2007 ATRA Seminar Manual

2 2007 TECHNICAL SEMINAR
The
A utomatic Transmission Rebuilders Association
2400 Latigo Avenue
Oxnard, CA 93030
Phone: (805) 604-2000 Fax: (805) 604-2005
http://www.atraonline.com
This manual has been developed by the Automatic Transmission Rebuilders Asso-
ciation (ATRA) Technical Department to be used by qualified transmission techni-
cians in conjunction 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 damages incurred through its use and application. Nothing
contained in this manual is to be considered contractual or providing some form
of warranty on the part of ATRA. No part of this program should be construed as
recommending any procedure which is contrary to any vehicle 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 mechanical, including photocopying, recording, electronic or infor-
mation storage and retrieval — without express written permission from the ATRA
Board of Directors.
Public exhibition or use of this material for group training or as part of a school
curriculum, without express written permission from the ATRA Board of Directors
is strictly prohibited.
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.

Ford Motor Company.

Daimler Chrysler Corporation.
© 2007 ATRA. All Rights Reserved.

2007 TECHNICAL SEMINAR 3
Dennis Madden
Chief Executive Officer
Welcome to the 2007 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
The ATRA Technical Department is pleased to present its 2007 Technical Semi-
nar. Packed with countless 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 training programs ever developed for this indus-
try.
Once again, this year’s technical manual has been produced in full color. With
over 250 pages of up-to-the-minute technical information, the 2007 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!
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 memorable.
Lance Wiggins
ATRA Technical Director

ATRA Technical Team (continued)

Randall Schroeder Steve Garrett
Senior Technician Service Engineer, Technical
and Seminar Speaker Advisor, and Seminar
Speaker
David Skora Weldon Barnett

Senior Technician, Technical Advisor and
Seminar Speaker Seminar Speaker
Mike Brown Mike VanDyke

Technical Advisor Technical Advisor and
Seminar Speaker
Pete Huscher
Technical Advisor Chris Ondersma
Technical Advisor
Bill Brayton
Technical Advisor and
Seminar Speaker

The most advanced features for the most affordable price!
Upgrade Features include:
• Motorized tailstock and lift hoist -add safety and efficiency while lifting and mounting heavy transmissions
• Optional Adjustable eddy current load cells -simulate “real-world” load applications and are always consistent
regardless of wear or ambient air conditions
• Air Load Cells - Up to 1,000 lbs of torque, adjustable, and less cost to maintain
• TRUE FIND Laser Alignment Tool -now easier than ever to insure a perfect motor-to-torque converter align-
ment; even takes the guess work out of accurate alignment of FWD style transmissions
• Data Acquisition Computer System with color printer -the most advanced and affordable transmission diag-
nostic aid available
- The ALL NEW G-TEC Data Acquisition Computer System precisely monitors temperature, cooler pressure, input/
output RPMs, and gear ratios using 4 included pressure ports with the option to add 4 more.
- The AUTO-RUN Test automatically controls RPMs and shift patterns using pre-loaded data for all available trans-
missions. Simply mount the transmission, put it in Drive, and press start!
- The AUTO-RUN and manual test modes allow full solenoid testing including current and amperage testing and ma-
nipulation for up to 8 solenoids.
- The ALL NEW G-TEC Data Acquisition Computer System displays the transmission’s information on a cutting
edge interface of virtual gauges, dials, color-coded pass/fail indicators, and real-time moving graphs.
Contact us:800-725-6499
Phone:417-725-6400
Fax: 417-725-3577
www.g-tec.com
ATRA Staff
A lot of work goes into producing the ATRA Seminar Manuals each year. The
ATRA staff pulls togather with research, writing, photos, and the editing process.
Chief Executive Officer: Dennis Madden
GEARS Magazine: Rodger Bland, Managing Editor

Frank Pasley
Jeanette Troub
Events Cordinator: Vanessa Velasquez, Manager

Kim Paris
Membership Services: Kelly Hilmer, Director

Kim Brattin
Deon Olmos
Lori Fortune
Tom Fortune
Tom Hall
Jim Spitsen
Accounting Services: Jody Wintermute

Rosa Smith
Valerie Mitchell
ATRA Bookstore: Shaun Velasquez, Manager

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

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GM Table of Contents
GM TOC ................................. 23 4T80E
Updates .................................. 61
Allison LCT 1000
Torque Converter Leaks ......... 24 6T70/6T75 Ford 6F55
M74 Grade Breaking .............. 25 New Trasmission Introduction 63
Updates .................................. 26 Features ................................. 65
Ratios ..................................... 66
6L50/6L90 IMS ...................................... 67
New Transmission Speed Sensor ......................... 69
Introduction ........................... 29 Pressure Switch and Clutch
Ratios, Applications ............... 30 Range Reference .................... 70
IMS Logic ............................... 32 Shift Solenoid Operation........ 71
Speed Sensors ....................... 34 Solenoid Cleaning Process ..... 72
Pressure Switches .................. 36 Solenoid Assembly and TCM .. 74
Clutch Range Ref. Chart ........ 36 Adaptive Learning .................. 75
Shift Solenoid Operation........ 37
Solenoid Cleaning Process ..... 38 New Service Manual Process
Solenoid Diagnostics .............. 39 New Proceedures .................... 76
Adaptive Learning .................. 41
4L60E/65E/70E
Input Speed Sensor ............... 42
Pump cover Updates ............... 44
Speedometer Inop,
3rd Gear Starts ...................... 49
4L80E/4L60E
Mutiple DTC’s G-Van ............. 50
4L80E
Hummer H1 DLC Location ..... 52
4T40/4T45E
Updates .................................. 53
Low Power, APP DTC’s set ...... 57
Mutiple DTC’s “A” Body .......... 58
4T65E
Slips/Wrong Gear Starts/
Erratic Shifts/Lack of Power
P0753/P0758/P1860 ............. 59

Ford Table of Contents

Ford TOC ................................... 85 6R60
Torqshift Transmission Descrition........... 120
TCC Operation ........................... 86
No Lock-up before or FNR5
After the Rebuild ....................... 88 Transmission Description ......... 122
Lock-up Test Tool ....................... 89 Lever Position and Operations . 124
P1744 TCC Performance ............ 92 Valve Body ............................... 125
TCC Stuck ON ............................ 94 TCM ..................................... 127
Cooling and Filtration ................ 95 TCM Location ........................... 128
Spin-On Filters .......................... 96 Electronic Syncronous Shift
In-Line Filters ............................ 97 Control (ESSC) ......................... 129
OTA Coolers ............................... 98 Inputs ..................................... 131
Pump Failures............................ 99 TR Sensor, TFT Sensor ............. 132
PCM Pin Charts ....................... 101 Speed Sensors ......................... 133
PCM Location ........................... 103
TR Sensor Readings ................. 104
Codes ..................................... 106
Rear Planetary Failure ............. 108
Delayed Forward Engagements 109
Delayed Reverse Engagemnets 110
Delayed Reverse with
No Engine Braking in
Manual 1 ................................. 111
Erratic Shifts and/or
Early and Late Shifts ............... 112
All Ford Transmissions

Transmission Fluid Chart......... 113
4X4 Tow Features (All Ford)

Neutral Tow Capabilities .......... 117
5R44/55E
Shifter Syuck in the Park
Position .................................... 119

Chrysler Table of Contents

Chrysler TOC ................................ 151
45RFE/545RFE
New Solenoid Assembly ................ 152
Stalls The Engine In Drive ............. 154
RE Series Governor Diagnosis

Governor Diagnosis ....................... 156
Pressure Testing the Governor
Circuit ........................................... 157
Computer Conectors ..................... 158
Case Connectors ........................... 159
Output Speed Sensors .................. 160
Governor Solenoid ........................ 161
Governor Pressure Sensor ............. 162
Vehicle Speed Sensor ................... 163
Throttle Position Sensor ................ 164
Engine RPM Sensor ...................... 165
ECT and TFT Sensors .................... 166
Park Neutral Sensor ...................... 167
Transmission Range Sensor .......... 168
Wiring Diagrams ........................... 169
Quick Reference Signal Voltages
For The Governor Control .............. 171
In-Shop Testing ............................. 173
Volt Meter Test Procedures ........... 174
62TE
Introduction .................................. 176
Accumulator ID ............................. 177
Solenoid ID and Function ............. 178
Check Ball ID and Location ........... 179
48RE
Out of Park Sense Alarm ............... 180
42LE
Transfer Gear Whine ..................... 181
42RLE
Adapter Shaft Retaining Clip ........ 182

Scan Tool Communication Recalibration

and Network Diagnostics Table of Contents
Table of Contents
Scan Tool Communication and J2532 Interface
Network Diagnostics TOC .......... 187 J2534 Interface .................... 212
OEM Service Information Recalibration PC Set-Up
OEM Service Information .......... 188 Recalibration PC Set-Up....... 213
OEM Scan Tools ........................ 189 Recalibration TSB’s .............. 214
After Market Scan Tools ............ 190 GM Recalibration ................. 218
Scan Tool and Network Ford Recalibration ............... 222
Communication Essentials ........ 191 Chryslare Recalibration ....... 228
J1962 OBD II Connector Toyota Recalibration ............ 232
Breakout Box ............................ 192 Resetting the Shift Adapts ... 235
Ford SCP ................................... 193
Ford Network Wiring ................. 195
GM Class 2/Chrysler PCI .......... 196
GM Class 2 Network Wiring ...... 197
Chrysler PCI Network Wiring .... 198
GM Class2/Chrysler PCI
Diagnosis .................................. 199
Chrysler CCD............................ 200
Chrysler CCD Bus .................... 201
Chrysler SCI ............................. 202
Chrysler SCI Data Link ............. 203
CAN ........................................ 204
CAN Wiring Diagram ................. 205
CAN Interface ............................ 206
Vehicles Requiring Interface ..... 207
ISO 9141 (K Line)

ISO ........................................ 208
ISO Wiring Diagram .................. 209

Mercedes Table of Contents

Mercedes 722.6 TOC ............................ 237
Identification ........................................ 238
Output Shaft Planetarey Failure .......... 240
Rear Planetary Gearset Durability ....... 241
Transmission Fuilds ............................. 242
Clutch Pack Clearence Tool .................. 244
No Upshift ............................................ 245
Solenoid Operation .............................. 246
Solenoid Operation Chart .................... 248
Shifter Assembly .................................. 249
Harsh 3-2 Downshift ............................ 250
Early/Late harsh Shifts or
Soft Up/Down Shifts ............................ 251

Hyundai Table of Contents

A4AF3, A4BF2 TOC ................................253
Clutch and Band Application ..................... 254
Transaxle Identification .............................. 255
Pressure Testing ........................................ 256
Shift Feel ................................................... 258
Check Ball Locations ................................. 259
Valve Body Exploded Views ........................ 260
Solenoid Identification ............................... 262
Testing the Transaxle Operation ................ 263
Forcing the Shift ........................................ 264
No Reverse ................................................. 265
Harsh 2-3 or 2-3 Slide Bump ..................... 266
Shifts 1-3 ................................................... 267
Neutrals on the 3-4 Shift or No 4th Gear ... 268
Failed End Clutch Hub Bearing ................. 269

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SC-GM-ATRA 07 12/20/06 5:04 PM Page 1
Savings in a box Sonnax offers seven different Sure Cure® Kits to cure whatever ails
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• SC-4T65E** • SC-4T60E* (’93-’96)
• SC- 4L60* • SC-4T60E-1* (’97 & up)
• SC-4L80E* (* Requires tooling)
SC-4L60E*
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with PWM/EC3 control.
Helps cure:
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GENERAL MOTORS 23
GM Table of Contents
GM TOC ................................. 23 4T80E
Updates .................................. 61
Allison LCT 1000
Torque Converter Leaks ......... 24 6T70/6T75 Ford 6F55
M74 Grade Breaking .............. 25 New Trasmission Introduction 63
Updates .................................. 26 Features ................................. 65
Ratios ..................................... 66
6L50/6L90 IMS ...................................... 67
New Transmission Speed Sensor ......................... 69
Introduction ........................... 29 Pressure Switch and Clutch
Ratios, Applications ............... 30 Range Reference .................... 70
IMS Logic ............................... 32 Shift Solenoid Operation........ 71
Speed Sensors ....................... 34 Solenoid Cleaning Process ..... 72
Pressure Switches .................. 36 Solenoid Assembly and TCM .. 74
Clutch Range Ref. Chart ........ 36 Adaptive Learning .................. 75
Shift Solenoid Operation........ 37
Solenoid Cleaning Process ..... 38 New Service Manual Process
Solenoid Diagnostics .............. 39 New Proceedures .................... 76
Adaptive Learning .................. 41
4L60E/65E/70E
Input Speed Sensor ............... 42
Pump cover Updates ............... 44
Speedometer Inop,
3rd Gear Starts ...................... 49
4L80E/4L60E
Mutiple DTC’s G-Van ............. 50
4L80E
Hummer H1 DLC Location ..... 52
4T40/4T45E
Updates .................................. 53
Low Power, APP DTC’s set ...... 57
Mutiple DTC’s “A” Body .......... 58
4T65E
Slips/Wrong Gear Starts/
Erratic Shifts/Lack of Power
P0753/P0758/P1860 ............. 59

24 GENERAL MOTORS
LCT 1000
Torque Converter Leaks
Outside of the typical front seal/pump bolt and pump leakage the LCT 1000
applications have developed another area where leakage commonly occurs. The
leakage can be temperature sensitive and may be difficult to locate. The converter
lugs tend to crack at the welds and may start to leak. If a leak is discovered in
this area the converter will require replacement. GM has a tool that allows you to
pressurize the converter to inspect for leakage once the converter is on the bench,
the part number is (J-21369-F)

GENERAL MOTORS 25
LCT 1000
M74 Grade Braking
On Allison applications, the grade braking software program is designed to reduce
wear on the vehicles braking system when decelerating. The grade braking fea-
ture will automatically downshift the transmission to provide engine braking thus
reducing wear on the brakes while improving the driver’s control of the vehicle.
The grade braking system is not designed to reduce the need for the customer to
maintain control of the vehicle during deceleration. To accomplish this task the
TCM monitors several inputs including:
* TP position and TP Delta
* PRNDL Position (NSBU or IMS)
* Brake Switch Status
* Calculated grade and load (MAP/MAF/RPM)
* Vehicle Speed and wheel speed
* Tow/Haul Switch Position
The grade braking feature is “transparent” to the customer as the TCM deter-
mines if grade braking is required or not based on the input data received. The
grade braking feature cannot be “shut off” by the customer although it can be
overridden by simply stepping on the accelerator pedal.
For the grade braking feature to operate the TCM monitors the PRNDL position,
engine/vehicle load, brake switch position, vehicle/wheel speed and engine RPM.
For grade braking to function, the brake pedal must be depressed. Grade brak-
ing can operate while in either “tow/haul” mode or “normal” mode. If the vehicle
is operating in normal mode, the vehicle will downshift from high gear to the next
lowest gear range. If the vehicle is being operated in tow/haul mode the vehicle
can downshift to a range as low as 2nd gear, one range at a time. The system will
not skip shifts/ranges and the shift points will vary based on load and RPM in-
puts. The grade braking system does not require any customer action to activate
the feature.
The TCM calculates the information received from its inputs. Those factors are
calculated, weighted and then the sum is calculated. If the calculated sum ex-
ceeds the predetermined threshold the TCM will command a downshift and grade
braking will become active, overriding the PRNDL position.

26 GENERAL MOTORS
LCT 1000
M74 Grade Braking (continued)
The actual shift speeds cannot exceed predetermined engine RPM values. If the
TCM determines that the engine speed would be too high if a downshift was com-
manded, the downshift will be inhibited. (4650 RPM L18 Gas Application, 4000
RPM LB7 Diesel Applications) Conversely, if the load and engine speed continue
to increase beyond predetermined limits while decelerating, the TCM will com-
mand an upshift to occur. (5000 RPM L18 Gas Application, 4800 RPM LB7 Diesel
Applications)
NOTE: The engine is designed to operate in the “Dashed Red” zone of the tachom-
eter during grade braking. The engine should not be allowed to operate in the
“Solid Red” zone at any time or engine damage may occur. The TCM software has
some predetermined maximum downshift points. The shift points are determined
by monitoring road speed via the vehicle speed sensor. The following represents
the maximum VSS values the vehicle can be operated at before grade braking will
be inhibited.
The grade braking feature may function even if the vehicle is being operated on
level roads. In addition the system is able to calculate any additional loads such
as when pulling a trailer.
If the vehicle is being operated on snow or ice covered roads the feature may be
disabled if the EBCM determines tire slippage is occurring. The TCM receives
information from the EBCM regarding the calculated slip (Wheel speed sensors
and VSS) If wheel slippage is occurring the TCM will command the transmission
into a higher gear.
8.1 L GAS 4.10/3.73 REAR AXLE RATIO

SHIFT MAX Transmission Output Speed
5-4 4624
4-3 3266
3-2 2543
2-1 1474
6.6L DURAMAX 3.73 RATIO

SHIFT MAX Transmission Output Speed
5-4 4017
4-3 2832
3-2 2196
2-1 1214

GENERAL MOTORS 27
Mid-2006-2007 LCT 1000

Updates
Several updates were implemented into production for the Mid-2006-2007 model
years. They include:
• T 5 bearing- Improved durability
• P2 Carrier- Required for the T-5 bearing update
• P2 Sun gear- Required for the T-5 bearing update
• Shaft seal rings-Improve durability/new material
The Sun/Carrier/T-5 went into production in Sept 2006 starting serial #
6310696028 The Rings went into production in May 2006 starting serial #
6310656923,6320768550, 6320768663.
PART OLD NUMBER NEW NUMBER Dimension Interchangeability

Changes
T-5 29531095 29541702 Thickness No if used by itself
bearing Increased by Yes if used with the
.45mm updated carrier and
sun gear assembly
OD decreased by
.55mm
ID decreased by
4.15 mm
P2 Carrier 29536971 29545240 Shaft area no No if used by itself
longer under cut.
OD of shaft are
decreased by 2.15
mm
Pocket depth Yes if used with the
increased by updated sun gear
and T-5 bearing
1.2 mm
P2 Sun 29543208 29545931 Pocket decreased No if used by itself
by
3.6mm Yes if used with the
updated carrier and
T-5 bearing
Sealing 29538941 29538158 End gap on rings Fully
Rings 29538942 29531038 have changed interchangeable
All the updated from a Double
rings come in the lap joint design
kit part number to a butt cut
29536406 style. In addition
the material has
also changed

28 GENERAL MOTORS
Mid-2006-2007 LCT 1000

Updates (continued)
P2 Sun Gear
P2 Carrier
T5 Bearing

GENERAL MOTORS 29
6L50/6L90
Introduction
Two more 6 speed rearwheel drive automatic transmissions have been released by
GM for the 2007 model year. The 6L50 (MYB) was introduced in the Cadillac SRX
and STS. The 6L90 (MYD) was introduced in the Chevrolet Silverado HD and GMC
Sierra HD applications.

