2012 Atra Expo PDF

OCTOBER 25 - 29
2012 ATRA
POWERTRAIN
Las Vegas, NV
Technical Program
“More Profits
for Shops”.......
TM
Transmission
repair kit
J uego de reparación
para transmisión
automática
Bushings
Bujes- Bocinas
Bonded Pistons
Pistones de Servidumbre
Solenoid- Electronics
Solenoides-Electrónicos
Seal Aftermarket Products LLC

2315 S.W. 32 Ave., Pembroke Park, FL 33023
Phone 954-364-2400 • Toll Free 800-582-2760 • Fax 954-364-2401 SealAftermarketProducts.com
SUPPLIER
MEMBER
Thursday, October 25
Management Seminars
2:00pm – 6:00pm What’s Working Kick‐Off Seminar – Hosted by Rodger Bland (ATRA)
Technical Seminars
2:00pm – 3:30pm ATF: What’s Beneath the Cap? – Scott Halley, Ed Konzman (The Lubrizol Corporation)
4:00pm – 5:30pm What Are You Doing to Reduce Comebacks? Bill Brayton (ATRA)
5:30pm – 6:00pm Let’s Talk About Excitement, Drive & Devotion! Lance Wiggins and Mark Puccinelli (ATRA)
Friday, October 26
Management Seminars
8:30am – 10:00pm The Dealer Alternative – Dennis Madden (ATRA)
10:30am – 12:00pm Attracting the Dealer Customer – Danny Sanchez (Autoshop Solutions)
Technical Seminars
8:30am – 10:00am 2012‐2013 Chrysler Automatic Transmission Update – Alan McAvoy (Chrysler Group LLC)
8:30am – 10:00am Essential Oscilloscope Know‐How Part 1 – Dan Marinucci (Communique)
10:30am – 12:00pm Essential Oscilloscope Know‐How Part 2 – Dan Marinucci (Communique)
10:30am – 12:00pm Top Ten Ways to Botch a Diagnosis – Sean Boyle (Southern Illinois University)
1:00pm – 2:30pm Tips & Tricks from the Builders Bench – John Parmenter (Precision International)
2:45pm – 4:15pm Word on the Street Jatco JF613E 6 Speed – Mike Souza (ATRA)
2:45pm – 4:15pm Mechatronic Communications – Dr. William (Bill) Henney (F.I.M.I.)
4:30pm – 6:00pm Fixing It Right the First Time – Stevie Lavallee (TEST Research)
4:30pm – 6:00pm Keeping Your Shop Safe Makes You Money – Carl Mustari (Chattahoochee Tech College)
Management Seminars
1:00pm – 2:30pm First Impressions – Bob Spitz (Management Success)
2:45pm – 4:30pm It’s Not Just Service – Maylan Newton (ESi)
Saturday, October 27
7:00am – 10:00am ATRA Chapter President’s Meeting
8:00am – 3:00pm Attendee Registration
Technical Seminars
7:45am – 9:15am 6T40‐6T45 Updates & Product Issues – Steve Garrett (ATRA)
9:15am – 10:45am The Road Less Traveled – Bob Warnke (Sonnax Industries)
Management Seminars
8:00am – 9:00am Eye on the Prize – Art Eastman (Trans Shop Consultants)
9:00am – 10:30am Attitude Adjustment – Maylan Newton (ESi)
11:00am – 1:00pm ATRA Luncheon featuring Larry Winget
1:00pm – 5:00pm Trade Show
5:00pm – 7:00pm Cocktail reception hosted by Transtar
Sunday, October 28
Management Seminars
8:00am – 10:30am Then & Now – Scott Jonson (Profit Boost) 11:00am – 12:00pm Ready, Set, Action! – Dennis Madden
Technical Seminars
9:00am – 10:30am Hands‐On Hybrid Transaxle Diagnosis – Jack Rosebro (Perfect Sky)
9:00am – 10:30am Testing Hybrid Electric Motor‐Generators (MGU) in the Field: What Works & What Doesn’t – Mark
Quarto (Automotive Research & Design)
ENCORE:
11:00am – 12:30pm Hands‐On Hybrid Transaxle Diagnosis – Jack Rosebro (Perfect Sky)
11:00am – 12:30pm Testing Hybrid Electric Motor‐Generators (MGU) in the Field: What Works & What Doesn’t – Mark
Quarto (Automotive Research & Design)
12:00pm – 5:00pm Trade Show

GET ‘EM IN
GET ‘EM O UT!
AID!
GET IT FIXED, GET P
ATRA helps you increase new customer traffic and get vehicles fixed quickly, meaning payday
comes faster and more frequently. Our technical department’s massive library and other resources
offer you unlimited access to the information you need right when you need it.
HOTLINE
Have a transmission problem? The answer is just a phone call away. Receive one-on-one assistance
from an ATRA transmission-repair expert, Monday – Friday, 6:30 a.m. – 4 p.m. PST.
ONLINE
The ATRA website contains more than 70,000 pages of material, including bulletins,
seminar manuals and Gears Magazine articles. Just insert a keyword and the answer
is a click away.
As an ATRA member, you have access to the industry’s top three automotive databases:
JOIN TODAY AT
MEMBERS.ATRA.COM AUTOMATIC TRANSMISSION
REBUILDERS ASSOCIATION
Halley/Konzman
Scott Halley and Ed Konzman
ATF
What’s beneath the cap?
Scott Halley & Ed Konzman

ATRA Powertrain Expo 2012
© The Lubrizol Corporation 2012. All rights reserved.

1 © The Lubrizol Corporation 2012. All rights reserved.
ATF Performance
-ANTI-SHUDDER
-OXIDATIVE STABILITY
-COMPONENT COMPATIBILITY

Halley/Konzman
There are basically 3 layers to lubricant market
1. Exploration and Production (E&P)
– Finding and extracting crude oil
2. Refining
– Refining Crude Oil into more usable products
– From Gasoline to Asphalt, including Lubricant Base
Oil
3. Blending & Marketing
– Blending of Base Oil and Additives into finished
lubricants
– Packaging, distribution, and marketing to end users

Base Oil Market Overview
The Lube Basestock "System"
Additive Manufacturing
Using
Crude Refining
Production
Compounding and
Blending

Halley/Konzman
Base Oil Properties
Boiling Range of Crude Petroleum and Products
Crude Petroleum
Gasoline
LPG Kerosene
Diesel
Base Oil and Wax
Jet Fuel Paving Asphalt
-100 0 200 400 600 800 1000 1200 1400 ºF

-73.3 -17.8 93 204 316 427 538 649 760 ºC
Boiling Range

Refining
What a Barrel of Crude Provides
46.2% Gasoline
22.2% #2 Fuel Oil
7.3% Jet Fuel
6.8% Heavy Fuel Oil
3.9% Still Gas
3.6% Asphalt
? Lubes, greases, etc.

Halley/Konzman
Refining
How Much Lubricant in a 42 Gallon Barrel of Crude Oil?
19.5 Gasoline
0.5 Gallon Lubricants
9.2 Diesel/Home Heating Oil
4.1-Jet Fuel
2.3-Residual Fuel Oil
1.9-Liquefied Refinery Gas
1.9-Still Gas
1.8-Coke
1.3-Asphalt
1.2-Petrochemical Feedstocks
0.5-Lubricants
0.2-Kerosene
0.3-Other
Source: American Petroleum Institute

Base Fluids/Oil
• Provides the means for physically separating the mating
surfaces of moving machine parts
• Acts as a heat transfer agent
• Is the carrier or medium for the performance package
• Mineral
– Products obtained by refining crude oils to give a desired
set of physical properties. These oils are mixtures of many
different hydrocarbon compounds
• Synthetic
– A product made by chemically reacting lower molecular
weight materials to form higher molecular weight
compounds with planned and predictable properties

Halley/Konzman
Base Oil Groups – Description
API Comment Advantage Disadvantage
Group
I Broad grouping. Solvency. Good in hot- Some high sulfur types can be
Contains some sulfur running diesel type sludge formers. Some low
and aromatic. tests. Sulfur can be a sulfur types can have poor
natural antioxidant. oxidative stability. Consistency
of manufacture.
II Contains high Good oxidative Poor solvency in hot-running
saturates with more stability. Consistency diesel tests.
cycloparaffins of manufacture.
compared to paraffins.
III Contains high Very good oxidative Solvency if oil breaks down.
saturates and a VI stability. High VI can
≥120 allow for use of less
VM. Usually good low
temperature
properties.
IV 100% branched Excellent oxidative High cost. Sometimes there is
paraffins. stability. Excellent low a cosmetic haze of additives
temperature (poor solvency)
properties.

