve Body
Record PR
Setting Before
Disassembly
ID Description
1 C2 Control Valve
2 Primary Regulator Valve Line-up
3 B2 Control Valve
4 B1 Control Valve
5 3-4 Shift Valve
6 Manual Valve

TOYOTA 269
U140E/U241E
Lower Valve Body
If the
separator
plate HAS a
Plastic
hole in it it
Checkballs
WILL require
0.217” (5.5mm)
a checkball.
If the
separator
plate DOES
NOT have a
hole in it DO
NOT install a
checkball

270 TOYOTA
U140E/U241E
Upper Valve Body
Steel Ball
0.250”
(6.35mm)
1. C2 Lock valve 6. C2 Exhaust Valve

2. Secondary Regulator Valve 7. Clutch apply Control Valve
3. Lock-up Control valve 8. B1 Lock Valve
4. Lock-up relay Valve 9. B3 Orifice Control Valve
5. Check Valve #2/3 Assembly 10. Solenoid Modulator Valve

TOYOTA 271
U140E/U241E
Upper Valve Body
5 Plastic Checkballs
0.217” (5.5mm)

272 TOYOTA
U140E/U241E
Upper Valve Body
B1 Accumulator C2 Accumulator
Shorter Longer
Springs Springs

TOYOTA 273
U140E/U241E
Upper Valve Body
Steel Ball
0.394”
(10mm)

274 TOYOTA
U140E/U241E
Case
A ccumulators, Seals, Check Valve
B3
C3
C1
Cooler send check valve

TOYOTA 275
U140E/U241E
Solenoid Identification
1
5
4
Repair Manual
Part Catalog Description
Solenoid Name
1 S4 Solenoid Assembly, Transmission 3-Way (No. 2)
2 SL2 Solenoid Assembly, Clutch Control No. 2
3 DSL Solenoid Assembly, Transmission 3-Way
5 SLT Solenoid Assembly, Line Pressure Control
6 TFT Transmission Fluid Temperature
NOTE: Part numbers have not been added due to the constant changing of part
numbers. Check with your local parts distributors for the most recently updates
276 TOYOTA
U140E/U241E
Case Connector Identification and
Solenoid Resistance
5 4 3 2 1
10 9 8 7 6
Case Connector & Solenoid Resistance

Solenoid Terminals Resistance
SL1 5 & 10 5.1 - 5.5
SL2 4&9 5.1 - 5.5
SLT 2&7 5.0 - 5.6
DSL 3 & GND 11 - 15
S4 8 & GND 11 - 15
TFT 1&6 3.5K at 77°F (25°C)
231 - 263 at 231°F (110°C)

TOYOTA 277
U140E/U241E
Case Passage Identification
2 3 4 5
1
11 12
6 7 8 9 10
ID Decription
1 Lube
2 Direct Clutch (C2)
3 2nd Brake (B1)
4 UD Brake (B3)
5 UD Direct Clutch (C3)
6 Line Pressure Tap/Accumulator Shoulder
7 Cooler send
8 Forward Clutch
9 TCC Release
10 1st and Reverse brake (B2)
11 Lube
12 TCC Apply/Converter Charge
278 TOYOTA
U140E/U241E
Solenoid Function and Apply Chart
In the chart shown below, notice there is no application for SL1 in 3rd and 4th
gear. This is because of the internal hydraulics, the SL1 solenoid can be ON or
OFF, it is NOT Applicable to the operation of the transmission in these gears.
GEAR SL1 SL2 S4

1 ON ON OFF
2 OFF ON OFF
3 OFF OFF
4 OFF ON
Solenoid Operation
SL1: Controls the B1 Brake
SL2: Controls the C2 clutch
SLT: Controls Line Pressure
S4: Controls the 3-4 Shift
DSL: Controls Lock-Up clutch
N-D Engagement: 3rd Gear is
commanded during the
engagment then 1st after the
engagment is complete.

TOYOTA 279
U140E/U241E
(F1) Sprag Rotation
Hold the
outter race
Notches
FREE- LOCK
WHEEL
Turn the
inner race

280 TOYOTA
U140E/U241E
(F2) Sprag Rotation
Dots must be facing you after installation
Clip

TOYOTA 281
U140E/U241E
(F2) Sprag Rotation (continued)
Turn the UD
Freewheel Clutch Drum Lock

282 TOYOTA
U140E
Pump Differences
(2 different pumps)
Make sure the pumps are assembled as a matched set. They can be interchanged
as a complete assembly. However, the Pump halves CAN NOT be inchanged be-
tween cresent and non-cresent.
Cresent Type NON-Cresent Type

TOYOTA 283
U140E
Adaptive learn
Harsh Shifts After Overhaul
Reset adapts with factor scan tool. Battery disconnect or extensive driving may
not be successful.
Whenever an automatic transmission is replaced, overhauled or indivdual compo-
nents are replaced, use this procedure to erase the Engine Control Module (ECM,
SAE term: Powertrain Control Module, PCM)”Learned Values” and minimize subse-
quent performance concerns.
Caution:
Failure to follow the following procedures may lengthen the time
to readjust the “Learned Values”, potentially resulting in
performance concerns.
Procedure 1
1999-2003 ES 300 and RX 300
2003-2005 GX 470
2004-2005 RX 330
1. Connect the Lexus Diagnostic Tester to the vehicle.
2. Reset the ECM (PCM). Refer to the procedures below.
3. Start the engine and warm it up to normal operating temperature

4. Perform a thorough test drive with several accelerations from a stop with “light
throttle” application until proper tranmission shifting is verified.
284 TOYOTA

Mercedes2006 TECHNICAL SEMINAR 19
Table of Contents
Mercedes TOC ..................................... 287
722.6/NAG1 Vehicle Identification ......... 288
Transmission Identification ..................... 291
Model Designation ................................... 293
Chrysler and Jeep Application ................. 294
Mercedes Transmission Application ........ 295
Transmission Ranges and Operation ...... 296
Component Application Chart .................. 298
Solenoid Operation .................................. 299
Solenoid Application Chart ...................... 301
Torque Converter Operation .................... 302
Torque Converter Shudder ...................... 303
Air Checking the Torque Converter ......... 304
Case Connector Removal and
Installation ............................................... 305
Updated Connector O-Rings .................... 306
Transmission Fluid .................................. 307
Air Checking the Case ............................. 310
Air Checking the B2, B3 and C Drum ..... 311
Geartrain End Play .................................. 312
Oil Pump Assembly .................................. 313
B1 Break Clutch ...................................... 316
F1 Sprag Installation ............................... 317
F1 Sprag Rotation .................................... 318
Output Shaft Planetary Failure ............... 319
Output Shaft Sealing Rings ..................... 320
K2 Drum Assembly .................................. 321
F2 Sprag Assembly ................................... 322
F2 Sprag Rotation .................................... 324
B2 Break Disassembly and Reassembly . 325
Binds During the Shift ............................ 327
Park Linkage Retainer ............................. 328
Valve Body ................................................ 329
Solenoid Valves ........................................ 330
Valve Body Screen and Latch Point ......... 331
Valve Identification .................................. 332
Check Ball Location ................................. 334
Filter and Pressure Feed Locations ........ 335

GENERAL MOTORS 27
GM
Table Of Contents
GM All 4L60E/65E, 4L80E, LCT 1000
Body Style Identification .................... 28 PRNDL Inoperative ......................... 58
Dexron VI 4L60E/65E
New Fluid Introduced ........................ 32 Flare on the 2-3 Shift .................... 59
Lack of Communication ................. 61
AF23-5 2006 Updates ................................. 63
Whine Noise in 4th Gear ..................... 34 1-2 Shift Shutter ............................ 65
4L60E/65E, 4T40E/45E, AF33-5 4L80E/80EHD/85E

APP Signals and DTC Applications ..... 35 Planetary Carrier Service .............. 66
Updated Pump Cover ...................... 67
81-40LE
No 4th Gear ......................................... 36 6L80
Introduction ................................... 68
5L40/50E Checking the Fluid Level ............... 70
Downshift Related Concerns ............. 37 Component Application Chart ........ 71
Control Solenoid Operation ............ 72
5L40/50E, 4T60E Shift and Control Solenoids ........... 73
Shared 5-Volt Reference Circuit ....... 38 IMS Operation ................................ 74
Transmission Manual Shaft
4T40/45E Switch 75
No Upshift .......................................... 41 Transmission Fluid Pressure
“A” Car Transaxle Characteristics ..... 43 Switch 76
APP Sensor DTCs ............................... 45 Solenoid and Valve Body
Diagnosis ........................................ 77
4T65E Adaptive Learning .......................... 79
W-car P2138 and/or P1125 Set .......... 46 Pass-thru Connector ID ................. 80
P0741 or P2761, TCC Related Pass-thru Connector Location ....... 81
Concerns ............................................ 47
Intermittent Speedometer, 4L70E
Erratic Shifts ...................................... 49 Introduction ................................... 82
Intermittent Hard Garage Shift ......... 50
2006 Updates ..................................... 51 LCT 1000
Misfire, Surge, Chuggle ................. 84
4T80E PTO Applications ............................ 85
3rd Gear Start, No 3rd Gear or 2006 Updates ................................. 86
Shift Related Concerns ...................... 54
LCT 1000 6-Speed
4L60E/65E, 4L80E/85E NP236/246 Introduction ................................... 88
4-Wheel Drive Service Lamp On Features ......................................... 89
DTC C0327 Set ................................... 55 Updates .......................................... 90

28 GENERAL MOTORS
GM All
Body Style Identification
Several shops have indicated the need for an identification chart for GM body
styles. Listed below are the body style codes for the various 2005/2006 GM appli-
cations. On passenger cars the body style is indicated by the 4th digit of the VIN.
On truck applications the 5th digit indicates the body style.
2006 Models
CARS
A= CHEVROLET COLBALT, PONTIAC PURSUIT, SATURN ION
D= CADILLAC CTS, CADILLAC STS
H= BUICK LUCERNE
J= CHEVROLET OPTRA
M= CHEVROLET MATIZ, PONTIAC SOLTICE
K= CADILLAC DEVILLE
S= PONTIAC VIBE
T= CHEVROLET AVEO, PONTIAC WAVE
U= CHEVROLET U-100
V= CHEVROLET EPICA, PONTIAC GTO
W= CHEVROLET IMPALA, MONTE CARLO, PONTIAC GRAND PRIX, BUICK
LACROSSE, BUICK ALLURE
Y= CHEVROLET CORVETTE, CADILLAC XLR
Z= CHEVROLET MALIBU, PONTIAC G6

GENERAL MOTORS 29
GM All
2006 Models
TRUCKS
A= CHEVROLET HHR, BUICK RENDEZVOUS 2WD
B= BUICK RENDEZVOUS 4WD
C= CHEVROLET SILVERADO 2WD, GMC SIERRA 2WD, CADILLAC ESCALADE,
DENALI 2WD,
E= CADILLAC SRX
G= CHEVROLET EXPRESS VAN 2WD, GMC SAVANA VAN 2WD
H= CHEVROLET EXPRESS VAN AWD, GMC SAVANA VAN AWD
K =CHEVROLET SILVERADO 4WD, GMC SIERRA 4WD, CADILLAC ESCALADE,
DENALI 4WD
L= CHEVROLET EQUINOX, PONTIAC TORRENT
N= HUMMER H2
S= 2WD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,
2WD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 2WD
T= 4WD/AWD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,
4WD/AWD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER
4WD, SAAB 9-7, HUMMER H3
U= CHEVROLET UPLANDER 2WD, PONTIAC MONTANA
V= CHEVROLET UPLANDER EXPRESS/APV, PONTIAC AWD/EWB, BUICK
TERRAZA, SATURN RELAY
X = SATURN RELAY AWD, BUICK TERRAZA AWD, CHEVROLET UPLANDER AWD
Z= SATURN VUE

30 GENERAL MOTORS
GM All
2005 Models
CARS
A= CHEVROLET COLBALT, PONTIAC PURSUIT, SATURN ION
C= BUICK PARK AVENUE
D= CADILLAC CTS, CADILLAC STS
H= BUICK LESABRE, PONTIAC BONNEVILLE
J= CHEVROLET CAVALIER, OPTRA, PONTIAC SUNFIRE, SATURN L300
N= CHEVROLET MALIBU CLASSIC, PONTIAC GRAND AM
M= CHEVROLET MATIZ
K= CADILLAC DEVILLE
S= PONTIAC VIBE
T= CHEVROLET AVEO, PONTIAC WAVE
U= CHEVROLET U-100
V= CHEVROLET EPICA, PONTIAC GTO
W= CHEVROLET IMPALLA, MONTE CARLO, PONTIAC GRAND PRIX, BUICK
LACROSSE, BUICK ALLURE, BUICK CENTURY CUSTOM
Y= CHEVROLET CORVETTE, CADILLAC XLR
Z= CHEVROLET MALIBU, PONTIAC G6

GENERAL MOTORS 31
GM All
2005 Models
TRUCKS
A= BUICK RENDEZVOUS 2WD, PONTIAC AZTEK 2WD
B= BUICK RENDEZVOUS 4WD, PONTIAC AZTEK 4WD
C= CHEVROLET SILVERADO 2WD, GMC SIERRA 2WD, CADILLAC ESCALADE,
DENALI 2WD,
E= CADILLAC SRX
G= CHEVROLET EXPRESS VAN 2WD, GMC SAVANA VAN 2WD
H= CHEVROLET EXPRESS VAN AWD, GMC SAVANA VAN AWD
K= CHEVROLET SILVERADO 4WD, GMC SIERRA 4WD, CADILLAC ESCALADE,
DENALI 4WD
L= CHEVROLET EQUINOX, PONTIAC TORRENT
M= CHEVROLET ASTRO, GMC SAFARI
N= HUMMER H2
S= 2WD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,
2WD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 2WD
T= 4WD/AWD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER, 4WD/
AWD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 4WD,
SAAB 9-7, HUMMER H3
U= CHEVROLET UPLANDER 2WD, PONTIAC MONTANA
V= CHEVROLET UPLANDER EXPRESS/APV, PONTIAC AWD/EWB, BUICK
TERRAZA, SATURN RELAY
X = SATURN RELAY AWD, BUICK TERRAZA AWD, CHEVROLET UPLANDER AWD
Z= SATURN VUE

32 GENERAL MOTORS
Dexron® VI
New Fluid Introduced
Beginning in April 2005 a new fluid was introduced into the GM line. Designed for
the new 6 speed automatic transmissions, Dexron VI has become the factory fill for
GM applications. Dexron VI is designed to replace Dexron III as the service fill for
GM applications. Dexron VI was developed by GM in conjunction with Petro
Canada and Afton chemical company. Dexron VI is a significant advancement
when compared to its counterpart Dexron III.
The following chart represents the improvement over Dexron III.

GENERAL MOTORS 33
Dexron® VI
New Fluid Introduced
In addition Dexron VI also offers the following advantages over Dexron III:
• Reduces TCC shudder in PWM applications
• Improved low temperature operation
• Lower viscosity
• More consistent viscosity profile
• 99.9 % pure base stock profile
The following are the standards Dexron VI is designed to meet and maintain in
production:
Dexron VI is required for clutch to clutch shift transmissions like the 6 speed
applications released for the 2006 model year. Dexron VI is designed to back
service all Dexron applications but it is not currently certified to meet the Mercon
standard.

34 GENERAL MOTORS
AF23-5 Saturn ION

Whine Noise in 4th
A gear noise which is amplified by the drive axle may sound like a whine type
noise while in 4th gear under light throttle, light load. This condition is most
pronounced when the transaxle is warm.
To repair the concern install a new transfer driven gear, output gear and
differential assembly.

GENERAL MOTORS 35
4L60E/65E, 4T40E/45E,
AF33-5
APP Signals and DTC A pplications
Technicians that use a snap shot feature on their meter or use an oscilloscope to
aid in diagnosis may misdiagnose the cause of APP DTCs. Your scan tool may
register DTCs P0122, P0123, P0220, P0222, P1120, P1220, P1221, P1271, P1275,
P1280, P1512, P1514, P1515, P1523, P2101, P2120, P2122 or P2123 on GM “T”,
“Z”, “L” trucks and GM “A” and “Z” car applications. This may lead the technician
to replace components that are not faulty.
NOTE: The body styles are as follows:

• T= Trailblazer, Envoy, Colorado, Canyon, H3, Bravada
• Z= Vue
• L= Equinox
• A= Cobalt, Pursuit
• Z= Malibu, G6, Ion
These applications utilize a special software algorithm that is used to locate faults
in the APP and TP systems. When monitoring some APP or TP sensors the techni-
cian may notice that the voltage drops on the circuit. This condition only lasts for
about 6.5ms. This test is performed to determine if there is a short in the sensors
or the wiring is present. By monitoring the signal for the other sensors at the
time the sensor signal is shorted to ground, the PCM can determine if a short to
any of the other circuit are present. If APP, TP DTC’s are not set, no repairs
should be attempted. If a TP or APP DTC is set, refer to the service information to
assist with diagnosis for the DTC’s that are set.

36 GENERAL MOTORS
81-40LE
No 4th gear
Chevrolet A veo, Pontiac Wave
Chevrolet Aveo or a Pontiac Wave equipped with an Aisin Warner 81-40LE (RPO
MV6) automatic transmissions may exhibit a no shift into 4th gear at times. The
customer may indicate that this is an intermittent condition and generally hap-
pens after a cold start.
The 81-40 LE is programmed to inhibit 4th gear anytime transmission tempera-

ture is below 59°F (15°C). This feature is designed to lower emissions and en-
hance heater operation during engine warm up. This should be considered a
normal condition.

GENERAL MOTORS 37
5L40/50E
Downshift Related Concerns
Intermittent or Unwanted downshifts while operating the vehicle in a coast condi-
tion set, may be caused by a weak internal brake booster vacuum spring that
prevents the brake booster pedal position sensor from returning to the released
position. The pedal position sensor can be monitored using ABS data. The EBCM
signals the PCM which then signals the TCM regarding the brake pedal sensor
position via the scan data, causing the condition to occur. To repair replace the
brake booster. This condition will not set a DTC.

38 GENERAL MOTORS
5L40/50E, 4T60E
3.6L (LY7) or 2.8L (LP1)
Shared 5-Volt Reference Circuit
Several GM vehicles equipped with a 3.6L (LY7) or 2.8L (LP1) engine share the PCM
5 volt reference circuit among several different sensors. Some vehicle families
include the Cadillac CTS/SRX/STS as well as the Buick Lacrosse and Rendezvous
to name a few.
The PCM/ECM is not equipped with a DTC for a 5 volt reference problem on the
engine families listed above. Therefore, the computer will not set an individual DTC
related to the 5 volt reference circuit if a short to ground or an open occur in the
circuit. It is likely a low voltage DTC for one of the shared circuits will set a DTC
but the problem may not necessarly be located in that circuit or component. As an
example, it is likely a P0102 MAF DTC could set even though there is no problem
with the sensor or it’s circuit. The P0102 may set simply because it was the 1st
diagnostic to run.
As an example lets look at a Cadiallic STS, 3.6L

The shared 5 volt reference “A” circuit includes the following circuits:
• MAF sensor
• IAT sensor
• BARO sensor
• Engine oil pressure sensor, EOP
• APP sensors
• A/C pressure sensor
• Fuel tank pressure sensor, FTP

GENERAL MOTORS 39
5L40/50E, 4T60E
3.6L (LY7) or 2.8L (LP1)
The shared 5 volt reference “B” circuit includes the following circuits:
• Cam sensor bank 1 intake
• Cam sensor bank 1 exhaust
The shared 5 volt reference “C” circuit includes the following circuits:
• APP sensor
• TP sensor
To show you how this might vary lets look at a Buick Rendezvous 3.6L
The shared 5 volt reference “A” circuit includes the following circuits:
• Baro sensor
• EOP engine oil pressure sensor
• APP sensor
The shared 5 volt reference “B” circuit includes the following circuits:
• APP sensor
• MAF sensor
• AC pressure sensor
• FTP fuel tank pressure sensor
Reference “C” Includes:

• TAC monitor

40 GENERAL MOTORS
5L40/50E, 4T60E
3.6L (LY7) or 2.8L (LP1)

GENERAL MOTORS 41
4T40E/45E
No Upshift
1996-2003
The transmission will not upshift when the shift lever is placed in OD range. If the
selector is placed in another gear range the transmission may shift but it may not
have all of the shifts desired. As an example, if the shifter is placed in M3 the
transmission may only shift as high as 2nd gear.
Like other GM transmission applications, the pressure switch assembly is a major

input to the PCM regarding shift patterns. If circuit 1226 pin C becomes shorted to
ground the voltage on the circuit will remain low all the time. This will be inter-
preted by the PCM as M1 range even though the range selector is in OD range.
When placed in M3 range the PCM will interpret the range as M2. This type of
failure will not set a DTC as the sequence is considered a valid PSA sequence.
When monitoring the values with a scan tool you will note that the value remains
low for all ranges selected. By comparing to the chart below, you will see the volt-
age should be high when M3 or OD ranges are selected. If you encounter the con-
dition disconnect the transmission electrical connector while monitoring the PSA
scan values. If circuit C goes to a HI status, the short to ground is located within
the transmission internal harness or the PSA. If circuit 1226 pin C stays LOW,
the short to ground is located between the transmission electrical connector and
the PCM. Repair as necessary.

42 GENERAL MOTORS
4T40E/45E
No Upshift (continued)
1996-2003
Circuit 1226 is for the reverse pressure switch and is connected

to Pin “P”

GENERAL MOTORS 43
4T40E
“A” Car Transaxle Characteristics
The “A” body style was introduced in 2005 as the Chevrolet Cobalt, Saturn Ion
and Pontiac Pursuit. These applications are equipped with a 4T40E transaxle.
The programming for this transmission varies slightly from some of the 4T40E
applications. The transaxle is programmed to perform as follows:
• The low traction light will illuminate (if the car is equipped with ABS)
anytime the transaxle is placed in M1 position
• The transaxle will upshift out of M2 into third at speeds above 40 MPH
• The transaxle will upshift out of M1

44 GENERAL MOTORS
4T40E
“A” Car DTC P2138 Set
Some Chevrolet Cobalt, Pontiac Pursuit applications may experience any or all of
the following concerns:
• APP DTC P2138 set
• Possible DTC’s P0532 (A/C), P1681 (TP/ECM) may be set
• Low power message
• Poor drivability
• Limp home mode
• Transmission shift timing complaints
• A/C compressor may be inoperative
P2138 will set if:

• DTC’s P0641, P0651, P2120, P2125 are not set
• APP is above idle position
• A voltage correlation condition exists between APP 1 and APP 2 for longer
than 2 seconds
P0532 will set if:
• ECM detects A/C pressure less than 34 Kpa (4.93 psi) (less than .25 volts)
P1681 will set if:

• A control module throttle position performance issue exists
If the A/C compressor is inoperative the problem is not likely to be repaired by

replacing the APP sensor pedal assembly. If the compressor is inoperative the
cause is generally the A/C high pressure switch. The ECM shares the 5 volt refer-
ence circuit with the APP and A/C system. Therefore a short to ground in the A/C
pressure switch or its circuit will also pull the APP 5 volt reference circuit low.
Inspect the A/C pressure switch circuit and if no problem is found replace the A/C
pressure switch. If an A/C problem does not exist, follow the DTC chart for the
P2138 code.