30 GENERAL MOTORS
6L50/6L90
Introduction (continued)
The 6L50/6L90 transmissions share many parts with the 6L80. This reduces the
production cost of the units and improves serviceability. The diagnostic processes
and tools are also shared between the 6L50, 6L80 and 6L90. The 6L50 and 6L90
are the latest rearwheel drive 6 speeds to be introduced by GM but they certainly
will not be the last. The 6L45 will also make its way shortly into the market place.
Like the 6L50/6L80 and 6L90 the 6L45 will also share the same component
architecture.
RPO Code: 2007 Applications:

6L50-MYB 6L50 Cadillac SRX, STS, BMW X3, X5,
6L90-MYD 328 coupe
6L90 C/K HD models with 6.0L LY6
engine
Output Torque Capacity: Input Torque Capacity:

6L50—480 lb ft (651 Nm) 6L50—332 lb-ft (450 Nm)
6L90—885 lb ft (1200 Nm) 6L90—531 lb-ft (720 Nm)
Ratios
Gear 6L50 6L90
1st 4.06-1 4.03-1
2nd 2.37-1 2.36-1
3rd 1.55-1 1.53-1
4th 1.16-1 1.15-1
5th .85-1 .85-1
6th .67-1 .67-1
Reverse 3.02-1 3.02-1
GENERAL MOTORS 31
6L50/6L90
• Maximum shift speed 6500 RPM
• Maximum GVW 6L90—15000 lb 6L50—6613 lb
• Maximum GCVW 6L90—21000 lb 6L50—12505 lb
• PRNDL positions P, R, N, D, (S or M)
• 2 shift solenoids used (On/Off Design), SS1,SS2
• 6 Variable bleed solenoids, PCS, PCS2, PCS3, PCS4, PCS5, TCC
• A Bosch built 32 bit TCM (TEHCM) mounted internal to the transmission on
the valve body (Referred to as the “control solenoid valve assembly”) TCM
(TEHCM) incorporates Solenoids, pressure switches, TFT and it is bolted to
the valve body using 6 bolts.
• Dry weight 6L50— 198 lbs (90 kg) 6L90— 243 lbs (110 kg)
• EC3 Converter 258 twin plate/280mm 6L50 300mm 6L90
• Fluid required, Dexron VI
• Fluid capacity: 6L50 Pan removal 7.25 qts (6.83 liters) Overhaul 10.68 qts
(10.10 liters) 6L90 Pan removal 6.3 qts (6.0 liters) Overhaul 10.5 qts (9.9
liters)
• Clutch to clutch shifts, 5 clutches (3 stationary, 2 driving), 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
• Reverse lock out feature
• Grade braking

32 GENERAL MOTORS
6L50/6L90
Internal Mode Switch Logic
The 6L50/6L90 internal mode switch is mounted to the valve body and it is con-
nected mechanically to the manual valve. Electrically the IMS operates similar to
other GM IMS applications. The TCM sends a bias voltage to the IMS on 4 cir-
cuits, A, B, C, P. Pin N is used for Park/Neutral starting operations and is sup-
plied by the ECM. As the range selector is moved the IMS will ground/un-ground
the circuits or circuit required to indicate the specific manual valve position. By
noting the voltage sequence produced, the TCM will be able to identify the range
that was selected.
IMS Assembly
Valve Body and TCM

GENERAL MOTORS 33
6L50/6L90
Internal Mode Switch Logic
(continued)
Selector Position Range A Range B Range C Range P
Park Low High High Low

Park/Reverse Low Low High Low
Reverse Low Low High High
Reverse/Neutral High Low High High
Neutral High Low High Low
Neutral/D6 High Low Low Low
D6 High Low Low High
D6/D4 Low Low Low High
D4 Low Low Low Low
D4/D3 Low High Low Low
D3 Low High Low High
D3/D2 High High Low High
D/2 High High Low Low
Illegal High High High High
Illegal Low High High High
Low = Grounded (0Volts)

High= Open (Source Voltage)

34 GENERAL MOTORS
6L50/6L90
Speed Sensors
The speed sensors are “hall effect” style assemblies and are mounted to the con-
trol valve assembly (Valve Body). The TCM provides a signal voltage of 8.3-9.3 volts
for the sensor operation. As the clutch housings rotate the sensors will produce a
square wave signal. The TCM will monitor the frequency of the signal to deter-
mine the input or output speed. Input Speed Sensor signals are generated by the
rotation of the 1-2-3-4 & 3-5-R clutch assemblies and is used to calculate gear
ratio and slip rates. The Output Speed Sensor signal is generated by the rotation
of the Output Ring gear. The OSS is used for indicating Vehicle speed for shift
pattern control as well as Ratio calculations.
6L50 Shift Speed Chart

Shift @ TP KM/H MPH OSS (RPM)
1-2 @ 12.5 TP 10.1 6 242
2-1 @ 12.5 TP 6.9 4 165
2-3 @ 12.5 TP 18.1 11 434
3-2 @ 12.5 TP 16.1 10 386
3-4 @ 12.5 TP 27.3 17 654
4-3 @ 12.5 TP 23.5 15 563
4-5 @ 12.5 TP 35.3 22 846
5-4 @ 12.5 TP 32.1 20 769
5-6 @ 12.5 TP 46.6 29 1117
6-5 @ 12.5 TP 40.7 25 975
1-2 @ 25 TP 12.9 8 309
2-1 @ 25 TP 6.9 4 165
2-3 @ 25 TP 24.7 15 592
3-2 @ 25 TP 16.1 10 386
3-4 @ 25 TP 36.5 23 875
4-3 @ 25 TP 25.4 16 609
4-5 @ 25 TP 47.7 30 1143
5-4 @ 25 TP 32.1 20 769
5-6 @ 25 TP 71.5 44 1713
6-5 @ 25 TP 40.7 25 975
NOTE: The 6L50 shift speed chart is based on stock tires/wheels

and 3.23-1 final drive ratio
GENERAL MOTORS 35
6L50/6L90
Speed Sensors (continued)
6L90 Shift Speed Chart

1-2 @ 12.5 TP 15 9 347
2-1 @ 12.5 TP 10 6 232
2-3 @ 12.5 TP 27 17 625
3-2 @ 12.5 TP 10 6 232
3-4 @ 12.5 TP 43 27 996
4-3 @ 12.5 TP 32 20 741
4-5 @ 12.5 TP 57 35 1320
5-4 @ 12.5 TP 46 29 1065
5-6 @ 12.5 TP 80 50 1852
6-5 @ 12.5 TP 60 37 1389
1-2 @ 25 TP 16 10 370
2-1 @ 25 TP 10 6 232
2-3 @ 25 TP 30 19 695
3-2 @ 25 TP 10 6 232
3-4 @ 25 TP 49 30 1134
4-3 @ 25 TP 35.4 22 820
4-5 @ 25 TP 61.5 38 1424
5-4 @ 25 TP 49 30 1134
5-6 @ 25 TP 83.25 52 1927
6-5 @ 25 TP 65 40 1505
NOTE: The 6L90 shift speed chart is based on stock tires/wheels

and 3.73-1 or 4.10-1 final drive ratio

36 GENERAL MOTORS
6L50/6L90
Pressure Switches and Clutch Range
Reference Charts
Pressure Switches
The pressure switches are housed as part of the control solenoid valve assembly.
Four switches are used, 1,3,4 and 5. The switches act as an input to the TCM and
are used for 2 basic purposes:
• To monitor clutch regulator valve and clutch hydraulic operation

• To monitor clutch CVI (Adaptive learning)
TFP Clutch/Circuit
Switch Monitored
1 3-5 clutch
3 2-6 clutch
4 1-2-3-4 clutch
5 4-5-6 and L/R Clutch
Clutch Range Reference Charts
ST ST
COMPONENT PARK REV 1 1 2ND RD
3 4TH 5TH 6TH
NEUTRAL BRK
1-2-3-4 CLUTCH ON ON ON ON ON
3-5 REV ON ON ON
CLUTCH
4-5-6 CLUTCH ON ON ON
LOW/REV ON ON ON
CLUTCH
2-6 CLUTCH ON ON
LOW SPRAG ON ON

GENERAL MOTORS 37
6L50/6L90
Shift Solenoid Operation
Shift solenoid and PCS operation is controlled by the TEHCM (TCM). The TCM
regulates the feed voltage to the solenoids to a value between 8.3-9.3V. The TCM
then regulates the current flow through the solenoids. The shift solenoids are
On/Off design with the TCM controlling the power for the solenoid. The pressure
control solenoids are high side PWM controlled. The TCM is over current and
overtemp protected.
Bosch refers to the solenoid’s by their state, NL or NH. Normally High (N.H.) is
used to describe a solenoid that allows pressure to travel to the clutch when the
solenoid is turned off. Normally Low (N.L.) is used to describe a solenoid that
prevents pressure from getting to a clutch when the solenoid is turned off.
The solenoids are protected by the filter plate. The filter plate is housed between
the valve body and the control solenoid valve assembly (TEHCM) and must be
replaced anytime the valve body or control solenoid valve assembly (TEHCM) is
replaced or unbolted from each other. The Filter plate is serviced with the control
solenoid valve assembly (TEHCM) but it must be ordered separately if you are
ordering valve body.
NOTE: If the Control valve body assembly is removed from the

case the support seals located in the case must also be replaced.
GEAR SS1 SS2 PCS 2 PCS3 PCS4 PCS5

(N.H.) (N.H.) ( N.L.) (N.L)
PARK ON ON OFF ON OFF OFF
REVERSE ON OFF ON ON OFF OFF
NEUTRAL ON ON OFF ON OFF OFF
ST
1 ENG BRK ON ON OFF ON OFF ON
1ST OFF ON OFF OFF OFF ON
ND OFF ON OFF OFF ON ON
2
3RD OFF ON ON OFF OFF ON
TH OFF ON OFF ON OFF ON
4
5TH OFF ON ON ON OFF OFF
TH OFF ON OFF ON ON OFF
6

38 GENERAL MOTORS
6L50/6L90
Solenoid Cleaning Process
An automated process is available that aids in cleaning debris from the solenoid
assembly. Your scan tool will instruct the TCM (TEHCM) to cycle the solenoids
while the system is pressurized to clean the solenoids. The transmission does not
need to be disassembled to perform the cleaning process. Simply follow the in-
structions on the scan tool to activate the cleaning program. This process should
be completed prior to attempting to diagnose the transmission with part# DT-
47825-1 tools as described below. If the cleaning process is unsuccessful then
you should diagnose the concern with part# DT-47825-1

GENERAL MOTORS 39
6L50/6L90
Solenoid Diagnostics
Like other GM transmissions, diagnosis is designed around the use of a quality
scan tool. With the 6L50/6L90 this could not be more true as the need to access
scan data is critical. Unlike other GM transmissions you have become accus-
tomed to working with over the years, the 6L50/6L90 internal electrical compo-
nents are not hard wired to the rest of the vehicle via the transmission harness.
This means that the diagnostic process has changed considerably. Diagnosis is
divided into 2 categories , scan diagnostics and test plate/air check diagnostics.
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 DT 47825-1 Solenoid test plate and jumper harness
Remove the Control Solenoid Valve Assembly from the transmission. Install tool
DT 47821-1 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 mal-
functioning 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 com-
mand that solenoid ON/OFF with the scan to repeat the process.

40 GENERAL MOTORS
6L50/6L90
Solenoid Diagnostics (continued)
Key On, Engine

Test Plate Off (KOEO)
Solenoid Port Normal State Commanded State
Line PC On - 68-103 Kpa (10-15 psi)
Solenoid 1 G No flow to gage per Commanded Amp
On - Full
PC Solenoid 2 C No flow flow Off - No flow
On - Full
PC Solenoid 3 A Full flow flow Off - No flow
On - Full
PC Solenoid 4 B No flow flow Off - No flow
On - Full
PC Solenoid 5 F No flow flow Off - No flow
Shift Solenoid 1 H No flow Off - No flow On - Full flow
Shift Solenoid 2 D No flow Off - No flow On - Full flow

TCC PC On - Full
Solenoid E No flow flow Off - No flow
NOTE: If the solenoid or valve is 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.
NOTE: The TCM (TEHCM) 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 41
6L50/6L90
Adaptive Learning
The 6L50/6L90 are 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 proce-
dures 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 6L50/

6L90 is used. The transmission is fast learned 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), Move the selector in/out of gear 3 times
• Select the 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 individu-
ally apply the clutches and calculate the clutch volume
• Shut off the engine for at least 30 seconds, open and close the door to allow
“RAP” to expire or false DTC’s may set, After a minimum of 30 seconds the
car can be restarted , power off the scanner
• The process is now complete
The fast learn procedure will not run if:

• DTCs 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 malfunctioning

42 GENERAL MOTORS
4L60E/65E/70E
Input Speed Sensor
The 2005 and 2006 ATRA seminars covered the changes involved with the addi-
tion of the input speed sensor in the 4L60E/65E and 4L70E applications (RPO’s
M30,M32, M33, M70). The input speed sensor was not used on all 2006-2007
applications so some confusion may occur regarding build combinations for these
products. Some of the parts from the ISS equipped applications and a Non ISS
equipped applications cannot be intermixed.
A failure to identify the build combination you are working with may result in line
pressure, TCC and/or Clutch apply/release/cross leak concerns. Five design
variations have occurred between Non ISS applications and the final fully func-
tional ISS applications. These changes include the following:
• Redesigns of the turbine shaft—Repositioning of the seal rings on the shaft,

adding a ISS toothed wheel.
• Redesign of the pump cover- Updating the passage design and passage
position in the stator support sleeve. Adding a boss to the cover for the ISS.
• Shortening the P/R valve train to make room for the input speed sensor
wiring and connector.
• Updating the wiring harness for the input speed sensor.
• Adding DTC’s for ISS diagnostics.

GENERAL MOTORS 43
4L60E/65E/70E
Input Speed Sensor (continued)
Design Variation Turbine Shaft:
Four NON ISS shaft sizes are available they are:

245mm/258mm shaft (Part # 17803688)
280mm/300mm shaft (Part # 17803687)
300mm HD/300mm M70 ( Part #17803686)
258mm PHT (Part # 17803685)
Three ISS equipped shafts are available, they are:

245mm/258mm (Part #24232438)
280mm/300mm (Part # 24230653)
300mm HD/M70 (Part #24230654)

44 GENERAL MOTORS
4L60E/65E/70E
Pump Cover
The design of the shaft can be identified by the ID marks on the shaft. The ID
mark is simply a 9.5mmX.5mm groove that located on the shaft. Some shafts
have ID marks while others do not.
Pump Cover: 5 pump covers are available, they are:
1997-2005 model: No input sensor boss, used 1st design stator support bushing
and 1st design P/R valve train.

GENERAL MOTORS 45
4L60E/65E/70E
Pump Cover (continued)
2005 I model: No input sensor boss, used 1st design stator support bushing and
2nd design P/R valve train.
2005 I model: Includes a input speed sensor boss, but the boss is not drilled, 1st
design stator support sleeve and 2nd design P/R valve train.

46 GENERAL MOTORS
4L60E/65E/70E

GENERAL MOTORS 47
4L60E/65E/70E
2006: The input speed sensor boss was drilled on those models that used an ISS.
A 2nd design stator support sleeve and a 2nd design P/R valve train were used.
This combination requires the ISS shaft design or a shaft design that relocates
the turbine seal ring position.
2006 and later: All models of pumps use the input speed sensor boss and all of
the bosses are drilled. If the ISS is not used a rubber plug will be used in the ISS
hole. A 2nd design stator support sleeve and a 2nd design P/R valve train were
used. This combination requires the ISS shaft design or a shaft design that relo-
cates the turbine seal ring position.
Pump cover kits:

1998-2005: 12491417, 12491421
2006 and later Non PHT: 24236486, 24236489
2006/07 PHT: 24239202
Reverse boost valve kits:

2005 and earlier (Long valve train): 24234396 regular, 24234397 High Perf
Short valve train 24234396 regular, 24234397 High Perf

48 GENERAL MOTORS
4L60E/65E/70E

GENERAL MOTORS 49
4L60E/4L65E/4L70E
Speedometer Inop, 3rd Gear Starts
S/T Truck 5.3L/6.0L
Some customers may complain that their Speedometer is inoperative and the
transmission may be starting in 3rd gear. In addition a Body code B0540 may be
set. The ABS and SES lights may be illuminated. Transmission DTC’s will not
typically be set and you may be unable to communicate with the TCM. This condi-
tion applies to all V-8 (5.3L/6.0L) S/T truck applications as they use a stand
alone TCM which is wired differently when compared to the 4.2L applications
Inspect fuse #53 (“15 A Trans”) in the under hood junction block. If the fuse is
blown inspect circuit #139 for a short to ground.

50 GENERAL MOTORS
4L80E/4L60E
Multiple DTC’s G-Van
Some 1996-2006 G-van (Express/ Savanna) Applications may set various engine
and/or transmission related DTC’s. The DTC’s may vary regarding the number of
DTC’s set, as well as their type and description. The DTC’s may be intermittent in
nature. The type and number of DTC’s set will depend on which and how many
circuits were damaged.
A common cause for this concern is the wiring harness for the PCM. The PCM is
mounted on the driver’s side inner fender well. The harness faces the vehicle
chassis. The steering gear power steering line is designed to be routed under the
PCM harness. If the line is routed on top of the harness or if the clips holding the
harness are missing or broken the harness can contact the frame or upper
control arm leading to harness damage. Repair the damage and reroute the
harness to repair this condition.
WARNING: Wiring harness IN-CORRECTLY installed

GENERAL MOTORS 51
4L80E/4L60E
Multiple DTC’s G-Van (continued)
Another common issue on this application is road splash or windshield run off
penetrating the PCM connector. This may cause the PCM terminals and harness
pins to corrode. If corrosion is present the PCM and the damaged harness
terminals will need to be replaced. If corrosion is present inspect for the presence
of a harness deflector and road splash shield. If the shields are not present they
will need to be installed.
1996-99- Install harness deflector Part# 15091839, Splash shield Part# 15183966
and bracket 15766026
2000-2002- Built prior to December 2001. Install harness deflector Part#

15091839, Splash shield Part# 15183966
2002 and later- Built after December 2001. On these applications the deflectors
were installed at the plant but they were greatly modified to aid the assembly
process. This may compromise the effectiveness of the shield/deflector so you
may need to install new ones. Install harness deflector Part# 15091839, Splash
shield Part# 15183966
This is the CORRECT routing of the wirning harness

52 GENERAL MOTORS
4L80E
Hummer H1 DLC Location
Some confusion has occurred regarding where the DLC is located on the Hummer
H1 application. The DLC location is different depending on the year of the ve-
hicle. On 94-95 applications the DLC is located on top of the drivers side “Hush
Panel”. To access the DLC it may be necessary remove the plastic hush panel to
gain access. Many times the connector is simple laying on top of the panel and
you will need to look for it after you have removed the panel. On some applica-
tions the DLC can be accessed by opening the access door in the hush panel,
sticking your hand up through the access hole to locate the connector.
On 96 -06 applications the DLC is located on the drivers side “A pillar”. The con-
nector can be accessed easily without removing any panels. In many instances
the DLC has been removed from its factory location so a brake controller can be
installed in the factory DLC location. If the DLC is not in the factory location the
hush panel will need to be removed to locate the connector.

GENERAL MOTORS 53
4T45E
Updates
Several updates have been made to some 4T45E applications for the 2007 model
year. These updates include:
• A 4-3 downshift solenoid was added
• New spacer plates, valve body and channel plate
• An auxiliary fluid pump was added
• A new design PSM
• 7/8" Drive chain
• 4 new DTC’s were added
A hybrid design vehicle application was released for the 2007 model year which
utilizes the 4T45E transmission. Known as “BAS” (Belt Alternator Starter) the
hybrid design was introduced in the Saturn Vue. Other passenger car models
such as the Malibu are scheduled for release utilizing the same BAS system.
The BAS system utilizes a new type of generator which is also capable of acting as
the vehicle’s starter during specific driving maneuvers. The hybrid applications
are equipped with an AUTO STOP feature to improve fuel economy. To initiate the
auto stop feature simply step on the brake and bring the vehicle to a stop. With
the vehicle stopped, while in OD range the engine will automatically shut off.
This feature will operate unless one of the following conditions occurs:
• The engine/transmission or hybrid battery are not fully warmed up
• Outside temp is above 95°F (35°C) and the A/C or defrost modes are
selected
• The shift lever is in a range other than OD
• The hybrid battery charge is low
• High charging system voltages are required
• The hood is not fully closed
The engine will automatically restart when the brake pedal is released and the
accelerator pedal is depressed. The engine may also automatically restart if any
of the following occur:
• The shifter is moved from OD to Park, Neutral, Intermediate, Low or Reverse
• The A/C mode is selected
• The hybrid battery charge is low
• The auto stop time exceeds 2 minutes

54 GENERAL MOTORS
4T45E
Updates (continued)
Case Assembly
The case was updated to house a new auxiliary pump. The new case casting
includes a new line pressure tap, a feed boss for the pump and 4 mounting holes
on the side of the case for the pump. A line connects the pump to the line pres-
sure feed on the side of the case. The line contains a cartridge check valve to
prevent drain back. The pump is required to prevent the transmission from drop-
ping out of gear when the vehicle is in auto stop. The pump will run anytime
auto stop is active, once the engine starts running the pump will be shut off. The
updated case is not interchangeable with Non BAS applications.
BAS (Belt Alternator Starter)

The BAS system utilizes a new design spacer plate, channel plate and valve body.
The new plate is a bonded design and is used for BAS equipped transmissions.
The updated channel plate and valve body are designed for the BAS applications.
The updated plate, channel plate and valve body are not interchangeable with
Non BAS applications.
PSA
The BAS designed pressure switch assembly is color coded to prevent interchange
problems. It contains an additional pressure switch (PRND4). The PRNDL pres-
sure switch lets the TCM know when the driver commands neutral. This logic is
used by the TCM to prevent a false pump DTC from setting. The updated PSM is
not interchangeable with Non BAS applications.
4-3 Downshift Solenoid

A 4-3 downshift solenoid was added to the BAS applications. The solenoid is
mounted to the channel plate. The solenoid is designed to improve the 4-3 down-
shift by delaying the pressure to the coast clutch during a manual shift. (Pre-
vents tie up with band is coming off and clutch is coming on) During a 4-3 shift
the solenoid is energized (ON). During all other shifts the solenoid is de-ener-
gized (OFF).
Drive Chain
An update to the drive chain occurred. The new chain is 7/8" wide and is made
of 8600 grade material. A 32/38 drive and driven sprocket ratio is used with this
chain application.