Typical Lubricant Composition
Base Oil
70 - 95%
Pour Point Depressant

0 - 2%
Viscosity Modifier
0 - 15%
Performance Package or
Additive System
2 - 30%
10
Halley/Konzman
Viscosity Modifiers
• Alter natural viscosity-temperature relationship
of an oil
• Thicken oil more at high temperatures than at
low temperatures
– When cold, polymers coil into small particles which
offer little resistance to flow
– When warm, polymers uncoil to form fibers which
restrict flow
• Must have sufficient shear stability
11
Why use Viscosity Modifiers (VMs) - Thickening
With VM
Log Log Viscosity
Normal Base Oil
Temperature
12
Halley/Konzman
Pour Point Depressants (PPD)
Wax crystals without PPD Wax crystals with PPD
13
Typical Lubricant Composition
Base Oil
70 - 95%
Pour Point Depressant

0 - 2%
Viscosity Modifier
0 - 15%
Performance Package or
Additive System
2 - 30%
14
Halley/Konzman
Typical Additive Concentration in Lubricants
Additive Viscosity
Application SAE Grade (%) Modifier (%)
Passenger Car Motor Oil (PCMO) Single Grade 6 -14 --
Multigrade 6 -14 2-9
Heavy Duty Diesel Oil (HDEO) Single Grade 12 -18 --

Multigrade 12 -19 6-12
Automatic Transmission Fluids (ATF) Multigrade 6 -12 3-14
Automotive Gear Oil (AGO) Single Grade 5 -12 --

Multigrade 5 -12 20 - 45
Manual Transmission Fluid (MTF) Single Grade 5-12 --

Multigrade 5-12 25 - 35
Tractor Hydraulic Fluids (THF) Single Grade 6-9 --

Multigrade 6-9 4-8
Industrial Gear Oils (IGO) Single Grade 0.5 -1.5 --

Multigrade 0.5 -1.5 2 - 12
Greases NLGI Grades 2-6 Contains a

Thickener
15
ATF Performance Components
 Friction modifiers Compatible with friction materials
 Detergents Friction control, neutralize oxidation
 Dispersants Friction control, solubilize sludge

Oxidation stability and sludge
 Oxidation Inhibitors resistance
 Corrosion inhibitors Prevent corrosion
 Anti-wear Reduce wear on gears
 Seal swell agents Prevent seal failure

Prevent foaming, component
 Anti-foam damage
 Viscosity modifier Improve shear stability, maintain
Film thickness
 Fluidity modifier Reduce volatility & maintain
compatibility

Halley/Konzman
General Representation of a Typical Additive Component
Molecule
Polar moiety
surface active group Non-polar moiety olephilic
contains oxygen, nitrogen, group consists of a
sulfur, or phosphorus hydrocarbon chain

Component Types
Chemically Inert Chemically Active

• Emulsifier/demulsifier • Antiwear agent
• Foam inhibitor • Detergent
• Friction modifier • Dispersant
• Pour point depressant • Extreme pressure agent
• Viscosity modifier • Oxidation inhibitor
• Tack agents • Rust and corrosion
inhibitor

Halley/Konzman
Friction Control
Why? For Shift-feel and Anti-shudder Durability
Friction Modifiers
• Surface Active Technology
– Form layers on the friction surfaces by surface
adsorption
• Act mainly when there is asperity contact
• Modify the friction between rubbing surfaces
• Prevent harsh shifts, shudder
• Minimize heat generation between clutch surfaces

Some Friction Systems in Automatic Transmissions
– Clutches
Plate Clutch Band Clutch
• The fluid serves to lubricate the elements, carry away

heat, and mediate the coefficient of friction vs.
temperature, speed, and load
Halley/Konzman
Friction Modifiers – How they work
Can vary greatly
• Normal operation of friction modifiers:
Composite Friction Material
Steel Reaction Plate
• Strength of Interaction Depends on Friction Material composition

• Can have Competition with anti-wear agents at high temperatures, with corrosion and
rust inhibitors at low temperatures

Friction Modifiers: Some Chemical Types
l fatty acids
l fatty amides
l fatty esters
l long chain alkylamines
l long chain alkylphosphites
l long chain alkylphosphates
l borated long chain polars
l molybdenum disulfide (solid dispersion - grease)
-Make sure FM does not harm corrosion, seal degradation, or

interrupt anti-wear mechanisms.

Halley/Konzman
Friction Modifiers Reduce Friction
(Physical absorption or association to metal surface)
Load
Boldface Arrows
Indicate Directions
of Sliding
Metal on Metal
or
Metal on Composite
Polar Bonds
Straight-Chain
Fatty-Acid Molecule

Other Components that help friction control
– Dispersants provide increased dynamic friction and

long term friction stability
• They “Clean” composition friction materials to
maintain frictional properties and they associate near
the surface as a large oligomer.
– Special Detergents stabilize static and dynamic friction

• Clean composite friction material SO3Ca1/2
• Neutralize acidic oxidation products
• Can act as a classic friction modifier
C24H48
Halley/Konzman
Friction Control - Summary
• Use high and low-static friction modifiers in combination
to exceed required performance across many friction
materials.
• Surface saturation and high thermal stability of friction

modifiers leads to friction durability
• Better dispersants and detergents lead to more stable

friction
• Enhanced performance in anti-shudder, torque capacity

and shift quality

Antiwear Mechanism
• Reacts with metal surfaces to from a solid protective reaction
layer
• 4-Step Process
• Break-in - Removal of Gases and Water
Water
Water
Water
Gases
Gases
Gases

Halley/Konzman
Antiwear Mechanism
layer
• 4-Step Process
• Physical or Chemical adsorption

Antiwear Mechanism
layer
• 4-Step Process
• Additive – Surface reaction

Halley/Konzman
Antiwear Mechanism
layer
• 4-Step Process
• Reaction Layer Growth

EP Mechanism
• Reacts with metal surfaces to from a sacrificial reaction layer
• 4-Step Process

Water
Water
Water
Gases
Gases
Gases

Halley/Konzman
E.P. Interactions with Surfaces
4th Step – Sacrificial (controlled) wear of asperities
Rough Surface
Smoother surface
Iron sulfide reaction

layers

Oxidation Control
• Oil thickening / increased
viscosity; reduced efficiency
and potentially preventing oil
flow to critical driveline
components
• Increased acid formation;

corrosion issues
• Lubricant decomposition;
increased sludge and varnish
formation
• Premature seal leakage

Halley/Konzman
Corrosion Control
• Rust Is the surface damage that results from the
attack of water and oxygen on iron and its alloys
– Can lead to corrosive wear and combination modes
• Corrosion is the surface damage that results from

the attack of acidic and chemically-reactive species
on non-ferrous metals and their alloys
– Often oxidation is linked to corrosion; acids are produced by
oxidation which cause corrosion of catalytic metals which only
increases the rate of oxidation(!)
– Copper: Present in electrical contacts, manual transmission and
DCT synchronizers, some soft bearings and even seals
– Aluminum: used in cars and trucks to reduce weight and
improve fuel economy

Seal Compatibility
Why? – To Prevent Leaks
– Seal Swell Agents

• Swell the various elastomers types used in transmissions
• Keep seals soft and pliable – but not too much
– Effect of Base oils on Seals

• Group I < Group II < Group III < Group IV
• PAO fluids require large amount of seal swell
• Many Ester fluids often have excessive inherent seal swell
properties.

Halley/Konzman
Foam Control
• Foams form when a large amount of low solubility gas

becomes entrained in a liquid (such as a lubricant)
• Agitation, churning, splashing of the fluid can increase
foaming tendency
• Foam is undesirable because it leads to inefficient
lubricant films, potential cavitation, sponginess in
hydraulic systems and loss of oil through breather ports

Fluid
Specifications
36
Halley/Konzman
NA OEM Specification Timeline
Chrysler
ATF+2 ATF+3 ATF+4®
ATF+4® is a registered trademark of Chrysler
Ford
Type A/B Type F/G MERCON® MERCON®-V MERCON® C
MERCON® LV
MERCON® Rev
MERCON® Rev
MERCON®-V Rev
MERCON®-SP
MERCON® is a registered trademark of Ford
General Motors
DEXRON®-IIE DEXRON®-IIIG
Type A TASA DEXRON®
DEXRON®-IIIF DEXRON®-IIIH
DEXRON®-IID
DEXRON®-IV
(never released) DEXRON®-VI
DEXRON® is a registered trademark of GM
1950 1960 1970 1980 1990 2000 2010
Misapplication: Using a fluid not designed for the transmission
What could go wrong?
• Improper shifting
– Mismatch of fluid and friction material
– Burned or glazed clutches
– Vibrations leading to shudder
• Slow or sluggish shifting
– Fluid is too thick at low temperatures
– Sludge and deposit formation due to oxidation
• Bushing wear
– Copper/bronze corrosion
• Gear wear
• Short fluid life due to poor oxidation performance
• Shorter transmission life

Halley/Konzman
Automatic Transmission Fluid Market
Motorcraft MERCON® LV
Toyota T-IV
GoodWrench DEXRON®-VI
Honda Z-1
Chrysler ATF+4®
Premium Multi-
Etc. OEM Genuine Vehicle
Oils 20% Generic Low
30% Quality
5%
Previously
Approved
45%
DEXRON®-III
MERCON®
Type D/M
MERCON® is a registered trademark of Ford
ATF+4® is a registered trademark of Chrysler 2009 Service Fill: 120 MM Gallons
OEM Genuine Oils
Pros vs. Cons
Pros Cons
• Designed specifically for • High Cost

the transmission • Price
• Peace of mind • Inventory
• Longer equipment life • Limited Availability
• Warranty coverage • Fragmentation
• Many fluids
• Possible misapplication
• Confusion

Halley/Konzman
Previously Approved (DEXRON®-III/MERCON®)
Pros vs. Cons
Pros Cons
• Low cost • Obsolete specification(s)

• Available • Nobody watching
• Works in older GM and Ford • “Optimized products”
vehicles • Some fluids may not actually
• Multi-application fluid meet the intended
• Hydraulic fluid specification
• Manual transmission fluid
• Evaluated vs. older
specification
• Data

42 © The Lubrizol Corporation 2012. All rights reserved. MERCON® is a registered trademark of Ford
Generic Low Quality ATF
Pros vs. Cons
Pros Cons
• Lower cost (cheap) • Misapplication issues

• Colored red • Improper shifting
• Slow or sluggish shifting
• Bushing wear
• Gear wear
• Short fluid life due to poor
oxidation performance
• Shorter transmission life

Halley/Konzman
What to look for in a quality ATF
Property What to look for:

Color Should be dyed red
Viscosity @ 100 C Should be between 5.5 – 7.8 cSt
Brookfield Viscosity @ -40 C Should be less than 20,000 cP
It is preferred to be less than 13,000 cP
20 hour KRL shear stability 20% loss maximum
Claims Look for list of specific vehicle coverage
Supporting data Should have test results available for the
claims advertised
Proof of performance in the field or fleet test
Price Appropriate price for claims

Transmission Failure:
- Due to abuse?
- Poor maintenance?
Thermal distress leads to glazing and Sludge and debris from excessive oxidation
clutch slippage at 60,283 miles and contamination at 44,800 miles
5
Halley/Konzman
Transmission Failure:
- Due to abuse?
- Poor maintenance?
Differential failure due to broken roll pin at

71,868 miles
6
Excellent Performance of a Premium Fluid
Premium ATF at 80,000 miles
7
Halley/Konzman
Summary
• ATFs are very complex fluids designed for specific applications
– The market is fragmented
• Misapplication can cause issues
– Poor shifting
– Gear wear
– Shorter transmission life
• Options are available but need to consider pros vs. cons
– OEM genuine oils
– Premium multi-vehicle ATF
– Previously approved
• Do your homework before selecting a fluid and treat appropriately
– Buyer beware
– Minimize contamination (keep it clean)
– Don’t abuse it (keep it cool)
– Use a premium fluid designed for the application
• Change the fluid at the recommended drain interval

BUSHINGS!
A few of our complete bushing kits
Omega Machine & Tool is the leading
producer of custom and original replacement
bushings in the industry. We produce
individual bushings and complete bushing kits
for all major transmission parts distributors.
NEW ! FNR5-FS5A-EL bushing kit

http://www.omegamachine.com/db/FNR5_transmission_bushing_kit.asp
Part number 97500. availability of a new bushing

kit for the FNR5 transmission. One of the identi-
fied problems with this transmission is wear of the
rear stator bushing, causing loss of TCC apply
pressure. This bushing addresses the trouble
code P0741 which is the TCC stuck off.
TF 80SC bushing kit

http://www.omegamachine.com/db/TF-80SC_transmission_bushing_kit.asp
Part number 135500. The TF-80SC

bushing kit for the Volvo XC60,70,
and 90, Ford Fusion, Ford Five Hun-
dred, Mazda MPV, Lincoln Zepher.
JF506E bushing kit

http://www.omegamachine.com/db/JF506E_transmission_bushing_kit.asp
Part number 131500. The JF506E transmissions

come in many vehicles including the VW Golf and
Jetta, Ford Galaxy and Monde and Mazda MPV.
OMEGA
Toyota SLT/SLU Solenoid Tool “Precision and Innovation for Today”
http://www.omegamachine.com/db/Toyota SLT-SLU Solenoid Opening Tool.asp
Part number 31342. Omega Machine & 2949 Promenade St #100

Tool now has a tool to complement their West Sacramento, CA 95691
AW55-50SN 09G solenoid opening tool. Tel. 916 372 6001
The Toyota SLT/SLU tool is sold as an Fax 916 372 6020
add-on to the AW55-50SN tool. www.omegamachine.com
Welcome to Expo 2012
What are you doing to reduce comebacks?
Brayton
Panel discussion/forum
Presented By
Bill Brayton
2012 Expo
Marvin Wilson: Owner & Technician of Advanced Transmission, Inc., oversees the overall production of the shop.
Marvin is an ATRA Certified Rebuilder, Diagnostician and Chassis Technician. He is also an ASE certified
technician. Marvin has been in the industry 33 years and has Advanced Transmissions in Mobile AL for the last 18
years.
Does he still build units? Yes, He works every day,10-12 hours a day in the shop. Marvin fills in on the bench
when his head rebuilder gets overloaded, sick or goes on vacation. He also works in the bay area doing R&R,
diagnosing, electronic issues, road testing, etc.
Included in Seal Aftermarket Products
import application rebuild kits are extra
aftermarket fixes, enhanced component
materials, as well as key Original Equipment
Manufacturer gaskets and seals for example:
Honda kits- include a full set of drain plugs,
pressure tap washers, main shaft, secondary shaft,
and counter shaft nuts.
Jatco JF506E- include v-shaped sealing rings,
metal pump gasket, and the drain plug.
VW 09G- include molded pan gasket with torque limiters,
9 pressure sensor orings, front and rear planet washers.
AL4/DPO- include enhanced plastic sealing rings and molded pistons.
ZF6HP26- include OEM case gaskets, sealing rings, and metal clad seals
TM

Phone 954-364-2400 • Toll Free 800-582-2760 • Fax 954-364-2401
www.sealaftermarketproducts.com
015 seal.indd 2 3/26/12 11:11 AM

2012 Expo
Jerry Wilcox
Jerry Wilcox is the manager at family owned American Transmission Exchange in

Fontana California and has been for 25 years. He started working there in 1969 at the
age of 7. At the age of 12 he started taking transmissions apart, checking the parts and
cleaning them up. In 1977 at the age of 15 he started rebuilding transmissions. Jerry
diagnoses the cars, sells each job deciding on what parts are needed to ensure the best
job possible. He has attended transmission seminars since his teenage years.
2012 Expo
Kyle House
Kyle has been in the transmission industry since he was 14. His roles over the years
have been:
Converter Builder, Head transmission builder, Drivability Diagnostician, R&D tech
Product development
Parts room manager
Kyle is currently the Automatic Transmission Product Specialist for Exedy Globalparts
GET ‘EM IN
GET ‘EM O UT!
AID!
GET IT FIXED, GET P
HOTLINE
ONLINE
is a click away.
JOIN TODAY AT
2012 Expo
Marvin’s
Information
sheet
Brayton
2012 Expo
Marvin’s
Information
sheet
(continued)
2012 Expo
A complete check up of the cars vital signs can go a long way to preventing
issues with customers.
2012 Expo
Sometimes preventing a comeback is as easy as making a decision to NOT work
on a vehicle in the first place
2012 Expo
Comeback prevention
Brayton
2012 Expo
Comeback prevention
2012 Expo
2001 Honda Odyssey
A preventable comeback?
Here’s the story:
• Transmission overhaul (advised customer the battery was bad). Customer

declined replacement, and would replace it themselves.
• A couple of months later.
• Customer complaint: Check engine light on and won’t shift.
• Scan Code: P0780 Hydraulic clutch pressure solenoid valve A and clutch
pressure valve A&B or hydraulic control system.
• Found the battery acid has leaked from battery and it entered into the linear
solenoid.
2012 Expo
2001 Honda Odyssey
A preventable comeback? (continued)
A
2012 Expo
2001 Honda Odyssey
Brayton
2012 Expo
2001 Honda Odyssey
2012 Expo
2001 Honda Odyssey
The solenoid was replaced and a battery was required prior to solenoid
replacement.
The problems are taken care of and the customer is charged accordingly and the
problem is solved.
Why not do all this before the car leaves the shop?
4R70/75 2012 Expo

Comeback Prevention
2012 Expo
PT Cruiser Shifter Cable Comeback Prevention
PT Cruiser comes in on the tow truck unable to get the transmission into gear.
Upon inspection we find the shifter cable bushings are worn out.
The old expensive way: Replace two shifter cables from the dealer. List price =
350.00 for both cables. Labor = 4hours @ (insert your labor rate here) you must
remove the console for this one.
Brayton
Marvin’s way: Install a couple of bushings, drill a couple of holes for cotter pins
and send the customer down the road.
Cost = maybe a few bucks
Labor = about an hour.
NVT 350 5spd shown
2012 Expo
Shift cable 1 bushing replacement
1.For this bushing replacement the linkage bushing from a 325-4L is a prefect fit
2012 Expo
2. After the bushing has been installed into the cable. Use a .091 drill bit and drill
through the shift linkage
3. Use a washer and cotter pin to secure the cable to the linkage.
2012 Expo
1. Remove the old damaged bushing.
2. Use the shift cable as a guide to spray paint the GM linkage bushing
2012 Expo
3. Use a grinder to and take material off the grommet down to the paint line.
Brayton
2012 Expo
4. Use a generic Ford linkage bushing inside the GM bushing.
5. Push this assembly onto the shifter linkage.
6. Drill a .091 hole through the cable and bushing
2012 Expo
Linkage repair
parts list
2012 Expo
7. Secure the assembly with a 3/32 cotter pin.
2012 Expo
Electrical diagnosis at its best
Brayton
2012 Expo
JR’s SECTION
REDUCE COMBACKS, HEADACHES AND

GRUMPY CUSTOMERS
2012 Expo
REDUCE COMBACKS, HEADACHES
AND GRUMPY CUSTOMERS
Check Common Separator Plate Wear
AVOID PROBLEMS
REPLACE IT NOW NOT LATER!
2012 Expo
A LITTLE WEAR IS TOO MUCH!
SAVE MONEY IN THE LONG RUN
REPLACE ALL WORN SEPARATOR PLATES

2012 Expo
Lets take a look at some parts that we need to check close or replace on common
transmissions
Brayton
Check all aluminum sealing ring bores
2012 Expo
Check all sealing ring groove area’s

2012 Expo
We replace all Acura / Honda low gear and sprag sets
2012 Expo
Honda Case Wear

Checking the bearing bores in all Honda / Acura cases is an absolute must do
item!
2012 Expo
item!
Brayton
If the tube with
cellophane tape
goes thru the
bushing then the
bushing needs to
be replaced
2012 Expo
item!
The correct way to fix case wear issues
This is the type of repair that will prevent

future comebacks
Thanks to the crew at H & A transmissions for the picture

2012 Expo
item!
What happened here?
Somebody really likes their center punch!
2012 Expo
Inspect, clean and adjust Acura / Honda CPC solenoids

2012 Expo
We sell and install a new OEM valve body on all 55/50sn style units
Brayton
The wear factor on the VB and the pressure solenoids are too common
2012 Expo
I am thinking bypass radiator and install a big cooler.