GENERAL MOTORS 45
4T40E/45E
APP Sensor DTCs
Some Z car applications (Chevrolet Malibu, Pontiac G6) may exhibit various electri-
cal related concerns including any or all of the following APP DTC’s P2119,
P2120, P2125, P2135, P2138 as well as possible codes related to the ETC or SVS
system. In addition the SES light may be illuminated. Other electrical concerns
such as head lamp, data bus, windshield wiper and radio problems may occur if
the condition has been present for a long period of time, but generally the APP
DTC’ s will be the first to set.
Inspect connector C206 located on the left side of the instrument panel, “A” pillar
area for corrosion or contamination. Inspect the top of the “A” pillar area for signs
of water intrusion at the ditch molding or sunroof drain areas. If moisture has
penetrated the connector, the terminal pins will need to be removed and cleaned or
replaced.
1= Radio antenna connector

2= C206
3= C208

46 GENERAL MOTORS
4T65E
W-Car P2138 and/or P1125 Set
Pontiac Grand Prix, Chevrolet Impala, Monte Carlo, Buick Lacrosse applications
equipped with the 3.8L may set a P2138 and/or P1125. In addition, the engine
may be operating in the reduced power mode which can lead to transmission shift
timing complaints. On some applications the DIC (Driver Information Center) may
display TCS and/or VSES messages to the driver.
P2138 will set if:

• DTC’s P2107 or P2108 are not set
• The PCM determines the difference between APP 1 and APP 2 values are too
great. (Greater than .269 volts)
P1125 will set if:

• DTC’s P0606, P2108 and U0107 are not set
• APP values are out of range
If both the P1125 and the P2138 are set, replace the APP sensor pedal assembly
If the P1125 or the P2138 are set by themselves or if both are set in conjunction
with a P2120 or P2125 inspect the wiring harness for damage. Generally the dam-
age to the wiring harness occurs at the point where the harness is clipped to the
ABS/EBCM bracket.

GENERAL MOTORS 47
4T65E
Concerns
Buick LaCrosse/Allure, LeSabre, Park Avenue Buick Rendezvous, Terraza/Terraza
EXT Chevrolet Impala, Monte Carlo, Uplander, Venture Pontiac Aztek, Bonneville,
Grand Prix, Montana, Montana SV6 Saturn Relay.
Several items can cause a P0741 DTC to set. In the above scenario either a P0741
or P2761 may be set. If only P0741 is set proceed with the information listed
below, if that is not successful refer to the information in the previous 2002 and
2004 ATRA seminar manuals. If a P2761 is set refer to the information described
below.
P0741 will set if:

• NO VSS, ISS DTC’s are set
• P0742, P1887, P2761 DTC’s are not set
• Engine speed greater than 500 RPM , torque greater than 21 lb ft
• TFT 68-266f (20-130c)
• TP 4-99%
• IMS indicates range is D4, D3 or D2
• TCC duty cycle greater than 50%
• Slip speed greater than 180 RPM for longer than 7 seconds, this condition
must occur twice during the key cycle
P2761 will set if:

• Engine speed is greater than 500 RPM
• The PCM commands the TCC PWM duty cycle to 70% or greater and
feedback voltage remains high
• The PCM commands the TCC PWM duty cycle to 10% or less and the
feedback voltage remains low
• The above conditions are present for longer than 5 seconds

48 GENERAL MOTORS
4T65E
Concerns (continued)
If the vehicle sets just a P2761 inspect the transmission harness for signs of dam-
age. P2761 is typically set due to an open or short to ground in the TCC PWM
circuit or solenoid. One area that has been common for this type of concern is an
open in circuit 418 (Brown wire). If you remove the internal wiring harness, TPA
(Terminal Position Assureance) clip and tug on circuit 418 you will generally see
the terminal is loose and may it even come out of the connector.
On applications that are setting a P0741 it is highly unlikely that an electrical

condition will cause the DTC to set, but it is possible if a high resistance condition
is present. If you are unable to address the concern by inspecting the items high
lighted in previous ATRA seminar manuals inspect circuit 418 for the condition
described above.
If circuit 418 is found to be defective replace the terminal or the harness. Har-
ness part number 24229643 is available from GM.

GENERAL MOTORS 49
4T65E
Intermittent Speedometer, Erratic
Shifts
W Car A pplications
Some W car (Monte Carlo, Impala, Grand Prix) applications may exhibit a condition
that causes the speedometer to fluctuate or drop out intermittently. In addition,
the transmission may intermittently change gears in response to the change in
VSS value. VSS related DTC’s may or may not be set
The VSS connector/wiring may come into contact with the power steering hose.
As the engine moves in it’s mounts the connector may develop an open circuit,
resulting in the above condition.
Reposition the power steering hose so it can no longer come into contact with the
vehicle speed sensor connector/wiring. Check the condition of the connector, pin
tension, wiring and repair as necessary.

50 GENERAL MOTORS
4T65E
Intermittent Hard Garage Shift
Owners of 1999-2005 GM vehicles equipped with the 4T65E may complain
regarding an aggressive garage shift engagement, especially when the engine is
cold.
Starting with the 1999 model year the software was changed to increase idle
speed for the engine to 1100-1300 rpm for the first 30 seconds of engine run time.
After the engine run timer has expired the engine speed will drop to approximately
650 RPM and the garage shift engagement will be much smoother. The update was
done to reduce emissions during cold start conditions. This should be considered a
normal condition and corrective action should not be attempted.

GENERAL MOTORS 51
4T65E
2006 Updates
1-2 and 2-3 accumulator housing bore machining process has been updated. One
of the areas that can cause clutches to burn/slip or shudder during apply is the
chamfer depth and angle machined into the accumulator housing. The updated
accumulator housings have changed the angle of the chamfer from 15 degrees to
10 degrees. In addition, the depth of the chamfer has been changed from 2.7mm
deep to 1.8 mm deep. The updated housing will back service previous model year
applications.

52 GENERAL MOTORS
4T65E
2006 Updates (continued)
A new input sun gear bearing and lube dam will be released in 2006 to enhance
lube flow to the planetary and lower the stress on the race from axial load. The
updated bearing no longer has 3 lube notches in its inner race. The updated lube
dam contains three lube slots and is designed to be used with the updated bear-
ing. The updated lube dam part number is 24225905.
Previous New

GENERAL MOTORS 53
4T65E
Another running change will be availible for the 4T65E. This change includes
both an update to the spacer plate as well as an update to the temperature sensor
mounting clip. The updated mounting clip is designed to make assembly easier.
To install the updated clip an updated spacer plate must also be installed. The
updated spacer plate is identical to the previous design except for the area where
the clip mounts.

54 GENERAL MOTORS
4T80E
3rd Gear Start, No 3rd Gear or Shift
Related Concerns
4T80E transmissions may exhibit one or more of the following concerns:
• 3RD gear starts, even though the PCM is commanding the transmission to
start in 1st gear
• No 3rd gear, even though the PCM is commanding the transmission to shift
to 3rd gear
• No 2nd or 3rd gear even though the PCM is commanding the transmission to
those gears
• Incorrect Ratio DTC’s set
Remove the 2-3 shift valve and inspect the bore and valve for signs of wear. In
most instances the bore starts to score which leads to the shift valve related
concerns. To repair the condition, the Lower valve body will require replacement.
At this time no one is making service tools to address this issue. Prior to
replacement, contact the various companies to be sure service kits are not
available to address this concern.

GENERAL MOTORS 55
4L60E/65E, 4L80E/85E, NP
236/246
4wd Service Lamp On, DTC C0327
Set
One of the most common problems with the NP126/NP136/NP 236/NP 246/
NP263 transfer case applications is a loss of 4wd and T- case operation. In
addition to an inoperative 4wd system the service 4wd lamp may be illuminated.
The customer may also comment that the LED’s located in the selector switches
are blinking and they may hear a grinding noise coming from the front axle area.
Any combination of DTC’s may/may not be set such as P0452, P0453, P0461,
P0462, P0464, P0836, P0500, P1875, U1088, B0790, CO186, C0196, C0300,
C0305, C0306, C0321, C0327, C0359, C0374, C0379, C0455, or C0550 which
can be stored in various modules such as the PCM, TCM, TCCM or BCM. Typically
the DTC that is most common is a C0327 and it can be accessed by
communication with the TCCM via a scan tool.
A C0327 will be set if:

The TCCM expects to see a valid voltage sequence from the Transfer case encoder
motor sensor based on the input it receives from the range selector buttons. The
DTC will set if the value falls outside of the value it expects to see.
If a C0327 sets the TCCM will:

• Lock the T case in the position it was in at the time the problem occurred as
the TCCM will no longer command shifts to occur. This condition may lead
to a lack of 4wd operation.
• Illuminate the Service 4WD lamp for the remainder of the key cycle

56 GENERAL MOTORS
4L60E/65E 4L80E/85E NP
236/246
Set (continued)
Multiple items can cause the above related concerns including any of the following:
AREA OF CONCERN INSPECT FOR REPAIR
Software Mode Lockout Remove the Fuse, generally

called out as the TREC
located in the engine
compartment fuse block
Reinstall the fuse after 30
seconds
Software update Updates Updates have been released

for some applications
Moisture intrusion Corrosion on the Replace the damaged

(C/K truck) TCCM connector pins, Locate the leak,
pins generally the windshield
seal and repair
Internal T- case Metal in the fluid Repair as necessary

Damage Inspect bearings, and shift
lever closely. Inspect for
shift lever over travel
Inspect clutches for wear
TCCM Harness Inspect for damage Repair the harness

Damaged/pinched in the park brake
cable release spring
area
Encoder motor Inspect the condition Replace the terminal

Terminals and pin tension for
the encoder motor
connector
TCCM, Body and Inspect/measure voltage Clean/ Repair/ Replace

Chassis Grounds drop/clean the following:
faulty grounds
Pay special attention
to G110 and G203. Also
inspect the following,
G101, G102, G103, G105
G106, G107, G108, G109
G201, G302, G303, G304
G305, G306, G401, G402
A ground problem in
another circuit can cause
TCCM problems as the
other circuit may seek
ground through the TCCM
and it’s circuits.
GENERAL MOTORS 57
4L60E/65E 4L80E/85E NP
236/246
Set
AREA OF CONCERN INSPECT FOR REPAIR
TCCM and Check pin tension and terminal Repair, replace damaged terminals
Under hood condition at the TCCM
Relay center connectors Pay close attention to
Terminal A7 in connector
C1. Inspect relay center pins
C-151 Inspect connector C151 Repair/replace terminals

(Some for corrosion/damage
Applications) Located at Left fender well area
C-101 Inspect connector C101 Repair/replace terminals. Reroute

(Some for corrosion/backed out the harness to remove stress
Applications) Located in the under hood
Fuse block area
Encoder Measure encoder voltages Repair the circuit, wiring or replace the
Signal voltages compare to the charts Encoder assembly
in the service manual.
Measure voltage for each
range.
Encoder/sensor Encoder was not properly Properly time and

installation timed or sensor was installed install sensor or
incorrectly encoder motor
correctly
Front axle damage Inspect the front axle Repair/replace the

Shift fork, shift sleeve

58 GENERAL MOTORS
4L60E/65E, 4L80/85E, LCT

1000
PRNDL Inoperative
The PRNDL may be inoperative or it may only operate intermittently. On some
applications such as the LCT 1000 you will not be able to communicate with the
TCM when using a scan tool.
Circuit 2470 (Yellow wire) may be damaged or the terminal may be backed out of
connector C-100. Circuit 2470, terminal “R” may be pulled partially out of the
connector.
Locate connector C-100 terminal R (Located in the IP to engine harness under

the fuse block) (UBEC). Install the terminal back into the connector and inspect
the wiring for damage. Reposition the harness to eliminate the strain on the
wiring.

GENERAL MOTORS 59
4L60E/65E
Flare On the 2-3 Shift
4L65E/60E applications may exhibit a 2-3 shift flare. This condition may be
present prior to you working on the vehicle or it may develop after you have
replaced hard parts during a rebuild. Some of the items that can cause a flare will
also lead to 3rd clutch damage while others will not cause clutch damage. Some of
the items listed will also lead to 2-4 band failure as well as 3-4 clutch distress.
Several items may cause this concern including:

• Leaking clutch piston seals
• Leaking input shaft seal rings
• Incorrect clutch clearance
• Debris in orifice #7
• The sleeve in the pump stator support may have rotated slightly
• Leak in the 2-4 band release circuit
• Incorrectly assembled 3-4 clutch assembly
• Orifice cup plug missing/damage in input housing or the servo bore
• Check ball capsule not sealing in input housing
• Cracks in the input shaft seal ring area
• Damaged/faulty/leaking 3rd accumulator check valve
• Leaking check ball located in the end of the input housing
• Incorrect pump or pump parts
• Damaged/warped case or valve body
• Incorrect spacer plate or gaskets
• Sticking 2-3 shift valve or damaged/cracked 2-3 shift solenoid
• 3-4 clutch feed hole in the input housing may be incorrectly machined.
The chamfer for the hole may be too large which exposes it to the area
where the seal groove is machined in the housing. This will cause the
clutch to leak. This is fairly common on some of the later model applications
and you should inspect for this condition as part of your rebuild or prior to
installing a new input housing.
• Incorrect Pressure rise

60 GENERAL MOTORS
4L60E/65E
Flare On the 2-3 Shift (continued)
3-4 Clutch feed Hole
3-4 clutch feed hole in the input

housing may be incorrectly
machined. The chamfer for the hole
may be too large which exposes it to
the area where the seal groove is
machined in the housing. This will
cause the clutch to leak. This is
fairly common on some of the later
model applications and you should
inspect for this condition as part of
your rebuild or prior to installing a
new input housing.

GENERAL MOTORS 61
4L60E
Lack Of Communication
ECM or TCM, Possible DTC’s Set
T- Truck (Rainier, Trailblazer, Envoy, Saab) V-8 applications with the adjustable
brake pedal feature, may experience scan tool communication concerns. This
may include no or intermittent communication with the PCM and/or TCM. If you
are able to scan the vehicle you may find any/all of the following DTC’s set:
• P0700
• U0101
• U0073
• U0001
• U2100
• U2105
Inspect the 121 ohm GM LAN terminating resistor located in the harness near the
DLC. Locate the terminating resistor and inspect the insulating tape. In many
instances the resistor may become damaged from the movement of the adjustable
brake pedal. If the resistor is touching ground, or if the resistor appears as though
the pedal linkage has been hitting it, relocate the resistor and cover it with fresh
tape.

62 GENERAL MOTORS
4L60E
Lack Of Communication (continued)
ECM or TCM, Possible DTC’s Set

GENERAL MOTORS 63
4L60E/65E
2006 Updates
A new design bearing in position #31 (Input sun gear to carrier) will be availible
as a running change for the 4L65E/60E applications. The new bearing offers a
significant reduction in race/retainer stress while improving bearing life. The
updated bearing will back service previous applications.

64 GENERAL MOTORS
4L60E/65E
A new design extension housing seal is planned as a running change for the 2wd
applications. This new seal is designed to improve high mileage dependability and
will back service the previous applications. The updated seal coating is tan in
color.

GENERAL MOTORS 65
4L60E/65E
1-2 Shift Shudder
4L60E/65E applications may exhibit a shudder on the 1-2 shift. Generally you will
not notice this condition during the 3-4 shift and if it does occur it will be less
pronounced. This condition may get worse with use and may not have occurred
until you replaced hard parts during and overhaul.
Several items may cause the above condition including:

• Valve body face warped
• Defective PCS
• Worn boost valve and sleeve
• Leaking/cracked 1-2 solenoid
• 1-2 shift valve sticking, sediment is a common issue
• Accumulator valve sticking
• Accumulator sleeve rotated in the valve body
• 1-2 accumulator piston cracked, damaged, leaking seal, worn pin hole
• Accumulator housing damaged, Porous
• Servo apply pin length incorrect
• Servo seals damaged leaking
• Servo bore damaged, porous
• 4-3 sequence valve, 3-4 relay valve sticking
• 3-2 downshift valve sticking/leaking
• Gasket or spacer plate mispositioned or incorrect
• Wrong band material
• Warped/out of round reverse input housing. We have been seeing some
with as much as .030" warpage/out of round. Replacing the drum and
band will generally fix the concern. Common on 2003-2005 models
Accumulator
Valve and Sleeve
66 GENERAL MOTORS
4L80E/80EHD/85E
Planetary Carrier Service
2001 and earlier 4L80E/4L80E HD/4L85E applications utilized an output plan-
etary carrier that may appear different in appearance when compared to later
applications or the service replacement part.
Early applications were machined to fit a steel thrust washer that utilized 4 tabs.
The later model and service part was manufactured to accept a 2 tab thrust
washer. The new thrust washer is plastic rather than steel.
NOTE: Both parts are interchangable, however you will have to

remove 2 of the tabs from the steel washer in order to adapt it to
updated carrier. If you install the plastic washer no changes will
be required.
Steel Washer: Part # 8626372 Plastic Washer: Part #24214809

GENERAL MOTORS 67
4L80E/85E
Updated Pump Cover
An update to the pump cover occurred for 2004-06 model years on all 4L80E/85E
applications. The pump cover part number was changed to accommodate interim
case changes that occurred. The following part numbers for the pump cover based
on model year.
These parts are not interchangable.
1997-2003 24204303
2004-2006 24232405

68 GENERAL MOTORS
6L80 (RPO MYC)

Introduction
The first of ten 6 speed automatics has been introduced for the 2006 model year.
The 6L80 (RPO MYC) is currently available in the Chevrolet Corvette, Cadillac
XLR-V and the Cadillac STS-V applications. The 6L80 will be introduced into
several “up level” SUV applications for the 2007 model year. The 6L80 is built in
the Willow Run plant in Ypsilanti Michigan. The new plant utilizes several
industry first technical innovations and production processes and is unlike any
other assembly plant in the world.

GENERAL MOTORS 69
6L80 (RPO MYC)

Introduction (continued)
The 6L80 is equipped with the following features:
• RPO MYC
• Input torque capacity 430 lb ft ( 583 Nm)
• Output torque capacity 664 lb ft ( 900 Nm)
• Ratios
1st – 4.02-1
2nd – 2.36-1
3rd – 1.53-1
4th – 1.15-1
5th - .85-1
6th - .67-1
• Maximum shift speed 6500 RPM
• Maximum GVW 8600 lb
• Maximum GCVW 14000 lb
• PRNDL positions P, R, N, D, (S or M)
• 2 shift solenoids used (On/Off Design), SS1,SS2
• 6 PWM controlled pressure control solenoids, PCS, PCS1, PCS2, PCS3,
PCS4, PCS5, TCC
• 32 bit TCM mounted internal to the transmission on the valve body (Referred
to as the “control solenoid valve assembly”) TCM incorporates Solenoids,
pressure switches, TFT and it is bolted to the valve body using 6 bolts.
• EC3 Converter 300mm (Corvette) 258mm twin plate ( XLR-V and STS-V)
• Fluid required, Dexron VI
• Fluid capacity, 9.5L (10 qts.) model 6CDA, 9.7L (10.2 qts.) model 6CZA, 11.9
L (12.6 qts.) model CYA
• Clutch to clutch shifts, 5 clutches, 1 sprag
• Planetary assemblies, input (Simpson) Output ( Dual pinion design)
• Vane style oil pump
• Internally mounted TISS and TOSS hall effect type speed sensors
• Internal Mode Switch (IMS) equipped
• Performance Algorithm Shifting (PAS) programming
• Performance Algorithm Lift foot (PAL) programming
• Sport mode and TAP shift equipped
• Adaptive Strategies with fast learn capabilities
• 75 transmission only DTC’s Learn diagnostic process used

70 GENERAL MOTORS
6L80 (RPO MYC)

Checking the Fluid Level
The 6L80 transmission utilizes a very unique process for checking the fluid levels.
Most 6L80 applications do not utilize a dipstick. Instead a plug has been placed
into the dipstick hole. The plug can be removed and the hole can be used as a fill
point for transmission fluid. To check the fluid level the following procedure
should be followed:
• The transmission temperature must be between 86-122 °F (30-50°C) a scan
tool, the driver information center or the transmission gauge can be used to
verify the temperature
• Start the engine and let it idle, Shift the transmission in and out of range
pausing in each range for approximately 3 seconds
• Place the transmission in park range
• With the vehicle level, remove the level control plug located in the
transmission oil pan.
• If fluid does not drip from the level control hole, add Dexron VI fluid until
fluid starts to drip from the hole. If fluid runs from the hole wait until the
fluid stops running from the hole. The level is correct when fluid drips
slightly from the hole. If a steady stream is present or no flow is present the
fluid level is incorrect. Install the fill plug and the level control plug.
NOTE: Fluid may be added through the dipstick hole or through the level control
hole.
Fill Plug
Level Control Plugs

GENERAL MOTORS 71
6L80 (RPO MYC)

Component A pplication Chart

72 GENERAL MOTORS
6L80 (RPO MYC)

Control Solenoid Operation
SHIFT PRESSURE CONTROL SOLENOID ON=PRESSURIZED, OFF= NO PRESSURE

SHIFT SOLENOIDS, ON= PRESSURIZED, OFF= NO PRESSURE

GENERAL MOTORS 73
6L80 (RPO MYC)

Shift and Control Solenoids

74 GENERAL MOTORS
6L80 (RPO MYC)

IMS Operation
NOTE: High= 12 volts, Low= 0 volts

NOTE: Not all applications utilize all ranges shown

GENERAL MOTORS 75
6L80 (RPO MYC)

Transmission Manual Shaft Switch

76 GENERAL MOTORS
6L80 (RPO MYC)

Transmission Fluid Pressure Switch

GENERAL MOTORS 77
6L80 (RPO MYC)

Solenoid and Valve Body Diagnosis
Solenoid and valve body diagnosis requires the following tools:
• A quality scan tool capable of communicating and commanding the TCM and
it’s solenoids.
• Tool number J 47825-1 Solenoid test plate and jumper harness
Remove the Control Solenoid Valve Assembly from the transmission. Install tool
J47821-1 onto the Control Solenoid Valve Assembly (5Nm 44 Lb In). Apply
regulated shop air (90-100 psi) to the tool. Connect the scan tool to the Control
Solenoid Valve Assembly.
• Command the solenoid ON/OFF air pressure should be present on the gauge
and then it should exhaust as the solenoid is cycled. If the solenoid or valve
are malfunctioning the gauge pressure will not change as you cycle the
solenoid. If a malfunction is determined to be present, replace the complete
Control Solenoid Valve Assembly.
• If the solenoid checked OK, install the gauge on another solenoid port and
command that solenoid ON/OFF with the scan to repeat the process.

78 GENERAL MOTORS
6L80 (RPO MYC)

Solenoid and Valve Body Diagnosis
(continued)
NOTE: The TCM will normally cycle several of the solenoids ON/OFF to help keep
the solenoids and the valves free of debris. Therefore this cleaning function (Dither)
may cause the gauge to flicker when the TCM is cleaning the solenoid you are
testing.

GENERAL MOTORS 79
6L80 (RPO MYC)

Adaptive Learning
Adaptive Learning
The 6L80 is fully equipped with several adaptive learning strategies. As with some
other GM applications you will need to erase the adaptive values and perform a
“Fast Learn” prior to operating the vehicle. Adapts and fast learn procedures
should be perform if any of the following occur:
• Internal Transmission repairs have been performed
• The valve body was replaced
• The Control Solenoid valve assembly was replaced
• The TCM was recalibrated
• Internal repairs were performed that could effect shift quality
NOTE: Fast learn is not required if a GM New or Rebuilt 6L80 is used. The
transmission is fast learn prior to it being shipped from the plant
To perform a fast learn:

• Use a scan tool capable of performing the fast learn procedure
• TFT 158-230°F (70-110°C)
• Select Fast learn process from the scan tool menu
• Place the transmission in Drive with the vehicle stationary. The TCM will
individually apply the clutches and calculate the clutch volume
• Place the transmission in Reverse with the vehicle stationary. The TCM will
individually apply the clutches and calculate the clutch volume
• Shut off the engine, power off the scanner
• The process is now complete
The fast learn procedure will not run if:

• DTC’s are set
• TFT is not between 158-230 °F (70-110°C)
• The brake switch is not working
• TP is 0% but engine RPM increases during the test
• P/N switch is improperly adjusted or is not functioning correctly
• Line pressure control system is malfunting

80 GENERAL MOTORS
6L80 (RPO MYC)

Pass-thru Connector ID
Wire Circuit
Pin Color No. Function
1-2 -- -- Not Used
3 OG/BK 1786 Park/Neutral Signal
4 RD/WH 2440 Battery Positive Voltage
5 BK/WH 451 Ground
6 WH 17 Brake Pedal Apply Signal
7 PU 5526 Tap Up/Tap Down Switch
8 -- -- Not Used
9 YE 43 Accessory Voltage Power
10 TN/BK 2500 CAN Hi
11 TN 2501 CAN Lo
12 PK 1339 Run/Crank Voltage
13 TN 2501 CAN Lo 2
14 TN/BK 2500 CAN Hi 2
15-16 -- -- Not Used
GENERAL MOTORS 81
6L80 (RPO MYC)

Pass-thru Connector Location
The pass through connector is located on the valve body and is a hard connection
to the solenoids. During disassembly of the valve body, use care in the removel of
the hard wire harness and connector.