GENERAL MOTORS 55
4T45E
Updates (continued)
4 new DTC’s were added to aid in diagnosis of the auxiliary pump. The
include:
•P0787- 4-3 Downshift solenoid circuit voltage Low
•P0788- 4-3 Downshift solenoid circuit voltage High
•P2796- Aux pump circuit voltage Low
•P2797- Aux pump performance
P0787 will set if:
• The 4-3 shift solenoid is commanded OFF and the feed back voltage is low
• The condition exists for longer than 4 seconds
If a P0787 is set the TCM will:

• The TCM will command maximum line pressure
• The TCM will freeze shift adaptive values and store the operating conditions
as failure record information
A P0788 will set if:

• The 4-3 shift solenoid is commanded ON and the feed back voltage is high
• The condition exists for longer than 150 milliseconds

• The TCM will freeze shift adaptive values and store the operating conditions
as failure record information
P2796 will set if:
• The pump relay is commanded OFF and the feed back voltage is low

• Illuminate the SES light on the second consecutive failure (Type B DTC)
• The Starter Generator Control Module (SGCM) will inhibit auxiliary
operation
• The TCM will store failure record information
P2797 will set if:

• The auxiliary pump is commanded ON
• The PSM indicates the pump is not running
• The condition lasts longer than 30 seconds
56 GENERAL MOTORS
4T45E
Updates (continued)
If a P2797 sets the TCM will:
• Illuminate the SES light on the second consecutive failure (Type B DTC)
• The Starter Generator Control Module (SGCM) will inhibit auxiliary
operation
• The TCM will store failure record information
• The SGCM will inhibit auto stop mode

GENERAL MOTORS 57
4T40/45E
Low Power, APP DTC’s Set
“A”Body
A low power complaint along with some APP DTC’s may occur on some 4T40/45E
“A” body (Chevrolet HHR/Cobalt, Saturn Ion, Pontiac Pursuit) applications. Any
or all of the following DTC’s may be set:
• P2120 APP 1 Circuit
• P2122 APP 1 Circuit Low Voltage
• P2123 APP 1 Circuit High Voltage
• P2125 APP 2 Circuit
• P2127 APP 2 Circuit Low Voltage
• P2128 APP 2 Circuit High Voltage
• P2138 APP 1&2 Correlation
The engine harness may be chaffing on the canister purge solenoid bracket.
Inspect, repair and reroute the harness. You can add a piece of heater hose to the
harness to prevent further damage

58 GENERAL MOTORS
4T40/45E
Multiple DTC’s
“A” Body
Some “A” body (Cobalt, Pursuit, Ion, HHR, Rendezvous) applications may exhibit
any or all of the following DTC’s, P0700, P0712, P0713, P0717, P00842,P0843,
P0961, P0973, P0974, P0976, P0977. It is common for the concern to be inter-
mittent.
The DTCs relate to transmission related concerns.

P0700- General Transmission DTC, Faults Present
P0712-P0713- TFT Voltage Concerns
P0717- Input Speed Sensor Voltage Concern
P0842/P0843- TCC Release Switch Circuit Voltage Concerns
P0961- PCS Voltage Concern
P0973/P0974- 1-2 Shift Solenoid/Circuit Voltage Concerns
P0976/P0977- 2-3 Shift Solenoid/Circuit Voltage Concerns
Inspect the transmission wiring harness as it runs toward the engine block near
the oil filter for damage/rub thru. As the harness exits the transmission, it can
come into contact with engine block as it travels toward the TCM located in the
left strut tower area. Inspect the harness for damage, repair and reroute the
harness to prevent future damage.

GENERAL MOTORS 59
4T65E
Slips/Wrong Gear Starts/Erratic
Shifts/Lack of Power P0753/P0758/
P1860
C/H car ( Bonneville, Park Avenue, LeSabre) 4T65E applications may exhibit any
or all of the following conditions:
• The transmission starts in 3rd gear, which may be interpreted by the
customer as a slip related concern or a lack of power complaint.
• If the condition is intermittent the customer may state that the vehicle is
shifting erratically without input from the driver (Shift hunt)
• Possible DTC’s such as P0753, P1860, P0758
Inspect Circuit 239, IGNFD fuse 10 Amp (Connector C-2 Pin E4) (Park Avenue) at
the left under hood fuse block for a poor connection. Inspect circuit 739, Trans
fuse 13 10 Amp( Connector C-3 Pin E7) LeSabre/Bonneville applications for a
poor connection. Generally the terminal is damaged or incorrectly crimped. If a
poor connection is found repair or replace the terminal.
Park Avenue

60 GENERAL MOTORS
4T65E
Slips/Wrong Gear Starts/Erratic
Shifts/Lack of Power P0753/P0758/
P1860
La Sabre, Bonneville

GENERAL MOTORS 61
4T80E
Updates
Several updates were implemented on the 4T80E applications, they include:
• A 6 track IMS
• A New manual valve link and retainer
• Updated wiring harness and pass through connector
• Updated lower wiring harness
6 Track IMS (Internal Mode Switch)

The 6th track adds a stand alone P/N signal circuit (1786) to the IMS function. The
6 track IMS is wider than the 5 track version it replaces. The 6 track will back
service earlier transmissions if the link and retainer are used, although the 6th
track will not function. The 6 track IMS requires a new tool, DT 47707-1 to prop-
erly align the assembly.

62 GENERAL MOTORS
4T80E
Updates (continued)
Wiring Harness
The updated wiring harness is required with the new design IMS. The updated
harness will back service the previous IMS design.
Manual Link and Retainer

A new manual link and retainer were required for the wider 6 track IMS. The
second design link can be used with the 5 track IMS. The updated retainer is
required with the new IMS and it to can back service a 5 track IMS.
The 6 track IMS requires a

new tool, DT 47707-1 to
properly align the assembly.

GENERAL MOTORS 63
6T70/6T75 Ford 6F55

Introduction
The first in a series of new 6 speed front wheel drive transmissions was
introduced for the 2007 model year. The 6T70 and 6T75 entered into the GM
lineups with several vehicles such as the Saturn Aura, Pontiac G6 for the car
lines, and the GMC Acadia and Saturn Outlook in the truck lines. This
generation of transmissions was co-developed with Ford and will enter the Ford
line up with the model name 6F55. Many but not all of the components are
shared between the Ford and GM versions of the transmissions. By co-developing
the transmission R&D costs were significantly reduced.
The 6T70/6T75 improve fuel economy and average of 4 % while performance was
improved 8% on average. The 6T70/6T75 share the same architecture and most of
the parts are the same. The primary difference is the 6T75 is a heavy duty version
of the 6T70. The heavy duty parts in the 6T75 include:
• A shot peened output carrier

• 5 Pinion carrier
• Transfer Gear is wider
• Differential carrier is heavier duty
• Heavier ribbed case

64 GENERAL MOTORS
6T70/6T75 Ford 6F55

Introduction
REACTION TRANSMISSION OUTPUT INPUT

CARRIER
ASSEMBLY
FLUID LEVEL
INDICATOR
SPEED
SENSOR
CARRIER
ASSEMBLY
HYDRA-MATIC 6T70/75
OUTPUT FRONT TORQUE PARK PAWL
MANUAL SHIFT CARRIER DIFFERENTIAL CONVERTER ACTUATOR
DETENT LEVER ASSEMBLY TRANSFER DRIVE ASSEMBLY ASSEMBLY
ASSEMBLY GEAR
(w/SHAFT POSITION SWITCH)
FRONT
DIFFERENTIAL
MANUAL VALVE TRANSFER DRIVE
GEAR SUPPORT
ASSEMBLY
CONTROL SOLENOID
VALVE ASSEMBLY
(w/BODY AND TCM) FLUID PUMP
DRIVE LINK
ASSEMBLY
CONTROL VALVE
CHANNEL PLATE PARK PAWL
ASSEMBLY
FRONT
DIFFERENTIAL
CONTROL VALVE TRANSFER
UPPER BODY DRIVEN
ASSEMBLY GEAR
FRONT
CONTROL VALVE DIFFERENTIAL
LOWER BODY DRIVE PINION
ASSEMBLY GEAR
PARK GEAR
CONTROL VALVE
BODY COVER
TORQUE CONVERTER
AND SUPPORT AND
INPUT SHAFT FLUID PUMP
SPEED SENSOR HOUSING ASSEMBLY
RELUCTOR WHEEL
CASE FRONT
COVER DIFFERENTIAL
ASSEMBLY CARRIER ASSEMBLY
FLUID FRONT
INPUT 4-5-6 3-5 REVERSE 2-6 LOW AND PUMP LOW AND REVERSE 1-2-3-4 DIFFERENTIAL FRONT FRONT
SPEED CLUTCH CLUTCH CLUTCH REVERSE ASSEMBLY CLUTCH ASSEMBLY CLUTCH DRIVE PINION DIFFERENTIAL DIFFERENTIAL
SENSOR ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH (NOT SHOWN) (OWC) ASSEMBLY GEAR LUBE TUBE RING GEAR CARRIER BAFFLE

GENERAL MOTORS 65
6T70/6T75 Ford 6F55

Features include:
RPO Codes:
* 6T70 car Fwd RPO MH2
* 6T70 car Awd RPO MH4
* 6T75 Truck Fwd RPO MY9
* 6T75 Truck Awd RPO MH6
* Input torque capacity 6T70 280 lb-ft (380 Nm)
* Output torque capacity 6T70 462 lb-ft (515 Nm)
* Maximum GCVW 6T70-4000 lbs 6T75-4850 lbs
* Weight 216 lbs (98kg)
* Transfer design- 3 axis
* Compact design, 357mm length, 197 mm width
* Differential and Side bearing preloads are adjustable
• Fluid Type—Dexron VI
• Fluid capacity Valve body cover removal—5.3-7.4 qts (5-7 liters)
• Fluid capacity fluid change—4.2-6.3 qts (4-6 liters)
• Fluid capacity Overhaul— 7.4-9.5 qts (7-9 liters)
• The vent for the transmission is incorporated into the dipstick
• EC3 246 mm “hyper elliptical” furnace brazed torque converter. Torque

converter contains a lip seal that will be damaged if the converter is
removed or installed in any position other than “vertical”. Special tools are
available J46409
• 5 clutches (3 holding, 2 driving) clutch to clutch shifting
• 1 diode/ratchet type one way clutch
• 2 shift solenoids used (On/Off Design), SS1,SS2
• 6 Variable bleed solenoids, PCS1, PCS2, PCS3, PCS4, PCS5, TCC

66 GENERAL MOTORS
6T70/6T75 Ford 6F55

• A Bosch built 32 bit TCM (TEHCM) mounted internal to the transmission on
the valve body (Referred to as the “control solenoid valve assembly”). The
TCM (TEHCM) incorporates Solenoids, pressure switches, TFT and it is
bolted to the valve body. A special spring loaded bracket is used to force the
TCM against a heat sink on the valve body. Failure to install the bracket
will result in TCM thermal shutdown
• Remote mounted, off axis, Chain Driven Vane type oil pump
• 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
• Reverse lock out feature
• Grade Braking
• Fwd/Awd applications can be dingy towed but Awd applications cannot be

dolly towed. Neither application can be towed with the rear wheels in the
air, as would happen when the vehicle is being towed by a tow truck. All
the applications utilize a “Lube trough” to provide lubrication during
towing. Towing the vehicle with the rear wheels elevated will result in a
lube failure do to oil draining out of the lube trough.
RATIOS:
1st 4.48-1
2nd 2.87-1
3rd 1.84-1
4th 1.41-1
5th 1-1
6th .74-1
REV 2.88-1
Final Drive 2.77-1 or 3.16-1
GENERAL MOTORS 67
6T70/6T75 Ford 6F55

Internal Mode Switch
The 6T70/6T75 internal mode switch is connected mechanically to the manual
shaft similar to the 4T65E application. Electrically the IMS operates similar to
other GM IMS applications.
Care must be taken when replacing the IMS on the 6T70/6T75 applications.
When the IMS nail is removed and the IMS and manual shaft are removed be
careful not to pull the parking rod too far. If the parking rod becomes dislodged
from the parking pawl you will need to remove the transmission and disassemble
it to reinstall the park rod.

68 GENERAL MOTORS
6T70/6T75 Ford 6F55

Internal Mode Switch (continued)
The TCM sends a bias voltage to the IMS on 4 circuits, A, B, C, P. Pin N is used
for Park/Neutral starting operations and is supplied by the ECM. As the range
selector is moved the IMS will ground/un-ground the circuits or circuit required
to indicate the specific manual valve position. By noting the voltage sequence
produced, the TCM will be able to identify the range that was selected.
Selector Position Range A Range B Range C Range P

Park Low High High Low
Park/Reverse Low Low High Low
Reverse Low Low High High
Reverse/Neutral High Low High High
Neutral High Low High Low
Neutral/D6 High Low Low Low
D6 High Low Low High
D6/D4 Low Low Low High
D4 Low Low Low Low
D4/D3 Low High Low Low
D3 Low High Low High
D3/D2 High High Low High
D/2 High High Low Low
Illegal High High High High
Illegal Low High High High
Low = Grounded (0Volts)

High = Open (Source Voltage)

GENERAL MOTORS 69
6T70/6T75 Ford 6F55

Speed Sensor
The speed sensors are “hall effect” style assemblies. The input speed sensor is
mounted externally in the case side cover next to the line pressure tap. The out-
put speed sensor is mounted under the valve body in the case. The TCM provides
a signal voltage of 8.3-9.3 volts for the sensor operation.
The TCM will monitor the frequency of the signal to determine the input or out-
put speed. Input Speed Sensor signals are generated by the rotation of the 3-5-
R/4-5-6 clutch assemblies and are used to calculate gear ratio and slip rates. The
Output Speed Sensor signal is generated by the rotation of the transfer gear. The
OSS is used for indicating Vehicle speed for shift pattern control as well as Ratio
calculations.
NOTE: Replacing the ISS in the vehicle will require a tether tool such as DT47734

1-2 @ 12.5 18 11.2 400
2-3 @ 12.5 34 21.1 755
3-4 @ 12.5 46 28.6 1021
4-5 @ 12.5 60 37.3 1332
5-6 @ 12.5 74 46 1643
6-5 @ 12.5 69 42.9 1532
5-4 @ 12.5 69 42.9 1532
4-3 @ 12.5 43 26.7 955
3-2 @ 12.5 16 9.9 355
2-1 @ 12.5 16 9.9 355
1-2 @ 25 36 22.4 799
2-3 @ 25 59 36.7 1310
3-4 @ 25 78 48.5 1732
4-5 @ 25 94 58.4 2087
5-6 @ 25 150 93.2 3331
6-5 @ 25 69 42.9 1532
5-4 @ 25 52 32.3 1155
4-3 @ 25 43 26.7 955
3-2 @ 25 16 9.9 355
2-1 @ 25 16 9.9 355

70 GENERAL MOTORS
6T70/6T75 Ford 6F55

Pressure Switch and Clutch Range
Reference
Pressure Switch
The pressure switches are housed as part of the control solenoid valve assembly
(TEHCM). 4 switches are used, 1, 2, 3 and 4. The switches act as an input to the
TCM and are used for 2 basic purposes:
• To monitor clutch regulator valve and clutch hydraulic operation
• To monitor clutch CVI (Adaptive learning)
TFP Switch Clutch/circuit

Monitored
1 1-2-3-4 Clutch
2 3-5-R Clutch
3 2-6 Clutch
4 4-5-6 and L/R Clutch
Range Reference Chart

The Low/REV clutch is applied when the vehicle is in a forward range and the
vehicle is stationary. As vehicle speed is indicated, the L/R clutch will be re-
leased. This increases torque capacity under load with the vehicle stationary
COMPONENT PARK REV ST ST ND RD TH TH 6TH

1 1 2 3 4 5
NEUTRAL BRK
1-2-3-4 CLUTCH ON ON ON ON ON
3-5 REV ON ON ON
CLUTCH
4-5-6 CLUTCH ON ON ON
LOW/REV ON ON ON
CLUTCH
2-6 CLUTCH ON ON
LOW ONE WAY ON ON

GENERAL MOTORS 71
6T70/6T75 Ford 6F55

Shift Solenoid Operation
Shift solenoid and PCS operation is controlled by the TEHCM (TCM). The TCM
regulates the feed voltage to the solenoids to a value between 8.3-9.3V. The TCM
then regulates the current flow through the solenoids. The shift solenoids are
On/Off design with the TCM controlling the power for the solenoid. The pressure
control solenoids are high side PWM controlled. The TCM is over current and
overtemp protected.
Bosch refers to the solenoid’s by their state, NL or NH. Normally High (N.H.) is
used to describe a solenoid that allows pressure to travel to the clutch when the
solenoid is turned off. Normally Low (N.L.) is used to describe a solenoid that
prevents pressure from getting to a clutch when the solenoid is turned off.
The solenoids are protected by the filter plate. The filter plate is housed between
the valve body and the control solenoid valve assembly (TEHCM) and must be
replaced anytime the valve body or control solenoid valve assembly (TEHCM) is
replaced or unbolted from each other. The Filter plate is serviced with the control
solenoid valve assembly (TEHCM) but it must be ordered separately if you are
ordering a valve body.
NOTE: If the Control valve body assembly is removed from the case the support
seal located in the case must also be replaced.
GEAR SS1 SS2 PCS 2 PCS3 PCS4 PCS5

(N.H.) (N.H.) ( N.L.) (N.L)
PARK ON ON OFF ON OFF OFF
REVERSE ON OFF ON ON OFF OFF
NEUTRAL ON ON OFF ON OFF OFF
1ST ENG BRK ON ON OFF ON OFF ON
1ST OFF ON OFF OFF OFF ON
ND OFF ON OFF OFF ON ON
2
RD OFF ON ON OFF OFF ON
3
4TH OFF ON OFF ON OFF ON
TH OFF ON ON ON OFF OFF
5
TH OFF ON OFF ON ON OFF
6

72 GENERAL MOTORS
6T70/6T75 Ford 6F55

Solenoid Cleaning Process
An automated process is available that aids in cleaning debris from the solenoid
assembly. Your scan tool will instruct the TCM (TEHCM) to cycle the solenoids
while the system is pressurized to clean the solenoids. The transmission does not
need to be disassembled to perform the cleaning process. Simply follow the in-
structions on the scan tool to activate the cleaning program. This process should
be completed prior to attempting to diagnose the transmission with the DT-
47825-1 tools as described below. If the cleaning process is unsuccessful then
you should diagnose the concern with DT-47825-1
Solenoid Diagnostics
Like other GM transmissions, diagnosis is designed around the use of a quality
scan tool. With the 6T70/6T75 this could not be more true as the need to access
scan data is critical. Unlike other GM transmissions you have become accus-
tomed to working with over the years, the 6T70/6T75 internal electrical compo-
nents are not hard wired to the rest of the vehicle via the transmission harness.
This means that the diagnostic process has changed considerably. Diagnosis is
divided into 2 categories, scan diagnostics and test plate/air check diagnostics.
Solenoid and valve body diagnosis requires the following tools:
• A quality scan tool capable of communicating and commanding the
TCM and its solenoids.
• Tool number DT 47825-1 Solenoid test plate and jumper harness
DT47825-20
Remove the Control Solenoid Valve Assembly from the transmission. Install tool
DT 47821-1 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 mal-
functioning 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 com-
mand that solenoid ON/OFF with the scan to repeat the process.

GENERAL MOTORS 73
6T70/6T75 Ford 6F55
NOTE: If the solenoid or valve is 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 (TEHCM)
NOTE: The TCM (TEHCM) 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.
Key On, Engine

Off (KOEO)
Solenoid Test Plate Port Normal State Commanded State
Line PC On - 68-103 Kpa (10-15 psi) per
Solenoid 1 G No flow to gage Commanded Amp
PC Solenoid 2 C No flow On - Full flow Off - No flow
PC Solenoid 3 A Full flow On - Full flow Off - No flow
PC Solenoid 4 B No flow On - Full flow Off - No flow
PC Solenoid 5 F No flow On - Full flow Off - No flow
Shift Solenoid 1 H No flow Off - No flow On - Full flow
Shift Solenoid 2 D No flow Off - No flow On - Full flow
TCC PC
Solenoid E No flow On - Full flow Off - No flow

74 GENERAL MOTORS
6T70/6T75 Ford 6F55

Solenoid Assembly and TCM
TFP Switch 2 TFP Switch 3 TFP Switch 4 TFP Switch 1

(35R) (26) (456/R1) (1234)
Line Pressure Pressure Shift TCC Pressure Pressure Shift

Pressure Control Control Solenoid 2 Pressure Control Control Solenoid 1
Control Solenoid 4 Solenoid 2 Control Solenoid 5 Solenoid 3
Solenoid (26) (35R) Solenoid (1234) (R1/456)
Transmission
Fluid Temperature
Sensor

GENERAL MOTORS 75
6T70/6T75 Ford 6F55

Adaptive Learning
The 6T70/75 are fully equipped with several adaptive learning strategies. As with
some other GM applications you will need to erase the adaptive values and per-
form a “Fast Learn” prior to operating the vehicle. Adapts and fast learn proce-
dures should be performed 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 GM Rebuilt 6T70/6T75 is used.

The transmission is fast learned 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), Move the selector in/out of gear 3 times
• Select the 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 individu
ally apply the clutches and calculate the clutch volume
• Shut off the engine for at least 30 seconds, open and close the door to allow
“RAP” to expire or false DTC’s may set, After a minimum of 30 seconds the
car can be restarted , 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 malfunctioning

76 GENERAL MOTORS
New Service Manual

Process
For 25 years General Motors and the aftermarket service manual providers have
used a specific format for their service manuals for all applications.
Starting with the 2006 model year, GM will roll out a new format as well as a new
process that must be followed to diagnose GM vehicles. This process is likely to be
adopted by most if not all of the aftermarket manual providers. The new format is
being introduced on 3 models, Y- car (Corvette, XLR) W- car (Impala/Monte Carlo
and D-car (Cadillac STS). Known as the “Global Service Information system” the
manual and its format will change how you, the technician, use the manual. The
changes include:
• Moving several items into different sections. Examples include moving
cruise control operation from the engine section to the accessories section.
Moving the Power take off section from the Accessories section to the
Transmission section. Moving the transfer cases from the driveline/axle
section to the transmission section. Several other sections as well as
subsections have been relocated above and beyond those mentioned above.
• Eliminating diagnostic DTC charts/tables as you currently know them.
• Reducing redundancy by eliminating duplication of material from one
section to another section
• Fewer words but more information
• Rather than explaining exactly how to do a specific test, the manual will
simply tell you to do the test, with the expectation that you know how to do
the test.
This new format will require the technician to be more technically competent.
The technician will need to understand this new format to effectively repair the
vehicle. The process is designed to be broken down into 3 steps:
• Circuit/system description
• Circuit/system testing
• Component testing
Unlike the previous design, the new format does not force the technician down
a specific path, but rather it allows the technician to decide where to go. This
simply means it is more important than ever for the technician to have a
through understanding regarding “theory of operation”.
The following is an example of the new format:

GENERAL MOTORS 77
New Service Manual

Process (continued)
DTC P0961, P0962 or P0963
NOTE: DTC’s will be combined when possible. This means one
page will cover several DTC’s for that circuit event though they
may not indicate the same failures
DTC Description
DTC P0961: Line Pressure Control (PC) Solenoid System
DTC P0962: Line Pressure Control (PC) Solenoid Control Circuit Low Voltage
DTC P0963: Line Pressure Control (PC) Solenoid Control Circuit High Voltage
Diagnostic Fault Information
Perform the Diagnostic System Check prior to using this diagnostic procedure
Short To Open/High Short To Signal

Circuit Ground Resistence Voltage Performace
Line PC Solenoid Control P0962 P0963 P0963 P0961
Line PC Solenoid High Side
P1833 P1833 P1834 P0961
Driver 2
NOTE: The type of failure is listed as shown above by the DTC.