Possibly add an inline filter as well.
They don’t all have to be melted to need a cooler or an inline filter
A
2012 Expo
Also remember to look for lube problems
What are some other units with big time lube issues?
2012 Expo
Honda / Acura 2nd gears and bearings. Check them very closely!
2012 Expo
5R55 S/N/W solenoid packs, we sell a new one with every unit
Brayton
2012 Expo
We sleeve both servo bores on every 5R55 S/N/W we rebuild

2012 Expo
Install a billet torque converter on Dodge/Ford diesels or heavy duty

applications
2012 Expo
Shift / Calibration kits offer many benefits

2012 Expo
A trans cooler can be a transmissions best friend
Brayton
2012 Expo
Many Ford and Toyota transmissions can come in with

several different worn valve body sleeves
Replace them while you have the unit apart, beats doing it later
A
2012 Expo
Never Went Prevention
2012 Expo
Never Went Prevention

2012 Expo
Remember when you had two books, a domestic and an import?

And no computer?
Brayton
Books, computers and seminars, we need it all to be successful
2012 Expo
This may be what the customers car looks like.

2012 Expo
But this is what he thinks he is driving.

So lets get the transmission right for him THE FIRST TIME
2012 Expo
Thanks JR!
Chrysler/Dodge 2012 Expo
LE, RLE, TE, RFE
Flared, Slipping, Soft, Lazy Shifts
Brayton
Use the small green
O-ring from the
Honda kits.
Use the Factory
sealing ring here
Chrysler/Dodge 2012 Expo

Pressure Checking tools for the RFE
2012 Expo
The Kyle House Model RE Solenoid Tester
2012 Expo
6L80E 3-5-Reverse Drum Crack Inspection
The 3-5-Reverse drums have been known to crack at the welds. It is very critical to
inspect the drum for cracks when rebuilding the unit.
The best way to inspect the drum is to pressurize the drum with a special tool and
inspect for leaks
2012 Expo
If you don’t have a lathe, use a drill to trim down the stator.
Brayton
2012 Expo
2012 Expo
Tap & Plug
Tap & Plug
Tap & Plug
Tap for feed pipe
Tap & Plug
2012 Expo
2012 Expo
Do we use these before or after a problem happens?
Brayton
2012 Expo
Thanks Kyle!
Problem/Fix
2012 Expo Honda/Acura
Honda / Accord
Kills the engine in drive and has no reverse after rebuild and or solenoid
replacement
Applications
07-12 ODYSSEY
08-12 ACCORD V6
05-07 ACCORD HYBRID
10-12 CROSSTOUR V6
09-12 PILOT
09-12 RIDGELINE
07-09 MDX
07-11 RDX
05-10 RL
07-11 TL
10-11 TSX
These are the vehicles that have normally closed solenoids. If we install the
normally open solenoids by mistake that’s where the trouble start.
Problem/Fix
Kills the engine in drive and has no reverse after rebuild and or solenoid
replacement (continued)
SSD & TCC SSD & TCC
Normally Open (N.O.) Normally Closed (N.C.)

Thanks to Curt Schmeltar from Capitol Transmission for the assistance on this fix A
Problem/Fix
Solenoid Identification
Brayton
D
Problem/Fix
Reverse Hydraulics Normal Operation

Problem/Fix
Reverse Hydraulics with Normally Open Solenoids (wrong parts installed)
Problem/Fix
Kills the engine in drive
Normal
operation of
the
normally
closed TCC
solenoid
Problem/Fix
Kills the engine in drive
TCC operation
with a normally
Brayton
open solenoid
Problem/Fix
2012 Expo
6F50N / 6T70
Trans slips before/after rebuild with no line rise
During the
rebuild remove
the isolator
valve train and
inspect the
spring.
Problem/Fix
2012 Expo
6F50N / 6T70
Trans slips before/after rebuild with no line rise (continued)
Problem/Fix
2012 Expo
6F50N / 6T70
Problem/Fix
2012 Expo
6F50N / 6T70
Isolator Valve Spring Measurements
Brayton
1.473 X .337 X .043
Plain
Problem/Fix
2012 Expo
6F50N / 6T70
Thanks to Johnny Blackwelder from Budget Transmissions for the assistance on this fix
2011 Expo
Thank you for attending!

Enjoy the rest of Expo
2012
38
Chrysler Automatic Transmission Update
Alan McAvoy – awm2@chrysler.com
ATRA Powertrain Expo 2012 – Las Vegas, Nevada October 26, 2012
Confidential & Proprietary Information – Exempt from Disclosure by Applicable Law
McAvoy
Overview CHRYSLER GROUP LLC
• Automatic Trans Application and Identification

- New for 2012-13
► 65RFE and 66RFE for 5.7L WK/WD/DS and DJ
► 8HP45 and 8HP70 for 3.6L LX/LD and 2013
3.6L/5.7L DS (Torqueflite 8 with Rotary E-Shift)
► C635 Dual Dry Clutch Trans for PF 1.4L Turbo
► 6F24 6 speed for PF/MK 2.0L/2.4L
► AW60T 6 speed for FIAT 500
• Service Information and Maintenance
• Diagnosis and Repair, Scan Tool Data, Flash
Programming
2
9/4/2012
TE/RLE Family CHRYSLER GROUP LLC
40TE A604 light duty 2.5L TBI (BUX) & 2004-09 2.0L/2.4L
40TES 2.4L JS/JC “Short” version of 40TE
41TE A604
41TES 2.7L JS/JC “Short” Version of 41TE
41AE A604 All-Wheel-Drive AS/NS/RS/CS
42LE A606 LH / PR
42RLE ------- 2003 - 12 KJ/TJ/KA/KK/JK/LX/ND/DR
62TE ------- 2007 - 13 CS/JS/RT/JC
42RLE
62TE
3
RFE Family CHRYSLER GROUP LLC
45RFE WJ / AN / DN / DR / KJ
545RFE WJ / WK / XK / Ram Trucks
65RFE 2012-13 5.7L Ram 1500
66RFE 2012-13 5.7L Ram 2500/3500
68RFE 2007-13 6.7L Cummins
545RFE 66RFE 68RFE
2
9/4/2012
RFE Clutch Application CHRYSLER GROUP LLC
Limp In is 1.00:1 (3rd or 4th Gear) with M2 available (1.67:1)
McAvoy
CHRYSLER GROUP LLC
2013 Ram 1500

6
3
9/4/2012
2013 Ram 1500

CHRYSLER GROUP LLC
• 3.6L Pentastar V6 with 8 Speed A/T

• 42% more HP with 20% better MPG
• 5.7L Hemi V8 with 8 Speed A/T (Torqueflite 8)
• 5.7% better MPG
• Rotary E-Shift
• Available Stop-start system
• 3.3% better MPG
• Thermal management system
• Designed to quickly raise engine and transmission fluid
temperatures to reduce parasitic losses resulting from high-
viscosity engine oil and transmission fluid improving fuel
efficiency by 1.7 percent
• Pulse-width modulation system for alternator, fuel
pump and cooling fans to reduce electrical load
• Active aerodynamics, including grille shutters and air
suspension
• Electric Power Steering
7
8 Speed 8HP45 / 8HP70 CHRYSLER GROUP LLC
5 Clutch Pack Design - Only 2 Open Clutches In Any Gear

4 Planetary Gear Sets
Low Viscosity Oil

Off Center Line Pump -Reduced Spin Loss
-Optimal Pump Sizing -Improves Cold Fuel Economy 8
4
9/4/2012
8HP45 vs. 8HP70 CHRYSLER GROUP LLC
8HP45 Gas 8HP70 Gas

Engine Torque Capacity 450Nm / 332 ft-lbs 700Nm / 516 ft-lbs
Input Torque Capacity 550Nm / 406 ft-lbs 760Nm / 561 ft-lbs
Input Torque Capacity in Reverse 360Nm / 266 ft-lbs 550Nm / 406 ft-lbs
Power 250kW / 335hp 380kW / 510hp

GCW 5669kg / 12500 lbs 7256kg / 16000lbs
Park Gear Torque 1078Nm / 795ft-lbs 1208Nm / 891 ft-lbs
Park Gear Torque (SUV Upgrade) 1298Nm / 957ft-lbs 1518Nm / 1120 ft-lbs
Max Speed 7200rpm 7200rpm

Min Idle Speed 550rpm 550rpm
Torque Converter 235mm TTD 250mm TTD
2WD Trans weight with oil 80kg / 176lbs 90kg / 187 lbs
8HP45 / 8HP70
McAvoy
CHRYSLER GROUP LLC
10
5
9/4/2012
2013 Ram 8HP45/8HP70 Rotary E-Shifter

CHRYSLER GROUP LLC
•E-shift (or “Shift by Wire”) is a vehicle level

system that electronically performs the
function of current mechanical
shifter/linkage/transmission hardware
•The E-Shifter is an electronic

switch/module, using CAN messaging to
communicate driver requests for
transmission gear changes to the TCM
•Eliminates system linkage & mechanical

connection to transmission park pawl &
sprag for normal operation. The
mechanical release for service situations is
maintained via MPR (manual park release).
11
2013 Ram Thermal Management System

CHRYSLER GROUP LLC
Distribute engine heat to transmission oil and engine oil to maximize

drivetrain efficiency by reducing oil viscosity.
Thermal Management Circuit Layout
Transmission Heater (TMU)
12
3 Way Coolant Valve
12
6
9/4/2012
2013 Ram Stop/Start Technology