82 GENERAL MOTORS
4L70E
(M70) Introduction
The 4L70E was introduced in the 2006 Chevrolet Trailblazer SS equipped with
the 6.0L (LS2). The 4L70E (M70) is a heavy duty version of the 4L65E (M32) that
was introduced a few years ago. The 4L70E will be used in some full size pickup
applications equipped with the 6.0L (LQ9) engine during the 2006 model year.

GENERAL MOTORS 83
4L70E
(M70) Introduction
The 4L70E specifications/features are as follows:
• RPO M70
• Engine horsepower capacity 400 HP
• Input torque capacity 430 Lb ft
• Gear ratios 1st 3.06-1, 2nd 1.63-1, 3rd 1-1, 4th .7-1, Rev 2.29-1
• Converter 300mm, EC3
• SUV application model codes SKD or TKD
• Pickup application model codes CMD, CWD or KMD
• Some applications are equipped with and input speed sensor assembly
(Models SKD & TKD use an ISS)
• 5 Pinion planetaries
• 7 plate 3-4 clutch (7 friction, 6 steels) Premium frictions
• 2-4 Band with Premium friction material. .64 ratio servo
• Updated HD rear internal gear assembly
• Shot peened HD output shaft (8620 Steel)
• HD Low roller clutch
• HD input gear and input sprag assembly
• Input shaft equipped for an input speed sensor
• Pump stator support passages updated for input speed sensor design
• Pump casting changes updates, relocation of S3 bore for pressure regulator
valve train.
• HD heat treated stator support splines

84 GENERAL MOTORS
LCT 1000
Misfire, Surge, Chuggle
6.6L Duramax
Duramax Diesel applications may develop a misfire, surge or chuggle related con-
cern that is difficult to diagnose and repair using current techniques and proce-
dures. The complaint is sometimes misdiagnosed as being transmission related.
6.6L Duramax applications have experienced problems with coolant getting into
the ECM and/or the ECM connector. The coolant wicks up the surge tank coolant
level sensor and into the wiring. If other attempts to repair the concern have been
unsuccessful, remove the ECM connector and inspect the connector and the ECM
pins for evidence of corrosion or Dexcool contamination. If contamination is found
the ECM may need to be replaced if there is evidence of any corrosion or damage. If
only light residue is found you can generally clean the connector and ECM pins
with electric circuit board cleaner. If coolant contamination is found, the wire and
the coolant switch must be replaced. Make sure to replace the wire and the termi-
nals.

GENERAL MOTORS 85
LCT 1000
(RPO M74) PTO A pplications
If the PTO option was not ordered when the vehicle was new, you may need to add
additional hard parts to the transmission to allow for PTO operation on some
applications. On those applications the transmissions may not be equipped with a
rotating housing that has the PTO gear installed. Instead they may have a tone
ring for the turbine sensor mounted to the housing. Use the chart below to iden-
tify your application:
If a customer wants to install a PTO on an application that is not equipped with a

PTO it will be necessary to install a PTO equipped rotating assembly part number
29540518. In addition to the transmission hardware that will need to be added, a
PTO, PTO relay, PTO solenoid, a PTO switch, an updated floor pan section as well
as updated calibrations for the PCM/ECM may need to be installed to make the
PTO system operational.

86 GENERAL MOTORS
LCT 1000
2006 Updates
Several areas have been updated for the 2006 model year. The changes were pri-
marily designed to accommodate the higher torque capacity engine applications
that were released for 2006. The 2006 part numbers are not designed to be inter-
changeable with the previous applications. They include the following:
Part Changed Previous part 2006 Part

number number
P1 Carrier Assembly 29531096 29541704
P1 Carrier/Bushing 29531249 29541705
P1 Carrier 29536583 29541708
P2 Ring Gear 29536863 29541707
Snap Ring 29531104 29541011
P2 Carrier/Bushing 29536961 29539509
P2 Carrier 29536959 29539502
P2 Pinions 29531113 29541700
P2 Spindle 29537889 29541703
P2 Bearing 29531116 29541706
P3 Ring 29537311 29539499
T-5 Bearing 29531095 29541702
P2 Sun Gear 29536960 29541701
Sun Spacer 29536128 29541728
P3 Sun Gear 29540499 29539498
P3 Carrier and Race Assembly 29540500 29539512

P3 Pinion 29531126 29539497
P3 Roller Bearing 29531127 29539500

GENERAL MOTORS 87
LCT 1000
2006 Updates
****This Kit allows 2006 pump assembly to be used in prior model year applica-
tions. Kit includes Main pump 29542796, Wear plate 29542799, O-Ring
29537620, Instruction Sheet 29543308 (Pump and wear plate must be used
together)
Part Changed Previous part 2006 Part number
number
Rotating Clutch/Shaft PTO 29539507 29542801
Housing and PTO Gear 29540518 29542802

Assembly
Rotating Clutch/Shaft 29539508 29542803
NO PTO
Housing with tone wheel 29536097 29542804
Housing and Bushing 29543232 29542699
Housing 29543233 29542700
C2 Piston 29539653 29542807
Seal C1/C2 Outer 29536101 29542809
Seal C2 Inner 29536103 29542808
C2 return spring 29536104 29542810
C1 Housing 29537993 29542811
Seal ring C1, OD 29542812
C1 Piston 29536109 29543239
C1 Piston with Balance hole 29536203 29542815
Retaining ring 29536204 29541011

C1 Return Spring 29536198 29542814
P1 Ring Gear 29531055 29541008
P2 Ring Gear 29536863 29541818
P3 Ring Gear 29537311 29541010
Detent Spring 29536922 29542698
Detent Lever 29537169 29542692
Front Support Assembly 29541134 29542792
Front Support Assembly 29541135 29542793
Ground Sleeve/Bearing
Pump 29541145 (31 29542796 (22
Tooth) Tooth)
Pump Body/Gear Assembly 29541146 29542797
Pump body 29541147 29542798

Pump Wear Plate 29541149 29542799
Pump Kit **** 29543078
88 GENERAL MOTORS
LCT 1000 6 Speed

(RPO MW7) Introduction
New Product Introduction
A new 6 speed LCT 1000 was added to the General Motors lineup for the 2006
model year. Available in the 2500HD and 3500/3600 series trucks equipped with
either the 8.1L V8 gas or 6.6L Duramax diesel the MW7 LCT 1000 offers some
advancements over the 2005 and earlier applications. The updates for the MW7
LCT 1000 include the following:
* 6 Speeds, uses the current LCT 1000 clutch design, No new clutches added
* Tap shifts
* Increased torque capacity
* Internal Mode switch replaces the NSBU switch
* A new transmission control module, 80 pin connector
* A updated valve body with a revised design TCC solenoid
* A 20 pin pass through harness
* An updated pump design for quieter operation
Specifications
The LCT 1000 MW7 applications offers the following ratios:
1st-3.10-1
2nd-1.81-1
3rd-1.41-1
4th- 1-1
5th- .71-1
6th- .61-1
Rev- 4.49-1
Maximum shift speed 4850 RPM
Input Torque capacity 650 lb-ft, 2005 applications 565 lb-ft
Maximum GCWR 23,500 lb
PRNDL positions: PRNDM1
Fluid capacity: 13qt (12 Liter) Dexron VI only
GENERAL MOTORS 89
LCT 1000 6 Speed

(RPO MW7) Features
Features:
• Tap shifts
• Grade Braking
• Cruise control grade braking (Diesel only)
• Tow/Haul Mode
• Shift Stabilization and adaptive shift control algorithm
• Heater Performance mode (Diesel only)
• Low Traction Mode (Diesel only)
Gear 1-2/3-4 4-5-6 rd th 2/6 Clutch Low/Rev

3 /5 /Rev
Range Clutch Clutch Clutch clutch
P/N X
REVERSE X X
ST X X
1
2ND X X
3RD X X
4TH X X
5TH X X
6TH X X

90 GENERAL MOTORS
LCT 1000 6 Speed

(RPO MW7) Updates
2006 Valve body Updates
On the 2005 applications the valve body utilized the following solenoids:
• Trim A
• Trim B
• Shift solenoid C
• Shift solenoid D
• Shift solenoid E
• TCC-PWM
• Modulated main solenoid
On the 2006 MW7 applications the following solenoids/components are used:

• The trim solenoids were replaced by PCS 1 and PCS 2 solenoids
• The modulated main pressure solenoid
• Modulated detent spring contacts to the internal mode switch
• IMS replaces the NSBU switch
• PWM TCC solenoid was replaced by a PCS variable bleed solenoid
• 20 way connector which includes a different harness design and part
number
• 6 Speed feed pipe
2006 TCM updates include:

* Model A40-1000 TCM
* Class 2 data communications for gas applications
* GM LAN communications for diesel applications
* 80 Pin Connector with a cam lock as part of the connector
* TCM mounted on the radiator fan shroud

GENERAL MOTORS 91
LCT 1000 6 Speed

(RPO MW7) Updates (continued)
Tap Shifts (Range Selection Mode)
Like several other GM applications, the MW7 features tap shifts are standard
equipment. Unlike other applications the tap shift function is controlled by a
thumb activated switch mounted on the gear shift lever. The range selection
feature will hold the vehicle in the gear selected unless the driver commands a
gear change or the TCM determines that engine damage may occur and
commands a shift to occur. To activate the tap shift feature the shift selector lever
must be in the M position.
Tow/Haul/Grade Braking
As with other GM applications, the tow haul feature is activated by a button
located in the end of the shift lever. Tow/Haul should be selected anytime the
vehicle load exceeds 75% of the GCWR for the application. Tow/Haul mode
changes the shift points of the transmission to reduce shift cycling and improve
vehicle performance. Tow/Haul mode also changes the TCC apply, which enables
TCC in 2nd and 3rd gears as well as commands TCC to stay applied during
deceleration. This prevents heat build up due to oil shear within the converter.
In addition spark timing is retarded more during the shifts to lower the impact of
the shift. The Grade braking feature or the cruise grade braking feature can only
be activated if the tow haul feature is active and the shift lever is not in the M
position. Grade braking can command downshifts to ranges as low as 2nd gear.
Heater Performance Mode

In the diesel applications the heater performance mode is designed to shorten the
length of time it takes for the engine/transmission to reach operating
temperature. This algorithm improves heater performance by decreasing the
warm up time. The PCM/TCM monitors ambient temperatures and when the
vehicle is being operated in cold weather the TCM will raise the 2-3,3-4,4-5 and 5-
6 shift points to increase engine speed resulting in quicker warm up.
Low Traction Mode

Diesel power applications are equipped with a Low Traction Algorithm to improve
traction during slippery conditions. By selecting a manual range while at a stop
the TCM will command the transmission to start and stay in 2nd gear

92 GENERAL MOTORS
LCT 1000 6 Speed

Shift Stabilization
Like other GM applications, the shift stabilization algorithm monitors VSS and
load inputs to minimize upshift/downshift cycling. If the current speed cannot be
maintained in a higher range, the TCM will command the transmission to hold
the gear and the PCM will lower the engine torque output.
Cold Operation
When operating in cold temperatures the TCM will prevent specific operations to
prevent damage to the transmission. When the cold mode is active the DIC will
display the message “Trans in Warm Up”. The modes of operation are as follows:
• -13f or above transmission temp, transmission operates normally
• -13 to -31f transmission temp, 2nd and 3rd gears available only
• -31f or below transmission temp, 2nd gear available only
On diesel powered applications TCC will be inhibited based on both transmission
and ambient air temperatures. The modes of operation are as follows:
• IAT below 32f, TCC will not apply until Transmission temperature is above
88F
• IAT 32-50f, TCC will not apply until Transmission temperature is between
50-80f
• IAT above 50f, TCC operates normally
Gas Applications:
• Transmission temperature below 68f, TCC inhibited
MODES OF OPERATION 6.6L Duramax 8.1L Gas

Range Selection Mode X X
Grade Braking X X
Cruise Grade Braking X
Tow/Haul X X
Shift Stabilization X X
Adaptive shifts X X
Heater Performance X
Low Traction X

GENERAL MOTORS 93
LCT 1000 6 Speed

Pump
The gear style pump used in the MW7 LCT 1000 is a gear style unit with 22 teeth
as opposed to the 31 tooth design used in the previous application. This new
design lowers the frequency of the pump noise into a range that can be masked
by the engine
LCT 1000 6 speed pass through connector ID Harness
PIN Wire Color Circuit # Function of the Circuit

A LTGRN 1222 SS1 SHIFT SOL 1
B YEL/BLK 1223 SS2 SHIFT SOL 2
C OR/WHT 2557 SS3 SHIFT SOL 3
D PK 1224 PS1 PRESS SW
E RED 1226 PS3 PRESS SW
F DK BLUE 1225 PS2 PRESS SW
G YEL/BLK 1227 TFT SIGNAL
H BK 2762 TFT LOW
J BRN 418 TCC PCS
K LTGRN/BK 2529 PS4 PRESS SW
L RED/BLK 1228 HSD1 ACTUATOR SUPPLY
M LT BLU/WHT 1229 PCS2 PCS LOW
N BRN 323 HSD2 ACTUATOR SUPPLY
P BRN/WHT 2469 PCS1 PCS LOW
R OR/BLK 1786 P/N SIGNAL
S DK BLUE 1530 MOD MAIN LOW
T GRAY 773 IMS SIGNAL C
U YEL 772 IMS SIGNAL B
V BLK/WHT 771 IMS SIGNAL A
W WHT 776 IMS SIGNAL P
94 GENERAL MOTORS
LCT 1000 6 Speed

LCT 1000 6 speed pass through connector ID Transmission
PIN Wire Color Circuit # Function of the Circuit

A DKGRN 1222 SS1 SHIFT SOL 1
B LT GRN 1223 SS2 SHIFT SOL 2
C PURPLE 2557 SS3 SHIFT SOL 3
D OR 1224 PS1 PRESS SW
E GRAY 1226 PS3 PRESS SW
F WHT 1225 PS2 PRESS SW
G TAN 1227 TFT SIGNAL
H BK 2762 TFT LOW
J PK 418 TCC PCS
K BRN 2529 PS4 PRESS SW
L RED 1228 HSD1 ACTUATOR SUPPLY
M DK BLU 1229 PCS2 PCS LOW
N RD/BK 323 HSD2 ACTUATOR SUPPLY
P LT BLU 2469 PCS1 PCS LOW
R PURPLE 1786 P/N SIGNAL
S YEL 1530 MOD MAIN LOW
T BLK 773 IMS SIGNAL C
U PK/BLK 772 IMS SIGNAL B
V YEL/BLK 771 IMS SIGNAL A
W WHT 776 IMS SIGNAL P

FORD 103
Ford
Table Of Contents
Torqshift/4R100 4F27E
4x4 Transfer Case Jumps Neutrals on the 3-4 Shift
Out of 4H or 4L ................................ 104 DTC P0750 ...................................... 132
Torqshift 4R/5R55E
Shift Scheduling, Slipping, TCC Modification ............................. 134
Bangs on Downshifts ....................... 106
Introduction ..................................... 108 PTO Operation and Diagnosis ....... 137
DTCs P0756, P0761, P0771 ............. 109
Calibration Example ......................... 110 AF21-B/Ford 6-Speed
DTC P0488 or/or P1334 ................... 111 Introduction .................................... 142
Stalling in Reverse or When Apply Components .......................... 143
Coming to a Stop .............................. 112 Operational Strategies ..................... 144
TR-P Sensor Introduction ................. 113 Electronic System Description ......... 146
TR-P Sensor Diagnosis ..................... 114 TFT ............................................... 147
Pump Valve Identification ................. 117 Three Way Shift Solenoids ............... 148
Bleed Screen .................................... 118 Shift Control Solenoids ................... 149
Pump Failure ................................... 119 Pressure Control Solenoid ............... 150
Pump Alignment and Assembly ........ 120 Torque Converter Solenoid .............. 151
Center Support Assembly ................. 122 Adaptive Learning ........................... 152
Valve Body Solenoid ID .................... 123
Valve Body Solenoid Interchange ..... 124
Lube Orifice and Case ...................... 125
Planetary Failure, Lack of Lube ........ 126
Air Checking the Case ...................... 127
Insufficient Line Pressure
From the Transmission .................... 128
4F50N
No 1-2 Upshift and DTC P0732 ........ 129
DTCs P0760 and P0763 ................... 130
4F50N, AX4N, AX4S

Erratic Fluid Level, Possible
Fluid Leak ........................................ 131

104 FORD
Torqshift/4R100
4X4 Transfer Case Jumps Out of
4H or 4L
2004-2005 F-Super Duty
Manual Shift Transfer Cases Only
2004-2005 F-Super Duty 4x4 vehicles equipped with the Torqshift or 4R100
transmission and manual transfer case, may exhibit the transfer case jumping out
of 4H or 4L and into 2H or neutral position.
Use the following Service Procedure to adjust the transfer case shift linkage. It
may be necessary to replace the shifter bracket assembly as well.
1. Remove the transfer case control rod at its connection with the shift linkage
pivot pin.
2. Loosen the two (2) 9/16 bolts connecting the shift bracket to the
transmission.
3. Move the bracket as far rearward as possible, torque the bolts to 85 lb-ft .
4. Move the shifter into the 4H position and hold the linkage against the 4H
detent wall of the shift gate.
5. Without applying any further force rearward on the transfer case lever, try
to reconnect the transfer case control rod to the shifter pivot pin.
a. If the transfer case control rod can be reattached to the shifter pivot pin,
return the vehicle to the customer.
b. If the control rod cannot be reattached to the shifter pivot pin, remove the
shifter bracket assembly and replace with new.

FORD 105
Torqshift/4R100
4X4 Transfer Case Jumps Out of
4H or 4L (continued)
2004-2005 F-Super Duty
Manual Shift Transfer Cases Only
PART NUMBER
4C3Z-7210-BA

106 FORD
Torqshift
Shift Scheduling, Slipping, Bangs on
Downshifts
2004 — 2005 E-450 series and especially the commercial chassis applications like
ambulances. The concern begins with intermittent transmission issues like shift
scheduling, slipping, bangs on downshifts, etc. As the concern progresses, it flags
a DTC P0960 / PCA Open Circuit and illuminates the MIL. The root cause of the
concern can be traced to the main connector (C-195) laying across the top of the
trans.
If you remove the engine cover (doghouse) which is no easy task, pull apart the
connector and look for overheated or burned wires. If this is what you find, look at
the inside of the engine cover. You’ll see where the connector has been rubbing.
Depending on the connector and wiring damage, repair as necessary taking steps
to ensure that the connector doesn’t rub again. Reset the KAM (Keep alive
Memory), perform the Adaptive Learning procedure and test drive.
Courtesy of Test Research Center and Stevie Lavallee

FORD 107
Torqshift
Shift Scheduling, Slipping, Bangs on
Downshifts (continued)
Pull apart the connector and look

for overheated or burned wires.

108 FORD
Torqshift
Introduction
The Torqshift transmission is a 6 speed fully computer-controlled transmission.

Externally it looks like it’s cousin the E4OD and internally the stack up is much
the same, however there are no parts that interchange between the two units. also
the TR sensor is internal and the solenoid connector is up front rather then in the
rear. There have been several changes made to the planetary gear sets for in-
creased durability in the 2005 version. The PCM has gone through several updates
to the programming and it is highly recommended that the computer be repro-
grammed with every transmission rebuild.

FORD 109
Torqshift
DTC’ P0756, P0761 or P0771
2003-2004 Excursion, F-Super Duty
2004 E-Series
Some vehicles equipped with a 6.0L diesel and the Torqshift transmission, may
exhibit the malfunction indicator lamp (MIL) illuminated with diagnostic trouble
code (DTC) P0756, P0761 or P0771. This condition will occur if the powertrain
control module (PCM) and transmission control module (TCM) are not repro-
grammed after installing a 2005-level replacement transmission, installing trans-
mission rebuild kit 5C3Z-7A398-SA, or after overhauling the transmission with
2005-level components.
To repair this problem reprogram the PCM and TCM to the latest calibration using
Calibration files may be obtained at www.motorcraft.com.

110 FORD
Torqshift
Calibration Example
EXAMPLE:
Find Vehicle, Model, Engine Size, and Engine Type = Explorer, MY '02, 4.0L, V6 SOHC
Find Catchword = LAE0
Engine Engine Module TSB TSB
Part
Model Year Size Type PartNum NewPartNum Catchword DN Num Num
EXPLORER MY02 4.0L V6_SOHC 1L2F-AGL 1L2F-AGM LAE0 PCM -
Find associated New Part Num = 1L2F-AGM

Part
Find this new part number in the "PartNum" column

Part
EXPLORER MY02 4.0L V6_SOHC 1L2F-AGM 1U7A-BZA LAE1 PCM -
Determine if there is a new part number associated with this part number = 1U7A-BZA
Part
Continue the process until there is no new part number listed.

Most recent calibration for this vehicle = 1U7A-GMA
Part
EXPLORER MY02 4.0L V6_SOHC 1U7A-BZA 1U7A-GMA ZPZ0 PCM -
EXPLORER MY02 4.0L V6_SOHC 1U7A-GMA - MGT0 PCM -

FORD 111
Torqshift
DTC P0488 and/or P1334
2004 F-Super Duty2004-2005 Excursion
Vehicles exhibiting no driveability symptoms but have harsh shift and/or trans-
mission engagments. 2004 F-Super Duty vehicles built after 9/29/2003 and
2004-2005 Excursion vehicles built 9/29/2003 through 1/10/2005, all equipped
with the 6.0L engine, may exhibit any of the following:
1. Diagnostic trouble code (DTC) P0488 and/or P1334 with no driveability

symptoms.
2. Exhaust smoke while operating in elevated idle operation/PTO, charge

protect, or cold idle kicker mode.
3. Harsh 3-2 grade load braking downshifts in Tow/Haul mode due to shift
initiating on boost pressure.
4. Shift busyness in Tow/Haul mode.
5. Harsh lock-up during the 5-6 shift.
6. Harsh 3-5 upshift during light throttle acceleration.
To repair this problem reprogram the powertrain control module (PCM) to the
latest calibration. Calibration files may be obtained at www.motorcraft.com.

112 FORD
Torqshift
Stalling in Reverse or When Coming
to a Stop
2005 E-Series, Excursion, F-Super Duty
2005 Super Duty, Excursion, or E-Series vehicles built between 10/1/2004 and
11/30/2004 equipped with the Torqshift transmission, may exhibit an engine
stalling or quits upon engagement into drive or reverse, or when coming to a stop.
Diagnostic trouble codes (DTCs) P1744, P0740, P0741, P0743, or P0744 may also
be present. This may be due to a stuck torque converter clutch (TCC) solenoid.
Verify the condition exists. Replace the TCC solenoid.
This could also be a cooler issue. Make sure you flush the cooler lines, replace the
remote filter element and check the cooler flow. Clear codes, if any, and verify
repair. Do not replace the torque converter or the pump assembly for this concern.
PART NUMBER PART NAME

3C3Z-7J136-BA TCC Solenoid

FORD 113
Torqshift
TR-P Sensor Introduction
The Transmission Range (TR-P) sensor assembly is an internally mounted sensor
that includes the detent spring, rooster comb and bracket, located next to the
solenoid body. The components of the TR-P sensor are factory adjusted and the
sensor must be installed as a calibrated assembly. The TR-P sensor contains
electronic circuitry that provides the PCM a fixed frequency at a duty cycle for
each of the various positions of the manual lever (PARK, REVERSE, NEUTRAL,
DRIVE, M3, M2 and M1) to the PCM. The PCM uses the TR-P sensor signal for
engine functions (start, reverse lamps) and for line pressure control, shift
scheduling and TCC operation.

114 FORD
Torqshift
TR-P Sensor Diagnosis
There are only two reasons you’d be diagnosing the TR-P sensor:
1. Codes
2. No Start
Codes are caused by the TR-P Frequency being out of range or circuit duty cycle
being too low or too high, which can also cause a no start condition, or during the
KOEO test the shifter was not in the Park or Neutral position.
Using your scan tool enter the Diagnostic mode function. Enter TR_DC and
TR_FREQ. Once this is entered you will be able to see the following information:
Position Min % Duty Cycle Max % Duty Cycle

P 7.13 23.76
R 23.77 38.48
N 38.47 48.55
D 48.56 58.82
3 58.83 68.08
2 68.09 77.96
1 77.97 90.34
If your Duty Cycle is out of range, replace the TR Sensor

assembly.