The bottom chart shows what the scan tool should display
Line PC Solenoid
Circuit Short To Ground Open Short Performace
Operating Conditions: Engine running, normal operating temperature
Paramter Normal Range: OK

Line PC Sol. CKT Status Short to GND Open/Short to Volts Open/Short to Volts
High Side Driver 2 CKT Status Open/Short to GND Open/Short to GND Short to Volts

78 GENERAL MOTORS
New Service Manual

Process (continued)
Circuit/System Description
The line pressure control (PC) solenoid is part of the control solenoid (w/body and
TCM) valve assembly and is not serviced separately. The line PC solenoid regulates
the transmission fluid line pressure. The TCM varies the current to the normally high
line PC solenoid valve from 0.1 amp for maximum line pressure, to 1.1 amps for
minimum line pressure. This is accomplished by varying the desired line pressure in
kPa (psi)
Conditions for Running the DTC
• The engine run time is greater than 5 seconds.

• The line PC solenoid is commanded ON or OFF.
DTC P0961
DTC P0961 is not failed this ignition.
NOTE: The manual gives you a brief description of operation. It then lists the
factors needed to set the DTC’s.
DTC P0962
DTC P0963
Conditions for Setting DTC P0961

The TCM detects an internal electrical performance malfunction of the line PC
solenoid control circuit and the actual line pressure does not equal the com-
manded line pressure for 300 milliseconds.
The TCM detects an internal low voltage electrical malfunction of the line PC
solenoid control circuit for 300 milliseconds.

GENERAL MOTORS 79
New Service Manual

Process (continued)
Action Taken When the DTC Sets
DTC P0962
• DTC P0962 is a Type A DTC.

• The TCM defaults the transmission to 3rd gear if the current gear is 1st, 2nd, or
3rd, or 5th gear if the current gear if 4th, 5th, or 6th gear.
• The TCM inhibits the torque converter clutch (TCC).
• The TCM commands maximum line pressure.
• The TCM freezes transmission adaptive functions.
DTC P0961, P0963
• DTCs P0961 and P0963 are Type C DTCs.

• The TCM freezes transmission adaptive functions.
Conditions for Clearing the DIC/DTC

NOTE: DTC default information, the criteria for clearing the DTC
as well as information to aid with diagnosis is included.
• DTCs P0961 and P0963 are Type C DTCs.
• DTC P0962 is a Type A DTC.
Diagnostic Aids
When attempting to set solenoid electrical DTCs, ensure the TCM is warmed up and
the transmission is operated in 2nd gear long enough to ensure a 3°C (5°F) increase
in TCM substrate temperature. This will place the TCM under the optimal conditions
to test solenoid electrical DTCs.

80 GENERAL MOTORS
New Service Manual

Process (continued)
Reference Information
Schematic Reference
Automatic Transmission Controls Schematics
• Automatic Transmission Inline 16-Way Connector End View
• Automatic Transmission Internal Connector End Views
• Automatic Transmission Related Connector End Views
DTC Type Reference
• Diagnostic Trouble Code (DTC) Type Definitions

• Diagnostic Trouble Code (DTC) List/Type
Electrical Information Reference
• Circuit Testing
• Connector Repairs
• Testing for Intermittent Conditions and Poor Connections
• Wiring Repairs
NOTE: Component location, definition, scan basics and “general”

repair information links are included. Below you will see how to
test the component and circuits. The results of the test are
included. You will need to understand system operation to fully
utilize this new format.
Scan Tool Reference
• Scan Tool Output Controls

• Scan Tool Data List
• Scan Tool Data Definitions

GENERAL MOTORS 81
New Service Manual

Process (continued)
Circuit/System Testing
1. Ensure the transmission fluid temperature is between 50-80°C (122-176°F).
2. Operate the vehicle in 2nd gear long enough to ensure at least a 3°C (5°F) rise in
TCM substrate temperature, then operate the vehicle in Park for 5 seconds.
3. Observe the scan tool data parameter Line PC Sol. CKT Status, the parameter
should display OK.
=> If the parameter displays Open, Short to Volts, Short to GND or if the DTC
resets, perform the Control Solenoid Valve and Transmission Control Module
Assembly Inspection.
=> If no concerns are found during the inspection, replace the control solenoid
(w/body and TCM) valve assembly.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the diagnostic
procedure.
1 . Control solenoid (w/body and TCM) valve assembly replacement. Refer to Control
Module References for replacement, setup, and programming.
2. Perform the Service Fast Learn Adapts .
NOTE: Other information is listed such as how to replace the

component and how to perform other services
NOTE: All of the information in “BLUE” is hyperlinked

to other information if you are using electronic media. If you are
using a regular paper shop manual you will need to look the
information up in the various sections it is contained within

Availability
Quality
Distribution
Southeast Canada
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sonnax
#9283 Overall ad.indd 1 12/14/06 1:41:55 PM

Get into gear
2-3 FLARE, POOR SHIFT QUALITY, SOFT SHIFTS, DELAYED REVERSE
DELAYED FORWARD OR NO REVERSE BOOST VALVE & SLEEVE KIT
EPC & ENGAGEMENT CONTROL KIT 37947-01K OEM RATIO
37947-11K 37947-03K INCREASED RATIO
REQUIRES TOOL 37947-TL11
DELAYED ENGAGEMENTS,
POOR CONVERTER FILL
PRESSURE REGULATOR
SLEEVE KIT
37947-05K
LOSS OF 3RD
OR 4TH GEAR, HOT
KICK DOWNSHIFT
CONTROL END PLUG
MANUAL LOW END PLUG
THROTTLE DOWNSHIFT
CONTROL END PLUG
37947-13K
LOSS OF PRESSURE CONTROL

EPC SOLENOID
56842B-01
CONVERTER APPLY ISSUES

TCC REGULATOR SLEEVE KIT
37947-09K
4R44E NO 4TH GEAR,
5R55E NO 2ND OR 5TH GEAR
OVERSIZED COAST CLUTCH
VALVE KIT
NO TCC APPLY, CODE 1741, 37947-33K
ERRATIC TCC, CONVERTER OVERHEAT REQUIRES TOOL
37947-TL33
TCC MODULATOR VALVE SLEEVE KIT
37947-07K
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for a completely
revamped site featuring
all of our product lines,
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and much more!
D E S I G N E D T O S A V ETM
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©2007 Sonnax Industries, Inc.
FORD 85
Ford Table of Contents

Ford TOC ................................... 85 6R60
Torqshift Transmission Descrition........... 120
TCC Operation ........................... 86
No Lock-up before or FNR5
After the Rebuild ....................... 88 Transmission Description ......... 123
Lock-up Test Tool ....................... 89 Lever Position and Operations . 124
P1744 TCC Performance ............ 92 Valve Body ............................... 126
TCC Stuck ON ............................ 94 TCM ..................................... 127
Cooling and Filtration ................ 95 TCM Location ........................... 128
Spin-On Filters .......................... 96 Electronic Syncronous Shift
In-Line Filters ............................ 97 Control (ESSC) ......................... 129
OTA Coolers ............................... 98 Inputs ..................................... 131
Pump Failures............................ 99 TR Sensor, TFT Sensor ............. 132
PCM Pin Charts ....................... 101 Speed Sensors ......................... 133
PCM Location ........................... 103
TR Sensor Readings ................. 104
Codes ..................................... 106
Rear Planetary Failure ............. 108
Delayed Forward Engagements 109
Delayed Reverse Engagemnets 110
Delayed Reverse with
No Engine Braking in
Manual 1 ................................. 111
Erratic Shifts and/or
Early and Late Shifts ............... 112
All Ford Transmissions

Transmission Fluid Chart......... 113
4X4 Tow Features (All Ford)

Neutral Tow Capabilities .......... 117
5R44/55E
Shifter Syuck in the Park
Position .................................... 119

86 FORD
TorqShift
TCC Operation
The Computer can operate the TCC in all Forward range positions. This diagram
shows the valves in the lock up off position. The TCC solenoid is a normally OPEN
pulse width modulating solenoid that is fed main line oil in all ranges.

FORD 87
TorqShift
TCC Operation (continued)
When the computer commands the solenoid to start modulating, the solenoid
pushes the valve up and exhausts the oil from the front of the Converter Clutch
allowing it to lock-up. This diagram shows the valves in the lock up on position

88 FORD
TorqShift
No Lock-Up Before or After Rebuild
It is very important to be absolutely sure this orifice is clear of debris, if this pas-
sage is clogged, main line pressure can’t get to the TCC solenoid. This will prevent
the TCC from locking-up and cause a number of codes that associate to TCC
operation.

FORD 89
TorqShift
Lock-Up Test Tool
You have built the transmission the best you can and it wont lock up, now what?
Simple: build a lock up tool. This tool will tell you absolutely that your Torque
converter and pump are working correctly.
Bend the 4 tabs out to remove the solenoid parts.
Carefully pull the solenoid apart. It’s not necessary to remove the allen screw and
spring from the tip of the solenoid.

90 FORD
TorqShift
Lock-Up Test Tool (continued)
Secure the solenoid plunger to the Snout of the solenoid with a small hose clamp.
Be sure the screw portion of the hose clamp is aligned with flat on the solenoid
snout. If its not aligned properly it will not fit into the solenoid body

FORD 91
TorqShift
Lock-Up Test Tool (continued)
Remove existing TCC solenoid and install the tool as shown. Put the pan back on
and fill with fluid.
CAUTION!
This will cause the TCC to be engaged in all ranges. If the TCC and the pump are
operating properly the transmission will kill the engine right away. Engaging the
transmission with the TCC on will be very hard on the new TCC lining, so keep
this test to a minimum.

92 FORD
TorqShift
P1744 TCC Performance
This truck was setting a code 1744 TCC performance. This truck also had very
little if any lock up feel to it at all. The problem was a misplaced retainer clip.
Turns out the rebuilder had pushed the sleeve in one land too far.
Correct installation
This causes a MASSIVE loss of TCC apply oil.
In-correct installation

FORD 93
TorqShift
P1744 TCC Performance
Use the following illustration to correctly install the clip into the pump housing.

94 FORD
TorqShift
TCC Stuck On
Before or after the rebuild and the TCC is on all the time killing the engine. We
can modify a solenoid so that no oil is fed to the TCC control valve. If the TCC still
locks up then we KNOW that this is going to be a hard part issue. This test will
completely block oil from getting to the TCC solenoid.
Remove the End cap
Using an Allen,
remove the screw
from the Solenoid
body
Remove the Allen

Screw and Spring
Install check balls to block

the valve into the solenoid
snout

FORD 95
TorqShift
Cooling and Filtration
The transmission fluid cooling system is one of the most critical areas in the
transmission repair process. Any amount of debris left in this system can and will
find its way back into the transmission and most critically into the super sensitive
solenoids.
Basic Part# Identification

1. Remote filter adapter assembly
2. 7A095 Oil-to-air (OTA) auxiliary cooler
3. Radiator-in-tank cooler
4. 7000 Transmission
5. 7D273 Transmission fluid cooler fitting (fluid flowing out)
6. 7D273 Transmission fluid cooler fitting (fluid flowing in)
7. Transmission fluid cooler fitting (fluid flowing into remote filter)
8. 7B028 Transmission fluid cooler line (fluid flowing into radiator-in-
tank cooler)
9. 7C410 Transmission fluid cooler line (fluid flowing into oil-to-air (OTA)
auxiliary cooler)
10. 7890 Transmission fluid cooler line (fluid flowing from OTA into re
mote filter)
11. Transmission fluid cooler fitting (fluid flowing from remote filter
back into transmission)
96 FORD
TorqShift
Spin-On Filters
Low mileage spin on filter element High mileage spin on filter
from a transmission with
burnt forward clutches
This is an In-pan filter before rebuild. These filters can gather material in the
back end of the filter that would not be seen if you did not cut it open.

FORD 97
TorqShift
In-Line Filters
To protect your rebuild always install an in line filter kit. This kit is available from
your local Ford dealer Part # FT-151

98 FORD
TorqShift
OTA Coolers
The instructions for the inline filter are not the big deal here. Most would take a
look at the contents of the package and throw the instructions away without ever
reading them. That is why we are looking at the very important caution notices on
the very front page.

FORD 99
TorqShift
Pump Failure
This is what can happen to a pump when the cooling system is not serviced cor-
rectly. This happened in less than a week after rebuild.
This is the result of clogged filters This truck was moving down the road and just
quit moving.
“Special Thanks to Bill Harling at Mr. Transmissions In Sudbury ,

Canada for the pump.”
100 FORD
TorqShift
Pump Failure (continued)
This is another example of pump wear in the early stages. This pump was not
making any pressure when it came out of the truck
“Special Thanks to Doug Tisdell at Tisdell Transmissions in

Londonberry, NH”

FORD 101
TorqShift
PCM Pin Chart
Econoline Series

102 FORD
TorqShift
PCM Pin Chart

FORD 103
TorqShift
PCM Location
The PCM is located

on the Driver’s side
fender well next to
the battery
This is the PCM connector

for the Tranmission, you
will need to remove the
shield and housing in
order to gain access to the
wires.
PCM connector for the

Transmission

104 FORD
TorqShift
TR Sensor Readings
These are true readings from a 2006 Ford F350. The purpose of these reading are
to show you that the TR_DC percentage changes while the TR_FREQUECY stays
constant. This is a normal operation and characteristic of the Ford processing
system.

FORD 105
TorqShift
TR Sensor Readings (continued)

106 FORD
TorqShift
Codes
When scanning for codes there will be many generic codes that we will recognize
as codes we have seen in years past.
• P0708 TR sensor
• P0740 TCC solenoid fault
• P0722 OSS sensor fault
• P1744 TCC solenoid performance
• P0713 TFT sensor
Clutch Codes
The 27 series codes are clutch packs either failed off or on.
These codes are often accompanied by solenoid malfunction codes.
• P2700 Coast Clutch
• P2701 Overdrive Clutch
• P2702 Intermediate Clutch
• P2703 Direct Clutch
• P2704 Low/Reverse Clutch
Note: The Forward Clutch is not controlled by a solenoid

FORD 107
TorqShift
Codes (continued)
P0900 are the latest generation of codes for the Torqshift series. These code defi-
nitions denote Electrical type failures. Shorted to ground and/or power and pos-
sibly open circuit failure. The key is to observe what other codes are present. I.E.
The 2700 series clutch pack code.
Here are some examples of the P0900 series codes. Most times these code will
also come with a note:
This code may also be generated by some other non-electrical hardware
• P0960 PC- A Line Pressure Control Solenoid - solenoid circuit open
• P0974 SSPC-A Coast Clutch Solenoid – solenoid or circuit shorted to

power
• P0977 SSPC-B Overdrive Clutch Solenoid - solenoid or circuit shorted

to power
• P0980 SSPC-C Intermediate Clutch Solenoid - solenoid or circuit

shorted to power
• P0982 SSPC-D Direct Clutch Solenoid – solenoid or circuit shorted to

ground
• P0986 SSPC-E Low/Reverse Solenoid – solenoid or circuit shorted to

ground

108 FORD
TorqShift
Rear Planetary Failure.
Some of the earlier models had an issue with the pinion pins backing out. The
2005 version will retrofit to 2003 applications.

FORD 109
TorqShift
Delayed Forward Engagements
The Forward Clutch is NOT controlled by a solenoid. The drum is fed main line oil
directly from the Manual Valve. If a delayed engagement is felt, check the main
line pressure. If the pressure is low, suspect a Manual Valve, Forward clutch and/
or a worn pump.

110 FORD
TorqShift
Delayed Reverse Engagement
In the Reverse position the Direct Clutch and the Low/Reverse Clutch are fed
main line oil directly from the Manual Valve. If there is a delay in the reverse
position check the main line pressure. If the pressure is low suspect a Manual
Valve, Direct clutch, Low/Reverse Clutch and/or a worn pump.

FORD 111
TorqShift
Delayed Reverse with No Engine
Braking in Manual Low
The L/R snap ring becomes weak and bounces out of ring groove.
If the ring groove is badly damaged or lugs are missing the case must be replaced.

112 FORD
TorqShift
Erratic Shifts and/or Early and Late
Shifts
We have many complaints of shift timing issues or simply shifts that “feel funny”.
Many of these problems have been taken care of by disconnecting the battery or
batteries. This will reset the Keep Alive Memory (KAM) and reset the computer
back to its base settings.
It is a good practice to recalibrate the PCM to the latest level of calibration,

particulary when hard parts have been replaced.

FORD 113
All Transmissions
Transmission Fluid Chart
Type Model 4R70W/

Year C6 E4OD 4R100 TorqShift AOD AODE 4R70E 4R75W/E A4LD 4R44E
1987
1988
1989
1990 V/M
1991
V/M V/M
1992
1993 V/M
V/M
1994
V/M
1995
1996 V/M
1997 V
1998 V V
1999 V V
2000 V V
2001 V V
V/M
2002 V
2003 V
2004 V V
2005
2006
SP V
V
V
V
2007 V V
Type Model 4R70W/
Year C6 E4OD 4R100 TorqShift AOD AODE 4R70E 4R75W/E A4LD 4R44E
SP Mercon SP Part # XT-6-QSP
CVT Continuously Variable Chain Type Part # XT-7-QCFT
P Premium Automatic Fluid Part # XT-8-QAW
M5 Madza Specific Fluid Part # XT-9-QMM5
V/M Mercon Part # XT-2-QDX and/or Mercon V Part # XT-5-QM

114 FORD
All Transmissions
Type Model
Year 4R55E 5R55E 5R55N 5R44E 5R55W/S 6HP/26 6R60/75
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996 V/M
1997 V
1998 V
1999 V
2000 V V
2001 V V V
2002 V V V V
2003 V V V
2004 V V V
2005 V V V
2006 V V V
2007 V V V SP SP
Type Model
Year 4R55E 5R55E 5R55N 5R44E 5R55W/S 6HP/26 6R60/75

FORD 115
All Transmissions
Type Model Mazda

Year ATX ATX F4EAT 4F20E CD4E 4F27E AXOD AX4S 4F50N CVT
1987
1988
V/M
1989
1990
V/M
1991
1992 V/M
1993
1994 V/M
1995
1996 V/M
V/M
1997
V/M
1998 V/M (M)
1999 V V
2000 V/M V V V
2001 V V V
2002 V V V
2003 V V V
2004 V V
2005 V V CVT
2006 V V CVT
2007 V V CVT
Type Model Mazda
Year ATX ATX F4EAT 4F20E CD4E 4F27E AXOD AX4S 4F50N CVT

116 FORD
All Transmissions
Type Model
Year AWF-21 AW ECVT FNR5 6F50
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005 P
2006 P V/M M5
2007 P M5 V
Type Model
Year AWF-21 AW ECVT FNR5 6F50

FORD 117
Ford 4X4 Tow Feature

Neutral Tow Capabilities
Various vehicles are neutral tow capable. Refer to the following chart to determine
neutral low capability for specific vehicle applications, and to determine if a Ser-
vice Kit is required to make the vehicle neutral tow capable.
2004-2006 Focus
2004 F-150 Heritage
2004-2005 Explorer Sport Trac
2004-2006 Escape, Explorer, F-150-350 Series, Ranger
2005-2006 Escape Hybrid
2007 Explorer Sport Trac
2006 Mark LT
2005-2006 Mariner
2006 Mariner Hybrid
Review the neutral tow application chart and order the kit, if applicable. Repro-
gramming of various modules may be required for some installations. Installation
instructions are included with the kit.
Part Number Part Name

6L2Z-7H332-A Neutral Tow Kit
3L2Z-7H332-AA Neutral Tow Kit
1L2Z-7H332-AB Neutral Tow Kit

118 FORD
Ford 4X4 Tow Feature

Neutral Tow Capabilities
Neutral Tow Application Chart
MODEL YEAR VEHICLE ENGINE TRANS DRIVELINE CAPABILITY KIT REQUIRED
Explorer Sport Trac 4.6L V8 Auto 4x4 Yes 6L2Z-7H332-A
2007 Explorer Sport Trac 4.0L V6 Auto 4x4 Yes 1L2Z-7H332-AB
Explorer Sport Trac ALL Auto 4x2 No
Focus ALL Manual FWD Yes None
Focus ALL Auto FWD No
Escape 14 Manual ALL Yes None
Escape/Mariner ALL Auto ALL No
Escape/Mariner Hybrid Hybrid CVT ALL Yes None
Ranger ALL Auto 4x4 Yes 3L2Z-7H332-AA
Ranger ALL Manual All (1) (2) (3) Yes (1) (2) (3)
Explorer 4.6L V8 Auto 4x4 Yes 6L2Z-7H332-A
Explorer 4.0L V6 Auto 4x4 Yes 1L2Z-7H332-AB
2006 Explorer ALL Auto 4x2 No
F-150 ALL Auto 4x4 MSOF (2) Yes (2)
F-150 ALL Auto 4x4 ESOF No
F-150 Harley ALL Auto ALL No
F-150 ALL Manual 4x2 (3) Yes (3)
Mark LT ALL ALL ALL No
F-250/F-350 Super Duty ALL Manual All (1) (2) (3) Yes (1) (2) (3)
F-250/F-350 Super Duty ALL Auto 4x2 No
F-250/F-350 Super Duty ALL Auto 4x4 ESOF No
F-250/F-350 Super Duty ALL Auto 4x4 MSOF (2) Yes (2)
Escape 14 Manual ALL Yes None
Escape/Mariner ALL Auto ALL No
Escape Hybrid Hybrid CVT ALL Yes None
Ranger ALL Auto ALL No
Explorer ALL Auto 4x2 No
2005 Explorer ALL Auto 4x4 Yes 1L2Z-7H332-AB
Explorer Sport Trac ALL Auto 4x4 Yes 3L2Z-7H332-AA
Escape 14 Manual FWD (only) Yes None
Escape V6 Auto ALL No
Ranger ALL Auto ALL No
Explorer ALL Auto 4x2 No
Explorer ALL Auto 4x4 Yes 1L2Z-7H332-AB
2004 Explorer Sport Trac ALL Auto 4x4 Yes 3L2Z-7H332-AA
F-150 Heritage ALL Manual 4x2 (3) Yes (3)
F-150 Heritage ALL Manual 4x4 (2) (3) Yes (2) (3)
(1) (ESOF) Electronic Shift On-the-Fly rotary control in 2-high position and the transmission in NEUTRAL.
(2) (MSOF) Manual transfer case shifted into Neutral.
(3) Manual Transmission in NEUTRAL.
FORD 119
5R44/55E
Shifter Stuck in the Park Position
Some Ford Rangers built prior to August 8, 2006 may have a concern of the
shifter stuck in the Park position. This may be caused by the Brake Booster Push
Rod misassmbled from the factory.
1. Disconnect the Battery.
2. Remove the redundant speed control deactivation switch.
3. Remove the cover and the self-locking pin.
4. Remove the Brake stop lamp switch and stop lamp switch spacer from the
brake booster push rod and the brake pedal assembly.
5. Remove the brake booster push rod from the brake pedal assembly.
6. Rotate the brake booster push rod 180 degrees (1/2 turn) from its original
position.
7. Reinstall the brake booster push rod onto the brake pedal assembly.
8. Reinstall all other parts in reverse order.