CHRYSLER GROUP LLC
• Select 2013 Ram 1500 HFE Models (High Fuel Economy)

• Engine shuts off when at a complete stop and restarts
when the brake is released or accelerator pressed.
• Driver selectable On/Off Switch on dash
• Redesigned Starter, Alternator and Battery
• Accumulator and solenoid added to 8HP45 and
8HP70 valve body to maintain hydraulic pressure
13
2013 Dodge Dart
McAvoy
CHRYSLER GROUP LLC
• 1.4-LITER SOHC 16-VALVE TURBOCHARGED INTERCOOLED

MULTIAIR® 4 CYLINDER
• 2.0-LITER DOHC 16-VALVE TIGERSHARK 4 CYLINDER
• 2.4-LITER DOHC 16-VALVE MULTIAIR® 2 TIGERSHARK 4 CYLINDER
• 6 Speed Manual, 6 Speed Automatic or Dual Dry Clutch Transmission
14
7
9/4/2012
C635 Dual Dry Clutch Transaxle CHRYSLER GROUP LLC
The manual gear train and final

drive on the DDCT have much
in common with a conventional
6-speed manual transaxle, but
with some differences to
accommodate the dual-clutch
design. The main difference
from a conventional 6-speed
manual transaxle is that the
DDCT has a second input
shaft. One shaft fits inside of
the other.
• 2 Separate Fluids
• Gear Oil
• Hydraulic Fluid
• Dual Mass Flywheel
• 2 Pressure plates
• 2 clutch discs
• 1 intermediate flywheel
15
• Odd Gear Disc & Pressure Plate

(engaged at rest)
• Even Gear Disc & Pressure
Plate (released at rest)
• Engaged via hydraulic slave
cylinder
16
8
9/4/2012
Two Input Shafts on the C635 DDCT

C635’s Two Output Shafts
17
C635 Dual Dry Clutch Transaxle
McAvoy
CHRYSLER GROUP LLC
TCM and SDU Location

(Smart Drive Unit)
Hydraulic Power Unit, Reservoir, and TCM commands SDU
Valve Body when to run the
• Over 600 PSI at rest hydraulic pump motor.
• Depressurize with scan tool before
servicing hydraulic components or
checking fluid level.
18
9
9/4/2012
Dodge Dart 6F24 6 Speed Automatic CHRYSLER GROUP LLC
19
CHRYSLER GROUP LLC
20
10
9/4/2012
6F24 6 Speed Automatic CHRYSLER GROUP LLC
Miller Special Tool #10323A is used If additional fluid is needed, it may be

to check fluid level at the top of the added through the dipstick check
differential port over the differential or through
the banjo bolt fitting at the top of the
oil pan
21
McAvoy
CHRYSLER GROUP LLC
2012 FIAT 500 ABARTH (6 Speed M/T Only)

22
11
9/4/2012
AW60T 6 Speed Automatic CHRYSLER GROUP LLC
23
AW60T 6 Speed Automatic CHRYSLER GROUP LLC
24
12
9/4/2012
CHRYSLER GROUP LLC
• Chrysler Service Information - Tech Authority

- https://www.techauthority.com
► Service, Diagnostic and Owner’s Manuals. Technical Training

Publications
- Tech Authority On-Line
► 1996 to present on-line service & diagnostic info, wiring

diagrams, owner’s manuals, parts catalogs, service bulletins,
collision repair, J2534 flash files, engine performance, engine
and auto trans training publications in PDF
► TechTOOLS
•DRB III flash files

•DRB III data (flight) recorder for engine and trans
•Software updates for DRB III (1983-07)
25
Tech Authority Home Page
McAvoy
CHRYSLER GROUP LLC
Link to
TechAuthority
On-Line
Related
Documents &
Links
26
13
9/4/2012
Tech Authority CHRYSLER GROUP LLC
Scan tool order forms, J2534

Flash Availability etc.
27
Tech Authority On-Line CHRYSLER GROUP LLC
Enter a VIN or YME to

access Service manuals,
wiring, TSB’s etc.
Links to training
manuals, flash p/n’s,
labor times etc.
28
14
9/4/2012
Tech Authority On-Line CHRYSLER GROUP LLC
Many of the
technical
training course
books are
available in
PDF to
download at no
charge
29
Scan Tools
McAvoy
CHRYSLER GROUP LLC
• wiTECH Scan Tool

• Supports all Chrysler CAN Bus vehicles (2004- present)
• New DRB III Emulator supports most 1998 and later
DRB III Chrysler vehicles (PCI and CCD Bus vehicles)
• See “Related Documents and Links” at the bottom of
the TechAuthority Home page for aftermarket DRB III
and wiTECH brochures and ordering info
https://www.techauthority.com
• www.dcctools.com for additional Scan Tool information

• See “Download Center” for a Vehicle to Diagnostic Tool”
reference chart
• http://kb.dcctools.com/ Knowledge base web site for
Chrysler scan tool tips and support
30
15
9/4/2012
Chrysler Scan Tools CHRYSLER GROUP LLC
31
Web Sites CHRYSLER GROUP LLC
• Chrysler Special Tools are available at:

• www.millerspecialtools.spx.com
• Mopar Parts
• Electrical Connectors – http://starparts.chrysler.com
• Click on “Electrical Connectors”
• 1997 to present connector repair packages
• Mopar Parts Repair Connection -
http://www.moparrepairconnection.com/
• Free Mopar Tech Resource
• Mopar eStore - http://parts.mopar.com/
• Search and order Mopar Parts on-line
32
16
9/4/2012
StarParts Electrical Connectors CHRYSLER GROUP LLC
http://starparts.chrysler.com
33
StarParts Electrical Connectors
McAvoy
CHRYSLER GROUP LLC
Select the Year and Model, click the

dropdown box and select the
applicable connector for pin-outs and
service p/n
Mopar kit includes connector,

with terminals and wire ends
34
17
9/4/2012
CHRYSLER GROUP LLC
35
Automatic Trans Diagnostic Worksheet

CHRYSLER GROUP LLC
36
18
9/4/2012
Fluid Level and Condition CHRYSLER GROUP LLC
Example Fluid Temperature Compensation Chart
37
McAvoy
CHRYSLER GROUP LLC
9336A 38
19
9/4/2012
Where to find Fluid Application CHRYSLER GROUP LLC
39
Diagnostic Trouble Codes (DTC’s) CHRYSLER GROUP LLC
• Read DTC’s
• Consult service info for DTC theory of
operation, set condition, possible causes,
applicable TSB’s and the diagnostic test
procedures
• Record DTC Event Data
• 1998 and later TE/RLE & RFE
• TCM stores a snap shot of sensor & switch
values, CVI’s including up to 60+ data items
when the DTC first set.
• Stores DTC Event Data for the 3 most recent
DTCs
• Similar to Freeze Frame
40
20
9/4/2012
Diagnostic Trouble Codes (DTC’s) CHRYSLER GROUP LLC
Service Info – Group 28 DTC Diagnostics – 62TE PCM – Select the P-Code
Wiring – Theory of operation – Set Conditions - Possible causes –
Diagnostic Procedures
41
DTC Event Data Report
McAvoy
CHRYSLER GROUP LLC
42
21
9/4/2012
Transmission Data Recorder CHRYSLER GROUP LLC
Create template of data items to record, road test to duplicate concern, records
1.5 minutes of data (60 seconds before the trigger & 30 seconds after)
43
Miller Tool 8333 Trans Simulator CHRYSLER GROUP LLC
The 8333 simulator tests all TE/RLE & RFE electrical circuits.
(TCM operation, wiring and all inputs and outputs) 44
22
9/4/2012
wiTECH PCM / TCM Flash Updates CHRYSLER GROUP LLC
• wiTECH highlights any module with an available flash update

• Click on the module to access all scan tool diagnostics. Flash tab displays
the current & new p/n available along with the applicable TSB
• Always review the TSB for flash procedures!
Indicates a flash is available
DTC Event Data

is under the Linked
Reports Menu Diagnostics – 1
Data Recorder is click links to the
under Utilities
DTC diagnostic
procedures
45
wiTECH PCM / TCM Flash Updates
McAvoy
CHRYSLER GROUP LLC
Click on any tab for scan

tool diagnostics
Current and new Flash p/n
Click the link to view the TSB or the

arrow to start flashing the PCM
46
23
9/4/2012
TechTOOLS PCM / TCM Flash CHRYSLER GROUP LLC
• Use TechTOOLS for older non CAN bus vehicles (Through Tech Authority On-Line)
• Best practice is to read the p/n with the scan tool and then search by part number
• To check for correct application, search by VIN and verify the new PCM or TCM p/n matches the
same one found when searching by p/n
• Review TSB for flash procedures
Data Recorder Tab
Type in the VIN to verify

correct PCM or TCM p/n
Type in the current PCM or

TCM p/n above. Available Flash
update is listed along with the
applicable TSB’s
47
CHRYSLER GROUP LLC
J2534 Flash Support available

via Tech Authority On-Line
48
24
9/4/2012
PCM / TCM Flash Updates CHRYSLER GROUP LLC
Review the TSB:

After PCM reprogramming, the following must be performed:
• Clear any DTC's that may have been set in other modules due to
reprogramming.
• On 62TE equipped vehicles clear the Variable Line Pressure (VLP)
Counters and Perform Quick Learn
Most replacement PCM / TCM’s are generic controllers