FORD 115
Torqshift
TR-P Diagnosis (continued)
Internal Connector View
External Connector View

116 FORD
Torqshift
TR-P Diagnosis (continued)

FORD 117
Torqshift
Pump Valve Identification
Remove and inspect the valves in the stator support. Note: Do not use
abrasives on the teflon coated valves. This will damage the valves and can
cause premature valve wear.
3 2 1
6 5 4
7
8
ID Description
1 TCC Control Valve Sleeve
2 TCC Control Plunger
3 TCC Control Valve
4 Thermostat Control Valve Bore Plug
5 Thermostat Control Valve
6 Cooler Bypass Valve
7 Converter Pressure Limit Valve and Spring
8 Converter Drainback Valve and Spring
9 Mainline Pressure Regulator Valve and Spring

118 FORD
Torqshift
Bleed Screen
The end plugs in the pump can be hard to remove. To make this job easier Ford
has threaded the end plugs. Use a 4.0 X 0.7 mm bolt to pull the plugs out of the
bore.
Carefully inspect the bleed screen. The stator support may need to be replaced if
this
screen is missing.

FORD 119
Torqshift
Pump Failure
Thoroughly Clean and dry the remaining pump components. Check the pump
body, pump gears and pump plate for wear and scoring. Check all mating surfaces
for burrs or distortion. Inspect the stator bushings and replace as neccassary. In
some cases a machine problem from the factory may cause a sliver of metel to
lodge into the pump casting. Always disassemble an ordered pump and check the
clearances and the machine cut.
Check for
Check for wear and
wear and scoring
scoring

120 FORD
Torqshift
Pump Alignment and Assembly
Place the pump plate onto the pump body. Place the stator support half down onto
the pump body. Install (5) pump bolts finger tight only.

FORD 121
Torqshift
Pump Alignment and Assembly
(continued)
Install a pump alignment band tool onto the pump assembly. Use 2 extention
housing bolts to align the pump halve. This is the same procedure as the E4OD
and 4R100.

122 FORD
Torqshift
Center Support Assembly
Check the inner bore for sealing ring grooves and bushing wear. Closely inspect
the orifice filter.
Check for wear

FORD 123
Torqshift
Valve Body Solenoid ID
The solenoids are different so it is very important that they are not mixed
up.
ID Description
1 PC-A (line pressure control)
2 TCC (torque converter clutch)
3 SSPC-B (overdrive clutch)
4 SSPC-A (coast clutch)
5 SSPC-E (low/reverse clutch)
6 SSPC-D (direct clutch)
7 SSPC-C (intermediate clutch)
8 TFT (transmission fluid temperature)
9 TR position (transmission range sensor)

124 FORD
Torqshift
Valve Body Solenoid Interchange
If you suspect a problem with a particular solenoid you can interchange some of
the solenoids to help you with your diagnosis. As an example you can interchange
the Intermediate, Low/Reverse and Overdrive solenoids with each other marked
with a RED square. You can also interchange the Coast Clutch and Direct Clutch
solenoids marked with a RED circle. The only two solenoids you can NOT inter-
change are the TCC and the PCA
PCA
Intermediate
Not
Interchangable
Direct TCC
O/D
L/R
Coast
Clutch
Notice the difference between the Coast/Direct Clutch solenoids and the
EPC solenoid.
Smaller orifice Larger orifice

FORD 125
Torqshift
Lube Orifice and Case
Carefully inspect all mating surfaces for nicks and burrs. There are two things to
look for here, the Lube orifice and the Bleed orifice. Make sure that during
dissassembley and reassembley that both Bleed orifice and Lube orifice are
installed correctly.
Bleed Screen
Lube Orifice

126 FORD
Torqshift
Planetary Failure, Lack of Lube
Rear Case Lube Seals
A common cause of planetary failure is a missing or damaged rear case seal.
These seals are located behind the rear bushings and may be missed during
disassembly.
During disassembly and reassembly pay close attention to the rear bushing area,
make sure you replace these seals during every overhaul. Use a small amount of
assembly gel to secure the (2) output shaft seals in the grooves.

FORD 127
Torqshift
Air Checking the Case
OD Coast
Clutch Clutch
Intermediate
Clutch
Direct Forward
Clutch Clutch
Low/Reverse
Clutch

128 FORD
Torqshift with PTO

Insufficient Line Pressure from the
Transmission
2005 F-Super Duty
2005 Super Duty F-Series vehicles equipped with a 6.0L diesel engine, TorqShift
transmission and power take off (PTO) option, built before September 22, 2004,
will exhibit insufficient transmission line pressure supplied during PTO operation.
Symptoms include lack of torque converter lock up and transmission line pressure
below 150 psi while in stationary PTO mode. PTO operation under this condition
may result in PTO unit damage, and subsequent TorqShift transmission damage
is possible.
Reprograming the powertrain control module (PCM) and transmission control

module (TCM) to the latest calibration using release B33.6 or higher. Calibration
files can be obtained at www.motorcraft.com. If transmission damage occurs due
to improper PTO function, follow normal procedures to diagnose and repair. Clear
diagnostic trouble codes if any, and verify the repair.

FORD 129
4F50N
No 1-2 Upshift and DTC P0732
2004-2005 Taurus, Freestar
2004-2005 Sable, Monterey
2004-2005 Taurus/Sable and Freestar/Monterey vehicles, may exhibit a no 1-2

upshift condition and a diagnostic trouble code (DTC) P0732. This concern may
also cause a no 3rd or no 4th condition. This may be due to an intermediate
clutch piston seal becoming torn or loose (de-bonded) from the piston.
If the cause is determined to be internal to the transaxle, inspect the intermediate

clutch piston seal. The outer clutch seal is bonded to the piston. If the seal is torn
or loose replace the piston. Inspect the intermediate clutch plates and replace if
necessary.

4F1Z-7E005-AA Piston - Intermediate Clutch
XF2Z-7B442-AA Clutch Plate (Steel)
XF2Z-7B164-CA Clutch Plate (Friction)

130 FORD
4F50N
DTCs P0760 and P0763
2005 Taurus, Freestar
2005 Sable, Monterey
2005 Taurus/Sable, Freestar/Monterey vehicles built before 3/15/2005, may
exhibit diagnostic trouble codes (DTCs) P0760 and P0763. This may be due to a
shorted transaxle internal harness, caused by a sharp edge on the inside of the
side cover casting.
Remove the side cover of the transaxle. Inspect the insulation on the yellow wire of
the internal transaxle harness near shift solenoid C (SSC). Replace the internal
harness if damaged, also replace the side cover.

4F1Z-7G276-AA Harness
1F2Z-7G004-AB Side Cover

FORD 131
4F50N, AX4N, AX4S

Erratic Fluid Level, Possible Fluid
Leak
2000-2005 Taurus, 2000-2003 Windstar, 2004-2005 Freestar
2000-2005 Sable, 2004-2005 Monterey
2000-2005 Taurus/Sable, 2000-2003 Windstar and 2004-2005 Freestar/
Monterey vehicles, equipped with a 4F50N, AX4N or AX4S transaxles, may exhibit
an erratic fluid level reading on the transaxle dipstick and possible leaks around
the filler tube and grommet. The condition may be due to the transaxle vent as-
sembly. The vent has a rubber disk under the metal cap to prevent water from
entering the transaxle. This rubber disk may intermittently stick and cause im-
proper venting.
Replace the vent with the previous design vent stem, and rubber vent cap.
NOTE: Leaks may be misdiagnosed as coming from the pan

gasket. Always follow the proper procedures to locate the source
of the leak.

YF1Z-7035-AA Vent Stem
XS4Z-7L282-AA Vent Cap

132 FORD
4F27E
Neutrals on the 3-4 Shift, DTC P0750
A neutraling condition on the 3-4 shift maybe caused by Solenoid A not releasing
properly. Solenoid B controls the TCC apply and release. Solenoid A controls the
3-4 shift valve which is used to drain the servo release oil to apply the band.
The computer may have DTC P0750 (sol. A electrical fault) that comes back as
soon as the key is turned on.
Replace SSA Ford Part # XS4Z-ZH148-AA
SSD
(Mazda SSB)
SSE
(Mazda SSC)
SSC
(Mazda SSA)
SSB
(Mazda SSE)
EPC SSA
(Mazda SSD)

FORD 133
4F27E
Neutrals on the 3-4 Shift, DTC P0750
(continued)
The SSA internal ground strap is the cause of this concern. The iinternal graound
strap breaks and causes the code and the failure.

134 FORD
4R/5R55E
TCC Modification
To improve lock-up, use the following modifications. Make sure you use the cor-
rect solenoid. Failure to do so may cause TCC, and Ratio ratio codes.
Always use
assembly grease
in the spring
pocket to prevent
the spring from
popping out
during assembly
Torque Converter
Clutch Modulator
Valve
95-96 Models 97-up Models

Part# F5TZ-7F037-AA Part# ZL2Z-7G136-AA

FORD 135
4R/5R55E
TCC Modification (continued)
During reassembly as a normal rebuild procedure, always drill the exhaust hole.
This should be done with all the modifications listed. This modification is done to
create an additional exhaust hole to help prevent unwanted pressure from the
converter release circuit.
Drill a 0.062” exhaust hole in this circuit. The hole should

protrude through the outside of the casting.

136 FORD
4R/5R55E
TCC Modification (continued)
When you add the exhaust hole by drilling the valve body casting, you must plug
the seperator plate at the location shown. This is to prevent converter drain back.
This should be done with all the modifications listed.
When performing this modification, always plug this hole

FORD 137
PTO
Operation and Diagnosis
Ford Super Duty F-Series Truck Powertrains are designed principally to provide
vehicle motivation and short term auxiliary power needs. Power activation of hy-
draulic or mechanically driven devices such as wrecker lift, snowplow blade lift
and movement, power tailgate lift, or dump body lift, are a few examples. The
variety of available air circulation, temperature environment, vehicle maintenance
level, and other conditions existing with the range of auxiliary horsepower and
torque demands that may be placed upon a vehicle in PTO usage, make it difficult
to assess the ultimate performance of a vehicle subjected to extended duration
usage as an auxiliary power source. The guidelines in this book are intended to
assist the PTO equipment installer in avoiding inadvertent vehicle performance
and safety concerns. These guidelines should not be considered all inclusive, and
it is the responsibility of the PTO equipment installer, to choose and install a PTO
system that the vehicle operators will be able to use in a safe manner with the
necessary precautions to ensure safe operation and customer satisfaction.
WARNING:
Do not subject the Excursion to any auxiliary power take-off
application as this could overheat the fuel tank and increase the
risk of personal injury.
Vehicle Enigine Transmission PTO Port Location

F250/350/450/550 5.4L Gas / 6.8L Gas M60D-HD Manual LH only
F250/350/450/551 7.3L Diesel M60D-HD Manual LH only
F250/350/450/552 6.8L Gas / 7.3L Gas 4R100 Automatic LH only
Auxiliary Idle Control

The Ford 7.3L diesel engine has two Auxiliary Idle Control kits are available to
elevate the engine idle speed. The kit offered as Regular Production Option Code
96P for
F-Series (option Code 961 for E-Series) contains a “full function” Auxiliary
Powertrain Control Module or APCM. A “limited function” APCM is included in the
kit that is part of the Ambulance Prep Option. For gas engines, the PTO installer
will need to obtain high idle throttle control from an aftermarket source.
Elevated Idle Feature
For 7.3L diesel engine and 4R100 with PTO provision only. Activating the “PTO
Circuit” will automatically elevate the engine idle to 1200 rpm in “PARK” or “NEU-
TRAL” regardless of the parking brake being set. This feature does not require use
of the Auxiliary Idle Control option or the APCM.
138 FORD
PTO
(continued)
General Guidelines / Warnings
1. Additional transmission lubricant may be required with addition of the PTO.
2. Follow severe-duty vehicle maintenance schedules, including transmission fluid

changes.
3. Route PTO hydraulic lines away from the vehicle exhaust system.
4. Diesel engines are recommended for stationary PTO operation of extended dura-
tion.
5. Do not block air flow circulation to the engine coolant radiator, engine and
transmission.
6. Monitoring the following powertrain fluid temperatures to avoid excessive heat

build up.
NOTE - If any of the above temperatures are exceeded, disengage

the PTO operation and return vehicle engine speed to normal
idle. Allow the temperature to stabilize at a lower level before re-
engaging the PTO.
7. The M60D manual transmission case will require a slight modification to pack-
age PTO pumps that are mounted directly to the PTO and facing rearward.
Refer to Figure 1 for instructions on removing a small tab on the case to obtain
clearance for the pump.

FORD 139
PTO
(continued)
4R100 Transmission
The 4R100 with a PTO port must be ordered as a separate option. Option Code
62R is available for SD FSeries only. It includes a PTO drive gear and in the case
of gas engines, has a unique electronic engine control module (EEC) that the non-
PTO 4R100 does not have. The PTO port is a non-standard, 6-bolt hole pattern,
threaded for M10 metric fasteners, and comes with a reusable controlled compres-
sion gasket to control gear mesh installation. The PTO drive gear is functional in
all gear ranges: D1, D2, Drive, Reverse, Park, Neutral (except Overdrive). This
accommodates both stationary and mobile PTO operation. However, the PTO drive
gear is NOT functional in any drive gear when vehicle speed is zero. The Overdrive-
Cancel light is designed to illuminate when operating in PTO mode.
1. The PTO drive gear is rated at 170 lb-ft torque peak, 120 lb-ft torque continu-
ous use.
2. Automatic transmission PTO applications intended for stationary operation

must comply with the following engine rpm limitations: – Reference PTO
manufacturer’s owners manual for recommended PTO pump operating speeds.
(1) High idle throttle control required. (Electronic Throttle Kicker) and not provided
by Ford. (2) Automatically controlled by the PCM.
Engine RPM 6.8L Gas Engine 7.3L Diesel Engine

Max RPM 1300 1200
Max RPM 2500 2500
3. The 4R100 line pressure tap thread is 1/8-27 Dryseal N.P.S.F. normal line
pressure is approximately 50 to 60 psi at normal engine idle; and approximately
180 psi at 1200 rpm with torque converter clutch applied and PTO circuit acti-
vated.
4. If the vehicle battery has been disconnected, the powertrain control strategy
may “forget” PTP logic and may not respond to commands for elevated idle. To
remedy this, a sensor in the transmission needs to count the teeth on the PTO
gear.

140 FORD
PTO
(continued)
5. Simply drive the vehicle a short distance. Typically, less than a mile will be
sufficient to prepare the strategy to respond properly. Driving the automatic trans-
mission in 1st gear may also speed up this memory. Do not rush to drive, but also
avoid excessive delay. Once the ignition goes through the ON, CRANK and START
cycle the strategy cycle that looks for “PTO” only lasts a relatively short
time. Repeat the cycle if the first drive attempt is ineffective.
6. A temperature monitor internal to the 4R100 is designed to disengage the PTO

drive gear clutch in an over-temperature condition. High torque demand at low
vehicle speed can trigger this safeguard. Spreading fertilizer in farming or
snowplowing are typical examples. If this occurs, disengage the PTO operation and
rest the vehicle in Park or Neutral at normal engine idle to cool the
powertrain.
7. New for 2002 model year Super Duty F-Series, and placed in the instrument
cluster, is a Transmission Fluid Temperature Gauge for automatic transmission
only. A complete description is located in the Owner Guide.
Here in brief explains what the needle readings mean.

Cold Range: 50° F or colder.
White Area [“Normal”]: Normal operating range,

51 to 248° F.
Yellow Area [“Warning”]: Stop driving the vehicle or remove auxiliary loads at the
earliest convenience. Typically, leave the engine running at normal idle will aid
cooldown. Allow to cool into the normal range before starting to drive again or
operate the PTO. The transmission fluid is not overheating, but operating in the
Yellow Range for extended periods of time may cause internal transmission dam-
age.
Red Area [“Over-Temperature”]: The transmission fluid is over-heating. Stop the

vehicle, do not drive, and allow to cool into normal range.

FORD 141
PTO
(continued)
For readings in the Red and Yellow areas make sure that snow or debris is not
blocking airflow to the radiator and transmission fluid cooler, that cooler lines are
not kinked or restricted, and that vehicle load capacities or duty cycles are not
excessive.
Front End Accessory Drive(Fead) – Mounted PTO (“Clutch

Pumps”)
1. An auxiliary crankshaft bearing support is required on all modular gas engine

applications where the clutch pump is drawing power from the engine
crank pulley. This further applies to all tangentiallymounted auxiliary equipment
in general.
Log on to www.fleet.ford.com/truckbbas/ and select QVM Bulletin List, to obtain

bulletin Nos. Q-62 and Q-74 for a complete description.
2. Always maintain the clearance relationship between the Ford OEM fan, radiator
and shroud to help maintain optimum engine cooling performance.
3. Always consider engine roll and body/frame torsion when packaging clear-
ances.
4. Restrict application to 5.4L/6.8L gas and 7.3L diesel engines.
5. Temperature monitoring of powertrain fluids as noted in the General Guidelines

SPLIT-SHAFT PTO 4R100 automatic transmission is not recommended.
Restrict application to manual transmission only. QVM Bulletin No. Q-14, “Guide-
lines for Modifying Light Truck Drivelines” is available by calling (877) 840-4338.
NOTE: The 4x4 transfer case does not have a PTO port. The F-Super Duty
Motorhome Stripped Chassis does not accommodate a PTO. Temperature monitor-
ing of powertrain fluids as noted in the General Guidelines Warnings in the own-
ers manual.

142 FORD
AF21-B/Ford 6-Speed
Introduction
This transaxle is a compact, lightweight, next generation electronically controlled,
6-speed automatic transaxle that employs a Ravigeneaux-type planetary gear.
This transaxle contains a high precision clutch hydraulic control system for a
smooth, highly responsive gear shift feel.
All hydraulic functions are directed by electronic solenoids to control:

1. Engagement feel.
2. Shift feel.
3. Shift scheduling.
4. Modulated torque converter clutch (TCC) applications.
5. Engine braking utilizing the coast clutch.

FORD 143
AF21-B/Ford 6-Speed
A pply Components
C-1 Clutch
The C1 clutch connects the front planetary carrier to the rear sun gear of the rear
planetary set. The C1 clutch is applied in 1st (typical operation during engine
braking), 2nd, 3rd and 4th gears.
C-2 Clutch
The C2 clutch connects the intermediate shaft to the rear planetary carrier. The
C2 clutch is applied in 4th, 5th and 6th gears.
C-3 Clutch
The C3 clutch connects the front planetary carrier to the middle sun gear of the
rear planetary set. The C3 clutch is applied in 3rd and 5th gears, and also in
reverse when the vehicle speed is 7 km/h (4 mph) or less.
B-1 Brake
The B1 brake locks the middle sun gear of the rear planetary gear set. The B1
brake is applied in 2nd and 6th gears.
B-2 Brake
The B2 brake locks the rear planetary carrier in reverse gear when the vehicle
speed is 7 km/h (4 mph) or less.
F-1 One-Way Clutch

The F1 one way clutch locks the counterclockwise rotation of the rear planetary
carrier during 1st gear operation (during both normal operation and engine brak-
ing).
Hydraulic Systems
Valve Body
The valve body supplies fluid by switching the fluid circuit for the hydraulic pres-
sure that is generated by the fluid pump. Based on the hydraulic pressure gener-
ated by the fluid pump the TCM sends control signals to the solenoid valves in
accordance with vehicle conditions. Upon activation of the solenoid valve, the
control hydraulic pressure to the clutch and brakes is determined (according to
the equilibrium with the obtained hydraulic pressure) and gear shift and lockup
are accomplished. In addition, an appropriate amount of fluid is supplied to the
torque converter, planetary gears and lubricating parts.

144 FORD
AF21-B/Ford 6-Speed
Operational Strategies
Automatic Gearshift Control
In automatic gearshift control, based on each gearshift pattern, SSA and SSB turn
ON or OFF and SSC, SSD, SSE and SSF are operated linearly according to infor-
mation that includes vehicle speed, the degree to which the accelerator is open
and brake signal.
Driver Adaptive Shift Control

This automatic transaxle does not have a driving mode selection switch that al-
lows drivers to select a mode themselves. The vehicle is ordinarily in adaptive
mode. However, when specific conditions are met, the transmission control unit
(TCU) selects a shifting pattern appropriate to driving conditions from all of the
shifting patterns and switches automatically.
Green — Mode 1 — Switched from mode 2 to warm up the transmission fluid.

This mode acts to protect the transaxle before the adaptive mode.
Green — Mode 2 — After engine start-up, warm-up speed is increased for a cer-
tain period when transmission fluid temperature is low and the vehicle speed is 0.
High Temp — When fluid temperature becomes too high, this mode activates
lock-up at an earlier timing to stop the temperature rise and lower the tempera-
ture.
Down Slope — When driving down a slope, the transmission control module
(TCM) detects a down slope based on the engine control unit signal and output
rpm. TCM switches to down slope mode to alleviate the load to the brake by down
shifting.

FORD 145
AF21-B
Operational Strategies (continued)
Gear Shift Control
When the shift lever is moved from N to D or from N to R, after the engine is
started, a shift control solenoid assembly (SSC, SSD, SSE) is used for the fluid
pressure required by C1 clutch or C3 clutch and appropriately regulated fluid
pressure is supplied to the clutch, engaging smoothly without shock.
Reverse Converter Control

If the shift lever is moved from N to R while the vehicle is moving forward and the
transaxle shifts into REVERSE, the wheels will be locked, which is extremely
dangerous. In order to avoid this, the TCM inhibits the transaxle from shifting into
REVERSE while moving forward.
Torque Converter Control

Based on output rpm signals, signals from the engine control unit (engine rpm
and throttle opening) and vehicle speed, a smooth engagement is carried out
through linear control of the torque converter clutch (TCC) solenoid. Also, the slip
rate is detected by adding input rpm signals and slip control is carried out.
Engagement Control
Control is carried out using a TCC solenoid. The TCC solenoid is linearly turned
ON and OFF. The clutch inside the torque converter is operated and the pump
impeller and turbine runner are connected. Through this the engine and the
transaxle are coupled and engine output is connected directly to the transaxle,
eliminating transaxle loss and enhancing fuel economy
Slip Control
Control is carried out using a TCC solenoid. The TCC solenoid is linearly turned
ON and OFF and the clutch within the torque converter is operated outside of the
engagement range. The clutch slides without being in a completely coupled condi-
tion, increasing transaxle efficiency and enhancing fuel economy.