120 FORD
6R60
Transmission Description
This transmission has an internal thermal bypass valve contained within the case.
The thermal bypass valve will not allow the use of any type of transmission fluid
exchange machine to be used on this transmission.
This transmission uses planetary gears with hydraulic electronic controls. The
transmission control module (TCM) and the main control valve body units form a
composite element that is installed as a single unit inside the automatic trans-
mission.
This transmission has the following features:

• Six forward speeds
• Torque converter with an integral converter clutch
• Electronic shift and pressure controls
• Single planetary gear set
• Double planetary gear set
• Two fixed multi-disc clutches
• Three multi-plate clutches
All hydraulic functions are directed by electronic solenoids to control:

• Engagement feel
• Shift feel
• Shift scheduling
• Modulated torque converter clutch (TCC) applications
This transmission has a mechatronic unit also refereed to as a TCM which con-
tains:
• Turbine shaft speed (TSS) sensor
• Output shaft speed (OSS) sensor
• An internal P, R, N, D selector shaft position sensor
• Transmission fluid temperature (TFT) sensor

FORD 121
6R60
Engine power reaches the transmission by a torque converter with an integral
converter clutch. The 6 forward gears and one reverse gear are obtained from
single planetary sets.
This automatic transmission is a 6-speed electronically controlled transmission

comprising the basic elements of a TCM, main control valve body unit, torque
converter, one solenoid valve and 6 pressure regulators. Gear selection is achieved
by the control of automatic transmission fluid flow to operate various internal
clutches. The TCM operates the electrical components and provides for the control
of gear selection shift pressure, which increases refinement and torque converter
slip.
In the event of a system fault, the TCM also provides for failure mode effect man-
agement (FMEM) to maintain maximum functional operation of the transmission
with a minimum reduction in driver, passenger or vehicle safety. In the event of a
total loss of control or electrical power, the basic transmission functions P, R, N
and D are retained. Also 3rd or 5th gear is retained by the hydraulic system. The
gear retained is dependent upon the gear selected at the time of the failure.

122 FORD
FNR5
The FNR5 is a fully automatic, electronically controlled 5-speed transmission
designed for front-wheel drive vehicles. Built for the Ford Fusion.
Its abbreviated designation FNR5 means:

• FN – front-wheel drive
• R – Model designation
• 5 – 5-speed transmission

FORD 123
FNR5
The individual ratios are achieved through 2 planetary gear sets, connected one
behind the other.
The individual components of the planetary gear sets are driven or held by means
of 3 multi-plate clutches, a multi-plate brake, a brake band and a roller one-way
clutch. The torque is transmitted to the final drive assembly through an interme-
diate gear stage.
FNR5 Automatic Transmission Fluid is the fluid specified for the FNR5 transaxle.
The fluid is changed as directed by the Scheduled Maintenance Guide that is
supplied with the vehicle.
The default gear for this transaxle is 3rd gear.
To minimize fuel consumption, the torque converter lock-up clutch is closed by

the transmission control module (TCM) in 3rd, 4th and 5th gears depending on the
throttle position and the vehicle speed.
The transmission has electronic synchronous shift control (ESSC), which guaran-
tees extremely smooth gear shifting over the entire life of the transmission.
A hydraulic emergency operating program maintains limited operation in the

event of failure of important electrical components.
The transmission can be tested using a diagnostic tool through the data link
connector (DLC) in the passenger compartment.
The tranmission also has it’s own fluid part # XT-9-QMM5

124 FORD
FNR5
Lever Positions and Operations
Manual selector lever position “P”
In manual selector lever position “P”, no gear is selected. The parking pawl is
engaged manually by the manual selector lever cable and the shift shaft.
For safety reasons, always apply the parking brake whenever the vehicle is
parked.
Manual selector lever position “R”

In manual selector lever position “R”, reverse gear is selected. REVERSE allows
the vehicle to be operated in a rearward direction, at a reduced gear ratio.
Manual selector lever position “N”

In manual selector lever position “N”, no gear is selected. The driveline is not
locked, so the wheels are free to rotate.
The vehicle may be started in NEUTRAL.
Manual selector lever position “D”

In manual selector lever position “D”, the transmission control allows all the gears
to be selected.
Manual selector lever position “L”

In manual selector lever position “L”, the transaxle provides more engine braking
when the accelerator pedal is released than in “D”.
If the manual selector lever is moved to position “L” at an excessive vehicle speed
for 1st gear, the transmission control only allows the downshift to take place when
the corresponding vehicle speed has been reached.

FORD 125
FNR5
Valve Body
The valve body contains 8 solenoid valves:
• Three pulse width modulation (PWM) solenoid valves
• Three shift solenoid (on/off) valves
• Two main regulating valve pressure control solenoids
The individual clutches and bands are supplied pressure from the PWM solenoid
valves and the shift solenoid (on/off) valves and thus the gears are shifted.
The PWM solenoid valves allow direct actuation of the clutches and bands to make
sure of extremely smooth gear shifting through precise pressure regulation.
The shift solenoid (on/off) valves switch the hydraulic path to the clutches and
bands, reducing the number of required modulating valves.
The main regulating valve (variable force solenoid) makes sure that sufficient
hydraulic pressure is available in all operating conditions.

126 FORD
FNR5
Valve Body (continued)
1. PWM solenoid valves
PWM solenoid valves control the pressure to the bands and clutches.
2. Shift solenoid (on/off) valves

The shift solenoid (on/off) valves switch the different oil passages in the valve body
to direct the pressure to the individual clutches and bands.
The shift solenoid valves are needed for direct actuation of the individual clutches
and bands.
3. Main regulating valve pressure control solenoid

The main regulating valve (pressure control solenoids) control the required main
line pressure for the individual transmission ranges.
The main line pressure is controlled dependent on the current engine load.
1. PWM Solenoids
2. Shift Solenoids On/Off
3. Pressure Control Solenoids
FORD 127
FNR5
TCM
The TCM is located under the instrument panel on the LH side. On vehicles with
automatic transmissions, the TCM controls the transmission. In this case, a mod-
ule with 16- and 24-pin connectors are used.
The TCM evaluates the incoming signals from the individual sensors and actuates
the solenoid valves in the valve body of the transmission directly according to the
operating state.
Diagnostic checks can be carried out on the transmission through the data link
connector (DLC) above the central junction box (CJB).
Emergency Operating Program

If the correct gear shifting can no longer be guaranteed due to failure of certain
signals, the TCM changes to an emergency operating program.
The driver is informed of the operation of the emergency operating program by

the illumination of the powertrain warning indicator in the instrument cluster.
Continued motoring is guaranteed in the following limited conditions:

• Maximum main line pressure
• 3rd gear in manual selector lever positions “D”, “2” and “1” without the
torque converter clutch
• Reverse gear in manual selector lever position “R”

128 FORD
FNR5
TCM Location

FORD 129
FNR5
Electronic Synchronous Shift
Control (ESSC)
Control of Shift Operations
During a shift operation certain elements are released while others are actuated.
Ideally, this process takes place simultaneously (synchronously) to avoid jerky
gear shifting.
The time for the shift operation should remain within the time limits provided.
When the shift operation is controlled conventionally, the pressure buildup and
reduction at the shift elements are set and defined for ideal conditions (synchro-
nous shifting).
As there is no way of influencing the control in the event of different levels of wear
in the shift elements, when the transmission has been used for a fairly high
mileage it is possible that the pressure buildup and reduction may no longer be
synchronous.
The result of premature pressure reduction at the element to be switched OFF is

an unwanted rise in the turbine shaft speed as the element to be switched ON
cannot transmit the input torque.
The result of delayed pressure reduction at the element to be switched OFF is an

unwanted decrease in the turbine shaft speed as both shift elements transmit the
input torque. In the process the torque is transmitted to the transmission hous-
ing through internal locking.
In both cases a jerk will be felt during the shift operation.
In addition, wear in the shift elements leads to a lengthening of the shift opera-
tion. Therefore, shifting takes longer when the transmission has accumulated a
higher mileage.

130 FORD
FNR5
Electronic Synchronous Shift
Control (ESSC)
Control of Shift Operations with ESSC
In the automatic transmission, electronic synchronous shift control (ESSC) is
used.
ESSC monitors the shift operations and is able to adapt to the wear in the shift
elements over the life of the transmission.
This is possible since the shift elements are actuated by modulating valves.
The system monitors the shift time whether the shift operation is synchronous.
If the TCM detects a deviation from the stored values for the shift time and syn-
chronization of the shift operation, the pressure buildup or reduction is adapted
accordingly.

FORD 131
FNR5
Inputs
Throttle position (TP) sensor
The throttle position (TP) sensor is located on the throttle body. It supplies infor-
mation to the PCM about the position of the throttle plate. The TCM receives the
signal from the PCM. It also detects the speed of actuation of the throttle plate.
The TCM uses the following functions, among other things:
• To determine the shift timing.
• To control the main line pressure
• To control the torque converter clutch
For kickdown in case of absence of the TP signal, the engine control uses the
signals of the Mass Air Flow (MAF) and Intake Air Temperature (IAT) sensors as a
substitute signal. The main line pressure is increased and hard shifts may occur.
Mass air flow (MAF) and intake air temperature (IAT) sensor
The mass air flow (MAF) sensor is located between the air cleaner housing and
the air intake hose leading to the throttle housing. The intake air temperature
(IAT) sensor is incorporated in the housing of the MAF sensor.
The MAF sensor, in conjunction with the IAT sensor, provides the PCM with the
primary load signal. The TCM receives the signals from the PCM and uses them
for the following functions, among other things:
• To control the shift operations
If the MAF sensor fails, the signal of the throttle position (TP) sensor is used as a
substitute.
Crankshaft position (CKP) sensor
The crankshaft position (CKP) sensor is located on the engine/transmission
flange. The CKP sensor is an inductive sensor which provides the PCM with infor-
mation about the engine speed and position of the crankshaft.
The TCM receives the signals from the PCM and uses them for the following func-
tions among other things:
• To check the torque converter slip
No substitute signal is available for the CKP sensor. If the signal is not present,
the engine stops.
132 FORD
FNR5
TR Sensor, TFT Sensor
TR Sensor
The transmission range (TR) sensor is located on the manual shaft on the trans-
mission housing. When the manual shaft engagement pin, located in the inner
ring of the TR sensor, moves through the different positions. The signals are
transmitted to the TCM, the reversing lamps and the starter inhibitor relay.
NOTE: Correct operation of the TR sensor is only guaranteed when the manual
selector lever cable is adjusted correctly.
The signals of the TR sensor are used for the following functions:
• To recognize the manual selector lever position
• To actuate the starter inhibitor relay
• To actuate the reversing lamps
No substitute signal is available for the TR sensor.
If the connection is cut, the vehicle cannot be started.
TFT Sensor
The transmission fluid temperature (TFT) sensor is located on the internal wiring
harness to the solenoid valves in the fluid pan. It is a resistor and measures the
transmission fluid temperature.
The transmission fluid temperature is used by the TCM for the following func-
tions:
• Applying the torque converter clutch is not permitted until the
transmission fluid reaches a certain temperature.
• Engagement of 4th gear is prevented in extreme sub-zero temperatures until

the normal operating temperature is reached.
• If the transmission fluid temperature is excessive, a pre-set fixed shift curve

is selected and the torque converter clutch is closed in “2”, “3”, “4” and “5”;
of the transmission warning indicator is activated. No substitute signal is
available for the TFT sensor.

FORD 133
FNR5
Speed Sensors
Turbine Shaft Speed (TSS) Sensor
The Turbine Shaft Speed (TSS) sensor is located in the transmission housing over
the transmission input shaft. The TSS sensor is an inductive sensor which senses
the speed of rotation of the transmission input shaft.
The signal is used for the following functions:

• To check the torque converter slip
If the TSS sensor fails, the signal of the output shaft speed (OSS) sensor is used
as a substitute signal.
Intermediate Shaft Speed Sensor
The Intermediate Shaft Speed (ISS) sensor is located in the transmission housing
over the transmission intermediate shaft. The intermediate shaft speed sensor is
an inductive sensor which senses the speed of rotation of the transmission input
shaft.
The signal is used for the following functions:
• To determine the shift timing
If the intermediate shaft speed sensor fails, the signal of the output shaft speed
and turbine shaft speed sensors is used as a substitute signal.
Output shaft speed (OSS) sensor

The output shaft speed (OSS) sensor is located in the transmission housing above
the rotor in the differential.
The OSS sensor is an inductive sensor which detects the vehicle speed by means
of a rotor on the differential.
The signal is used for the following functions among other things:
• To determine the shift timing
• To supply the vehicle speed input signal for the TCM
If the OSS sensor fails, the signal of the TSS sensor is used as a substitute signal.

134 FORD
FNR5
Speed Sensors

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./4A35"?!$??INDD 0-
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Client: Precision International Job #: PRE-M-303 Ad code #: PRE-037
Media: Gears 2007 Atra Seminar Manual Ad Trim Size: 8.125” x 10.875” 4/C
CHRYSLER 151
Chrysler Table of Contents

Chrysler TOC ................................ 151
45RFE/545RFE
New Solenoid Assembly ................ 152
Stalls The Engine In Drive ............. 154
RE Series Governor Diagnosis

Governor Diagnosis ....................... 156
Pressure Testing the Governor
Circuit ........................................... 157
Computer Conectors ..................... 158
Case Connectors ........................... 159
Output Speed Sensors .................. 160
Governor Solenoid ........................ 161
Governor Pressure Sensor ............. 162
Vehicle Speed Sensor ................... 163
Throttle Position Sensor ................ 164
Engine RPM Sensor ...................... 165
ECT and TFT Sensors .................... 166
Park Neutral Sensor ...................... 167
Transmission Range Sensor .......... 168
Wiring Diagrams ........................... 169
Quick Reference Signal Voltages
For The Governor Control .............. 171
In-Shop Testing ............................. 173
Volt Meter Test Procedures ........... 174
62TE
Introduction .................................. 176
Accumulator ID ............................. 177
Solenoid ID and Function ............. 178
Check Ball ID and Location ........... 179
48RE
Out of Park Sense Alarm ............... 180
42LE
Transfer Gear Whine ..................... 181
42RLE
Adapter Shaft Retaining Clip ........ 182

152 CHRYSLER
45RFE/545RFE
New Solenoid Assembly
This kit contains the following 45RFE/545RFE transmission components:
Kit P/N 68002342AB (1999-2003) contains the following 45FRE/454RFE

transmission components:
1 Solenoid assembly 52119435AB
1 TRS cam plate assembly 04799654AC
Kit P/N 05170877AC (2004-2006) contains the following 45RFE/545RFE

transmission components
1 Solenoid assembly 52119435AB
A “quiet” (NVH) solenoid assembly was released for 2004 MY (and later) RFE
transmissions. This new solenoid requires a revised TRS cam plate assembly,
which includes a deeper “trough” for TRS pin clearance in the Reverse PRNDL
position. The “deep trough” cam plate assembly (04799654AC) has also been in
production since 2004 MY.
A new version of the NVH solenoid (52119435AB) may now be used to service
prior model (1999-2003) transmissions, ONLY if the “deep trough” cam plate
assembly is installed along with the solenoid.
Using the new NVH solenoid (52119435AB) with the original (1999-2003) cam
plate assembly may result in improper (intermittent or no) backup light function.
Using the previous NVH solenoid (52119435AA) in 1999-2003 MY transmissions,
EVEN WITH the new cam plate assembly, may cause invalid DTCs, limp-in, etc.
and is not allowed. The “deep trough” cam plate assembly may be used with any
style solenoid in any MY.
This kit contains the new NVH solenoid and the “deep trough” cam plate
assembly. When servicing 1999-2003 MY transmissions, install BOTH
components from this kit as a set. The solenoid in this kit may be used
individually ONLY in 2004 MY and later transmissions. Both parts in this kit are
also available as a separate service parts for use in 2004 MY and later units.

CHRYSLER 153
45RFE/545RFE
New Solenoid Assembly (continued)
OEM Part No: 68002342AB (Solenoid w/ black connector OEM #4799934AD)
also availible from the aftermarket
DESCRIPTION: Solenoid Assembly Chrysler/Jeep 45RFE/545RFE Includes

Range Sensor & EPC Solenoid (Black Connector) (Replaced by the late Solenoid
w/ white connector) (99-03 must use the adapter plate)
Replaced by white connector solenoid & adapter plate (1999-03)
OEM Part No: 5170877AA
DESCRIPTION: Solenoid Assembly Chrysler/Jeep 45RFE/545RFE

2004-Up (1999-03 requires an adapter plate included in
D72420)
Includes Range Sensor & EPC Solenoid (White Connector)
1999-03 Adapter Plate

154 CHRYSLER
45RFE
Stalls the Engine in Drive
A missing #4 CK Ball will cause the oil in the O/D Circuit to leak into the switch
valve circuit (following page).
Off the manual valve, oil feed that is normally blocked by the #4 check ball feeds
into the O/D circuit. This oil ends up between the switch valve pucks forcing
them to separate and move the solenoid switch valve into the TCC position. This
causes the L/R sol signal oil to feed the Converter Clutch Regulator Valve causing
the TCC to apply.
A missing #4 CK Ball
will cause the oil in
the O/D Circuit to
leak into the switch
valve circuit
(following page).

CHRYSLER 155
45RFE
Stalls the Engine in Drive
(continued)

156 CHRYSLER
RE Series All
Governor Diagnosis
Finally, a complete guide to the RE Series electronic Governor diagnosis.
Although the system seem complex, it truly is not. With a brief understanding of
each of the circuits as inputs we can understand how the computer responds in
controlling the regulation of Governor pressure. The system hydraulically is basi-
cally the same as the RH (mechanical governor) when it controls movement of the
shift valves. Line oil feeds the governor solenoid and is converted into governor
pressure as the module regulates flow through voltage control.

CHRYSLER 157
RE Series All
Governor Diagnosis (continued)
Pressure testing the Governor: Chrysler uses a series of 6 tests to check the
hydraulic circuits in the transmission. The governor test is 5 in the order. When
testing, remember that governor pressure is used to move shift valves, (electroni-
cally controlled) = road speed (diesel higher than road speed after 20 mph). Must
be less than 5 psi standing still!
Test 5
Checks governor operation by measuring governor pressure response to change
in wheel speed (signaled by the OSS). It is usually not necessary to check gover-
nor operation unless shift speeds are incorrect or if the transmission will not
downshift.
Governor Port - 0-100 psi gauge

Drive vehicle on the road (important, make sure that the hose will not hit against
anything as the vehicle is being driven.)
Idle in drive - Less than 3 psi.
Slowly increase vheicle speed. Pressure should rise in proportion of vehicle speed.
Diesel applications will increase in a higher increment above 20 mph (almost
doubling wheel speed).