Ensure the correct flash p/n is selected!
Additional Procedures are required after the PCM is replaced.
For example, when replacing an NGC PCM
Obtain the vehicle’s PIN (Personal Identification Number).
Select PCM - Learn ETC and follow the instructions
Select PCM – Quick learn and follow the instructions
Select PCM – Check PCM Odometer and set to the correct mileage
Select SKIM or WCM - PCM Replaced and follow the instructions
Reset Pinion Factor (Tire Size and Axle Ratio)
49
Cooler flushing / flow testing
McAvoy
CHRYSLER GROUP LLC
Air to oil parallel flow coolers provides the

lowest pressure drop and best flow = best
cooling performance
50
25
9/4/2012
Cooler flushing / flow testing CHRYSLER GROUP LLC
Oil to Air 2 Pass Cooler
In Tank Plate 1 Pass Cooler
51
External Cooler Bypass Valves

(thermal and/or pressure
regulated bypass)
52
26
9/4/2012
Internal Cooler Bypass Valve – TE/LE/RLE Transmissions
53
Cooler flushing / flow testing
McAvoy
CHRYSLER GROUP LLC
Miller 6906
54
27
9/4/2012
After Overhaul or Replacement CHRYSLER GROUP LLC
Review the Service Info to determine what must

be done after trans overhaul or replacement:
For example:
• Clear any DTC's
• Clear the Variable Line Pressure (VLP) Counters
• Reset Torque Converter Break In
• Perform Quick Learn / Drive Learn to update
CVI’s
55
Chrysler Handout Material
 Body Codes
 Automatic Trans Application
 Fluids
 Diagnostic Tool Application
 Automatic Trans Diagnostic Worksheet
McAvoy
1 Chrysler Group LLC September 1, 2012

Chrysler Body Codes
Body Code Passenger Cars
L Omni/Horizon (Charger/Turismo) (1978-90)
J Cordoba / Mirada / Imperial (1981-83)
M Diplomat/Newport/5th Ave./Grand Fury (RWD) (1978-89)
R St. Regis / Grand Fury / Newport / New Yorker (1978-81)
K Aries/Reliant (1981-89)
E Plymouth Caravelle, Dodge 600, New Yorker, E Class (1983-87)
H Lancer/LeBaron GTS (4-door Hatchback) (1986-89)
AA Spirit/Acclaim & LeBaron 4-Door (1989-95)
AC Dynasty / New Yorker (Salon) (1988-93)
AY Imperial / New Yorker 5th Ave. (1990-93)
AG Daytona (1984-92) (Laser 1984-86)
AJ LeBaron Coupe / Convertible (1987-95)
AP Sundance / Shadow (1987-94)
AQ Chrysler TC (Maserati Coupe) (1988-91)
BB Premier / Monaco (1988-92)
BC Medallion (Renault) (1988-89)
LH Concorde/Intrepid/Vision/New Yorker/LHS (1993-97) Concorde/Intrepid/LHS/300M (1998-04)
LX Chrysler 300 / Dodge Magnum / Dodge Charger (2005-10) 2011 Chrysler 300
LC Dodge Challenger (2008-
LD 2011- Dodge Charger
PL Neon (1995-99) PL2000 (2000-05)
PT PT Cruiser Sedan (2001-10) and Convertible (2001-09)
PM Dodge Caliber (2007-12)
PF Dodge Dart (2013-
JA Dodge Stratus / Chrysler Cirrus / Plymouth Breeze (1995-00)
JX Chrysler Sebring Convertible (1996-00)
JR Chrysler Sebring Sedan & Convertible / Dodge Stratus Sedan (2001-06)
JS Chrysler Sebring Sedan and Convertible / Dodge Avenger Sedan (2007-10)
JS (updated platform) Chrysler 200 Sedan and Convertible / Dodge Avenger Sedan (2011-
FF FIAT 500 (2012-
Body Code Trucks, Full Size Vans & SUVs

AB Dodge Ram Van / Wagon (1971-03)
VA Dodge Sprinter (2003-06)
VB Dodge Sprinter (2007-09)
AD/AW Dodge Ram Pickup / Ramcharger (1970-93)
BR/BE Dodge Ram Pickup 1500/2500/3500 (1994-02)
DR Dodge Ram 1500 Pickup (2002-08)
DS Dodge Ram 1500 (2009-
DH Dodge Ram 2500 Pickup (2005-09)
DJ RAM 2500 Pickup (2010-
D1 Dodge Ram 3500 Pickup (2006-09)
D2 RAM 3500 Pickup (2010-
DC Dodge Ram 3500 Cab Chassis (2007-09)
DD RAM 3500 Cab Chassis (2010-
DM Dodge Ram 4500 / 5500 Cab Chassis (2008-10)
DP RAM 4500 / 5500 Cab Chassis (2011-
AN Dodge Dakota (1987-03)
ND Dodge Dakota (2005-11)
DN Dodge Durango 4 Door SUV (1998-03)
HB Dodge Durango (2004-09)
HG Chrysler Aspen (2007-09)
WD Dodge Durango (2011-
KA Dodge Nitro (2007-11)

Chrysler Body Codes
Body Code Specialty Vehicles
SR Dodge Viper (1992-02)
ZB Dodge Viper (2003-10)
PR Plymouth / Chrysler Prowler (1997-02)
ZH Chrysler Crossfire (2004-08)
Body Code Mini Vans / CUVs / Pacifica - Journey

AS Caravan / Voyager / Town & Country (FWD-AWD) (1984-95)
NS Caravan / Voyager / Town & Country (FWD-AWD) (1996-00)
RS Chrysler Voyager, Chrysler Town & Country, Dodge Caravan/Grand Caravan (2001-07)
RT Chrysler Town & Country, Dodge Grand Caravan (2008-
CS Chrysler Pacifica (2004-08)
JC Dodge Journey (2009-
Body Code Jeep

MJ Comanche (RWD-4WD) (1984-92)
SJ Grand Wagoneer (1962-91)
XJ Cherokee / Wagoneer (RWD-4WD) (1984-01)
KJ Liberty (2002-07)
KK Liberty (2008-
KL Liberty (2013-
ZJ Grand Cherokee (1993-98)
WJ Grand Cherokee (1999-04)
WK Grand Cherokee (2005-10)
WK (updated platform) Grand Cherokee (2011-
XK Commander (2006-10)
YJ Wrangler (1987-95)
TJ Wrangler (1997-06)
JK Wrangler - 2 & 4 Door (2007-
MK49 Compass (2007-
MK74 Patriot (2007-
Body Code Mitsubishi (MMC) Built

Chrysler MMC
McAvoy
B1 LA Colt (1985-89)
B2 LC Colt / Summit (1989-92)
B3 NF45Z Colt Vista (1984-91)
B4 PB Ram 50 2WD-4WD (1978-93)
B5 YDC Conquest (1984-89)
B6 SJ Raider (1988-89)
B7 R24 Stealth - (FWD-AWD) Dodge (1991-96)
B8 CZ Vista / Summit Wagon (FWD-AWD) (1992-96)
B9 E Colt / Summit (1993- 96)
BD H24S Laser / Talon (1990-94)
FJ F24S/FJ22 Eagle Talon (1995-98) Dodge Avenger / Chrysler Sebring Coupe (1995-00)
ST ST22 Stratus / Sebring Coupe (2001-05)

Chrysler Automatic Transmissions
Chrysler Built Automatic Transmissions & Transaxles began using a uniform designation system in 1991.
The code is Alphanumeric and uses 4 places. Where:
1st Digit = Number of Forward Gear Ratios
nd
2 Digit = Relative Torque Capacity
0-9 where 0 = Base Light
3rd Digit = Drive Position/Orientation
R = Jeep and Truck RWD / 4WD
T = Transverse FWD (Engine Mounted East - West)
A = AWD AS/NS/CS/JS/JC
L = Longitudinal FWD (Engine Mounted North – South, LH Body)
4th / 5th Digit = Shifts Controlled by:
E = Electronic
H = Hydraulic
FE = Fully Electronic (Jeep & Truck RWD-4WD)
Example NEW OLD
41TE A-604
4 = 4 Speeds
1 = Torque Capacity
T = Transverse
E = Electronic
NEW OLD APPLICATION

30TH A404
31TH A413 / A670 2.2L/2.5L Turbo / 1995-01 PL
40TE A604 light duty 2.5L TBI (BUX) & 2004-06 2.0L/2.4L
40TES 2.4L JS/JC “Short” version of 40TE
41TE TE/RLE A604
41TES 2.7L JS/JC “Short” Version of 41TE
41AE A604 All-Wheel-Drive AS/NS/RS/CS
42LE A606 LH / PR
42RLE ------- 2003- KJ/TJ/KA/KK/JK/LX/ND/DR
62TE ------- 2007- CS/JS/RT/JC
30RH A904
31RH A998
32RH A999
36RH A727
37RH A727HD 1989-91 Cummins Diesel
40RH A500 MMC Ram 50
42RH RH/REA500
42RE A500SE Short Electronics - No Governor, 4.0L ZJ/WJ, 1996-03 3.9L
44RE 1996-98 5.2L ZJ & 1997-00 5.2L AN/DN
46RH A518 1990-95 5.2L/5.9L
46RE A518SE 1996-03 5.2L/5.9L Dodge Trucks, Replaces 46RH
47RH A618 1994-95 V-10 & Diesel
47RE A618SE 1996-03 V10 & Diesel, Replaces 47RH
48RE ------ 2003½-09 5.9L Cummins Diesel / Ram SRT-10
45RFE ------ RWD Fully Electronic (99-00 WJ, 00-02 AN/DN-(JTEC, 02 DR/KJ, 03 KJ)
545RFE RFE ------ RWD Fully Electronic (01-09 WJ/WK/XK, 02½-11 Dodge Trucks
65RFE 2012 5.7L Light duty application. Replaces the 545RFE
66RFE 2012 5.7L 2500/3500 Heavy Duty
68RFE 2007- 6.7L Cummins, Replaces 48RE
Chrysler automatic transmission build dates are identified with a 4 digit date code using two different
calendars.
 Julian Date
 10,000 Date
The Julian calendar is read from left to right. The first three numbers are the day of the year. The last
number represents the year built. For example, the calendar code 0013 can be broken down as follows:
 001 = January 1
 3 = 2003
The 10,000-day calendar is read from left to right. The numbers are sequential in order. For example, the
calendar code 1845 was built on January 1st 1994. The 10,000 day calendar began in 1950 and rolled over on
December 10, 1988. Only the last 4 digits will be stamped on the case.
January 1, 1982 = 7462
1983 = 7827 1984 = 8192 1985 = 8558 1986 = 8923 1987 = 9288
1988 = 9653 1989 = 0019 1990 = 0384 1991 = 0749 1992 = 1114
1993 = 1480 1994 = 1845
The following are the approximate dates that Kokomo Transmission Plant changed from a 10,000 Day
Calendar to a Julian Date Code.
FWD
42LE 12/20/99
41TE 01/03/00
McAvoy
31TH 01/24/00
RWD
32RH & 42/44RE 01/21/99
36RH & 46/47RE 07/01/97