146 FORD
AF21-B
Electronic System Description
The transmission control module (TCM) and its input/output network controls the
following operations:
1. Shift timing
2. Line pressure (shift feel)
3. Torque converter clutch (TCC)
The transaxle control is separate from the engine control strategy in the
powertrain control module (PCM), although some of the input signals are shared
between the TCM and PCM. When determining the best operating strategy for
transaxle operation, the TCM uses input information from certain engine-related
and driver-demand related sensors and switches supplied by the PCM.
In addition, the TCM receives input signals from certain transaxle-related sensors
and switches. The TCM also uses these signals when determining transaxle oper-
ating strategy.
Using all of these input signals, the TCM can determine when the time and condi-
tions are right for a shift, or when to apply or release the torque converter clutch.
It will also determine the best line pressure needed to optimize shift feel. To ac-
complish this the TCM uses output solenoids to control transaxle operation.
The following provides a brief description of each of the sensors and actuators
used to control transaxle operation.
Transmission Control Module (TCM) Control Function

In automatic gear shift control, based on each gear shift pattern, SAA and SBB
turn ON or OFF and SSC, SSD, SSE and SSF are operated linearly according to
information that includes vehicle speed, the degree to which the accelerator is
open and brake signals. For the gear and solenoid operation chart, refer to the
general specification tables in this section.
The transmission range (TR) sensor is built in the transmission control module
(TCM), it detects the automatic transmission range information via the Hall-effect
sensor and outputs the information to the TCM. The TCM reads the voltage and
adjusts the automatic transmission range.
Brake Pedal Position (BPP) Switch

The brake pedal position (BPP) switch tells the powertrain control module when
the brakes are applied. The torque converter clutch disengages when the brakes
are applied and the BPP switch closes when the brakes are applied and opens
when they are released

FORD 147
AF21-B
TFT
The transmission fluid temperature sensor, which is integrated within the trans-
mission wiring, is installed on the front of the valve body. It directs the fluid tem-
perature within the hydraulic pressure control circuit and transmits a signal
based on that temperature to the TCM. Through this it controls gear shift, lockup
and slip in response to changes in fluid temperature for smooth shifting across
wide fluid temperature zones.
TFT
TFT
°C °F Ohms
10 50 6.445
25 77 3.5
110 230 0.247

148 FORD
AF21-B
Three Way Shift Solenoids
The transaxle 3-way solenoid assembly (SSA) is installed on the middle valve body.
The transmission 3-way solenoid assembly (SSB) is installed on the front valve
body. The solenoids turn ON and OFF in response to signals output from the TCM.
According to the ON or OFF status of SSA or SSB, the 1st gear engine brake oper-
ates or the gear shifts into REVERSE. As a fail-safe function, if any transmission
3-way solenoid assembly abnormality occurs, the TCM will disable the current to
the solenoids.
SSA
SSB
(11-15 ohms)
(11-15 ohms)

FORD 149
AF21-B
Shift Control Solenoids
The shift control solenoid assembly (SSC, SSD, SSE, SSF) is installed on the front
valve body. The solenoids linearly control hydraulic pressure in response to sig-
nals, output from the TCM. Through this, it controls hydraulic pressure to the
clutch (C1, C2, C3) and brakes (B1) for smooth shifting. According to the combina-
tion of ON or OFF status of the shift control solenoid assembly, the transmission
shifts from 1st gear into 6th gear and vice versa. As a fail-safe function, if any
shift control solenoid assembly abnormality occurs, the TCM will disable the cur-
rent to the shift control solenoids.
SSD
(5-5.6 ohms) SSC
(5-5.6 ohms)
SSF SSE
(5-5.6 ohms) (5-5.6 ohms)

150 FORD
AF21-B
Presure Control Solenoid
The pressure control solenoid (PCA) is installed on the front valve body. Based on
a signal indicating the degree to which the throttle is opened, engine torque, and
according to a duty ratio predetermined in the TCM, the solenoids control line
hydraulic pressure by linearly changing the comparable throttle hydraulic pres-
sure. Through this, it controls operating hydraulic pressure to the clutch and
brakes for smooth shifting. As a fail-safe function, if any shift control solenoid
assembly abnormality occurs, the TCM will disable the current to the shift control
solenoids. The line pressure is maximized, if the shift control solenoid assembly
current is disabled when any abnormality other than locking occurs.
PCA (5-5.6 ohms)

FORD 151
AF21-B
Torque Converter Solenoid
The torque converter clutch (TCC) solenoid is used in the transaxle control system
to control the application, modulation and release of the torque converter clutch.
The TCC control solenoid is installed on the front valve body. Based on engine
rpm, throttle opening degree signals and speed sensor signals, it linearly controls
clutch hydraulic pressure. Through this, engagement and slip are controlled. As a
fail-safe function, if any control solenoid assembly abnormality occurs, the TCM
will disable the current to the TCC solenoid.
TCC (5-5.6 ohms)

152 FORD
AF21-B
Adaptive Learning
Adaptive Shift Control
The TCM has an adaptive learning strategy to electronically control the transaxle
which will automatically adjust the shift feel. The first few hundred miles of opera-
tion of the transaxle may have abrupt shifting. This is a normal operation. If the
battery has been disconnected for any reason it will need to be kept disconnected
for approximately 20 minutes to reset the adaptive shift pressure strategy or use
the diagnostic tool to carry out the keep alive memory (KAM) reset.
Driver Adaptive Shift Control

This automatic transaxle does not have a driving mode selection switch that al-
lows drivers to select a mode themselves. The vehicle is ordinarily in adaptive
mode. However, when specific conditions are met, the transmission control unit
(TCU) selects a shifting pattern appropriate to driving conditions from all of the
shifting patterns and switches automatically.
GREEN — Mode 1 — Switched from mode 2 to warm up the transmission fluid.

This mode acts to protect the transaxle before the adaptive mode.
GREEN — Mode 2 — After engine start-up, warm-up speed is increased for a

certain period when transmission fluid temperature is low and the vehicle speed is
0.
HIGH TEMP — When fluid temperature becomes too high, this mode activates
lock-up at an earlier timing to stop the temperature rise and lower the tempera-
ture.
DOWN SLOPE — When driving down a slope, the transmission control module
(TCM) detects a down slope based on the engine control unit signal and output
rpm. TCM switches to down slope mode to alleviate the load to the brake by down
shifting.

CHRYSLER 163
Chrysler
Table Of Contents
Chrysler TOC ................................ 163 41TE, 42LE, 42RLE
Transmission ID Code P1776 .................................... 190
Making Your Job Easier ................ 164 Delayed Engagements .................. 192
Harsh 4-3 Downshift ..................... 193
Diamler/Chrysler
Autos and Truck Designations ...... 165 45/545RFE – Updates
Tow/Haul “OD Off” Changed ......... 194
40TE Revised Valve Body for 2005 ......... 195
Updates ......................................... 166 C2 Check Valve Added to
Pump Valve Body ........................... 196
40TE, 41TE/AE, 42LE, 42RLE 2C Clutch Piston ........................... 197
Dual Cyclodial Pump ..................... 167 4C Clutch Piston ........................... 198
Pistons ........................................... 169 L/R Clutch Piston ......................... 199
L/R Belleville Return Spring ........ 171 ERS Added on WK Vehicles .......... 200
UD Accumulator Spring ................ 172
Accumulator Pistons ..................... 173 48RE – Updates
Pinion Shaft Clip ........................... 174 Introductions ................................. 201
Throttle Valve Actuator ................. 202
42RLE Adjustments .................................. 203
Bearing Failure ............................. 175 Transmission Throttle
Line Pressure Solenoid ................. 176 Valve Motor Circuit ....................... 204
Pressure Regulator Valve ............. 177 Transmission Throttle
Variable Line Pressure Operation 178 Valve Potentiometer ...................... 205
Module Strategy ............................ 179 TTVA Transmission Circuit
Diagram ........................................ 206
45RFE/42RLE
Replacement For Small
Engine Applications ....................... 180
42RLE
Transfer Case Adaptor .................. 181
2-wheel Drive Adaptor .................. 182
Transmission Case Seepage ......... 183
New Parking Pawl ......................... 184
Input and Output Speed Sensors .. 185
Output Shaft on 4WD Applications 186
Transmission Case, Pan
and Filter ...................................... 187
Output Flange ............................... 188
Solenoid/Pressure Switch Codes . 189

164 CHRYSLER
Transmission ID
Making Your Job Easier!
Electronically controlled transmissions and their functions can be broken down
into three (3) areas of control. Understanding these areas will greatly reduce diag-
nostic time and prevent premature failures when repairing these units. These
areas are:
· The mechanical portion - Mechanical components allow the transfer of

torque through gears, clutches, and rotating shafts.
· The hydraulic portion – Hydraulic fluid supplies the necessary pressure to
move a piston or valve in the transmission to link the electric portion to the me-
chanical portion.
· The electrical/electronic portion – The electrical/electronic portion pro-
vides the means to give a full and direct control of the clutches. The use of elec-
tronics optimizes the shift quality, fuel economy, adaptation for conditions, and
driver preference.
Understanding these three areas completely will give the technician confidence
when faced with diagnostics – rebuilding – repairs that they are faced with day by
day.
Each character in the name of the transmission has a specific meaning and helps
identify the transmission type:
41TE 42RLE
· 4 – Four forward speeds · 4 – Four forward speeds
· 1 – Duty rating · 2 – Duty rating
· T – Transverse · R – Rear wheel drive
· E – Electronically controlled · L – Longitudinal mounted
41AE · E – Electronically controlled
· 4 – Four forward speeds 45RFE
· 1 – Duty rating · 4 – Forward speeds
· A – All wheel drive · 5 – Duty rating
· E - Electronically controlled · R – Rear wheel drive
42LE · FE – Fully electronic
· 4 – Four forward speeds 545RFE
· 2 – Duty rating · 5 – Forward speeds
· L – Longitudinal mounted · 4 – Forward speeds
· E – Electronically controlled · 5 – Duty rating
· R – Rear wheel drive
· FE – Fully electronic
CHRYSLER 165
Diamler/Chrysler
A utos and Truck Designations
BODY YEAR MAKE
AA 1989 - 1995 Spirit/Acclaim/Lebaron Sedan
AB 1989 - 2003 Ram Van/Wagon
AC 1989 - 1993 Dynasty/New Yorker/New Yorker Sedan
AD 1989 - 1993 Ram Truck
AG 1989 - 1994 Daytona
AH 1989 Lancer/Lebaron GTS
AJ 1989 - 1995 Lebaron Coupe/Lebaron Convertible
AK 1989 - 1990 Aries/Reliant
AL 1989 - 1990 Horizon/Omni
AM 1989 Diplomat/Gran Fury/New Yorker Fifth Avenue
AN 1989 - 2004 Dakota

AP 1989 - 1994 Shadow/Sundance
AQ 1990 - 1991 Maserati
AY 1990 - 1993 Imperial/New Yorker Fifth Avenue
BR/BE 1994 - 2003 Ram Truck
CS 2004 - 2005 Pacifica
DN 1998 - 2003 Durango
DR 2002 - 2005 Ram Truck 1500/2500/3500 (Including Diesel)
FJ 1995 - 2000 Sebring/Avenger/Talon
GS 2000 Chrysler Voyager (International Market)
HB 2004 - 2005 Durango
JA 1995 - 2000 Cirrus/Stratus/Breeze
JR 2001 - 2005 Sebring Sedan & Convertible/Stratus Sedan
JX 1996 - 2000 Sebring Convertible
KJ 2002 - 2004 Liberty
LH 1993 - 2004 Concorde/Intrepid/Vision/LHS/New Yorker/300M
LX 2005 Chrysler 300/Magnum
ND 2005 Dakota
NS 2000 Town & Country/Caravan/Voyager
PS 1995 - 2005 SRT-4/Neon
PG 2002 - 2003 PT Cruiser (International Markets)
PT 2001 - 2005 PT Cruiser
PR 1997 - 2002 Prowler
RG 2001 - 2005 Chrysler Voyager (International Markets)
RS 2001 - 2005 Town & Country/Caravan/Voyager
TG 1997 - 2004 Wrangler
WG 2001 - 2004 Grand Cherokee (International Markets)
WJ 1999 - 2004 Grand Cherokee
YJ 1989 - 1995 Wrangler
ZB 2005 Viper
ZG 1996 - 1998 Grand Cherokee (International Markets)
ZH 2005 Crossfire
ZJ 1994 - 1998 Grand Cherokee/Grand Wagoneer
166 CHRYSLER
40TE
Updates
Several changes have been made to the FWD electronic transaxle family. These
changes include:
1. New 40TE transaxle used on small engine packages
2. Stamped steel/bonded seal pistons
3. DC pump, new to the 40TE and modified for other transmissions
4. L/R Belleville spring changes

CHRYSLER 167
40TE, 41TE/AE, 42LE,

42RLE
Updates
Dual Cyclodial Pump
In 2003, the pump design changed to improved performance and fuel economy.
The design of this pump helps to prevent loss of prime, which can delay
engagement and cause a rough 4-3 downshift. Codes associated with pump
problems can include P0841 (L/R pressure switch) or P0944 (loss of prime). If a
fault occurs in Reverse only, there will be no code set. Previous design pumps had
a tilted gear pocket for the pump gears. The Dual Cyclodial pump has a square
design gear pocket to prevent drain back issues that were associated with the early
design pump. If the torque converter fails, this new pump can be easily damaged.

168 CHRYSLER
40TE, 41TE/AE, 42LE,

42RLE
Updates (continued)
Dual Cyclodial Pump (continued)
Early pumps had a tilted pocket that was machined with a difference of 55 microns
air gap across the face of the pump gears and pump face, allowing the torque
converter to drain. This machining issue resulted in air, rather than fluid, being
drawn into the pump causing the loss of prime condition to occur. The cressent
and gears on the Dual Cyclodial pump are narrower than the first design pump.
Early pump was tilted
Late pump in straight

CHRYSLER 169
40TE, 41TE, 42TE (except JR)

Updates (continued)
2004 model year (except JR) Pistons
The UD, 2-4, and L/R pistons changed to stamped steel with bonded reusable
seals. These replaced the cast aluminum pistons that use D-ring seals.
The new L/R piston is not back serviceable as the vent orifice was removed for
durability issues (this reduced warranty-related issues due to the vent orifice
becoming unseated).

170 CHRYSLER
40TE
Updates (continued)
Pistons
The 40TE (introduced in 2004) is used in smaller engine applications. Because of
this the load capacity of this unit does not require the same amount of friction
clutch plates that the 41TE uses. The UD, 2-4, and L/R pistons are taller to make
up the difference for eliminating one friction and one steal plate from the stack
ups.
41TE 40TE 41TE 40TE

Shorter Taller Shorter Taller
41TE 40TE
Shorter Taller

CHRYSLER 171
40TE, 41TE, 42RLE

Updates (continued)
L/R Belleville Return Spring.
The L/R Belleville return spring had to be made taller and larger in diameter for
the stamped steel/bonded piston. The new spring has 10 fingers, compaired to the
8 on the old return spring. This spring will not back service on aluminum piston
designs.
Early Late
(Bonded Piston)

172 CHRYSLER
40TE, 41TE
Updates (continued)
UD A ccumulator Spring
The UD accumulator spring for the 2.0L, 2.4L, and 2.7L UD clutch has a higher
spring rate to accommodate a smoother 2-1 kickdown shift. The spring is blue in
color to differentiate it from the old green accumulator spring. The reason for this
increase is due to the logic which requires the SSV to actuate.
UD Accumulator Spring

CHRYSLER 173
40TE, 41TE, 42LE/RLE

Updates (continued)
A ccumulator Pistons
The Rev (and reverse accumulator cover), 2-4, OD, and UD clutch accumulator
pistons are now made of stamped steel with a bonded seal material. This was to
improve production and performance of the accumulators. Improved performance
is now a Zero Leak accumulator.
Factory recommendation is to NOT back service these steel accumulators with

earlier aluminum pistons. Early pistons should be serviced with the D-ring seals.

174 CHRYSLER
40TE, 41TE
Updates (continued)
Pinion Shaft Clip
In 2000, the use of a pinion shaft retainer is being used on the one piece differ-
ential assembly for all light duty transaxles. A different retainer is used on the
two-piece differential for the 3.3L and 3.8L applications. This clip is available from
OE as well as the Aftermarket.

CHRYSLER 175
42RLE
Bearing Failure
The 42RLE replaces the 45RFE in smaller engine applications. The extension
housing bearing requires a special lube tube to lubricate the rear bearing. Always
use a brand new seal.

176 CHRYSLER
42RLE
Updates (continued)
Line Pressure Solenoid
The 42RLE applications will adopt the use of a variable line pressure solenoid in
2005 model year. The valve body will be revised to incorporate the Pressure Control
Solenoid/Variable Force Solenoid and also house the line pressure sensor.
New VFS (Intergrated connector on pressure transducer) Modified 45RFE VFS (New
MCM VFS for 2006 model year)
• New pressure transducer

• New VLP header
• New solenoid switch valve
• New regulator spring
• Anodized valve body and transfer plate

CHRYSLER 177
42RLE
Updates (continued)
Pressure Regulator Valve
The line pressure regulator valve has been revised to accommodate the Variable
Line Pressure Control capability. To add this feature, the design of the case had
to also change to allow for the new connectors.

178 CHRYSLER
42RLE
Updates (continued)
Variable Line Pressure Operation
How the system works:
The Variable Line Pressure (VLP) feature requires changes to the 42RLE trans-
mission control system. This feature uses the basic 45RFE line pressure control
logic with modifications to accommodate the hardware differences. The 42RLE
transmission with the VLP feature has a line pressure sensor to monitor the
actual line pressure and a Variable Force Solenoid (VFS to control the line pres-
sure).
The basic control strategy “reduces” line pressure during in-gear conditions to
lower transmission oil pump load and other parasitic losses, and it, thereby, im-
proves fuel economy. During shifts, the line pressure is raised to a programmed
level to provide good hydraulic response and consistent shift quality; this also
allows shifts to be made at higher input torques than were possible with fixed line
pressure.
The following changes are being added to Module Strategy.

1: Line pressure targets are added to support different shifts, ensure adequate
torque capacities of the clutches (both the element clutches and the torque con-
verter clutch), and ensure adequate lubrication of the transmission.
i. Line pressure targets for shifts: The pressure targets are adapted from
the line pressure values used in the current 41TE/42RLE
transmissions. This allows keeping most of the previous calibrations
for the transmissions with the VLP feature.
ii. Line pressure target in-gear: The drive gear pressure target is based
on the clutch torque required to carry the input torque. The pressure
target in Neutral is balanced between the fuel economy and the
transmission lubrication.
iii. Line pressure target upper limits: the upper limits for the line
pressure target are adapted from the fixed line pressure values used in
the 41TE/42RLE transmissions.
iv. Line pressure target lower limit: The lower limits for the line pressure
target are established to provide the desired torque capacity of the
clutches and adequate lubrication for the transmission.

CHRYSLER 179
42RLE
Updates (continued)
Module Strategy
The following changes are being addedto Module Strategy.
(continued)
2: A closed-loop line pressure control algorithm is added: The algorithm compares
the actual pressure with the target pressure and controls the actual pressure to
the desired value. In order to maintain drivability with the faulty pressure sensor,
an open-loop control algorithm is also implemented.
3: A clutch-slip correction and line pressure adjustment algorithm is added.

When either an element clutch or the torque converter clutch slips unexpectedly,
the VLP feature raises the closed-loop control target pressure to its upper limit
temporarily to stop the slip and then adjusts the line pressure target calculation
to prevent future slip. In the event of a faulty line pressure sensor where open-
loop control is activated, this feature adjusts the open-loop VFS duty cycle
calculation to correct and prevent future slip.
4: New and revised control logic is added to adapt the existing logic to variable
line pressure.
5: A VLP enable bit is added to allow selection of VLP feature on an engine

application basis.
6: Failsafe logic is added to detect a VLP system failure, activate alternative control
strategies to maintain drivability, prevent possible further damage to the
hardware, and provide diagnostic information about the fault.
7: Torque Management logic is added to ensure stable torque converter CC-On

operation with throttle tip-ins. Throttle tip-ins during Torque converter CC-On
operation could cause unexpected torque converter slip until the converter clutch
pressure stabilizes.
8: Desired line pressures are being modified to improve the clutch capacities for
certain shifts and in-gear conditions, to improve shift consistency, or to
accommodate recent lab test results. Some logic is modified to improve reliability.

180 CHRYSLER
45RFE/42RLE
Updates (continued)
Replacement for Small Engine A pplications
In 2003 the 42RLE replaced the RFE in smaller engine applications. The change
was for cost savings due to weight and fuel economy. the 42RLE ia a proven qual-
ity 42LE that has gone rearwheel drive. The vehicles that use the 42RLE are as
follows:
Year Body Model Engine Size

2003 TJ 4.0L and 2.4L
2003.5 KJ 3.7L
2004 HB and AN 3.7L
2004.5 LX 2.7L and 3.5L
2005 ND

CHRYSLER 181
42RLE
Updates (continued)
Transfer Case Adapter
The 4WD transfer case adapter and oil lube tube changed when the 42RLE was
initially launched in the 2003 TJ with the 2.4L engine and on the 2003.5 KJ with
the 3.7L. The TJ transfer case adapter has a 10 mm difference in length, but a
common intermediate shaft. The lengths differ for proper fit in the different plat-
forms.
10mm
Longer

182 CHRYSLER
42RLE
Updates (continued)
2WD Adapter
In the middle of 2003 the 42RLE introduced the extension assembly with shaft,
bearing, and housing assembly necessary to adapt on the 2WD vehicles. The
parts on this extension housing are serviced separately. A lube tube extends from
the front of the extension housing to the output shaft seal to lubricate the seal
and bearing.
This extension housing is used on the AN, KJ, and HB two wheel drive applica-
tions. The seal, bearing and snapring are all common.

CHRYSLER 183
42RLE
Updates (continued)
Transmission Case Seepage
In the 2003 KJ and TJ, transmissions, fluid may seep at the input or output
sensor to case fasteners, the adapter housing bolts, and extension to lower case
fasteners. If any of these fasteners are seeping, replace all fasteners with the new
patch bolts. Leaks have also been found at pan bolts under the pressure tap
locations and these bolts also must be replaced with the new patch bolts. The
replacement bolts have a pre-applied sealer designed for a one-time use.

184 CHRYSLER
42RLE
Updates (continued)
New Parking Pawl
2003 TJ applications with the 4.0L or 2.4L and the KJ with a 3.7L had modifica-
tions so the transmission could hold the 10,000 gross combined vehicle weight
(GCVW) rating tow capacity rated vehicles in the park position. To achieve this, a
wider 2.5 mm parking sprag was installed as well as a different parking pawl,
narrower spacer, parking guide, and wider park rod. On these applications the
case has been modified to make room for the larger parking assembly. If a new
case is ordered, the upgraded parking assembly is included with this setup.

CHRYSLER 185
42RLE
Updates (continued)
Input and Output Speed Sensors
The input and output speed sensors were changed on the 42RLE and they are not
backward compatible with any other model. The input speed sensor is common
with the 45RFE, but the output speed sensor is unique. Make sure when ordering
you specify which sensor you want.
Neither sensor will interchange with one another, their mounting surfaces are
different.

186 CHRYSLER
42RLE
Updates (continued)
Output Shaft on 4WD applications
The rear spline was lengthened and the snapring groove became wider and deeper
to house a locking ring for the stub shaft. This was necessary for the 4WD applica-
tions starting with the 2003 TJ with the 2.4L and the KJ with the 3.7L engines.
The shaft can be hard to remove because of this locking ring. Always install a new
ring when servicing the shaft removal.

CHRYSLER 187
42RLE
Updates (continued)
Transmission Case, Pan and Filter
The transmission case was changed by adding a sump. The filter added an ellipti-
cal circle snorkel for added fluid pickup that was optimized so the filter is not
starved during extreme maneuvers.

188 CHRYSLER
42RLE
Updates (continued)
Output Flange
LX Applications
In the middle of 2004, the 42RLE used in the LX 2.7L and 3.5L applications
required a fixed output flange. When servicing the yoke always install a new
locking nut.

CHRYSLER 189
42RLE
Solenoid/Pressure Switch Codes
2004 Dakota (AN), 2004-2005 Durango (HB), 2003-2005 Liberty (KJ), 2003-2005
Cherokee International Models (KJ), 2005 300/Magnum (LX), 2005 Dakota (ND),
2003-2005 Wrangler (TJ) models may experience any of the following codes:
• P0750
• P0755
• P0760
• P0765
• P0846
• P0871
• P0841
This condition can be caused by moisture in the solenoid/switch assembly
connector. Inspect for any signs of corrosion and moisture in the connector. Many
times this corrosion will damage the pins on the solenoid/switch assembly and
both may need to be replaced. Part #’s are:
Wiring 10-Way Pigtail Harness ——————05102405AA

Solenoid/Pressure Switch Assembly —— 05143151AA

190 CHRYSLER
41TE, 42LE, 42RLE

Code P1776
2004 Dakota (AN), 2004-2005 Pacifica (CS), 2003-2004 Seabring Convertible/
Seabring Sedan/Stratus Sedan (JR), 2003-2004 Liberty (KJ), 2003-2004 Cherokee
International Markets (KJ), **2002**-2004 300M/Concorde/Intrepid (LH), 2003-
2004 Neon/SX 2.0 (PL), 2003-2005 PT Cruiser (PT), 2003-2005 Chrysler Voyager
International Markets (RG), 2003-2005 Town & Country/Voyager/Caravan (RS),
and 2003-2004 Wrangler (TJ)
Code P1776 (Solenoid Switch Valve Latched in the LR position) may be caused by
one of the following concerns:
NOTE: The solenoid switch valve is not in the solenoid pack, it is in the valve body.
TRS Code Reads TR2

If the “TRS Code” displays “TR2” it is an indication that the manual valve was not
fully in the OD position at the time the DTC was set. Check the shifter cable
adjustment and adjust if necessary. Also Check the shift control system for
excessive friction and/or routing issues.
TRS Code Reads OD
If the “TRS Code” displays “OD” then a sticky solenoid switch valve is the primary
cause. Perform the proper diagnosis for the valve body. Inspect for foregn material
in the solenoid switch valve and plugs.
Model Engine Transmission

AN 3.7L 42RLE
CS 3.5L 41TE
JR 2.4L or 2.7L 41TE
KJ 3.7L 42RLE
LH 2.7L or 3.5L 42LE
PL 2.0L 41TE
PT 2.0L or 2.4L 41TE
RS/RG 2.4L, 3.3L or 3.8L 41TE
TJ 4.0L 42RLE

CHRYSLER 191
41TE, 42LE, 42RLE

Code P1776 (continued)
2002-2004 LH Models Only
FOR 2002-2004 LH MODELS ONLY
If replacing the valve body assembly for DTC P1776 Solenoid Switch Valve Latched
in LR Position first inspect the build date on the solenoid pack. If the build date
range falls in between 3001 and 0603 replace the solenoid pack not the valve
body**
Solenoid identification build date numbers.