158 CHRYSLER
RE Series All
Computer Connectors
1993 1/2 to 1995 Jeep TCM
1996 - On PCM
2005 -On Diesel ECM

CHRYSLER 159
RE Series All
Case Connector Pins
Transmission Solenoid Assembly
POWER (+) and GROUND (-)

160 CHRYSLER
RE Series All
Output Shaft Speed (OSS) Sensor
This sensor is the primary input to the controller for governor control based on
the output speed. The output speed is a generator signal voltage to the module.
Generates about
1.25 to 1.4 volts AC
At 55% duty cycle
10 mph……..150Hz
20 mph……..300Hz
30 mph……..450Hz
and so on and so on… continual climb

CHRYSLER 161
RE Series All
Governor Solenoid
Engine running ignition battery voltage is the main supply, the ground side of
solenoid varies to control pressure.
1993 1/2 to 1995 this power was supplied by the module. 1996- on the module
controlled the relay ground and power was supplied by a fused relay.
0 mph………4.6 volts DC
55 mph………..0 volts DC
Resistance in solenoid 3.8 to 4.0 ohms

162 CHRYSLER
RE Series All
Governor Pressure Sensor
(Transducer)
Works just like a Throttle Sensor. Has a 5 volt reference, ground, and varying
voltage signal sent back to controller.
0 psi ………… .6 volts

5 psi ………… .8 volts
10psi …………1.0 volts
and so on and so on up
to 100 psi at 4.85 volts.
If the pressure exceeds

105 psi a code will set.
Increases in 0.2 volt increments.

CHRYSLER 163
RE Series All
Vehicle Speed Sensor (VSS)
Vehicle speed must be greater than 25 mph before the transmission will up shift
to overdrive. Sensor is a Hall effect device. Sensor pulses 8,000 times per mile.
Used for lock up and 4th gear, as well as a back-up signal for the OSS.
1993 1/2 thru 1997

the sensor is located
in the tail housing or
in the 4X4 Transfer
case
Sensor input is 2.5 volts DC

10 mph—16Hz
20 mph—36Hz
30 mph—46Hz
40 mph—56Hz
Starting in 1998 the Vehicle Speed Signal was moved from a direct input to a
shared input. The signal from the VSS now goes directly to the ABS Module be-
fore being shared via the Network with the other modules.
1998 - On the
VSS is located
at the rear
differential

164 CHRYSLER
RE Series All
Throttle Position Sensor
The TP Sensor determines what the load (driver demand) on the engine is. Sensor
has a 5 Volt reference, 0 volt ground, and a varying voltage signal sent back to the
controller.
Diesel 1998-on: TPS signal originates from the engine module (mounted on the
side of the engine block) known as APPS voltage. From the engine module this
signal is mirrored and sent out as TPS voltage to the powertrain module.
Gas:
1 volt or less at idle 4.50 at full throttle
Diesel:
1 volt or less at idle 3.50 volts at full throttle

CHRYSLER 165
RE Series All
Engine RPM Sensor
RPM sensor is a typical Hall-Effect sensor that sends a pulse signal to the module
in reference to engine RPM is. The sensor can be located in a wide range of areas
from the front of engine such as a Diesel which is mounted in the side of the
engine block reading a pulse wheel mounted onto the crank shaft. Signal voltage
is similar to Vehicle Speed signal.
Diesel RPM Sensor

166 CHRYSLER
RE Series All
Temperature Sensors (ECT & TFT)
These sensors are variable resistance sensors. As fluid temperatures increase and
decreases a signal voltage wire advises the module as to what the temperature is.
Early sensors had a decrease in resistance as temperature increased and starting
in 2000 on the transmission sensor it was opposite. Resistance increases as tem-
perature increases. Very important DO NOT mix these sensors up. Earlier years
these signals helped to determine when the transmission could go into TCC and
OD. With the RE units these signals are still important for TCC and OD but also
for governor control (part of the governor curve strategies). The TOT sensor origi-
nally was riveted to the solenoid block (1993 1/2). Because of ease in manufac-
turing and sharing the ground circuit with the transducer, the sensor was moved
into the governor sensor.

CHRYSLER 167
RE Series All
Park Neutral Switch
This is a safety switch that allows the vehicle to be started in Park and Neutral.
Other responsibilities of the switch are to supply a signal voltage to the reverse
lights and also to inform the module when the shifter has been moved from park
or neutral into drive range. In Park and Neutral signal voltage in low (grounded)
in Reverse and Drive ranges the signal voltage is high (battery voltage) allowing
the computer to recognize forward movement and governor control. If the module
does not get a correct signal from this switch, governor control is prevented as
well as shifts into OD and TCC.

168 CHRYSLER
RE Series All
Transmission Range Sensor
The Transmission Range sensor has 6 pins in which only 5 are used. Pins two
and five are used to signal the computer for each of the shifter positions. This new
switch works off of resistors to drop or raise voltage supply to the module inform-
ing these actual positions.

CHRYSLER 169
RE Series All
Wiring Diagrams
1993 1/2 to 1995 Jeep

170 CHRYSLER
RE Series All
Wiring Diagrams
1996 -On Jeep and Chrysler

CHRYSLER 171
RE Series All
Quick Reference Signal Voltages for
Governor Control
Note: When doing electrical testing, save yourself valuable time. Always discon-
nect and clean battery terminals before doing any electrical testing.
At that time confirm that battery surface voltage is at least 12.45 volts (70% capac-
ity of battery ability). Any ground locations, make sure that there is no voltage in
the ground wires (redundant visible grounds).
For testing, it is important to know that volt meter leads will be moved for testing.
All controller tests with the exception of two (2) of the tests will be done with the
negative lead of the DVOM on the negative battery post and the module will be
back probed with the positive lead.
The governor solenoid test will be done with the positive (+) lead of the DVOM on
the positive battery post and the module will be back probed with the negative
lead to determine the working voltage on the governor solenoid. The output speed
sensor (AC generator) will need both the DVOM leads on the two (2) computer
wires recieving a signal from this sensor. Important, this is AC voltage.
Keep alive battery voltage should not be below 12.45 volts. Running voltages need
to be no more than 14.6 volts (generally around 13.2). Computer grounds must
have no more than 0.02 volts. Sensor grounds can be a little higher than system
grounds about 0.04. The Switches change state when a button is pushed (OD
Cancel). Normally there is voltage at the computer pin for the switch, and when
switch is pushed (grounded) voltage will be pulled low and then will return to
system voltage when released.
TCC and OD Solenoids Both the TCC and OD Solenoids will have battery voltage
present up to the point that the module supplies the ground to energize the
solenoid. At this point, voltage will be pulled low as the solenoid is turned ON.

172 CHRYSLER
RE Series All
Quick Reference Signal Voltages for
Governor Control

CHRYSLER 173
RE Series All
In-Shop Testing
1. Raise Vehicle off Ground
2. Install pressure gauge on GOVERNER pressure tap.
3. Lower vehicle; Check for battery voltage. (Must be no lower than 12.4).
Diesel – Check Both Batteries
Note:
Clean battery Posts and Clamps before testing.
4. Make appropriate tests for circuit concerns (document findings).
5. Repair problem - Retest to confirm that system is ok.
Note:
Keep a running log of vehicles tested for future reference.

174 CHRYSLER
RE Series All
Volt Meter Test Procedures
General Tests:
Test with the negative lead of the volt meter connected to negative battery, back-
probing controller with the positive lead. (DC voltage)
Output Speed Generator Tests:

Test with both leads of the volt meter hooked to the controller. (AC Voltage and
Frequency)
Governor Solenoid Test:

Test with the positive lead of volt meter hooked to positive battery, back-probe
controller with negative lead. (DC voltage)
Computer Pin Test Lead

CHRYSLER 175

176 CHRYSLER
62TE
Introduction
In total, the 62TE provides seven forward ratios and one reverse.
The underdrive compounder assembly has two modes of operation: Direct and
Reduction.
The 2-3, 3-2, and 4-2 shifts require a “double swap” shift. This occurs when two
elements are turned off while two different elements are engaged.
The clutch-to-clutch synchronization takes place within 40 – 70 milliseconds,

producing a smooth shift. If the underdrive compounder assembly shifts too early
(in relation to the shifts taking place in the main centerline), a shudder or harsh
shift results. If the underdrive assembly shifts to late, the driver experiences a
“double bump” sensation.
To avoid a double swap shift in a 6-4 downshift, the transaxle shifts into 4th prime,
which requires the deactivation of the OD clutch and the simultaneous
application of the UD clutch.
CLUTCH APPLICATION CHART

ELEMENTS APPLIED
GEAR RATIO UD OD R 2-4 L-R LC DC ORC
1 4.127 A A A^ H
2 2.842 A A A
3* 2.284 A A A^ H
4 1.573 A A A
4 1.452 A A A^ H
5 1 A A A
6 0.689 A A A
R 3.215 A A A
• A = Applied
• H = Holding
• * = Limp-in Mode
• ^ = Applied in coast only

CHRYSLER 177
62TE
Accumulator ID
Accumulator ID
1 UD Accumulator 4 LC Accumulator
2 2/4 Accumulator 5 DC Accumulator
3 L/R accumulator 6 OD Accumulator

178 CHRYSLER
62TE
Solenoid ID and Function
The 62TE transaxle has eight solenoids. Six solenoids use ON/OFF or PWM op-
eration and are part of the solenoid/pressure switch assembly. The TCC solenoid
has a VFS design and is mounted on the solenoid/pressure switch assembly. The
PCS mounts on the valve body and is a separate component.
In the event of a transmission/transaxle electrical fault, a “limp-in” mode proce-

dure is programmed in the transmission controller. To achieve “limp-in” mode,
the normally applied 2/4 and UD solenoids only allow fluid flow to obtain Park,
Reverse, Neutral and Third in Drive.
1. Solenoid/Pressure Switch Assembly

2. Pressure Control Solenoid
CHRYSLER 179
62TE
Check Ball ID and Location
The 62TE valve body has nine checkballs in total, four are used in the hydraulic
circuit and the other five are used as plugs:
L/R Clutch circuit: Prevents L/R clutch application in Drive-Third gear, Fourth
gear, Fifth gear and Sixth gear.
UD Clutch circuit: Allows an orifice to control fluid flow during UD clutch applica-
tion
OD Clutch: Allows an orifice to control fluid flow during OD clutch application
Reverse clutch: Allows an orifice to control fluid flow during reverse clutch appli-
cation

180 CHRYSLER
48RE
Out of Park Sense Alarm
2006 (DH/D1) Ram Truck
Vehicles with a diesel engine and an automatic transmission are equipped with
an alarm that warns the customer, upon exiting the vehicle, that the transmission
is not in the “Park” position. This feature will only be functional under following
conditions:
• Engine running
• Foot off the brake pedal
• Driver’s seat belt is unbuckled
• Driver’s door is open
When this feature is triggered the horn will sound, the high beams and turn
signal lamps will flash. This will continue until one of the following conditions is
met:
• Engine is turned off

• Transmission is in “Park”
• Driver’s seat belt is buckled
• Brakes applied
NOTE: This feature is standard equipment and cannot be disabled.

CHRYSLER 181
42LE
Transfer Gear Whine
2003-2005 (JR) Sebring Convertible/Sebring Sedan/Stratus
Sedan
Vehicle operator may experience a transfer gear whine sound while vehicle is
either accelerating or coasting down between 68 mph (109 kph) and 84 mph (135
kph). This condition may also be described as a whistling sound.
Repair Procedure:
1. Raise Vehicle on a hoist.
2. Inspect the lower steering column boot to see if it is sealed properly against the
bulkhead. The lower steering column boot should be pressed against the bulk-
head (Fig. 1). If the lower steering column boot is installed properly further diag-
nosis is required. If lower steering column boot is not installed properly continue
to Step #3.
1 Lower Steering Column Boot)
1 – Clips (Clip #6 not shown)

2 – Steering Column Boot
3. Lower Vehicle.
4. Pull back carpet from around lower steering column boot.
5. Using a rubber mallet, tap boot on the perimeter until all six (6) clips are
seated.
6. Re-install carpeting.

182 CHRYSLER
42RLE
Adapter Shaft Retaining Clip
The retaining clip is often destroyed and or distorted when the output shaft is
removed. The new part number is 528 52916-AA

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SCAN TOOL COMMUNICATION
187
AND NETWORK DIAGNOSTICS
Scan Tool Communication and
Network Diagnostics Table of
Contents
Scan Tool Communication and
Network Diagnostics TOC .......... 187
OEM Service Information

OEM Service Information .......... 188
OEM Scan Tools ........................ 189
After Market Scan Tools ............ 190
Scan Tool and Network
Communication Essentials ........ 191
J1962 OBD II Connector
Breakout Box ............................ 192
Ford SCP ................................... 193
Ford Network Wiring ................. 195
GM Class 2/Chrysler PCI .......... 196
GM Class 2 Network Wiring ...... 197
Chrysler PCI Network Wiring .... 198
GM Class2/Chrysler PCI
Diagnosis .................................. 199
Chrysler CCD............................ 200
Chrysler CCD Bus .................... 201
Chrysler SCI ............................. 202
Chrysler SCI Data Link ............. 203
CAN ........................................ 204
CAN Wiring Diagram ................. 205
CAN Interface ............................ 206
Vehicles Requiring Interface ..... 207
ISO 9141 (K Line)

ISO ........................................ 208
ISO Wiring Diagram .................. 209

188
OEM Service Information

Websites
This OEM website information is provided to help assist you in your daily needs,
some of the advantages are:
• Latest up to date TSB’s.

• OEM DTC definitions and diagnostic information.
• Reprogramming information, software, and calibration files.
• Scan tool rental info.
M a nufa cture r We b Addre s s M a nufa cture r We b Addre s s

Aston Martin www.astonmartintechinfo.com K ia www.kiatechinfo.com
Audi www.ebahn.com Land Rover www.landrovertechinfo.com
Bentley www.bentleytechinfo.com Maserati www.maseratitechinfo.com
BMW www.bmwtechinfo.com Mazda www.mazdatechinfo.com
Daimler C hrysler www.techauthority.com Mercedes www.startekinfo.com
Ferrari www.ferraritechinfo.com Mini www.minitechinfo.com
Ford www.motorcraftservice.com Mitsubishi www.mitsubishitechinfo.com
General Motors www.gmtechinfo.com N issan www.nissan- techinfo.com/nissan
GM C alibration http://calid.gm.com Porsche https://techinfo.porsche.com
Honda/Acura www.techinfo.honda.com S aab http://saabtechinfo.com
Hyundai www.hmaservice.com Subaru http://techinfo.subaru.com
Isuzu www.isuzusource.com Suzuki www.suzukipitstop.com
Isuzu Truck www.isuzutruckservice.com Toyota http://techinfo.toyota.com
Infiniti www.nissan- techinfo.com/infiniti Volkswagen www.ebahn.com
Jaguar www.jaguartechinfo.com Volvo www.volvotechinfo.com

189
OEM Scan Tools
OEM scan tools can be very helpful when it comes down to those difficult prob-
lems that the aftermarket tools can not find, some of the advantages are:
• Information on OEM scan tools can often be found at the auto man-
ufacturers service information website.
• Some manufacturers offer scan tool rental.

190
Aftermarket Scan Tools

Advantages
• One tool covers many manufacturers
Disadvantages
• May not have all OEM level access and functions
You should have at least two different types of scan tools

191
Scan Tool and Network

Communication Essentials
Make sure your scan tool software and hardware are up to date.
Valuable time can be wasted trying to diagnose a scan tool communication prob-
lem only to find out you don’t have the necessary scan tool software updates or
adapters required to communicate with the vehicle.
Get a backup scan tool.

It’s a good idea to have a back up scan tool. You never know, your scan tool can
break down, or get broken, and leave you without the key piece of diagnostic
equipment necessary to diagnose todays vehicles. It also helps to have a scan tool
from a different manufacturer to give yourself some diversity in your diagnostic
arsenal.
A module needs three basic things to communicate properly.

1. Power (both keep alive power and switched ignition power) and ground.
2. Connection to functioning network circuits.
3. Other modules on the network to talk with.
Grounds are very critical, especially in a single wire network.

Network communication is done by each module translating binary information
(1’s and 0’s) into voltage levels. With a single wire network or data link, each
module compares the network voltage to ground in order to tell the 1’s and 0’s
apart and ‘read’ the data on the network. If modules have significantly different
ground voltages, they won’t be able to communicate.
Check for vehicle software updates.

Again, much time can be wasted diagnosing a network communication problem
when the manufacturer has a software update to address the problem.

192
J1962 OBDII Connector
1. Manufacturers Discretion 9. Manufacturers Discretion

2. J1850 (Bus+) 10. J1850 (Bus -)
3. Manufacturers Discretion 11. Manufacturers Discretion
4. Chassis Ground 12. Manufacturers Discretion
5. Signal Ground 13. Manufacturers Discretion
6. CAN HI 14. CAN LO
7. K line (ISO 9141) 15. L Line
8. Manufacturers Discretion 16. Battery +
• Terminal 16: Battery + at all times

• Terminal 4: Chassis Ground
• Terminal 5: Signal Ground
• Other terminals are for diagnostic and data circuits, and will
vary according to vehicle make, model, year and options.
NOTE: If your Scan tool DOES NOT have communication with the
vehicle, check for blown fuses, especially on GM and Ford
applications. It is common for the data link connector, cigar
lighter, and power ports to all be fed from the same fuse.

193

Breakout Box
For communication problems and manual code retrieval, use a J1962 Breakout
Box. This Box is used for testing data link connector circuits and also checking for
codes.
www.sjdiscounttools.com
Part number NUD420-167

194

Ford SCP (Standard Corporate
Protocol) (PWM)
• Two wire (twisted pair) differential bus.
• Parallel Network; all modules share the same SCP+ and SCP- circuits.
• Used for scan tool and inter-module communication.
• Fault tolerant; can continue to operate in one wire mode.
• When data is trasmitted, SCP+ is toggled 0- 5 volts, SCP- toggled 5- 0 volts
(SCP+ and SCP- waveforms are mirror images of each other)

195

Ford SCP (PWM) Network Wiring
Refer to wiring diagram to determine where in the data circuit to check for fault.

196

GM Class 2/Chrysler PCI
(Progammable Communication
Interface)
• Single wire network.
• Used for both scan tool and inter-module communication.
• When data is transmitted voltage toggles from 0-7 volts.
• A Daimler-Chrysler vehicle can have either PCI or CCD bus network, but not
both.
• PCI is typically not used for scan tool communication with the PCM, SCI is used
instead.
A short anywhere in the network will disable all communication. An open will
disable communication between modules on either side of the fault location.
Consider the scan tool as just another module on the network. If the whole net-
work is down, you will have no scan tool communication. If there is an open
between scan tool and another module, you will not be able to communicate
with that module.

197

GM Class 2 Network Wiring
Diagram

198

Chrysler PCI Network Wiring
Diagram
PCI is essentially the same configuration as GM Class 2 with the exception of the
SCI scan tool data link for the PCM, which is used for scan tool communication
with the PCM.
The whole PCI network can be down, but scan tool will still be able to communi-
cate with PCM.

199

GM Class2/Chrysler PCI Diagnosis
This is the common connection point, or “Star” connection in the network wiring.
Unplug the “Star” connector to isolate and check each leg of the network. With
circuits isolated, continuity can then be checked on each individual circuit leg.
Circuits can be jumped to data link connector one by one to establish scan tool
and inter-module communication with individual modules.
GM Vehicles: SP205 Splice Pack
Chrysler Vehicles: Diagnostic Junction Port

200

Chrysler CCD (Chysler Collision
Detection) Bus
• Two wire (twisted pair) differential bus.
• Parallel network; all modules connected to the same CCD+ and CCD- circuits.
• Used for inter-module and scan tool communication.
• CCD bus started being Replaced by the single wire PCI bus in the late 1990’s.
• Not fault tolerant.
• When data is transmitted, CCD+ is toggled between 2.49 - 2.55 volts, CCD- is
toggled between 2.51 - 2.45 volts (CCD+ and CCD- waveforms are mirror im
ages of each other).
CCD and PCI Network Diagnostic Tips:
The instrument cluster is the best visual indication of which modules are commu-
nicating.
• Tachometer and engine gauge data comes from the engine control module.
• Speedometer and gear position indicator data comes from the transmission
control module.
Simply looking at what is and is not functioning on the instrument cluster will
give clues as to where to look for trouble.

201

Chrysler CCD Bus
CCD bus will typically have many splices in different locations in the harness,
making it a pain to track down wiring problems.
Measuring DC voltages
With a meter:
CCD+ will have about 2.49 volts,
CCD- will have about 2.51 volts.