MMC – Mitsubishi Motor Company
KM170 Series – Dodge – Plymouth Colt / Eagle Summit
F4A22-3 / F4A32-3 / W4A33 – Dodge Stealth / Eagle Talon / Plymouth Laser
F4A42 / F4A51 - 2001-05 (ST22) Dodge Status / Chrysler Sebring Coupe
F = FWD, W = AWD
4 = 4 Speed
A = Automatic
2/3/4 = MMC Built / C = Chrysler Built / J = Jatco / W = Aisin Warner
3/2/1 = Development Code (Torque Capacity)
(F4AC1 = Chrysler 41TE used behind Chrysler 2.0L DOHC)
Mercedes Benz NAG1

Sprinter / Crossfire = German Built
All others = US Built
Different fluids, dipsticks and service parts.
722.6
W5A580
JATCO
E4 / L4N71B - Chrysler / Dodge Conquest
CVT2 / CVT2L – 2007-12 Dodge Caliber / Jeep Compass & Patriot

AISIN
AW372 (A44D) - Dodge Ram 50 (MMC Built)
AW4 – Jeep Cherokee / Comanche
AS68RC – 2007-13 Dodge Ram Chassis Cab 3500/4500/5500
AW60T – 2012 FIAT 500

AW = Aisin Warner • 6 = Six forward gear ratios • 0 = Torque rating (0 to 9 scale) • T = Transverse mounted
ZF
ZF-4 – 1988-91 Eagle Premier / Dodge Monaco
8HP45 – 2012-13 Dodge Charger / Chrysler 300 / Ram 1500 3.6L
8HP70 – 2013 Ram 1500 5.7L
8 = Eight forward speed ranges H = Hydraulically operated P = Planetary gear sets
45 = Rated at 450 Nm of engine torque capacity / 70 = 700 Nm of engine torque capacity
FIAT
C635 DDCT – 2012 Chrysler 200 / Dodge Avenger / 2013 Dodge Dart
Hyundai
6F24 – 2013 Dodge Dart / Jeep Compass
6 = Speed F = FWD 24 = Rated at 240 Nm of engine torque capacity
McAvoy

Mopar Recommended Fluids
Refer to TechCONNECT for the latest fluid application for the vehicle
Service info > Group 4 Quick Reference > Fluid Specifications
Automatic Trans Quart Gallon Application

Mopar ATF +3 Type 7176 05010124AA 05010125AC Supersedes to ATF +4
See TSB 21-014-07
Mopar ATF +4 Type 9602 05013457AA 05013458AA See TSB 21-014-07 – MS 9602
Fully Synthetic Also used in all Chrysler built NAG1
transmissions (all except VA/VB/ZH)
Mopar CVTF+4 (Green) 05191184AA 05191185AA Caliber / Compass / Patriot CVT
Dexron III Mercon 04773590 04773591AC AW-4 & ZF, Supersedes to ATF +4
See TSB 21-014-07
Dexron VI 68043742AA HB/HG Hybrid EVT
MMC Diamond SP-III 05073942AA F4A42 / F4A51 Supersedes to ATF +4
MMC p/n ACH1ZC1X05 See TSB 21-021-05
Crossfire / Sprinter 05127382AB VA / VB / ZH NAG1, meets MB236.12
Aisin AS68RC ATF 05189966AB 05189977AB Aisin 6 Spd. RWD (ExxonMobil ATF 3309)
Aisin AW60T ATF 68092912AA 68092913AA Aisin 6 Spd. FWD FIAT 500
JS/JC BUX MPS6 DCT Fluid 68044345AA MPS6 Dual Clutch - Castrol BOT-341
C635 Dual Dry Clutch 68092630AA 68092636AA (2011-12 JS) C Series DDCT Hydraulic
Fluid – Castrol BOT-350
Gear oil is C Series Manual & DDCT Fluid
ZF 8HP45 /8HP70 68157995AA 2012-13 8 Speed A/T, ZF Mopar ATF
6F24 68171866AA 68171869AA 2013 PF/MK 6F24 6 speed A/T
Trans Cooler Flush 04796268 For use with Miller 6906-D
Manual Trans
5W-30 Engine Oil 04761838PB A523 / A543 / A568 / Getrag G360
75W-90 GL3 Gear Lube 04897622AA AX-4/AX-5/AX-15 supersedes to
04761839PA for all AX Manual Trans
Mopar Manual Trans Fluid 04874464 NV1500/3500/3550/5600/ NSG-370
75W-85 GL4 Castrol Syntorq 04874459 NV4500 - See TSB 21-06-98 / T56
1994–01 NVT350/A578/F5MC1 04874465 NV T350/A578/F5MC1
ATF +4 (2002 & later) 05013457AA 05013458AA NV T350/T355/A578/T850
Getrag 288/G56/G238 Aisin BG6 & DMT6
Tremec TR6060
5W-20 Engine Oil 04761872PB Crossfire Manual Transmission
C635 / C514 Manual Trans Fluid 68092630AA 68092636AA FIAT C514 / JC BUX C635
Castrol BOT – 350 M3
1 Chrysler Group LLC August 31, 2012

Axles & PTU Lubricants Quart Gallon Application
75W-90 Synthetic 05010320AA 68003056AB (16 gal.) Most Corporate, Dana & Magna Axles w/o
Trailer Tow
AWD CS/JS PTU & Rear Axle
AWD JC PTU
AWD LX/LD 175mm FIA Front Axle
LX/LD 226mm R11 & G648 Rear Axles
Ram Truck Dana 226 RIA, 302 RBI
Magna 275 FBI
75W-90 Synthetic 05102232AA Ram Truck American Axles (AAM)
80W-90 04874468 68003054AB (16 gal.) AWD PM/MK Rear Axle & PTU / 42LE Diff.
AWD JC Rear Axle
Some Dana Axles
Supersedes 04874466 SAE 90W
75W-140 Synthetic 04874469 68003055AB (16 gal.) Corporate & Dana Axles with Trailer Tow,
Viper and most LX/LE/LC/LD Rear Axles
2011-13 DS 8¼, 9¼, C213R/E
Ram Truck ZF C235
75W-85 Synthetic 05136035AA Crossfire Axles & 2011-13 WK/WD w/o
ELSD
2012-13 DS 215FD Front Axle (ZF)
Mopar ZF-ELSD 68083381AA 2011-13 WK 230 RIA ELSD
SAE 90W 05136033AA Dodge Sprinter Axles
Limited Slip Additive 04318060AB (4 Oz.)
Gear Marking Compound 04883065
Transfer Cases Quart Gallon Application
Mopar ATF +4 Type 9602 05013457AA 05013458AA All NVG & MP T-Cases Except below
Transfer Case Lubricant 05016796AC NV245/247/249
2005-08 LX MS140 Transfer Case 05170055AB 2005-08 LX AWD with MS140
2009-13 LX/LD BW 44-40 T-Case 68049954AA Mobil LT Fluid (Gold) - Borg Warner 44-40
McAvoy
2005-10 WK/WH SRT-8 68001758AA 2005-10 WK/WH SRT-8 NV146
Castrol BOT89 M1 +
Quadra-Trac Lube 04874465 1973-79 Jeep Quadra-Trac
Mopar NVG 246 Fluid 05179014AA DR/DS 1500 NVG 246
2011-13 WK/WD MP2010 05127382AB WK/WD MP2010
Shell ATF 3403/M-115
Borg Warner 44-44 68089195AA Shell Donax TA-389
2011-13 DS BW 44-44/45/46/47

Gas Engine Quart Gallon Application
0W-20 68152004PA 2.0L/2.4L PF Tiger Shark
5W-20 04761872PB 04761851PA 5qt. See TSB 09-013-04
API SN / ILSAC GF-5 / MS-6395
5W-20 Synthetic 05166240PA
5W-30 04761838PB 04761844PA API SN / ILSAC GF-5 / MS-6395
Approved for use with E-85 FFV
5W-30 Synthetic 05166241PA PL SRT-4
10W-30 04761839PB 04761845PA API SN / ILSAC GF-5 / MS-6395
Approved for use with E-85 FFV
10W-30 Synthetic 05166242PA 1992-04 Viper/SRT-10
0W-40 Synthetic 68171066PA SRT & Viper
5W-40 Synthetic 05127394PB PM SRT-4, 2005-10 SRT-10 & SRT 8
Crossfire
Comb Chamber Cond (CCC) 04318001AD (13 Oz.)
Diesel Engine
5W-30 Diesel Synthetic 68001334PB MB 3.0L diesel WK / VB Sprinter
5W-40 Diesel Synthetic 05127394PB KJ 2.8L Diesel / VA 2.7L Sprinter
15W-40 Diesel 68024966PB 68024967PB Cummins 5.9L / 6.7L / VA 2.7L Sprinter
CJ-4 Rated
5W-40 Diesel Synthetic 68001332PA Cummins 5.9L / 6.7L / VA 2.7L Sprinter
CJ-4 Rated
Diesel Fresh 05139947AA (4 Oz.)
Diesel Fuel Treatment 05191800AA 11 Ounces to 30 Gallons
Diesel EGR System Cleaner 68028729AA See TSB 11-001-09
Diesel Turbocharger Cleaner 68044565AA See TSB 09-002-09 Rev. A
Diesel Exhaust Fluid 68035704AA (gallon) 68056278AA (2.5 gal.) 68035700AA (55 gallon drum)