192 CHRYSLER
41TE, 42LE, 42RLE

Delayed Engagements
The transaxle/transmission may experience a long delay or temporary loss of
transmission engagement after initial start up. This condition usually happens
after an extended soak (several hours) and may be accompanied by a harsh 4-3
downshift. DTC P1791/P0944 (loss of prime) may also be present at time of ser-
vice.
To correct the concern replace the front pump and check the TCM for the latest
software revision level
Refer to the following table for specific applications:
Model Engine Transmission **Build dates**
CS 3.5L 41TE **Built on or before** July 10, 2003

(MDH 0710XX)
JR 2.4L or 41TE **Built on or before** July 2, 2003 (MDH
2.7L 0702XX)
KJ 3.7L 42RLE
LH 2.7L or 42LE **Built on or after June 2, 2002 (MDH
3.5L 0602XX)**
PL 2.0L 41TE **Built on or after June 2, 2002 (MDH
0602XX)**
PT 2.0L or 41TE **Built on or after June 2, 2002 (MDH
2.4L 0602XX)**
RS/RG 2.4L, 41TE **Built on or after June 2, 2002 (MDH
3.3L or 0602XX)
3.8L
TJ 4.0L 42RLE
Part Number:
41TE Oil Pump ..................................... 05127197AA
42LE Oil Pump ..................................... 05127198A
42RLE Oil Pump................................... 05127199AA

CHRYSLER 193
41TE, 42LE, 42RLE

Harsh 4-3 Downshift
On 2004 Pacifica (CS), 2003-2004 Sebring Convertible/Sebring Sedan/Stratus
Sedan (JR), **2003** Liberty (KJ), **2003** Cherokee International Markets (KJ),
2003-2004 300M/Intrepid (LH), 2003 Neon/SX 2.0 (PL), 2003 PT Cruiser (PT), 2003
Chrysler Voyager International Markets (RG), 2003 Town & Country/Caravan/
Voyager (RS), and 2003 Wrangler (TJ) vehicles that experience a harsh 4-3
downshift under normal driving, after an extended soak (several hours), confirm
the following in diagnoses:
• Fluid level correct
• Proper fluid installed in the unit
• Engine does not have any performance issues (codes)
If the following is experienced and the basics have been covered, the fix is in
reprogramming the transmission control module (TCM)
Model Engine Transmission Built On or

Before
CS 3.5L 41TE July 10, 2003
JR 2.4L or 2.7L 41TE July 2, 2003
KJ 3.7L 42RLE
LH 2.7L or 3.5L 42LE
PL 2.0L 41TE
PT 2.0L or 3.5L 41TE
RS/RG 2.4L, 3.3L or 3.8L 41TE
TJ 4.0L 42RLE

194 CHRYSLER
45/545RFE
Updates
Tow/Haul (OD OFF) Changed
For reasons of fuel economy, driveability, and customer satisfaction, the HB, WK,
and DR line of vehicles with 4.7L and 5.7L 545RFE Tow/Haul was added. These
features include:
• Provides a replacement to the OD off feature
• Enables the vehicle to up-shift to 4th gear under certain conditions to provide
NVH and fuel economy benefits
• Delays up-shifts to avoid shift “hunting” while towing
• Automatic downshifts during grade descent provide engine braking
On past vehicles, when the OD OFF was activated the transmission would not shift
into overdrive. The OD OFF switch is now the Tow/Haul switch and uses a
different strategy for operation. Unlike the OD OFF switch, the Tow/Haul switch
allows the RFE transmission to operate in 4th gear when certain conditions are
met. When activated, the transmission upshifts are delayed and the instrument
panel indicator is illuminated to notify the driver. Also, when the Tow/Haul feature
is active the vehicle can shift back into third gear for engine braking automatically.
This occurs when the Tow/Haul logic detects a closed throttle and a vehicle speed
increase of 5 mph, or if the brake is applied for more than 2 ¼ seconds. Vehicles
other than the WK, HB, and DR will retain the OD OFF function.

CHRYSLER 195
45/545RFE
Updates (continued)
Revised Valve Body for 2005
In 2005 a new valve body was released with a revised separator plate to improve
reverse shift quality. The R1 (reverse orifice) is now smaller to improve reverse
shift quality which eliminated a bump feel going into reverse. This new valve body
is “not backwards compatible” to 2004 model year. Torque management was
added in the transmission software to accommodate the smaller orifice and there
at this time is no reflash to compensate for the changes. NOT Interchangeable.
Early Late

196 CHRYSLER
45/545RFE
Updates (continued)
C2 Check Valve added to Pump Valve Body
A running change to the oil pump valve body involved the installation of the C2
check valve. The spring loaded check valve is threaded into the pump valve body
housing. The purpose of this new valve is to prevent converter drainback. Casting
changes happened before the valve was introduced so not all castings that have
the open passage will have the C2 valve installed. This pump body will NOT inter-
change with earlier models.

CHRYSLER 197
45/545RFE
Updates (continued)
2C Clutch Piston
The 2C Clutch Piston is now made of stamped steel with a bonded rubber lip seal.
The change was a cost saving issue. This piston is compatible and can be used to
back service all RFE transmissions.

198 CHRYSLER
45/545RFE
Updates (continued)
4C Clutch Piston
In 2005 the 4C clutch piston was changed to improve a higher torque capacity.
The 4C piston has been modified in 2005 from the aluminum casting design to a
stamped steel piston with bonded lip seal. This piston is not “backward” compat-
ible because of a recess in the 2C/4C clutch retainer that will not allow full travel
of the piston. If the 2C/4C retainer, as an assembly, is replaced than the use of
this new design piston can be back serviced.

CHRYSLER 199
45/545RFE
Updates (continued)
L/R Clutch Piston
For reasons of higher torque capacity the L/R piston and Belleville spring are both
new for the 2005 model year. The L/R piston is now stamped steel with bonded
rubber lip seals. The Belleville spring is also unique. The diameter of the spring is
larger and the fingers are longer than original early designed return spring. As an
assembly this new piston is backward serviceable as long as the correct return
spring is used. Parts can not be mixed when changing designs.

200 CHRYSLER
45/545RFE
Updates (continued)
ERS Added on WK Vehicles
The WK model has a newly designed shifter assembly (same as used in the NAG1
applications). This new Electronic Range Select (ERS) shifter allows the driver to
select the desired top gear range providing more control. The WK offers two differ-
ent powertrain packages: NAG1 in 3.7L applications and the 545RFE behind the
4.7L and 5.7L engines. To provide a common feel, the shifters share a common
base assembly. Since there are different strategies used to control these transmis-
sions, some of the components inside the shifter assembly are different.

CHRYSLER 201
48RE
Updates
Beginning in 2005 there were changes made in the 48RE applications. These
changes included:
• A new case with two extra bosses to except a Throttle Actuator Motor (Diesel
Applications)
• Software changes in the Tow/Haul Strategy

202 CHRYSLER
48RE
Updates (continued)
Throttle Valve A ctuator
The transmission Throttle Valve Actuator (TTVA) is a new motor/actuator that is
mounted to the side of the transmission case and used to drive the throttle shaft.
This component eliminates the previous under hood actuator and linkage. The
Transmission case had 2 bosses added to the side for the actuator to mount to.
The detent feel was removed from the valve body and the throttle shaft was made 2
mm longer. The change was required for Diesel applications only. The V10 trans-
mission will not have the actuator.
The new transmission will not service past designs.
The TTVA has a six pin connector, that supplies 12 volts to drive a motor from the
Cummins engine controller and uses 2 feedback potentiometers to report position
back to the controller to identify the correct position.
The TTVA consists of an electric DC motor, tow potentiometers, and a gear drive
system. The TTVA is mechanically connected to the transmission throttle valve in
the valve body by the “D” shaped o pening n the pottom of the TTVA shaft.
Changes in the TTVA position are therefore transferred to the throttle valve and
cause changes in the transmission throttle pressure. All changes in the throttle
valve position are controlled by the Engine Control Module (ECM)

CHRYSLER 203
48RE
Updates (continued)
Adjustments
The Transmission Throttle Valve Actuator (TTVA) does not require any mechanical
adjustments. All changes in throttle valve position are controlled by the Engine
Control Module (ECM). The TTVA does require an initialization period after the
actuator has been removed or replaced. After the actuator has been removed or
replaced, move the ignition to the ON position for thirty (30) seconds. This will
allow the ECM sufficient time to perform the internal calibration procedures to
learn the TTVA’s current “zero” position. Once this is done, check the ECM for
diagnostic trouble codes (DTCs). If no DTCs are set relating to the TTVA, the TTVA
is fully calibrated and ready for use.

204 CHRYSLER
48RE
Updates (continued)
Transmission Throttle Valve Motor Circuit
The motor circuit reverses polarity to drive the transmission throttle TTVA) shaft to
either the full (TTV) shaft position or the closed TTV shaft position. The TTVA con-
nector pin 5 is the Pulse Width Modulated side of the motor circuit. The motor
circuit is completed through Pin 3. Most of the time, circuit polarity causes the
actuator motor to either move the TTV shaft to full throttle position or hold the
TTV shaft in the closed throttle position against spring tension. To do this, Pin 3 is
grounded and Pin 5 is powered. To reverse the motor and rapidly change the posi-
tion of the TTV shaft, the circuit reverses polarity. Pin 3 supplies 12V and Pin 5
supplies ground.

CHRYSLER 205
48RE
Updates (continued)
Transmission Throttle Valve Potentiometer
Two potentiometers are built into the TTVA body and provide two tranmission
throttle valve shaft position signals to the PCM. Two sensors are used for failsafe
redundecy and error checking. The sensors output analog signals to inform the
PCM that the TTV shaft moves as expected.
Two three-wire potentiometer sensors are used. The sensors use a common 5V
reference and sensor return. Each sensor ouputs and analog signal in proportion
to TTV shaft position, but one sensor uses reverse logic. As the TTV shaft rotates
to full throttle, the signal voltage from potentiometer #1 increases, and the signal
voltage from potentiometer #2 decreases. The sum of the two potentiometer signal
voltages should always qual approximatly 5V. the PCM monitors this value to
check the system integrity.

206 CHRYSLER
48RE
Updates (continued)
TTVA Transmission Cicuit Diagram

HONDA 211
Honda
Table Of Contents
Honda/Acura
Factory Warranty Extensions ..................... 212
Diagnostics/First Approach ........................ 213
Scan Tool ..................................................... 214
Information .................................................. 216
PO740 219
Collision Damage ........................................ 223
Carrier Bearings ......................................... 224
Venting Fluid .............................................. 225
1998 BAXA, B6VA

Control Shaft Collar .................................... 227
5-Speed V6 Units
Oil Jet Kit ................................................... 231
BMXA
Feed Pipe Locations .................................... 234
Valve Body Rebuild Tips .............................. 235
O-Ring End Plugs ........................................ 236
Checking CPC Valves and
Center Springs ............................................ 237
SZCA Civic Hybrid CVT

Valve Body ................................................... 238
Air Testing ................................................... 241
Delayed Upshifts After Cold Start .............. 242
Signal Monitor Hook Up .............................. 243

4 Speed Units .............................................. 243
5 Speed V6 Units ........................................ 244
Solenoid and Pressure Switch Guide ......... 245

212 HONDA
Honda/A cura
Factory Warranty Extensions
Warranty extended on transmissions and torque converters to 7 years or 100,000

miles. whichever comes first.
Honda
1999-2001 Odyssey - ALL
2000-2001 Accord - ALL
2000-2001 Prelude - ALL
Acura
1999-2002 3.2TL - ALL
2003 3.2TL (except Type S):

From VIN 19UUA5...3A000001 thru 19UUA5...3A019556
2003 3.2TL Type S:

From VIN 19UUA5...3A000001 thru 19UUA5...3A019061
2001-2002 3.2CL - ALL
2003 3.2CL (all models):

From VIN 19UYA42...3A000001 thru 19UYA42...3A005203

HONDA 213
Diagnostics
First A pproach
Road Test and Lift Inspection
Get a description of the symptoms from the customer. Ask when the symptoms
occur (cold, first startup in the morning, after the vehicle is driven for a while and
warmed up, etc).
1. Road test vehicle and note any symptoms and when they occur (cold, hot,
long drive, etc.)
2. Note any howling or gear whine noises.
3. Put vehicle up on a lift. Check axles and seals and note if there are signs of
leakage and/or excessive radial axle movement.
4. Drain fluid through a paint strainer into a clean container.

Dark or black fluid indicate possible clutch failure.
5. Note the amount and type of metal debris on the drain plug magnet Fine
black metal is normal. Shiny, flaky metal particles are a red flag for hard
parts failure.
Note: New solenoids are expensive and can be ruined if they are
installed and run on a contaminated unit. It is recommended
that you carefully check for signs of contamination or internal
failure before replacing solenoids.
Beware of vehicles that have had a “miracle service”, or have been flushed and
had the fluid changed before they came to your shop. Evidence of contamination
and internal failure may have been temporarily removed.

214 HONDA
Diagnostics
Scan Tool
Scan Tool Functions
DATA LIST: Order and number of PID’s displayed can be customized
LED’s can be selected to inicate 4 ON/OFF PID’s
BAR GRAPH can be selected to indicate 4 PID’s
LINE GRAPH can be selected to graph two PID’s
SNAPSHOT: Records data from -12.6 seconds to+12.6 seconds with 0.2 second
resolution. Trigger point can be changed to give more time before or after trigger.
Can be set to trigger when any DTC sets, or trigger manually.
FREEZE DATA: A single frame of engine PID’s that are stored when a DTC is set.
DTC/DATA CLEAR: Clears codes and freeze data.
TCM/PCM RESET: Resets PCM adaptive memory, fuel trim, and transaxle adaptive
memory.
LOCKUP SOL TEST: Cycles lockup solenoid on and off for 15 seconds (engine must
be off).
SHIFT SOL TEST: Cycles Shift Solenoid A, B, or C on and off for 15 seconds
(engine off).

HONDA 215
Diagnostics
Scan Tool (continued)
Scan Tool functions
Note: You can change the type of data on some PIDs in the
SETUP/UNIT CONVERSION menu
ENGINE SPEED RPM

VSS km/h, MPH (selectable)
C SHAFT SPD MPH
M SHAFT SPD MPH
2ND PRES SWITCH ON/OFF
3RD PRES SWITCH ON/OFF
A/T 1 SWITCH ON/OFF
A/T 2 SWITCH ON/OFF
A/T D3 SWITCH ON/OFF
A/T D4 SWITCH ON/OFF
PNP SWITCH ON/OFF
A/T R SWITCH ON/OFF
SCS OPEN/CLOSED
A/C CLUTCH ON/OFF
BRAKE SWITCH ON/OFF
CRUISE CONTROL ON/OFF
A/T SHIFT SOL A ON/OFF
A/T SHIFT SOL B ON/OFF
A/T SHIFT SOL C ON/OFF
D4 INDICATOR ON/OFF
A/T LOCKUP SOL A ON/OFF
SHIFT LOCK SOL ON/OFF
ECT SENSOR DEGREESC or F, or VOLTS (selectable)
TP SENSOR ANGLE DEGREES, %, or VOLTS (selectable)
SHIFT CONTROL 0-4
LINEAR SOL A COM AMPS
LINEAR SOL A ACT AMPS
LINEAR SOL B COM AMPS
LINEAR SOL B ACT AMPS
SOL SUPPLY VOLTS (PCM terminal D5)
MAP SENSOR kPa, VOLTS, mmHg, inHg (selectable)

216 HONDA
Advanced Diagnostics
Information
Factory service manual information on Honda/Acura transaxle performance DTCs
can be vague, making them difficult to diagnose or verify repair. Here are the DTC
definitions and conditions the PCM is looking for to set these codes:
P0730:
Problem in Shift Control System
Conditions for setting DTC:
• Engine coolant temperature: between 158°F (70°C) and 212°F (100°C)
• Engine speed: 500 rpm or higher
• Vehicle speed: 10 mph (17 km/h) or higher
• Selector in D3 or D4 position
• No other sensor or transmission solenoid DTC’s active
• Actual gear ratio (calculated with mainshaft and countershaft speed) is less
than 80% or more than 125% of the commanded gear for 12 seconds
• Single drive cycle, MIL ON
P0740:
Problem in Lockup Control System
Conditions for setting DTC:
• Engine coolant temperature: between 158°F (70°C) and 212°F (100°C) for 4
cylinder applications between 167°F (75°C) and 212°F (100°C) for V6
applications
• Vehicle speed: between 49 mph (79 km/h) and 73 mph (117 km/h)
• Selector in D4 position 4th gear
• No other sensor or transmission solenoid DTC’s active
• Torque converter clutch is commanded to Full Apply
• The mainshaft speed is 95% - 98% of engine speed or less for 20 seconds or
longer
• Single drive cycle, MIL on

HONDA 217
Information (continued)
P0780:
Mechanical Problem in Hydraulic Control System for Shift
Solenoid A and Clutch Pressure
Control Solenoids A and B, or Problem in Hydraulic Control
System
Conditions for Setting DTC:
• ATF temperature: -13°F (-25°C) or above
• No other sensor or transmission solenoid DTCs active
• One of the following conditions is present:
• A 1-2 shift is commanded and the actual gear is 1st
• A3-4 shift is commanded and the actual gear is 3rd
• A 3-4 shift is commanded and the actual event is a 3-2 shift
• 4th gear is commanded and the actual gear is 2nd
• The condition is present for 20 seconds when ATF temperature is below
32°F (0°C)
• The condition is present for at least 13 seconds when the ATF temperature
is above 32°F (0°C)
• Single drive cycle, MIL on, D4 light flashes
P1750
Mechanical Problem in Hydraulic Control System for Clutch
Pressure Control Solenoids A and
B, or Problem in Hydraulic Control System
• Engine Coolant Temperature: 50°F (10°C) or higher
• Vehicle Speed: 2 mph (3 km/h) or higher
• Throttle Position: 6.3% or higher
• Throttle variation: 5.2 degrees / 0.2 seconds or less
• ATF temperature: 32°F (0°C) or higher
• No other sensor or transmission DTC’s active
• One of the following conditions is present:
• A 1-2, 2-3, or 3-4 upshift is commanded, and a sudden increase in engine
speed is detected
• Single drive cycle, MIL on, D4 light flashes

218 HONDA
Information (continued)
P1751:
Mechanical Problem in Hydraulic Control System for Shift
Solenoid B and A/T Clutch Pressure
Control Solenoids A and B, or Problem in Hydraulic Control
System
ATF temperature: -13°F (-25°C) or above
No other sensor or transmission solenoid DTCs active
A 2-3 upshift is commanded and the actual gear is 2nd
The condition is present for 20 seconds when ATF temperature is below 32°F (0°C)
The condition is present for at least 13 seconds when the ATF temperature is
above 32°F (0°C)
Single drive cycle, MIL on, D4 light flashes

HONDA 219
P0740
Problem in the Lockup Control
System
P0740:
Problem in Lockup Control System
P0740 is set when the PCM/TCM sees excessive TCC slip or no TCC apply by
comparing engine speed and mainshaft speed when full TCC apply is
commanded. It can be difficult to diagnose and verify repair of P0740 because
TCC slip parameters are not displayed in scan data, and there is no easy
way to accurately monitor TCC slip.
There are several possible causes for P0740. In this section we will outline how
the TCC is controlled, the common failures, and what needs to be addressed to
successfully repair and prevent P0740.
Common Causes for P0740:

1. TCC lining failure
2. Filter clogging from clutch or other internal failure
3. Sticky valves / solenoids
4. Valve body wear / leaking end plugs
5. Valve body misassembly
6. Worn Pump; excessive gear side clearance
7. Damaged, deteriorated, or wrong torque converter hub o-ring
8. Low fluid level
Converter Hub O-Ring (32mm x 1.9mm)

Honda Part Number:
91302-P7A-003

220 HONDA
P0740
Problems in the Lockup Control
System (continued)
TCC Control: Partial Lockup Oil Circuit Diagram

HONDA 221
P0740
System (continued)
TCC Control: Full Lockup Oil Circuit Diagram

222 HONDA
P0740
System (continued)
Listed are the critical valves that affect lock-up control and close attention should
be paid to these valves during overhaul.
Valve Body and TCC Related Valves

HONDA 223
Collision Damage
Common Concerns/Problems
Common Transmission Problems Caused by Collision Damage

Honda/Acura automatic transmissions have all of their solenoids located exter-
nally. This makes them vulnerable to being damaged when the vehicle is involved
in a collision and surrounding body parts are crushed in on the transaxle.
1. Poor shift quality, flares, bindups, neutralizing, delayed and or harsh
engagements, P0715, P0730, P0740, P0780, P1750, P1751: check for bent/
damaged solenoids
2. Damaged wire harnesses, improperly repaired wiring.
3. Grounds left loose, dirty, damaged, painted over, or left off.
3. Kinked cooler lines

224 HONDA
Carrier Bearings
Identifications and Part Numbers
Part Number Inside Diameter Outside Diameter Outer Race Thickness

91121-P7T-305 1.772" (45mm) 3.150" (80mm) 0.549" (13.95mm)
91124-PGH-305 1.772" (45mm) 3.189" (81mm) 0.490" (12.45mm)
91122-P7V-J02 1.574" (40mm) 3.189" (81mm) 0.490" (12.45mm)
91121-P6H-013 1.574" (40mm) 3.150" (80mm) 0.539" (13.70mm)
91122-P6H-013 1.574" (40mm) 2.922" (76.25mm) 0.510" (12.95mm)
91121-P7V-J02 1.574" (40mm) 3.150" (80mm) 0.549" (13.95mm)
HONDA 225
Venting Fluid
End Cover Gasket Mismatch

226 HONDA
Venting Fluid
End Cover Gasket Mismatch
(continued)

HONDA 227
1998 BAXA, B6VA

Control Shaft Collar
Some 1998 year model 4 cylinder Accords and 2.3CLs had a problem with the
transaxle side cover casting. A selective collar was fitted behind the control lever
on the control shaft to repair the affected vehicles.
It is important to note the installation of this collar whenever the transaxle is

removed or transaxle service work is performed and make sure the collar is
reinstalled correctly.
If you are replacing the transaxle side cover, or the selective collar has been lost,
use the following page to identify the side cover and/or order the correct selective
collar.

228 HONDA
1998 BAXA, B6VA

Control Shaft Collar (continued)
Identifying the Side Cover
Affected 1998 side covers can be identified by the casting date code on the side
cover. The date code can be cast in any position (upside down, sideways, etc.) so
look carefully at the numbers to determine which way is up. The affected casting
date codes are 10/19 thru 11/18. These will require the installation of the selective
control shaft collar.
If the side cover is replaced with a used part, you want to inspect the replacement
side cover to determine if it requires the installation of a control shaft collar. Also
check for casting roughness at the ridge shown below.