202
Chrysler SCI
(Serial Communication
Interface)Diagnostic Data Link
• Two wire scan tool communication link to PCM or ECM.
• TCM will use CCD bus or PCI bus for scan tool communication.
• Not used for inter-mudule communication, scan tool only.
• Slow and fast messages are often mixed together during communication.
• SCI Transmit carries data from PCM to scan tool, SCI Recieve carries data
from scan tool to PCM.
• SCI Transmit circuit was designed to also work with ISO 9141 in generic
mode, to make CCD bus equipped vehicles OBDII compliant.
• SCI Transmit is 0 volts until scan tool is plugged in. Scan tool will usually
default to 12 volt bias on SCI Transmit circuit until vehicle information is
entered into scan tool and PCM is selected. SCI transmit will then switch to
5 volt bias.
• SCI Recieve will have 5 volt bias without scan tool plugged in.
• SCI Transmit and SCI recieve independently toggle 0-5 volts during data
transmission.

203
Chrysler SCI
Diagnostic Data Link
The PCI or CCD bus can be down, but you will still have scan tool communication
with the PCM. Don’t let this fool you into thinking the PCI or CCD bus has any
functionality.

204
CAN
CAN (Controller Area Network) is the new standard scan tool communication link
required on all 2007 and newer vehicles.
Auto manufacturers started phasing in CAN diagnostic link in 2003.

• Two wire (twisted pair) differential bus
• May be wired as a parallel or series bus configuration.
• Used for both inter-module and scan tool communication.
• Not fault tolerant. A short or open in CAN HI or CAN LO circuit will stop all
communication.
• When data is transmitted CAN HI toggles between 2.5 and 3.7 volts,
CAN LO toggles between 2.5 and 1.2 volts (CAN HI and CAN LO waveforms
are mirror images of each other).

205
CAN
Wiring Diagram
Two wire parallel configuration is most common, but some vehicles will use series
configuration with one module having a dedicated diagnostic link to the data link
connector.

206
CAN
Interface
If you are using a “stand alone” type scan tool (NOT PC scan tool software), you
will need a CAN adapter to communicate with many 2003 and newer vehicles.
Here are some examples of adapters required for specific scan tools:
1. Snap-On: CAN 1B
2. Tech II: CAN di module
3. Mastertech: CAN VIM
Snap-On: CAN 1B
If you are using a J2534 interface with PC scan tool software, the inface has CAN
built in and DOES NOT require an additional adapter. The J2534 interface will be
discussed in the RECALIBRATION section.
EASE Diagnostics
J2534 Interface

207
CAN
Vehicles Requiring CAN Interface
Ye a r M ak e M ode l Ye a r M ak e M ode l
2.3L Focus
2003 Ford 2005 C adillac C TS, SRX, STS, XLR
3.9L Thunderbird
C obalt, C orvette, Equinox,
LS 3.0L Automatic Trans.
2003 Lincoln 2005 C hevrolet Malibu, SSR,
LS 3.9L Automatic Trans.
Trailblazer EXT
2.3L Mazda 6
2003 Mazda 2005 C hrysler 300C
3.0L Mazda 6
C ayenne S
2003 Porsche 2005 Dodge Dakota, Durango, Magnum
C ayenne Turbo
C rown Victoria, E150,
E250, E350, Escape,
Excursion, Expedition,
9- 3 Sedan (175 HP)
2003 S aab 2005 Ford Explorer, F150, F250,
9- 3 Sedan (210 HP)
F350, Five Hundred, Focus,
Freestyle, Mustang, Taurus,
Thunderbird
Envoy ESV
2003 Saturn IO N 2005 GMC
Envoy XL
2004 Buick Rendezvous 2005 Isuzu Ascender
2004 C adillac C TS, SRX, XLR 2005 Je e p Grand C herokee
Land
2004 Dodge Durango 2005 LR3
Rover
Explorer, F150, 2.3L Focus,
2004 Ford 2005 Lexus LS 400, LS 430, GX470
Taurus, Thunderbird
2004 Lexus LS 430 2005 Lincoln LS, N avigator, Town C ar
Mazda 3, Mazda 6, RX8,
2004 Lincoln LS 2005 Mazda
MPV, Tribute
2004 Mazda Mazda 3, Mazda 6, RX8 2005 Mercedes SLK 350
Grand Marquis, Mariner,
2004 Mercury Mountaineer, Sable 2005 Mercury Montego, Mountaineer,
Sable
C ayenne S
2004 Porsche 2005 Pontiac G6, Grand Prix, GTO
C ayenne Turbo
C ayenne S
2004 S aab 9- 3 2005 Porsche
C ayenne Turbo
9- 3
2004 Saturn IO N 2005 S aab
9- 7X
2004 Toyota Prius 2005 Saturn IO N
S 4 0 2 .4 L Avalon, Prius, Tacoma,
2004 Volvo 2005 Toyota
S 4 0 2 .5 L 4Runner, Tundra, Sequoia
S40, V50, S60, V70, S80,
2005 Audi A4, A6 2005 Volvo
XC 90
LaC rosse, Ranier,
2005 Buick
Rendezvous
208
ISO 9141 (K Line)

ISO (International Standards
Orginization)
• Used on Asian and European vehicles, also on Ford GEM and airbag
module scan tool data link.
• Single wire data link. Usually shared by several modules.
• Use for scan tool communication only (not used for inter-module communi
cation).
• When data is transmitted, voltage is toggled between 0 and 12 volts.

209
ISO 9141 (K Line)

Wiring Diagram

210
NOTES:

RECALIBRATION 211
Recalibration
Table of Contents
J2532 Interface
J2534 Interface .................... 212
Recalibration PC Set-Up
Recalibration PC Set-Up....... 213
Recalibration TSB’s .............. 214
GM Recalibration ................. 218
Ford Recalibration ............... 222
Chryslare Recalibration ....... 228
Toyota Recalibration ............ 232
Resetting the Shift Adapts ... 235

212 RECALIBRATION
J2534 Interface
J2534 is a scan tool and reprogramming interface standard for all auto manufac-
turers. All 2003 and newer vehicles are required to be J2534 compatible. The
J2534 interface translates data between PC and vehicle network/data link. It is
used for ‘Pass Thru’ reprogramming and scan tool communication.
Most OBDII vehicles, especially domestics, can be reprogrammed via J2534 Pass
Thru. Each auto manufacturer has their own J2534 PC software for reprogram-
ming. Calibrations and J2534 software are available either from auto manufactur-
ers service information website or by purchasing a CD-ROM.
J2534 Pass Thru Manufacturers

Manufacturer Product Web Address
Actia PassThru+ XS www.actiaus.com
Blue Streak Electronics BSE-2534 Global Programmer www.bsecorp.com
Eepod McS1 www.eepod.com
Drew Technologies CarDAQ-Plus www.drewtech.com
Ease Diagnostics Universal Reprogrammer www.easediagnostics.com
Snap-On Pass Thru Pro www.snapon.com
Vetronix E6510 Flasher www.vetronix.co
Vehicle
Diagnostic
Connector
J2534 PC
Interface

RECALIBRATION 213
Recalibration PC Setup
Make sure PC power management settings will not allow PC to go into standby or
hibernate. If PC goes into standby or hibernate during reprogramming the ECM
can be ruined.
The J2534 interface will require either RS232 or USB connection to PC, make
sure PC is apropriately equipped to connect to the J2524 interface. A wireless
card may come in handy.

214 RECALIBRATION
Recalibration TSB’s
A lot of diagnostic time can be wasted on problems that are fixed with program-
ming updates. OEM service websites have the most up to date TSB and
recalibration information. Common for updated calibration to address shifting
problems, engine performance problems, parts interchange, and false DTC’s.
GM Re fla s h TSB Ex a mple s

TSB Numbe r Ve hicle s Compla int
2002- 2003 Trailblazer
2002- 2003 Envoy Harsh 1- 2 shift, Slipping
03- 06- 04- 057
2002- 2003 Bravada 1- 2 shift, Harsh engagement
with 4.2L engine
2003 Saturn Vue 2wd TC C Shudder / Vibration
03- 07- 30- 016
with 2.2L VT25E transaxle (Reprogram TC M)
1998 LeSabre, Eighty Eight,
Shudder when accelerating
99- 07- 30- 007 Park Avenue, and Bonneville
after coming to a stop.
with 3.8L engine
1995- 2003 C avalier
1997- 2003 Malibu Flare shift or neutralizing, no
03- 07- 30- 021A 1999- 2003 Alero 1- 2 shift, DTC 's P1810,
1995- 2 003 Sunfire P1815 set.
1998- 2003 Grand Am
2002- 2003 Saturn Vue 2- 3 Flare
05- 07- 30- 008
with AF33- 5 Transaxle (Reprogram TC M)
2003- 2004 Saturn Vue
Hiss / chirp noise in Park or
04- 07- 30- 005 2003- 2004 Saturn IO N
N eutral (Reprogram TC M)
with VT25E Transaxle
2004 Ranier
2002- 2004 Trailblazer, EXT
Delayed engagement of front
2002- 2004 Envoy, XL
wheels during a slip
04- 04- 21- 001 2004 Envoy XUV
condition.
2002- 2004 Bravada
(Reprogram TC C M)
with N VG 126 or N VG 226
transfer case
Low speed grind and / or
2003- 2005 Saturn VUE
03- 07- 30- 051A hesitation while driving.
with VT25E transaxle
(Reprogram TC M)
2004 Ranier
2002- 2004 Trailblazer, EXT
Inoperative 4WD / AWD
2003- 2004 Avalanche,
lights, inoperative 4WD /
Suburban, Tahoe
AWD system, DTC C 0550
02- 04- 21- 006E 2002- 2004 Envoy, XL
set no communication with
2003- 2004 Sierra, Yukon, XL
TC C M
2004 Envoy XUV
(Reprogram TC C M)
with Electronic Shift or Active
Transfer C ase
RECALIBRATION 215
Ford R e fla s h TSB Ex a mple s

TSB N umbe r Ve hicle s Compla int
Delayed or Slipping 1- 2
00- 21- 6 2000 Ranger 3.0L
shift.
1999 Super Duty F Series
Erratic shifting, early and/or
00- 24- 6 with 6.8L engine, build dates
late shifts.
1/12/98 thru 7/3/99
Delayed engagements, harsh
2000- 2001 Lincoln LS
01- 14- 5 shifts, erratic shifts, delayed
built before 10/17/2000
downshifts near 20 mph.
Final drive gearset ratio
change: delayed shifts after
01- 25- 4 2000- 2001 Focus final drive gearset ratio
change or transaxle
replacement.
1999- 2002 Mustang
2000- 2002 Focus
1999- 2002 Expedition, F150
After PC M or instrument
2000- 2002 E series
cluster replacement, 4x4
2001- 2002 Explorer Sport
indicator lamp illuminated
02- 23 - 4 Trac, Sport, and Ranger
and speedometer inaccurate.
1999- 2002 Town C ar,
(program VID block in
N avigator
PC M )
2002 Blackwood
2002 Mountaineer
all above with gasoline engine
2003 C rown Victoria Police Loss of 4th gear, burned or
02- 24- 2
Built 3/26/2002- 6/30/2002 damaged O D band.
1997 F250, F350
1999- 2000 F Super Duty Buck/surge with speed
03- 21- 40
2000 Excursion control engaged
all above with 7.3L engine
MIL illuminated with DTC
2003- 2004 Excursion, F
P0756, P0761, P0771 after
04- 25- 16 Super Duty
installing a Torqshift with
2004 E series
2005 level components.
2005- 2006 Five Hundred,
Montego Harsh/erratic/slow
05- 24- 5 with 6 speed automatic downshifts or tip in
transaxle, built before hesitation.
10/17/2005
C alibration update for
service replacement
1998- 1999 C ontour,
transaxle.
98- 24- 2 Mystique built through 5/31/98
Replacement servo, spring
98- 13- 11
and calibration update for
1999 C ougar built through
harsh 1- 2 shift at light
6/11/98
throttle, harsh 3- 2 downshift
after 1- 3 upshift.
216 RECALIBRATION
Chry s le r R e fla s h TSB Ex a mple s

TSB N umbe r Ve hicle s Compla int
2002- 2003 Dakota with 3.9L Transmission will not shift
18- 001- 03A engine, 42RE transmission, out of second gear while
built before 11/22/2002 climbing a hill.
2003 Dakota, Durango, Ram Transmission shift speed and
18- 013- 04 Pickup, Liberty, K J C herokee, feel improvements, MIL
WG and WJ Grand C herokee illumination.
Shift quality and durability
1999 Ram Van, Dakota, Ram
improvements, especially for
18- 030- 01 Truck, Durango
repeated N - D and N - R
with 46RE transmission
engagements.
1999 Avenger, Sebring,
Sebring C onvertible, C irrus,
Low voltage clutch
Stratus, Breeze, C oncorde,
18- 11- 00 protection. Added DTC
Intrepid, LHS, 300M, Town
P1714: low battery voltage.
and C ountry, C aravan,
Voyager, Prowler
Transaxle shuttle shifting
1997 C aravan, Voyager, Town
18- 29- 96 between 3rd and 2nd gear,
and C ountry
usually when climing a grade.
2004 Pacifica
2002- 2004 Sebring, Stratus
S ed an
2003 Liberty, C herokee,
Delayed engagement.
Wrangler
21- 004- 05 Reprogram TC M and
2002- 2003 N eon, PT C ruiser
replace pump.
2002- 2004 300M, C oncorde,
Intrepid
False DTC P1776, solenoid

2003- 2005 Town and
21- 004- 06 switch valve latched in L/R
C ountry, Voyager, C aravan
position.
2000 Ram Van, Durango,
Intermittent harsh reverse
Dakota, Ram Truck,
engagement. Reprogram
21- 01- 00 C herokee
PC M and install updated
with 46RE built before
valve body.
12/01/99
All vehicles with 41TE/AE and Shudder on light throtte 1- 2
21- 02- 98A 42LE transaxles with internal shift, shudder on 2- 3 upshift
range sensor. (TFT) after 3- 2 or 4- 2 kickdown.
All vehicles with RE series Erroneous P1763, governor
21- 04- 00 transmission and build date pressure sensor voltage too
before 12/18/98 high.
RECALIBRATION 217
Toy ota Re fla s h TSB Ex a mple s

TSB Numbe r Ve hicle s Compla int
Improvements to throttle
EG003- 01 2001 LexusIS300 response and 5- 2 downshift
time.
DTC P0300- P0306, or
2002 Lexus GS 300, IS 300,
EG004- 02 harsh 2- 3 shift during
and IS 300 SportC ross
acceleration.
Harsh 2- 3 shift during light
EG005- 02 2001 GS 300, IS 300
throttle acceleration.
2002 Toyota C amry with
Updated calibration to
EG013- 01 1MZ- FE engine and U140E
improve shift quality.
transaxle
Erroneous DTC P0770,
SSE (TC C ) performance
2002 Toyota 4Runner and
EG025- 02 fault when driving in hot
Tacoma V6
weather, climbing a grade or
hauling a heavy load.
Downshift lag when
accelerating from 10- 20
2004- 2005 Toyota C amry mph, gear hunting when
TC 003- 05 with 3MZ- FE engine and 5 on/off accelerator at 20- 30
speed automatic transaxle mph (driving in traffic),
improved response on heavy
acceleration from a stop.
2002- 2003 Lexus ES 300
TC 004- 03 Same symptoms as above.
2004- 2005 Lexus ES 330
TC 005- 03 2004- 2005 Lexus RX 330 Same symptoms as above.
2004- 2005 Toyota C amry
TC 005- 05 with 1MZ- FE engine and 5 Same symptoms as above.
speed automatic transaxle
Updated calibration to
TC 006- 04 2004- 2005 Lexus LS 430
enhance low speed shifting.
218 RECALIBRATION
GM Recalibration
Equipment needed:
• J2534 interface.
• AC Delco TIS CD’s and USB key.
Install the TIS software form the Application CD.
Install the Data CD to update TIS and access calibration data.
Other considerations:
GM calibration information website: http://calid.gm.com
A GM calibration update takes about 30 minutes.

RECALIBRATION 219
GM Recalibration
Diagnostic Tool:
Select Pass-Thru or Ease J2534 device
Programming Process:
Select Reprogram ECU to recalibrate existing module select Replace and Program
ECU to configure and program a new/used ECU
ECU Location:
Options are for in vehicle programming (through data link connector),or Off Board
Programming (requires off board programming cables)

220 RECALIBRATION
GM Recalibration
Select Controller:
Lists modules on vehicle supported for programming
Programming Type:
Normal to update to new calibration/software reconfigure if you are installing a
new or used module, or changing configuration

RECALIBRATION 221
GM Recalibration
Calibration Selection:
This is much like the calid.gm.com website, where you will select the specific
calibration files you wish to program into the module.

222 RECALIBRATION
Ford Recalibration
Needed:
• J2534 Pass Thru interface.
• PC with internet connection. PC must be connected to the internet
(online) and the J2534 Pass Thru interface at the same time.
• Subscription to Motorcraft Module Reprogramming and Initialization.
• Download and install Ford Module Programming software from
www.motorcraftservice.com (login required).

RECALIBRATION 223
Ford Recalibration
• You will probably be instructed to remove the fuel pump, cooling fan,
and FICM (diesel application) relays or fuses. Familiarize yourself
with their locations.
• Calibration information can be found in the “Latest Calibration” spread

sheet at www.motorcraftservice.com on the Reprogramming and
Initialization page.
• Calibration number is the “Module ID” or “Module Part Number” retrieved

with a scan tool.
• Calibration can be found with the catchword, or with vehicle information

and current calibration number. Use “Latest Calibration” spreadsheet.
Module programming software will automatically install the latest
calibration file.
• It takes about one hour to reprogram a Ford.

224 RECALIBRATION
Ford Recalibration
The “catchword” is a four character code on the PCM build/tear tag. It is usually
located on the PCM connector and is visible without having to remove the PCM.
Note that the catchword is printed in larger characters.

The catchword in this example is “BCL2”.

RECALIBRATION 225
Ford Recalibration
Use the latest calibration spreadsheet to look up calibration information using

either the vehicle information (I.E. Year, model, engine size) or the catch code on
the PCM or a combination of both to help you narrow your search down.

226 RECALIBRATION
Ford Recalibration
The Ford Module Programming software also enables you to change configuration
and settings on other vehicle systems, such as warning chimes, power door locks,
key programming, speedometer calibration for tire size and axle ratio, etc.

RECALIBRATION 227
Ford Recalibration
Ford Module Reprogramming will also show any TSB’s related to calibration up-
dates.
Note: Not all updated calibrations will have a TSB. It is common

for Ford to update calibration with no TSB or reference as to why
the calibration was changed.

228 RECALIBRATION
Chrysler Recalibration
Equipment needed:
• J2534 interface
• Subscription to Tech Authority website
• Download and install the DCX2534 setup

RECALIBRATION 229
If the DCX2534 Update Manager program cannot be found, check:
C:\Program Files\DaimlerChrysler and set file path accordingly.
TechAuthority website has a calibration software search where you can enter
either the VIN, vehicle information, or current software number to get the most
current software part numbers.
There is also a “Flash Matrix” table which lists the software calibration number
update history for each vehicle model.

230 RECALIBRATION
Last two letters indicate revision level.
Select calibration and click Download. File will be downloaded into DCX2534
folder where DCX2534 application will access it.

RECALIBRATION 231
DCX2534 application will read current calibration number from module

and compare it to what you have downloaded.
Calibration part number will be displayed when reprogramming

operation is complete so you can verify the new calibration has
in fact been installed.

232 RECALIBRATION
Toyota Recalibration
Equipment needed:
• J2534 interface
• Toyota Flash Reprogramming CD Part# 00456-REPRG-001
Order CD from Toyota Materials Distribution. Phone number 800-622-2033

$55.00 U.S. plus shipping. Disc has calibration files and all calibration related
TSB’s.
Install the Calibration Update Wizard and VIN Update Wizard programs from the
disc.
• If the Calibration Update Wizard program cannot be found, check:

C:\Program Files\Toyota Diagnostics\Calibration Update Wizard\CUW.exe
• VIN may have to be programmed into module after reprogramming, use VIN
Update Wizard.

RECALIBRATION 233
P0630 may set after reprogramming because the VIN can be erased by the repro-
gramming process.

234 RECALIBRATION
Use the VIN Update Wizard application to program the VIN back into the PCM.

RECALIBRATION 235
Resetting the Shift Adapts
Many vehicles, specifically GM and Toyota, learn pressure up quickly, but learn
pressure down very slowly. The result can be a harsh shifting transmission that
will take a lot of driving to relearn, and may cause transmission damage in the
meantime. It is always best to perform the proper reset and relearn functions to
ensure a good working unit and a happy customer.
• Ford: Disconnect battery for five (5) minutes (KAM reset), turn key on, and
touch battery cables together
• Ford AF21-B: Disconnect battery for 20 minutes.
• GM with Allison LCT 1000: Initiate FastLearn with scan tool, follow driving
instructions given by scan tool.
• Other GM with EPC: Disconnect battery for at least 20 minutes.
• Chrysler with TE, LE, RLE, RFE transmission: Execute Quicklearn function
with scan tool.
• Toyota and Lexus vehicles with “U” series transaxles: Perform PCM Memory
Reset with scantool.