HONDA 229
1998 BAXA, B6VA

Selecting the Correct Collar
Install collar “B” behind the control lever, then check the clearance between the
collar lip and control lever using a feeler gauge. The desired clearance is 0.004” to
0.018”. If the clearance is not correct, select a thicker or thinner collar from the
chart on the following page.

230 HONDA
1998 BAXA, B6VA

Identifying the Collars
Part Number Designation ID Groove Locations Thickness

90401-PAX-305 "A" 1 0.172” (4.37 mm)
90402-PAX-305 "B" None 0.161” (4.09 mm)
90403-PAX-305 "C" 2 0.149” (3.79 mm)
90404-PAX-305 "D" 1 and 2 0.137” (3.48 mm)
90401-PAX-305A * "AA" 3 Not available at this time
* Note: this is a controlled part and will have to be ordered through the Controlled
Parts Ordering (CPO) system and a VIN will be required to order.

HONDA 231
5 Speed V6 Units
Oil Jet Kit
An oil jet kit was added to certain 5 speed V6 applications to address a problem
with insufficient cooling and lubrication of 2nd gear.
Oil Jet Kit Part Numbers:

Honda
Accord: P/N 06250-RDG-315
Odyssey and Pilot: P/N 06250-PGH-305
Acura
3.2CL and 3.2TL: P/N 06250-P7W-305
2004 TL: P/N 06250-RDG-315
MDX: P/N 06250-PGH-305
Note: Honda/Acura remanufactured units have been modified

internally to eliminate the need for the external oil jet kit.

232 HONDA
5 Speed V6 Units
Oil Jet Kit (continued)
Affected Vehicles:
2003 Accord V6 2 door and 4 door: ALL
2004 Accord V6 2-Door:
From VIN 1HGCM82..4A000001 thru 1HGCM82..4A007538
2004 Accord V6 4-Door

From VIN 1HGCM66..4A000001 thru 1HGCM66..4A030387
VIN 1HGCM66..4A032783
VIN 1HGCM66..4A036643
VIN 1HGCM66..4A039356
VIN 1HGCM66..4A040381
2002-2003 Odyssey: All

2004 Odyssey:
From VIN 5FNRL18..4B000001 thru VIN 5FNRL18..4B051620
2003 Pilot: ALL

2004 Pilot:
From VIN 2HKYF18..4H500001 thru VIN 2HKYF18..4H546877
2001-2003 3.2CL (including Type S): All
2000-2003 3.2TL (including Type S): All
2001-2002 MDX: All
2004 TL:
From VIN 19UUA66..4A000001 thru VIN 19UUA66..4A014224

HONDA 233
5 Speed V6 Units
Oil Jet Kit (continued)

234 HONDA
BMXA
Feed Pipe Locations
Use the following diagram to identify the p[ipes and their correct locations.

HONDA 235
Valve Body
Rebuild Tips
Emphasize “CLEAN!”. VB has to be clean, especially after a
bearing / hard parts failure.
1. Remove and clean all valves, make sure they are free in their bores
2. Air check CPC valves
3. Check end plugs
4. Center springs
5. Flush cooler thoroughly
6. Install inline filter
7. Scrub sump, drums, and geartrain parts with brush and solvent, then wash in
parts washer.

236 HONDA
Valve Body (continued)

O-Ring End Plugs
Install the end plug and scribe two lines with a sharp pin (one line on each side of
the partition closest to the valve/spring)
Use these lines as a guide for cutting the o-ring groove. The
groove should be offset toward the valve/spring to help compensate for flexing of
the retainer clip and movement under pressure.

HONDA 237

Checking CPC Valves and Center
Springs
Center Springs
Checking CPC Valves

Blow air Into
Pipes
Watch for
CPC
Valves A &
B to Move
Freely
238 HONDA
SZCA
Civic Hybrid CVT
Valve Body
Solenoid Measure Between Resistance Specification

Drive Pulley Control Solenoid Terminals 3 and 7 3.8 - 6.8 ohms
Driven Pulley Control Solenoid Termnals 2 and 6 3.8 - 6.8 ohms
Start Clutch Control Solenoid Terminals 4 and 8 3.8 - 6.8 ohms
Reverse Inhibitor Solenoid Terminal 5 and the valve body 11.7 - 21.0 ohms

HONDA 239
SZCA
Civic Hybrid CVT

240 HONDA
SZCA
Civic Hybrid CVT

HONDA 241
SZCA
Civic Hybrid CVT
Air Testing

242 HONDA
Delayed Upshifts After

Cold Start
Affected Vehicles:
1998 and newer Accord
1996 and newer Civic
1997 and newer CR-V
1999 and newer Odyssey19‘97 and newer 3.0CL
1999 and newer 3.2TL
2001 and newer 3.2CL
2001 and newer MDX
Cause:
It is normal to have delayed 1-2 and 2-3 upshifts immediately after a cold engine
startup. The PCM is programmed to shift at higher engine RPM when the engine is
cold in order to help warm up the catalytic converter and reduce exhaust
emissions.

HONDA 243
Signal Monitor Hookup

4 Speed Units
Terminal Identification and Signal Monitor Connections:

244 HONDA
Signal Monitor Hookup

5 Speed V6 Units
Terminal Identification and Signal Monitor Connections:
This is the pattern you should see with your signal monitor:

HONDA 245
Solenoid and Pressure

Switch Guide
Honda Part Number: 28250-P6H-024
Linear Solenoids
Note: 4 speed units and 5 speed V6 units; Accord,
Odyssey, Prelude, TL, CL, MDX: CPC A and B Solenoids

246 HONDA

Switch Guide (continued)
Honda Part Number: 28250-P7W-003
Linear Solenoid
Note: 5 speed V6 units Lockup pressure control
Honda Part Number: 28250-PLX-305

Linear Solenoids

HONDA 247

Honda Part Number: 28250-P4R-315
Linear Solenoid
Note: Civic (thru 2000), CRV (thru 2001)

Brown Connector

248 HONDA

Black Connector
Honda Part Number: 28300-P24-J01

Lockup Solenoids
Notes: Civic ( thru 2000), CRV (thru 2001)

HONDA 249

Honda Part Number 28200-P4R-003
Shift Solenoids
Notes: Civic (thru 2000), CRV (thru 2001)
Honda Part Number: 28200-PLX-003

Shift Solenoids
Note: BMXA Shift Solenoid A and B assembly

250 HONDA

Honda Part Number: 28300-PX4-003
Lockup / Shift Solenoid A assembly
Notes: 4 cyl. 4 speed units; Accord, 2.3CL
Honda Part Number: 28200-P0Z-003

Lockup / Shift Solenoid A assembly
(V6 4 speed unit)

HONDA 251

2nd clutch pressure switch: (Green Connector)
Honda Part Number: 28600-P7Z-003

3rd clutch pressure switch (black connector)

TOYOTA 257
Toyota
Table Of Contents
U140/U241E
Identification ................................................... 258
No 4th, No TCC ................................................. 259
Falls Out of 4th, P0765 ..................................... 260
3rd/Reverse Concerns ..................................... 261
Rear Planet Failure ........................................ 264
Pressure Taps and Specifications ................... 265
External Component Location ......................... 266
Valve Body Break Down .................................. 267
Lower Valve Body ............................................ 268
Upper Valve Body ............................................ 270
Case Accumulators ......................................... 274
Solenoid Identification .................................... 275
and Solenoid Resistance ................................. 276
Case Passage Identification ............................ 277
Apply Chart ...................................................... 278
(F1) Sprag Rotation ......................................... 279
(F2) Sprag Rotation ......................................... 280
Pump Differences ............................................ 282
Adaptive Learn ................................................ 283

258 TOYOTA
U140E/U241E
Identification
Shift Lever Position Gear Position C1 C2 C3 B1 B2 B3 F1 F2

P Parking X
R Reverse X X X
N Neutral X
1st X X X X
2nd X X X X
D
3rd X X X X
4th X X X
1st X X X X
2
2nd X X X X X
L 1st X X X X X

TOYOTA 259
U140E/U241E
No 4th, No TCC
A No command for 4th gear or TCC, no detent downshifts above 30 mph. The cause
of this may be a Knock Sensor
A Knock Sensor DTC may be present (P0330). Whenever a knock sensor DTC is
set 4th gear and TCC are inhibited and engine management goes into reduced
power strategy and detent downshift timing is affected. It is common for the
knock sensors themselves to fail.
To repair the concern replace the knock sensor.
Notes: If knock sensor DTC is cleared normal shifting and

operation will be restored until PCM performs knock sensor test
routine and DTC is set again. There are two PID’s in scan data:
OD CUT1 and OD CUT2. OD CUT1 responds to OD cancel switch
(switches from YES to NO). OD CUT2 indicates PCM OD inhibit
strategy.

260 TOYOTA
U140E
Slips in 4th, No 4th, Falls Out of 4th,
P0765
During dissassembly the UD/Direct clutch feed pipe brackets can be damaged.
Any abnormal bends or cracks can cause the pipe to push out. If the Pipe is not
installed correctly a leak in the 4th gear circuit will occur.
Retainer
UD Direct
Feed Pipe

TOYOTA 261
U140E/U241E
3rd/Reverse Concerns
Reverse
Replace molded piston on every overhaul.
It is common for the Direct clutch drum to ring groove.
Always replace
the molded piston

262 TOYOTA
U140E/U241E
Reverse
During reassembly always check the sealing ring side clearance. The clearance
should be between 0.003”-0.005”.

TOYOTA 263
U140E/U241E
Reverse
Check for worn ring lands
Check for ring grooving

264 TOYOTA
U140E/U241E
Rear Planet Failure
Pinion gear shafts get loose in carrier, causing uneven gear tooth loading. Pinion
shafts can eventually come out. Weld pinion shafts to carrier on early planets.
Early (Light/Shiny) Late

Hardened and Heat
Treated (Dark)

TOYOTA 265
U140E/U241E
Pressure Taps and Specifications
Lube- UD
Geartrain
Lube 2
(Located on the
back side)
Main Line
UD-Direct
Clutch (C3)
Lube Direct
Clutch (C2)
Pressure Specifications
Range Idle Stall
Drive 54-59 psi 134-139 psi
Reverse 97-107 psi 255-284 psi
266 TOYOTA
U140E/U241E
External Component Location
Counter Gear
Speed Sensor
Input Turbine (560-680 ohms)
Speed Sensor
(560-680 ohms)
Case
Connector
(Solenoid)
Gear
Position
Switch

TOYOTA 267
U140E/U241E
Valve Body Breakdown
Lower Valve Body
Some service information shows this steel ball and location incorrectly and in
some cases the picture is unidentifiable. Use the following picture as the correct
location and ID.
Steel Ball
0.394”
(10mm)

268 TOYOTA
U140E/U241E
Lower Valve Body
Record PR
Setting Before
Disassembly
ID Description
1 C2 Control Valve
2 Primary Regulator Valve Line-up
3 B2 Control Valve
4 B1 Control Valve
5 3-4 Shift Valve
6 Manual Valve

TOYOTA 269
U140E/U241E
Lower Valve Body
If the
separator
plate HAS a
Plastic
hole in it it
Checkballs
WILL require
0.217” (5.5mm)
a checkball.
If the
separator
plate DOES
NOT have a
hole in it DO
NOT install a
checkball

270 TOYOTA
U140E/U241E
Upper Valve Body
Steel Ball
0.250”
(6.35mm)
1. C2 Lock valve 6. C2 Exhaust Valve

2. Secondary Regulator Valve 7. Clutch apply Control Valve
3. Lock-up Control valve 8. B1 Lock Valve
4. Lock-up relay Valve 9. B3 Orifice Control Valve
5. Check Valve #2/3 Assembly 10. Solenoid Modulator Valve

TOYOTA 271
U140E/U241E
Upper Valve Body
5 Plastic Checkballs
0.217” (5.5mm)

272 TOYOTA
U140E/U241E
Upper Valve Body
B1 Accumulator C2 Accumulator
Shorter Longer
Springs Springs

TOYOTA 273
U140E/U241E
Upper Valve Body
Steel Ball
0.394”
(10mm)

274 TOYOTA
U140E/U241E
Case
A ccumulators, Seals, Check Valve
B3
C3
C1
Cooler send check valve

TOYOTA 275
U140E/U241E
Solenoid Identification
1
5
4
Repair Manual
Part Catalog Description
Solenoid Name
1 S4 Solenoid Assembly, Transmission 3-Way (No. 2)
3 DSL Solenoid Assembly, Transmission 3-Way
5 SLT Solenoid Assembly, Line Pressure Control
6 TFT Transmission Fluid Temperature
NOTE: Part numbers have not been added due to the constant changing of part
numbers. Check with your local parts distributors for the most recently updates
276 TOYOTA
U140E/U241E
Case Connector Identification and
Solenoid Resistance
5 4 3 2 1
10 9 8 7 6
Case Connector & Solenoid Resistance

Solenoid Terminals Resistance
SL1 5 & 10 5.1 - 5.5
SL2 4&9 5.1 - 5.5
SLT 2&7 5.0 - 5.6
DSL 3 & GND 11 - 15
S4 8 & GND 11 - 15
TFT 1&6 3.5K at 77°F (25°C)
231 - 263 at 231°F (110°C)

TOYOTA 277
U140E/U241E
Case Passage Identification
2 3 4 5
1
11 12
6 7 8 9 10
ID Decription
1 Lube
2 Direct Clutch (C2)
3 2nd Brake (B1)
4 UD Brake (B3)
5 UD Direct Clutch (C3)
6 Line Pressure Tap/Accumulator Shoulder
7 Cooler send
8 Forward Clutch
9 TCC Release
10 1st and Reverse brake (B2)
11 Lube
12 TCC Apply/Converter Charge
278 TOYOTA
U140E/U241E
Solenoid Function and Apply Chart
In the chart shown below, notice there is no application for SL1 in 3rd and 4th
gear. This is because of the internal hydraulics, the SL1 solenoid can be ON or
OFF, it is NOT Applicable to the operation of the transmission in these gears.
GEAR SL1 SL2 S4

1 ON ON OFF
2 OFF ON OFF
3 OFF OFF
4 OFF ON
Solenoid Operation
SL1: Controls the B1 Brake
SL2: Controls the C2 clutch
SLT: Controls Line Pressure
S4: Controls the 3-4 Shift
DSL: Controls Lock-Up clutch
N-D Engagement: 3rd Gear is
commanded during the
engagment then 1st after the
engagment is complete.

TOYOTA 279
U140E/U241E
(F1) Sprag Rotation
Hold the
outter race
Notches
FREE- LOCK
WHEEL
Turn the
inner race

280 TOYOTA
U140E/U241E
(F2) Sprag Rotation
Dots must be facing you after installation
Clip

TOYOTA 281
U140E/U241E
(F2) Sprag Rotation (continued)
Turn the UD
Freewheel Clutch Drum Lock

282 TOYOTA
U140E
Pump Differences
(2 different pumps)
Make sure the pumps are assembled as a matched set. They can be interchanged
as a complete assembly. However, the Pump halves CAN NOT be inchanged be-
tween cresent and non-cresent.
Cresent Type NON-Cresent Type

TOYOTA 283
U140E
Adaptive learn
Harsh Shifts After Overhaul
Reset adapts with factor scan tool. Battery disconnect or extensive driving may
not be successful.
Whenever an automatic transmission is replaced, overhauled or indivdual compo-
nents are replaced, use this procedure to erase the Engine Control Module (ECM,
SAE term: Powertrain Control Module, PCM)”Learned Values” and minimize subse-
quent performance concerns.
Caution:
Failure to follow the following procedures may lengthen the time
to readjust the “Learned Values”, potentially resulting in
performance concerns.
Procedure 1
1999-2003 ES 300 and RX 300
2003-2005 GX 470
2004-2005 RX 330
1. Connect the Lexus Diagnostic Tester to the vehicle.
2. Reset the ECM (PCM). Refer to the procedures below.
3. Start the engine and warm it up to normal operating temperature

4. Perform a thorough test drive with several accelerations from a stop with “light
throttle” application until proper tranmission shifting is verified.
MERCEDES 287
Mercedes
Table Of Contents
722.6/NAG1 Vehicle Identification .......................... 288
Transmission Identification ..................................... 291
Model Designation ................................................... 293
Chrysler and Jeep Application ................................. 294
Mercedes Transmission Application ........................ 295
Transmission Ranges and Operation ....................... 296
Component Application Chart .................................. 298
Solenoid Operation ................................................... 299
Solenoid Application Chart ....................................... 301
Torque Converter Operation .................................... 302
Torque Converter Shudder ....................................... 303
Air Checking the Torque Converter ......................... 304
Installation 305
Updated Connector O-Rings .................................... 306
Transmission Fluid .................................................. 307
Air Checking the Case ............................................. 310
Air Checking the B2, B3 and C Drum ..................... 311
Geartrain End Play .................................................. 312
Oil Pump Assembly ................................................... 313
B1 Break Clutch ...................................................... 316
F1 Sprag Installation ................................................ 317
F1 Sprag Rotation .................................................... 318
Output Shaft Planetary Failure ............................... 319
Output Shaft Sealing Rings ..................................... 320
K2 Drum Assembly ................................................... 321
F2 Sprag Assembly ................................................... 322
F2 Sprag Rotation .................................................... 324
B2 Break Disassembly and Reassembly .................. 325
Binds During the Shift ............................................. 327
Park Linkage Retainer ............................................. 328
Valve Body 329
Solenoid Valves ........................................................ 330
Valve Body Screen and Latch Point ......................... 331
Valve Identification .................................................. 332
Check Ball Location ................................................. 334
Filter and Pressure Feed Locations ........................ 335

288 MERCEDES
722.6/NAG 1
Vehicle Identification

MERCEDES 289
722.6/NAG 1
Vehicle Identification (continued)
North American Mercedes Vehicle Identification Number (VIN)

290 MERCEDES
722.6/NAG 1
Vehicle Identification (continued)
Chart 3, Model Year Codes
A = 1980 M = 1991 2 = 2002
B = 1981 N = 1992 3 = 2003
C = 1982 P = 1993 4 = 2004
D = 1983 R = 1994 5 = 2005
E = 1984 S = 1995 6 = 2006
F = 1985 T = 1996
G = 1986 V = 1997
H = 1987 W =1998
J = 1988 X = 1999
K = 1989 Y = 2000
L = 1990 1 = 2001

MERCEDES 291
722.6/NAG 1
Transmission Identification
Transmission ID Locations
Transmission Bar Code Label Interpretation
1. Traceability
2. Supplier Code
3. Component Code
4. Build Day (Julian Date)
5. Build Year
6. Line/Shift Code
7. Build Sequence
8. Last Three Part Number Digits
9. Revision Level
10. Transmission Part Number
11. Part Number Prefix

292 MERCEDES
722.6/NAG 1
Transmission Identification
(continued)
Julian Calendar
Julian Calendar
Day Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec
1 1 32 60 91 121 152 182 213 244 274 305 335
2 2 33 61 92 122 153 183 214 245 275 306 336
3 3 34 62 93 123 154 184 215 246 276 307 337
4 4 35 63 94 124 155 185 216 247 277 308 338
5 5 36 64 95 125 156 186 217 248 278 309 339
6 6 37 65 96 126 157 187 218 249 279 310 340
7 7 38 66 97 127 158 188 219 250 280 311 341
8 8 39 67 98 128 159 189 220 251 281 312 342
9 9 40 68 99 129 160 190 221 252 282 313 343
10 10 41 69 100 130 161 191 222 253 283 314 344
11 11 42 70 101 131 162 192 223 254 284 315 345
12 12 43 71 102 132 163 193 224 255 285 316 346
13 13 44 72 103 133 164 194 225 256 286 317 347
14 14 45 73 104 134 165 195 226 257 287 318 348
15 15 46 74 105 135 166 196 227 258 288 319 349
16 16 47 75 106 136 167 197 228 259 289 320 350
17 17 48 76 107 137 168 198 229 260 290 321 251
18 18 49 77 108 138 169 199 230 261 291 322 252
19 19 50 78 109 139 170 200 231 262 292 323 253
20 20 51 79 110 140 171 201 232 263 293 324 254
21 21 52 80 111 141 172 202 233 264 294 325 255
22 22 53 81 112 142 173 203 234 265 295 326 256
23 23 54 82 113 143 174 204 235 266 296 327 257
24 24 55 83 114 144 175 205 236 267 297 328 258
25 25 56 84 115 145 176 206 237 268 298 329 259
26 26 57 85 116 146 177 207 238 269 299 330 360
27 27 58 86 117 147 178 208 239 270 300 331 361
28 28 59 87 118 148 179 209 240 271 301 332 362
29 29 88 119 149 180 210 241 272 302 333 363
30 30 89 120 150 181 211 242 273 303 334 364
31 31 90 151 212 243 304 365

MERCEDES 293
722.6/NAG 1
Model Designation
Mercedes: With 722.6
Chrysler: Sprinter and Crossfire.
Engineering Designation
722. 6 81
Transmission Matched to Vehicle and Engine

Sales Designation
Automatic Transmission for Passenger Vehicles
Sales Designation
W 5 A 580
Maximum Input Torque 280, 300,

330, 380, 400, 580, 900 (N-m)
Version A=Automatic, J=Jeep 4X4
Number of Forward Gears
Hydraulic Torque Converter

294 MERCEDES
722.6/NAG 1
Chrysler/Jeep A pplications
Chrysler/Jeep Transmissions Applications
Year Vehicle Family Market Engine Trans Sales Code
Application Sales Description
Sales Code Code
2002 Grand Cherokee BUX* 2.7L 5-Cyl. DGJ Five Speed

Diesel Auto Trans
(WG) (ENF) (W5J400)
Diesel Auto Trans
(WG) (ENF) (W5J400)
2003 Sprinter (VA) U.S. 2.7L 5-Cyl. DGJ Five Speed
Diesel Auto Trans
(EX9) (W5A380)
Diesel Auto Trans
(EX9) (W5A380)
2004 Crossfire (ZH) U.S., Canada, 3.2L 6-Cyl. DGU Five Speed
Mexico, and BUX* Gas (EGX) Auto Trans
(W5A330)
Diesel Auto Trans
(EX9) (W5A380)
2005 Chrysler 300C U.S., Canada, 5.7L 8-Cyl. DGJ Five Speed
and Dodge Mexico, and BUX* Gas (EZB) Auto Trans
Magnum (LX) (W5A580)
3.5L Gas
AWD
2005 Grand Cherokee U.S., Canada, 3.7L 6-Cyl. DGJ Five Speed
(WK) Mexico Gas (EKG) Auto Trans
(W5A580)
(WH) Gas (EKG) Auto Trans
or 3.0L 6- (W5A580
Cyl. Diesel or W5J400)
2005 Crossfire (ZH) U.S., Canada, 3.2L 6-Cyl. DGU Five Speed
Mexico, and BUX* Gas (EGX) Auto Trans
(W5A330)
* Built Up For Export
MERCEDES 295
722.6/NAG 1
Mercedes Transmission A pplications
Mercedes Transmission Applications
Engineering Sales Designation

Designation
722.600 – 722.619 W5A 330
722.620 – 722.645 W5A 580

722.646 - 722.647 Not Available 8/14/05
722.648 – 722.649 W5A 900
722.661 – 722.622 W5A 300
722.663 W5A 400

722.664 – 722.665 W5A 300
722.666 W5A 400
722.667 – 722.668 W5A 300
722.669 – 722.670 W5A 400

722.671 – 722.672 W5A 580
722.673 – 722.676 W5A 400

722.69 W5A 300
722.695 – 722.699 W5A 330

296 MERCEDES
722.6/NAG 1
Transmission Ranges and Operation
“Touch” Shifter Transmission Ranges
Shift Gear Description

Lever Selection
Position
P Parking and starting position
R Reverse Reverse gear, Standard mode, Winter mode, and
default reverse
N Neutral and starting position. No transmission of
power. The vehicle can be moved freely. Allows
starting engine with the vehicle in motion.
D D Shifts 1,2,3,4,5. TCC is available in 3 rd, 4th, and 5 th
gear.
D – (1 time) 4 Shifts 1,2,3,4, engine braking available
D – (2 times) 3 Shifts 1,2,3, engine braking available
D – (3 times) 2 Shifts 1,2, engine braking available
D – (4 times) 1 First gear only, maximum engine braking
MERCEDES 297
722.6/NAG 1
Transmission Ranges and Operation
(continued)
Daimler-Chrysler has many different shifter part numbers but there are only two
basic types that a driver would notice. One is a common shifter like all other cars
and the second one is the “Touch” shifter as shown. When the shifter is in the D
range the shifter will also move side to side. If you push the shifter handle side-
ways toward the driver, or to the Minus sign, ( - ) for a moment the transmission
will down shift to the next lowest range. If you push the shifter side ways away
from the driver, or to the Plus sign, ( + ) it will up shift to the next highest gear.
The shifter can be used this way for sporty manual shifting. If you want it to go
back to full automatic shifting, push the shifter sideways away from the driver and
hold it for at least one second.
On most Daimler-Chrysler vehicles the Transmission Control Module will not let
the engine RPM exceed a safe operating speed so it may up shift to a higher gear
than the driver has selected. Also it may prevent or delay a down shift that has
been requested by the driver if a safe engine RPM will be exceeded.
The shifter shown on the opposite page has a Standard Mode/Winter Mode switch.
(Not all shifters will have a mode switch). In the Standard Mode all shifts will be
normal. The Winter Mode is for better traction on slippery roads in both forward
and reverse, it will take off in second gear and will shift earlier. It will also take off
in a higher ratio reverse than in the Standard Mode.
Ratio
W5A580 Ratio
Gear Range
W5J400 W5A330
W5A380
First 3.59 3.95
Second 2.19 2.423
Third 1.41 1.486
Fourth 1 1
Fifth 0.83 0.833
Reverse 3.16 3.147
Reverse 1.93 1.93
4X4 low or Winter
mode

298 MERCEDES
722.6/NAG 1
Component A pplication Chart
Power Flow
Component Application
The Mercedes 722.6 uses six multi-plate clutches and two sprags (freewheels) to
achieve its five forward and two reverse ranges (standard and winter modes). The
following chart shows which elements are used for each gear.
Gear B1 F1 K1 K2 F2 B3 K3 B2
1 X(1) X X X(1) X
2(2) X X X(1) X
3 X X X
4 X X X
5 X X(1) X X
N X X
R X(1) X X X
R(2) X X X
(1) For engine braking
(2) When in 4X4 low (if equipped) or Winter mode (if
equipped)
MERCEDES 299
722.6/NAG 1
Solenoid Operation
Solenoid Overview
The Mercedes 722.6 transmission uses six solenoids on the valve body to control
transmission operation; three shift solenoids, a converter clutch solenoid, a pres-
sure control solenoid, and a shift pressure control solenoid. Mercedes uses terms
for their solenoids that may not relate to an obvious function. The three shift
solenoids: the 1-2/4-5 shift, 2-3 shift, and 3-4 shift solenoids are obvious. How-
ever, the lock up solenoid is referred to as a PWM solenoid, the pressure control
solenoid is referred to as the modulating pressure regulator solenoid. The shift
pressure control solenoid is somewhat unique and we’ll cover its function later.
Solenoid Operation
The modulating pressure regulating solenoid controls line rise by raising pres-
sure to the spring side of the pressure regulator. This is a standard function like
most all computer-controlled transmissions. It also controls oil to three other
valves.
The PWM solenoid is also a fairly standard solenoid in that it controls converter
clutch operation.
Where the Mercedes transmission is radically different in solenoid operation is

with the shift solenoids. Because each shift releases one clutch while applying
another, timing is very important so you don’t get a flare or bind-up during the
shift “transition”. Each shift solenoid uses a bank of four valves to control the shift
transitions. These valves are called:
1. Command Valve
2. Holding Pressure Shift Valve
3. Shift Pressure Shift Valve
4. Pressure Overlap Control Valve

300 MERCEDES
722.6/NAG 1
Solenoid Operation (continued)
Keep in mind that each shift solenoid uses four of these valves, so in total there
are 12 valves that control all of the shift transitions.
The basic operation of these four valves is the same for each shift. To initiate a
shift transition the computer turns on one of the shift solenoids. For example, for
a 1-2 shift the computer turns on the 1-2/4-5 shift solenoid. This strokes the
command valve and initiates a shift “transition”. The other three valve control the
release rate of the B1 brake and the apply rate of the K1 clutch. Once the transi-
tion is complete, the 1-2/4-5 shift solenoid is turned off. To make a 2-1 down shift
the computer again turns on the 1-2/4-5 shift solenoid to initiate a transition. In
this case, since the transmission is in second gear the transmission transitions
back to first gear.
For a shift from second to third the 2-3 shift solenoid is energized to initiate the
transition. And just like to 1-2 shift, once the transition is complete the solenoid
is turned off. For a 3-2 downshift, the 2-3 shift solenoid goes through this cycle
again. Each shift works in this fashion.
During each transition apply pressure is controlled by the shifting pressure con-
trol solenoid. The release rate is controlled, in part, by the modulating pressure
regulator solenoid. These two solenoids work together to control the overlap for
each shift transition.

MERCEDES 301
722.6/NAG 1
Solenoid Application Chart
Gear 1-2 /4-5 2-3 3-4 Modulating Shift TCC
Shift Shift Shift Pressure Pressure Pressure
Solenoid Solenoid Solenoid Control Control Control
Solenoid Solenoid Solenoid
Park Modulate Regulate Regulate
P-to-R Modulate Modulate Modulate
Reverse Regulate On
R-to-N Modulate Regulate Modulate
Neutral Modulate Regulate Regulate
st Modulate Regulate Modulate
N-to-D (1 )
1st Modulate On
1st to 2nd Modulate Modulate Modulate
2nd Modulate On
nd rd Modulate Modulate Modulate
2 to 3
3rd Modulate On Modulate
rd th Modulate Modulate Modulate Modulate
3 to 4
4th Modulate On Modulate
4th to 5th Modulate Modulate Modulate Modulate
5th Modulate On Modulate
5th to 4th Modulate Modulate Modulate
4th Modulate On
4th to 3rd Modulate Modulate Modulate
3rd Modulate On
rd Modulate Modulate Modulate
3 to 2nd
2nd Modulate On
nd st Modulate Modulate Modulate
2 to 1
1st Modulate On
1st to N Modulate Regulate Regulate
Neutral Modulate Regulate Regulate
N to R Modulate Regulate Modulate
Reverse Modulate On
R to P Modulate Regulate Regulate
Park Modulate Regulate Regulate
The shift solenoids are off electrically when the transmission is in any gear.
The shift solenoid is on for 1.5 seconds when shifting.
ON =Regulated line pressure
Regulate = Constant Pressure
Modulate = Pulse Width Modulated (PWM)
302 MERCEDES
722.6/NAG 1
Torque Converter Operation
The Torque Converter Clutch (TCC) is hydraulically operated and electronically
controlled. The TCC consists of a piston and friction discs that provide a mechani-
cal link between the impeller and turbine. When pressure is applied to the rear of
the TCC piston, TCC engagement is obtained. The torque converter clutch is never
fully engaged. The TCC when engaged, is always slipping at a rate of somewhere
between 5% and 95%. This reduces excess heat build-up, engine vibration and
pulse transmission through the torque converter and improves fuel economy.
TCC operation can be activated in 3rd, 4th or 5th gear ranges, depending on
transmission model, application, shift lever position, transmission temperature
and other factors.
The hub of the torque converter housing drives the transmission oil pump at
engine speed.
NOTE: Don’t be fooled by the dis-coloration of the torque

converter, a blueish tint color is normal. When the factory
furnace brazes the fins in the torque converter, the color of the
metal takes on the look of a failed or burnt converter. Do NOT
replace the converter on its look alone without a proper test to
verify a failure.

MERCEDES 303
722.6/NAG 1
Torque Converter Shudder
TCC shudder or Ratio codes may be caused by installing the wrong torque con-
verter. The torque converter can have one, two or three friction clutches. It can
also be equipped with or without a spring dampner. Always match the torque
converter to the vehicle application. The two common areas to look for the proper
application are the torque converter and the transmission ID tag on the side of
the transmission.

304 MERCEDES
722.6/NAG 1
Air Checking the Torque Converter
The torque converter air checks just like an internal clutch pack and drum as-
sembly. To air check the torque converter install the K2 drum and turbine shaft
into the torque converter locking the splines of the turbine shaft to the splines of
the converter.
K1
Apply
TCC
Apply

MERCEDES 305
722.6/NAG 1
Installation
The wiring harness connectors have an internal worm track that splines to one
another. In order to remove the wiring harness, you must turn the external con-
nector tab counterclockwise and then pull forward on the wiring harness towards
the bell housing.
Case Connector Bolt

7mm Head

306 MERCEDES
722.6/NAG 1
Updated Connector O-Rings
Early connector seals can be red or black in color. New updated seals are white in
color.
O-Ring Part# A026 997 41 48

O-Ring Part# A026 997 40 48
Case connector Part# A203 540 00 53

MERCEDES 307
722.6/NAG 1
Transmission Fluid
Transmission fluid serves a number of purposes including application of hydrau-
lics, lubrication, cooling, cleaning and seal conditioning. Transmission shift qual-
ity, heat dissipation and Transmission Control Module (TCM) calibration all dictate
the type of transmission fluid that is used. Transmission fluids are similar but
have different characteristics such as viscosity and the additives in the fluid,
which is why there will be different fluids used in Crossfire, Sprinter and 300C.
Drain and refill the transmission fluid at the recommended service interval of
80,000 miles. Most other models are life time fill.
The transmission has varying capacities depending on vehicle application. Trans-

mission fluid capacity includes the transmission, the torque converter and the
transmission fluid cooler.
The fill tube in Sprinter, Crossfire, Jaguar, and Mercedes vehicles is sealed from
the factory and requires a special service dipstick tool (#8863A) to check the fluid
level. A special cap is used for sealing the transmission dipstick tube. When the
locking pin is removed it will break off. The locking pin part number is A 140 991
00 55 when ordered from a Mercedes dealer. The 300C (LX) requires a special
service dipstick tool (9336). Grand Cherokee (WJ) comes equipped with a dipstick.
Dipstick tools are availible from miller tools for Chrysler vehicles.
Dipsticks are also availible

from Mercedes under part
number 140 589 15 21 00
1. Locking Pin
2. Fill Tube Cap
3. Fill Tube

308 MERCEDES
722.6/NAG 1
Transmission Fluid
When checking the fluid level, always check it in the Park position.
Full
77°F (25°C)
Full
176°F (80°C)

MERCEDES 309
722.6/NAG 1
Transmission Fluid
For ALL Mercedes and For ALL Jeep and other

Chrysler Sprinter and Crysler applications
Crossfire applications (EXCEPT Sprinter and
Crossfire)
Part# Chrysler Part#

A 001 989 07 03 05013457AA
Meets Spec 236.10 (Type 9602)

310 MERCEDES
722.6/NAG 1
Air Checking the Case
When applying air to the clutch packs, use a maximum of 30 psi.
3 6
7
2
8
1. K1 Clutch Apply Port

2. B1 Brake Apply Port
4. Torque Converter Clutch Apply Port
5. B3 Clutch Apply Port
6. B2 Brake Counter-Pressure Port (Do Not Air Test This Port)
8. B2 Brake Apply Port

MERCEDES 311
722.6/NAG 1
Air Testing the B2, B3, and C-Drum
Apply K3 Hold B3
B2 B2
Before disassembly, use a punch to make alignment dots on both conponents as
shown. This will allow you to realign the components during reassembly.

312 MERCEDES
722.6/NAG 1
Geartrain End-Play
Geartrain end play is a very critical pre-disassembly check to help determine the
condition of the transmission. End play readings greater than specification (larger
gap) indicate that a bearing or thrust plate is either missing, worn or has
disintegrated, in which case there will be debris in the oil pan. End play readings
that are below specification (smaller gap) indicate that a bearing is out of position
or that the transmission might have been previously set-up incorrectly.
Support the transmission in a vertical position, DO NOT rest the transmission on

the output shaft. Attach the tools as shown to measure end play. The gear train
end play is measured differently when the transmission is being reassembled.
Measure the end play between the park pawl gear and the end of the housing
and between the rear of the bearing contact surface and the end of the housing.
The difference between the two measurements is the gear train end play. Select
the appropriate shim so that the end play is between 0.3-0.5 mm (0.012-0.020
in.).

MERCEDES 313
722.6/NAG 1
Oil Pump Assembly
The oil pump assembly supplies fluid under pressure to the transmission hydraulic
circuits and to the torque converter. The version of the gear pump used in the
transmission is called a crescent gear pump. The crescent gear pump consists of
an externally toothed gear that meshes with an internally toothed gear inside the
pump housing. The inner gear, driven by the engine through lugs on the rear of
the torque converter, drives the outer gear. A crescent-shaped piece extends into
the pumping chamber and lies between the two gears. The crescent separates the
inlet and outlet ports. As the gears rotate, the clearance increases at the inlet port,
creating the low pressure that allows atmospheric pressure to push in the fluid.
The gear teeth carry the fluid to the outlet port to discharge the fluid under
pressure.
The oil pump is mounted in the transmission converter housing. The oil pump can
only be serviced by disassembling the transmission. The bolts securing the oil
pump in the housing are inside the transmission through the B1 brake assembly.
Dowel Pin Location It is normal for the

holes not to line-up

314 MERCEDES
722.6/NAG 1
Oil Pump Assembly (continued)
Inspection
Before measuring any oil pump components, perform a thorough visual inspec-
tion of all the components. If any sign of scoring, scratches, or other damage is
seen, replace the oilpump as an assembly.
Side Clearance
Side clearance is the difference between the thickness of the pump gears and the
depth of the pocket in the pump housing. Side clearance can be measured by
laying a flat plate across the mounting surface of the pump housing, and measur-
ing the distance between the plate and the gears.
Chanffer always goes down into the pump body

MERCEDES 315
722.6/NAG 1
Oil Pump Assembly (continued)
Measure the pump gears.
Tip Clearance
Tip clearance is the difference between the tip diameters of the gear teeth and the
corresponding diameters of the pocket in the pump housing.
Tip clearance for the inner gear can be checked by moving the inner gear into
tight mesh (2) (Oil Pump Measurement) with the outer gear as shown. Clearance
between the ID of the crescent feature of the housing and the OD of the teeth of
the inner gear (3) should then be measured at a point 37 mm from the corner of
the cresent (1) feature as shown.
1. Measure 37mm (1.4578”) from the corner of the cresent.

2. Tight mesh here.
3. Measure Tip clearance here.
1 Acceptible tip
2 clearance for the inner
gear is 0.85mm
(0.033”) max
Acceptable side
clearance for the
inner gear is
0.064mm (0.0025”)
max. Outer gear
0.069mm (0.0027”)
max.

316 MERCEDES
722.6/NAG 1
B1 Brake Clutch
The B1 brake clutch assembly is secured to the torque converter housing from the
outside with 11 bolts. The oil pump assembly is retained from the inside through
the B1 brake. Remove the oil pump bolts to remove both the oil pump and the B1
brake assembly. With the B1 brake assembly removed, the separator plate can be
lifted from the torque converter housing. Special tools are used to disassemble the
B1 brake. With the B1 brake selective snap ring, disc pack and spring removed, a
multiple use spring compressor (8900) availible from Miller tools, is used to re-
move the B1 piston snap ring. Remove the spring and the, blow the piston out
using 20 psi air pressure at the port (A) shown.

MERCEDES 317
722.6/NAG 1
F1 Sprag Installation
When installing the F1 sprag, use the arrow to determine the direction of the in-
stallation. the arrow always goes towards the front of the transmission. When
replacing the sprag assembly, always update it to the twenty (20) element sprag
assembly.
NOTE: Disregard all information stamped on the brass end-caps.

Mercedes Sprag Part# A 220 270 01 31
Always install the sprag

with the ARROW pointing
towards the front of the
transmission

318 MERCEDES
722.6/NAG 1
F1 Sprag Rotation
Install the K1 Drum assembly onto the stator support, rotate the drum
Freewheels counter clockwise

MERCEDES 319
722.6/NAG 1
Output Shaft Planetary Failure
Rear Planet Assembly
Planetary failure may be caused by installing the wrong planetary assembly.
There are two types of planetary assemblies: Three pinion and Four pinion.
The design of the planetary gears have been changed to have less thrust loads on
the needle bearings. There are two designs currently availible, however there are
many different ratios. Never install a three pinion planet in place of a four pinion
planet. Make sure you order the correct part using the vehicle VIN number.
Nose Diameter:
1st Design: 0.906 in Inspect the
2nd Design: 0.865 in bearing race
area for damage.
(pitting)
NOTE: If planetary damage is visable you MUST replace the

Output planetary, Sun gear and Ring gear as an asssembly.

320 MERCEDES
722.6/NAG 1
Output Shaft Sealing Rings
Some manuals say there are six sealing rings on the output shaft. There are only
five. There are two types of sealing rings, the first design is gray teflon ™ scarf-cut
sealing rings. The second design seals are yellow interlocking plastic type rings.
NOTE: The #1
ring is behind
the planetary
2 3 4 5

MERCEDES 321
722.6/NAG 1
K2 Drum Assembly
Input to Output Shaft Bushing/Bearing
Mercedes requires you to replace the K2 drum assembly when the bushing/bearing
is damaged. An aftermarket bushing/bearing assembly is available.
NOTE: Always install the

needle race on the K2 drum
assembly

322 MERCEDES
722.6/NAG 1
F2 Sprag Assembly
Always replace the early 14 element sprag assembly with the new updated 20
element sprag assembly.
Mercedes Sprag part # A 220 270 01 31
The Early Model has

14 elements with
the bronze bushing
support.
The Late model has a 20

elements with ball
bearing support.

MERCEDES 323
722.6/NAG 1
F2 Sprag Assembly (continued)
There are four ways the element can go into the cage, only one way is correct. With
the brass cap end facing down against the work bench, install elements as shown.
Narrow End
Concaved Side
Wide End

324 MERCEDES
722.6/NAG 1
F2 Sprag Rotation

MERCEDES 325
722.6/NAG 1
B2 Brake Disassembly and
Reassembly
The B3 brake is located in front of the B2 brake at the rear of the case. The B3
brake disc is comprised of five (5) double-sided friction discs and five (5) steel discs.
Mark the drums with

an alignment dot to
ensure proper
alignment during
assembly.

326 MERCEDES
722.6/NAG 1
B2 Brake Disassembly and
Reassembly (continued)
To compress the Belleville return spring use a Ford AX4S Sprag race. Install the
Race against the Belleville spring as shown.
Ford AX4S
Sprag Race

MERCEDES 327
722.6/NAG 1
Binds During the Shift
When assembling the Belleville spring, make sure it does not cover the air bleed
check ball.
12 O’Clock
Position

328 MERCEDES
722.6/NAG 1
Park Linkage Retainer
The park linkage guide has a clip installed in it. If the clip is missing and you
install the retainer you may not be able to remove the linkage out of the park
position

MERCEDES 329
722.6/NAG 1
Valve Body
Make sure during reassembly that you have the Solenoid covers installed. Failure
to install the covers may cause Solenoid codes. The covers protect the solenoids
from short circuiting from metal particles
Always replace the Circuit board on models built before 2003

330 MERCEDES
722.6/NAG 1
Solenoid Valves
8 7 6 5
10
3
1 2
ID Description Ohms
1 TCC Solenoid 2.5
2 2-3 Shift Solenoid 4
3 P-N Start ATF Temp
4 Float
5 3-4 Shift Solenoid 4
ID Description Ohms
6 1-2/4-5 Shift Solenoid 4
7 Shift Pressure Regulating Solenoid 5
8 Modulating Pressure Solenoid 5
9 N2 Speed Sensor
10 N3 Speed Sensor
MERCEDES 331
722.6/NAG 1
Valve Body Screen and Latch Point
Screens
During reassembly, check balls should only be retained using Vaseline or Trans-
Gel. DO NOT use inappropriate greases (such as wheel bearing or white lithium
grease).
Latch
Point
Latch
Point
332 MERCEDES
722.6/NAG 1
Valve Identification
1
2 8
3
4 9
1-2/4-5 10
2-3
Bank Bank
5 11
6
12
7
13
ID Lower Valve Body Identification

1 Shift Valve Pressure Regulating Valve
2 Pressure Regulating Valve
3 Shift Pressure Regulating Valve
4 1-2/4-5 Overlap Regulating Valve, Sleeve and Piston
5 1-2/4-5 Shift Pressure Shift Valve
6 1-2/4-5 Holding Pressure Shift valve
7 1-2/4-5 Command Valve
8 B2 Shift Valve
9 2-3 Holding Pressure Shift Valve
10 2-3 Command Valve
11 2-3 Shift Pressure Shift Valve
12 TCC Damper Valve
13 TCC Lock-up Regulating Valve

MERCEDES 333
722.6/NAG 1
Valve Identification
1 2
3
3-4
Bank
8
7 3-4
5 6
4 Bank
ID Upper Valve Body

1 Operating Pressure Regulating Valve
2 Lubricating Pressure Regulating Valve
3 2-3 Overlap Regulating Valve, Sleeve and Piston
4 3-4 Overlap Regulating Valve, Sleeve and Piston
5 3-4 Shift Pressure Shift Valve
6 3-4 Command valve
7 3-4 Holding Pressure Shift valve
8 Manual Valve
334 MERCEDES
722.6/NAG 1
Check Ball Locations
Plastic Balls
Steel
Balls Steel
Balls

MERCEDES 335
722.6/NAG 1
Filter and Pressure Feed Locations

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2 2006 TECHNICAL SEMINAR

© 2006 ATRA, Inc. All Rights Reserved. Printed in USA.

© 2006 ATRA. All Rights Reserved.

Welcome to the 2006 ATRA Technical Seminar!

© 2006 ATRA. All Rights Reserved.

© 2006 ATRA. All Rights Reserved.

ATRA Technical Team (continued)

Randall Schroeder Weldon Barnett

David Skora Mike VanDyke

Mike Brown Larry Frash

Pete Huscher Reese Blalock

© 2006 ATRA. All Rights Reserved.

In Memory Of Jim Lambos

© 2006 ATRA. All Rights Reserved.

AtraNews106.indd 158 1/5/06 4:38:41 PM

In Memory of Jim Lambos:

© 2006 ATRA. All Rights Reserved.

Chief Executive Officer: Dennis Madden

GEARS Managing Editor: Rodger Bland

Accounting Services: Jody Wintermute

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

© 2006 ATRA. All Rights Reserved.

© 2006 ATRA. All Rights Reserved.

© 2006 ATRA. All Rights Reserved.

4F50N, AX4N, AX4S

© 2006 ATRA. All Rights Reserved.

© 2006 ATRA. All Rights Reserved.

1998 BAXA, B6VA

SZCA Civic Hybrid CVT

Delayed Upshifts After Cold Start .......... 242

Signal Monitor Hook Up .......................... 243

Solenoid and Pressure Switch Guide ..... 245

© 2006 ATRA. All Rights Reserved.

© 2006 ATRA. All Rights Reserved.

© 2006 ATRA, All Rights Reserved

Shift Lever Position Gear Position C1 C2 C3 B1 B2 B3 F1 F2

© 2006 ATRA, All Rights Reserved

To repair the concern replace the knock sensor.

Notes: If knock sensor DTC is cleared normal shifting and

© 2006 ATRA, All Rights Reserved

© 2006 ATRA, All Rights Reserved

It is common for the Direct clutch drum to ring groove.

© 2006 ATRA, All Rights Reserved

© 2006 ATRA, All Rights Reserved

Check for worn ring lands

Check for ring grooving

© 2006 ATRA, All Rights Reserved

Early (Light/Shiny) Late

© 2006 ATRA, All Rights Reserved

© 2006 ATRA, All Rights Reserved

© 2006 ATRA, All Rights Reserved

© 2006 ATRA, All Rights Reserved

© 2006 ATRA, All Rights Reserved

1. C2 Lock valve 6. C2 Exhaust Valve

© 2006 ATRA, All Rights Reserved

© 2006 ATRA, All Rights Reserved

© 2006 ATRA, All Rights Reserved

© 2006 ATRA, All Rights Reserved

Cooler send check valve

© 2006 ATRA, All Rights Reserved

Case Connector & Solenoid Resistance

© 2006 ATRA, All Rights Reserved

GEAR SL1 SL2 S4