236 RECALIBRATION
NOTES:

MERCEDES 237
Mercedes Table of Contents

Mercedes 722.6 TOC ............................ 237
Identification ........................................ 238
Output Shaft Planetarey Failure .......... 240
Rear Planetary Gearset Durability ....... 241
Transmission Fuilds ............................. 242
Clutch Pack Clearence Tool .................. 244
No Upshift ............................................ 245
Solenoid Operation .............................. 246
Solenoid Operation Chart .................... 248
Shifter Assembly .................................. 249
Harsh 3-2 Downshift ............................ 250
Early/Late harsh Shifts or
Soft Up/Down Shifts ............................ 251

238 MERCEDES
722.6/NAG 1
Transmission ID
Transmission ID Locations
#1 #2 #3
#1 #2
Chrysler ID Mercedes ID# Metal
Printed Bar Code Metal Stamp Number
722.600
2102707100
0141994
#3
Chrysler ID Dot Punched
(same Info as Bar Code)

MERCEDES 239
722.6/NAG 1
Transmission ID (conintued)
Transmission ID Locations
Do not interchange transmissions with different model numbers.
It may set ratio codes, destroy planets, or burn frictions!
Chrysler / Dodge / Jeep
Printed Bar Code and Dot Punched Code Interpretation

Dot Punched information is duplicate Bar Code Information
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
Mercedes / Jaguar / Sprinter

Metal Stamped Interpretation
722.600 Typical Model #: 6 digits

2102707100 Typical Part#: 10 digits
0141994 Typical Serial #: 7 digits
The order of the information from top to bottom can change. The row of numbers
with six digits is the transmission model. The row of numbers with ten digits is
the transmission part number. The remaining row of numbers will be the serial
number. OEM remans may only have two rows, if so the model number is not
used. The serial number is commonly used to identify updates.

240 MERCEDES
722.6
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 available, 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 visible you MUST replace the Output

planetary, Sun gear and Ring gear as an asssembly.

MERCEDES 241
722.6
Rear Planetary Gearset Durability
The following is a list of when the 2nd design went into production
(Except 722.601/612/614) ## as of 2102731 as of 21/3/00
722.621/623/624/626/628/63#/661 ## as of 2094082 as of 16/3/00
722.662 ## as of 2102731 as of 21/3/00
722.663 ## as of 2094082 as of 16/3/00
722.664/665 ## as of 2102731 as of 21/3/00
722.666/669 ## as of 2094082 as of 16/3/00
722.69 ## as of 212731 as of 21/3/00
NOTE: The helical gearing angle in the front and rear sets was changed from 18
degrees to 23 degrees to improve the life of the gear set.
Correct!
Tabs face
Outward
(up)
Incorrect!
Tabs do not
Face down
“Special Thanks to John Gaston”

242 MERCEDES
722.6
Transmission Fluid
For all Jeep, Dodge or other Chrysler applications, (EXCEPT Sprinter and
Crossifre) use Fluid type ATF +4 (MS-9602)
Chrysler Part # 05013457AA Valvoline Part# VV346
CarQuest Part# CQ440

MERCEDES 243
722.6
Transmission Fluid (conintued)
For ALL Mercedes, Chrysler Sprinter and Crossfire, and Jaguar applications with
the 722.6 transmission use 236.10 and 236.12 specification fluid.
Other Transmission fluids that are used in Europe and rarely in North America
that are not shown here are Shell Part # ATF 3403 M115 meets spec 236.10
Shell Part # ATF 3353 meets spec 236.12
Fuches Part # ATF 3353 meets spec 236.12
Chrysler Part # Mercedes Part#

05127382AB A 001 989 07 03
Meets Spec 236.10
Mercedes Part#
A 001 989 45 03
ATF 3353
Meets Spec 236.12

244 MERCEDES
722.6
Clutch Pack Clearence Tool
In order to properly check clutch pack clearence, use this tool and a press. Press
down on tool until line just disappears and then check clutch pack clearence.
Spring Loaded
Gauging Tool
Part# 8901
In order to properly check the clutch pack clearence, you must use a clearence
tool.
Press down on the tool until the line

just disappears and then check the
clutch pack clearance.

MERCEDES 245
722.6
No Upshift
Output Speed Sensor at the Rear Axle
Some Mercedes use a single output speed sensor mounted on the rear axle.
When it fails the transmision will not shift.
Secifications
800 to 1800 ohms

246 MERCEDES
722.6
Solenoid Operation
Solenoid Overview
Six solenoids are used to control transmission operation, ALL solenoids are pulse-
width modulated regardless or their name:
• The “1-2 / 4-5 shift”, “2-3 shift”, and “3-4 Shift” solenoids function as they
are named.
• The “PWM” solenoid controls Lockup.
• The “Modulating Pressure Regulator Solenoid” is the pressure control
solenoid.
• The “Shift Pressure Control Solenoid” is unique in its function, and will be
described below.
Solenoid Operation
For control of each shift transition, each of the shift solenoids uses a bank of four
valves to control clutch element apply pressure, release rate, and overlap (or “tim-
ing”). These valves are called:
• Command Valve
• Holding Pressure Shift Valve
• Shift Pressure Shift Valve
• Pressure Overlap Control Valve
Each shift solenoid uses four valves, so there are a total of twelve valves used to
control all shift transitions. The term for these functions and valves are called
“Shift Groups”.

MERCEDES 247
722.6
Solenoid Operation (conintued)
To initiate and complete a 1-2 shift the following sequence is executed:
1. The 1-2/4-5 solenoid is turned on. This strokes the command valve and ini-
tiates the shift “transition”.
2. The Holding Pressure Shift Valve, Shift Pressure Shift Valve, and Pressure
Overlap Control Valve control the release rate of the B1 Brake and the apply rate
of the K1 clutch.
3. Once the transition is complete the 1-2 / 4-5 Shift Solenoid is turned off.
To make a 2-1 downshift, the computer again turns on the 1-2 / 4-5 Shift Sole-
noid to initiate the transition. Since the transmission is in second gear, it will
transition back to first gear.
Each shift transition is made in the manner described above, by energizing the
appropriate shift solenoid, making the shift transition, then the shift solenoid is
turned off when the shift is complete. When the transmission is in 1st, 2nd, 3rd,
4th, or 5th gear, NO SHIFT solenoids are on.
The Shifting Pressure Control Solenoid controls the apply pressure for each tran-
sition.
The Modulating Pressure Regulator, in part, controls the release rate.

These two solenoids work together to control the overlap for each shift transition.

248 MERCEDES
722.6
Solenoid Operation
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

nd Modulate On
2
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
th th Modulate Modulate Modulate Modulate
4 to 5
th Modulate On Modulate
5
th Modulate Modulate Modulate
5 to 4th
4th Modulate On
4th to 3rd Modulate Modulate Modulate

rd Modulate On
3
rd Modulate Modulate Modulate
3 to 2nd
2nd Modulate On
2nd to 1st Modulate Modulate Modulate
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)
MERCEDES 249
722.6
Shifter Assembly
In some cases a vehicle may come into your shop with a dead battery. In this case
the shifter will not operate properly. It will be necessary to remove the shifter
housing. Using a pencil push the Override release and move the shifter into the
desired position.

250 MERCEDES
722.6/NAG 1
Harsh 3-2 Down Shift
Filter and Pressure Feed Locations
“Special Thanks to
Richard Mente”
As of 0027083 pressure feed valve

As of 0485895 the has been installed to prevent a
screen is installed to harsh 3-2 downshift and roll out
prevent contamination shifts. The check valve must
in the TCC circuit touch the separator plate. If it
doesn’t touch the plate, place a
shim below the check valve.

MERCEDES 251
722.6
Early/Late Harsh Shifts or Soft Up/
Down Shifts
Mass Airflow wiring
It is common for the wiring to have an open or short. It is NOT recommended to
repair the harness. To properly repair the harness it must be replaced.
“Special Thanks to
Richard Mente”
The Mass Air Flow

sensor is usually
damaged when the
wiring harness is
shorted.

252 MERCEDES
NOTES:

HYUNDAI 253
Hyundai Table of Contents
A4AF3, A4BF2 TOC ................................253

Clutch and Band Application ..................... 254
Transaxle Identification .............................. 255
Pressure Testing ........................................ 256
Shift Feel ................................................... 258
Check Ball Locations ................................. 259
Valve Body Exploded Views ........................ 260
Solenoid Identification ............................... 262
Testing the Transaxle Operation ................ 263
Forcing the Shift ........................................ 264
No Reverse ................................................. 265
Harsh 2-3 or 2-3 Slide Bump ..................... 266
Shifts 1-3 ................................................... 267
Neutrals on the 3-4 Shift or No 4th Gear ... 268
Failed End Clutch Hub Bearing ................. 269

254 HYUNDAI
A4AF3, A4BF2
Clutch and Band A pplication
The clutch and band application is exactly the same as every KM series transaxle
ever made.
Applied or Holding
* Ineffective due to the Low Reverse Clutch
* The transition phase that occurs as the unit prepares to shift

HYUNDAI 255
A4AF3, A4BF2
Transaxle Identification
With the exception of the Sonata, Hyundai has always used a unique transaxle ID
system, compared to other KM-type units. It is extremely important that you use
the right transaxle for the application you have. A mismatch will cause ratio er-
rors, which can only be resolved with using the correct planets and final drive, so
be careful.
T Y N ID *
Transaxle Model ê
T – A4AF3
U – A4BF2
Production Year ê
Y – 2000
1 – 2001
2 – 2002
3 – 2003
4 – 2004
5 – 2005
6 – 2006
Final Drive Ratios ê

A4AF3 A4BF2
K 3.44:1 —
L 3.66:1 —
N 4.04:1 3.98:1
Q — 4.35:1
Classification ê
A4AF3 A4BF2
A 1.5L SOHC —
C — 2.0L Coupe
E — 2.0L Sedan/Wagon
AD 1.5L DOHC —
ID 1.6L DOHC —
D – Damper (Lockup Converter) ê

Not Always Used

256 HYUNDAI
A4AF3, A4BF2
Pressure Testing
Pressure testing for this series of transaxle is almost identical to that of every
other KM series unit. The main difference — and it’s a significant one — is that
this unit lowers pressure in 4th gear when the TCM/ECM turns shift solenoid C
on.
KMs don’t have a mainline pressure tap. But if the unit is working properly, you
should have mainline pressure at the kickdown servo once the transmission has
shifted completely into 2nd, 3rd, and 4th gears.
Damper Clutch Release Damper Clutch Apply

Reducing Rear Clutch
Front Clutch

HYUNDAI 257
A4AF3, A4BF2
Pressure Testing (continued)
If you suspect an electrical problem is affecting mainline pressure, unplug the
solenoid connector: This puts the transaxle into 3rd gear, and turns the pressure
control solenoid off. Unless there’s a leak in the system or a valve body problem,
you should have mainline pressure at the kickdown servo tap.
Lowers Pressure
Raises Pressure
If pressure is out of specifica-
tion, adjust the PR screw
clockwise to lower pressure,
and counterclockwise to raise
it. Each full turn changes the
pressure about 6 PSI.

258 HYUNDAI
A4AF3, A4BF2
Shift Feel
Changing shift feel is a breeze: Turn the reducing pressure screw one way or the
other based on your need:
• Softer Shift = Clockwise
• Firmer Shift = Counterclockwise
This is a great tool for correcting shift complaints.
Softer Shift
Firmer Shift

HYUNDAI 259
A4AF3, A4BF2
Checkball Locations
These graphics show the checkball locations for these units. Pay attention to the
#1 checkball with the spring.
Check
Ball #2
Check
Ball #3
Check
Ball #1
Check
Ball #4
Pressure
Relief
Valve

260 HYUNDAI
A4AF3, A4BF2
Valve Body Exploded Views
1 Pressure Control Valve B
2 Pressure Regulator Valve
3 Torque Converter Control Valve
4 Shift Control Valve Plug
5 Rear Clutch Exhaust Valve
6 2–3/4–3 Shift Valve
4
6
1 3
5
2
7 1–2 Shift Valve

8 Shift Control Valve and Plug 9
9 High-Low Pressure Valve 11
10 Manual Valve 8 10
11 Pressure Control Valve A 7

HYUNDAI 261
A4AF3, A4BF2
Valve Body Exploded Views (continued)
12
12 Control Switch Valve
13 End Clutch Valve
13
14 Reducing Pressure Valve

15 N-R Control Valve
16 Damper Clutch Control Valve
17 Failsafe Valve
14
15
16
17

262 HYUNDAI
A4AF3, A4BF2
Solenoid Identification
Swapping Pressure Control Solenoid A and Pressure Control Solenoid B will
prevent the unit from engaging in drive; it will engage in manual low.
Swapping Shift Solenoid A and Shift Solenoid B will cause the unit to shift into
neutral on the 1–2 shift.
Shift Solenoid B
Shift Solenoid C (Yellow Wire)
(White Wire)
Pressure Control B
(Blue Wire)
Pressure Control A Damper Clutch Shift Solenoid A

(Black Wire) Control Solenoid (Brown Wire)
(Red Wire)

HYUNDAI 263
A4AF3, A4BF2
Testing the Transaxle Operation
Electronic Pressure Control
To check the electronic pressure control signals, connect your high-impedance
voltmeter or scope to the wires shown.
(+ ) ( ) ( )
(+ )
PCSA PCSB
Checking the Shift Pattern
Here’s how to connect your signal monitor to the transaxle diagnostic connector,
to check the signals from the computer to the transaxle.
Backprobe the termi- G re e n B o o t

nals with the harness
connector still con- R e d B o o t
nected to the transmis-
sion. Y e llo w B o o t
B la c k B o o t
Y e llo w B o o t; B la c k B a n d
G r e e n B o o t; B la c k B a n d
This is the shift pattern you should see with your signal monitor:
T r a n s m is s io n S h ift P a tte r n
F ir s t G e a r
S e c o n d G e a r
T h ir d G e a r P h 1
P h 2
F o u rth G e a r L o w
H ig h

264 HYUNDAI
A4AF3, A4BF2
Forcing the Shift
Here’s the manual shift pattern you can expect with the transaxle in failsafe:
Here’s how to force the transaxle to shift electronically:
First Gear 1 0 A M P
In first gear, solenoids A + 1 0

A M P
and B will receive power;

solenoid C is de-energized.
Second Gear 1 0 A M P
To shift into second gear, + 1 0

A M P
the computer de-energizes
solenoid A; only solenoid B
remains energized.
Third Gear
1 0 A M P
To shift into third gear, + 1 0

A M P
disconnect solenoid B. To enter
3rd Gear, Phase 2, the computer
energizes solenoid C.
Fourth Gear
1 0 A
M P
To shift into fourth gear, the

computer reapplies power to + 1 0
A M P
solenoid A — solenoid B
remains de-energized and
solenoid C remains energized.
Shift Solenoid C isn’t needed for 4th gear once the unit has shifted into 3rd gear,
phase 2.
HYUNDAI 265
A4AF3, A4BF2
No reverse
Most no-reverse problems are caused by outside electrical issues. Try unplugging
the solenoid harness and see if you get reverse. If so, you know the problem is
electrical. There are two things the computer must know to allow reverse:
1. The car isn’t moving.
2. The shifter’s in reverse.
Pulse generator B monitors vehicle speed. Pulse generator A monitors input shaft
speed (which rotates in park and neutral). Unlike earlier KM series transaxles,
these two pulse generators are configured differently so it’s obvious which one
bolts where. But that doesn’t mean you can’t mix them up.
There are two quick tests to see if the pulse generators are mixed up:
1. Disconnect the pulse generators and see if you get reverse.
2. You can shift to drive first, and then quickly into reverse.
If either test gets reverse check the pulse generators.
The second electrical problem that can occur, but isn’t nearly as common, is the
inhibitor switch doesn’t report reverse to the computer. But this problem can be
intermittent, even if the inhibitor switch has failed completely. That is, if you drive
the car around, and then try reverse, the computer will sometimes allow it, even
though the inhibitor switch still didn’t report reverse. The best way to test this is
to check it right at the switch.
Pulse
Generator “B”
Pulse
Generator “A”

266 HYUNDAI
A4AF3, A4BF2
Harsh 2–3 or 2–3 Slide-Bump
Most harsh 2–3 shift complaints on KM series transaxles are caused by the fric-
tion material or low shifting pressure. The harsh shift or bump that you feel is
caused when the end clutch applies. Normally the end clutch applies after the
front clutch completes the 2–3 shift. If the 2–3 shift isn’t completed when the end
clutch applies, you’ll get a bump. As the front clutch engagement gets worse, the
harsh shift or bump gets worse.
To fix this, try increasing reducing pressure. Start with about 1½ turns counter-
clockwise. In most cases this’ll fix the problem. If not, try increasing it a bit more.
Keep in mind, increasing reducing pressure will make the 1–2, 3–4, and converter
clutch applies more aggressive.
If these other shifts aren’t too aggressive you can increase reducing pressure until
the 2–3 complaint is gone. Otherwise, you’ll need to replace the friction material
in the front clutch.
Softer Shift
Adjustment
Firmer Shift

HYUNDAI 267
A4AF3, A4BF2
Shifts 1–3
If shift solenoid C is stuck open, it’ll cause the unit to shift into 3rd gear on the 1–
2 command. A tip that shift solenoid C is stuck open rather than a commanded 1–
3 shift is that the shift will be very aggressive. That’s because the clutch applying
is the end clutch, and the end clutch isn’t regulated during the apply.
The fastest way to test for this is:

• Energize shift solenoid B (2nd gear)
• Start the engine
• Move the shifter to Drive
• Check for pressure at the end clutch
If the end clutch is receiving pressure, either shift solenoid C is stuck open or the
control switch valve is stuck. If you want to test it further:
• Move your pressure gauge to servo apply
• Energize shift solenoid A (4th gear)
With the transaxle in 4th gear, shift solenoid C serves as a cutback solenoid. If
shift solenoid C is stuck open, you’ll have about 95 PSI at the servo, rather than
about 130 PSI. If you do have 130 PSI, check the control switch valve.

268 HYUNDAI
A4AF3, A4BF2
Neutrals on 3–4 Shift or No 4th Gear
The computer energizes shift solenoid C in 3rd gear to apply the end clutch. If the
end clutch doesn’t apply, the transaxle will neutral on the 3–4 shift. After the
computer sees this a couple times, it’ll disable 4th gear.
The best check here is to disconnect the solenoid harness and run the car in 3rd
gear. With a pressure gauge on the end clutch tap, see if you get pressure when
you energize shift solenoid C. If you don’t get pressure, either shift solenoid C is
stuck closed or the control switch valve is stuck.
End Clutch Tap

HYUNDAI 269
A4AF3, A4BF2
Failed End Clutch Hub Bearing
This may be the most common mechanical failure on this transaxle. There are
three main causes for this:
1. The end clutch hub bushing wears our, allowing side movement of the hub and
an uneven load on the bearing.
2. Too much clearance between the end clutch hub and bearing, allowing the
bearing to move out of place.
3. High line pressure, placing a greater load on the bearing.
This bearing damage

indicates a worn hub
shaft bushing.

270 HYUNDAI
A4AF3, A4BF2
Failed End Clutch Hub Bearing
(continued)
Try to keep the clearance between the end clutch hub and bearing below 0.020”.
Aftermarket shims are available for this. To check the clearance simply use an H-
gauge.
Since there’s only one sealing ring on the end clutch drum, line pressure pushes
the end clutch drum toward the bearing anytime it’s pressurized. Unfortunately,
Hyundai increased the sealing ring size for this unit, and consequently, increased
to load caused by this affect by 40%. Maximum line pressure should not exceed
130 psi. However, it is not uncommon to see pressure at the end clutch as high as
150 psi. 150 psi results in a load of 639 lbs of force on the bearing, compared to
554 lbs of force at 130 psi (a difference of 85 lbs of force). If your line pressure is
higher than 130 psi adjust it down at the pressure regulator adjustment on the
valve body. A good target is between 125 and 130 psi.
Always replace the

hub shaft bushing
with a babbit-style
bushing.

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2 2007 TECHNICAL SEMINAR

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© 2007 ATRA. All Rights Reserved.

Welcome to the 2007 ATRA Technical Seminar!

© 2007 ATRA. All Rights Reserved.

© 2007 ATRA. All Rights Reserved.

ATRA Technical Team (continued)

David Skora Weldon Barnett

Mike Brown Mike VanDyke

© 2007 ATRA. All Rights Reserved.

Chief Executive Officer: Dennis Madden

GEARS Magazine: Rodger Bland, Managing Editor

Events Cordinator: Vanessa Velasquez, Manager

Membership Services: Kelly Hilmer, Director

Accounting Services: Jody Wintermute

ATRA Bookstore: Shaun Velasquez, Manager

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Now there’s no faster way to get transmission repair solutions.

Our patent-pending encapsulated design

It’s a tough decision.

Our Kits. Their Kits.

3. History of Satisfied Customers

4. Lowest Overall Cost

eSource Ad updated.indd 1 12/14/06 1:22:21 PM

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Ford Table of Contents

All Ford Transmissions

4X4 Tow Features (All Ford)

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Chrysler Table of Contents

RE Series Governor Diagnosis

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Scan Tool Communication Recalibration

ISO 9141 (K Line)

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Mercedes Table of Contents

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Hyundai Table of Contents

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Also available for GM:

**Requires VB-FIX Also available:

SC-AODE (’95 & earlier) SC-E4OD

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8.1 L GAS 4.10/3.73 REAR AXLE RATIO

6.6L DURAMAX 3.73 RATIO

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Mid-2006-2007 LCT 1000

PART OLD NUMBER NEW NUMBER Dimension Interchangeability

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Mid-2006-2007 LCT 1000

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RPO Code: 2007 Applications:

Output Torque Capacity: Input Torque Capacity:

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Valve Body and TCM

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Selector Position Range A Range B Range C Range P