Power Steering Fluid Quart Gallon Application - See TSB 19-005-03
Standard - MS5931 04883077
Power Steering Fluid +4 05166226AA (pint) 05013458AA 1998 & Later MS 9602
(ATF +4 Trans Fluid) 05013457AA (quart) Includes Sprinter (VA/VB)
Crossfire – MB345 05127381AB Crossfire (ZH) & HB/HG Hybrid
2005-10 WK/XK – MS10838 05142893AA See TSB 19-006-04
2011-12 WK/WD/LX/LD 68088485AA Synthetic P/S Fluid (Green) MS 11655
equipped with EHPS Electro-Hydraulic Power Steering Only
Brake Fluid
DOT 3 04318080AC 12 oz 04318081AC 32 oz
DOT 4 04549625AD Viper / Crossfire / Sprinter
Antifreeze/Coolant
Green 04267020AB 3 year / 30,000 mile (Green IAT)
Orange or Yellow 68048953AB 5 year / 100,000 mile
68051212AA (50/50) Orange or Yellow HOAT (MS 9765)
Purple 2013 OAT Parafull 68163848AA OAT 10 year / 150,000 mile
68163849AA (50/50) 2013 PF
FIAT Orange Paraflu OAT 68104496AA 10 Years / 152,000 Mile (MS-12106)
(Reddish Pink Color) 68104494AA (50/50)
Cooling System Flush 04856977AB
Cooling System Additive 68029698AB
A/C Refrigerant
R134a 82300101AB
A/C Refrigerant Oil
R12 Lubricant 04318057AB (16 Oz.)
R134a ND8 Denso 82300102 (250 ml)
R134a Sanden SP-15 Sanden 04886129AA (250 ml)
McAvoy
R134a Sun PAG 56 Mitsubishi 82300592 (200 ml)
R134a VC PAG 46 / ZXL-100 Visteon Zexel DKS-17DS 05114554AB (7 Oz.)
R134A ND-11 POE HB/HG Hybrid 68043289AA
Leak Detection Dyes
Engine Oil / ATF / Fuel / PS 05010042AA (1 Oz.)
Coolant 05010043AB (Green) 05161618AA (Orange) 1 Oz. Bottle
A/C Systems 05010044AA (R12) 04798219 (R134a) ¼ Oz. Bottle
Air Leak Detector 05191804AA (8 Oz.) Use to check exhaust system for leaks
Convertible Top
Hydraulic Fluid
2008-12 Sebring / 200 68035321AA 500 ml (16.9 oz) JS-27 Hard top and Soft top Fluid
2004-08 Crossfire 05127381AB ZH Convertible top

Vehicle to Diagnostic Tool Reference Chart
Year Body Name Scan Tool Year Body Name Scan Tool
2012 FF Fiat 500 wiPOD SC & StarMOBILE SC 2006 CS Pacifica DRB III
2011 DS Ram wiPOD & StarMOBILE 2006 DR RAM wiPOD, StarMOBILE, & StarSCAN
2011 JC Journey wiPOD & StarMOBILE SC 2006 HB Durango wiPOD, StarMOBILE, & StarSCAN
2011 JK Wrangler wiPOD & StarMOBILE Sebring, Stratus
2006 JR DRB III
2011 JS 200, Avenger wiPOD & StarMOBILE Convertible/Sedan
2011 KA Nitro wiPOD & StarMOBILE 2006 KJ Liberty wiPOD, StarMOBILE, & StarSCAN
2011 KK Liberty wiPOD & StarMOBILE 300, Charger,
2006 LX wiPOD, StarMOBILE, & StarSCAN
2011 LC Challenger wiPOD & StarMOBILE Magnum
2011 LD Charger wiPOD & StarMOBILE SC 2006 ND Dakota wiPOD, StarMOBILE, & StarSCAN
2011 LX 300 wiPOD & StarMOBILE SC 2006 PT PT Cruiser wiPOD, StarMOBILE, & StarSCAN
2011 MK Compass, Patriot wiPOD & StarMOBILE Caravan, Voyager,
2006 RS DRB III
2011 ND Dakota wiPOD & StarMOBILE Town & Country
2011 PM Caliber wiPOD & StarMOBILE 2006 TJ Wrangler DRB III
Caravan, Town and 2006 VA Sprinter DRB III
2011 RT wiPOD & StarMOBILE
Country 2006 WK Grand Cherokee wiPOD, StarMOBILE, & StarSCAN
2011 WD Durango wiPOD & StarMOBILE 2006 XK Commander wiPOD, StarMOBILE, & StarSCAN
2011 WK Grand Cherokee wiPOD & StarMOBILE 2006 ZB Viper DRB III
2010 ALL ALL wiPOD & StarMOBILE 2006 ZH Crossfire DRB III
***NOTE: StarSCAN does not support 2010 model year vehicles and newer. 2005 CS Pacifica DRB III
StarSCAN will continue to be used to support Bluetooth (HFM) flash on 2010 2005 DR RAM DRB III
and newer model year vehicles. 2005 HB Durango wiPOD, StarMOBILE, & StarSCAN
2009 ALL ALL wiPOD, StarMOBILE, & StarSCAN Sebring, Stratus
2005 JR DRB III
2008 CS Pacifica wiPOD, StarMOBILE, & StarSCAN Convertible/Sedan
2008 DR RAM wiPOD, StarMOBILE, & StarSCAN 2005 KJ Liberty DRB III
2008 HB Durango wiPOD, StarMOBILE, & StarSCAN 2005 LX 300, Magnum wiPOD, StarMOBILE, & StarSCAN
2008 HG Aspen wiPOD, StarMOBILE, & StarSCAN 2005 ND Dakota wiPOD, StarMOBILE, & StarSCAN
2008 JK Wrangler wiPOD, StarMOBILE, & StarSCAN 2005 PL Neon DRB III
Avenger, Sebring 2005 PT PT Cruiser DRB III
2008 JS wiPOD, StarMOBILE, & StarSCAN
Convertible/Sedan Caravan, Voyager,
2005 RS DRB III
2008 KA Nitro wiPOD, StarMOBILE, & StarSCAN Town & Country
2008 KK Liberty wiPOD, StarMOBILE, & StarSCAN Sebring, Stratus
2005 ST DRB III
300, Charger, Coupe
Magnum 2005 TJ Wrangler DRB III
2008 MK Compass, Patriot wiPOD, StarMOBILE, & StarSCAN 2005 VA Sprinter DRB III
2008 ND Dakota wiPOD, StarMOBILE, & StarSCAN 2005 WK Grand Cherokee wiPOD, StarMOBILE, & StarSCAN
2008 PM Caliber wiPOD, StarMOBILE, & StarSCAN 2005 ZB Viper DRB III
2008 PT PT Cruiser wiPOD, StarMOBILE, & StarSCAN 2005 ZH Crossfire DRB III
Caravan, 2004 AN Dakota DRB III
2008 RT wiPOD, StarMOBILE, & StarSCAN
Town & Country 2004 CS Pacifica DRB III
2008 VB Sprinter wiPOD, StarMOBILE, & StarSCAN 2004 DR RAM DRB III
2008 WK Grand Cherokee wiPOD, StarMOBILE, & StarSCAN 2004 HB Durango wiPOD, StarMOBILE, & StarSCAN
2008 XK Commander wiPOD, StarMOBILE, & StarSCAN Sebring, Stratus
2004 JR DRB III
2008 ZB Viper wiPOD, StarMOBILE, & StarSCAN Convertible/Sedan
Crossfire 2004 KJ Liberty DRB III
2008 ZH StarMOBILE, & StarSCAN Only
(NAFTA) Concorde, Intrepid,
2004 LH DRB III
Crossfire 300M
2008 ZH DRB III
(International) 2004 PL Neon DRB III
2007 CS Pacifica wiPOD, StarMOBILE, & StarSCAN 2004 PT PT Cruiser DRB III
2007 DR RAM wiPOD, StarMOBILE, & StarSCAN Caravan, Voyager,
2004 RS DRB III
2007 HB Durango wiPOD, StarMOBILE, & StarSCAN Town & Country
2007 HG Aspen wiPOD, StarMOBILE, & StarSCAN Sebring, Stratus
2004 ST DRB III
2007 JK Wrangler wiPOD, StarMOBILE, & StarSCAN Coupe
2007 JS Avenger, Sebring wiPOD, StarMOBILE, & StarSCAN 2004 TJ Wrangler DRB III
2007 KA Nitro wiPOD, StarMOBILE, & StarSCAN 2004 VA Sprinter DRB III
2007 KJ Liberty wiPOD, StarMOBILE, & StarSCAN 2004 WJ Grand Cherokee DRB III
300, Charger, 2004 ZB Viper DRB III
Magnum 2004 ZH Crossfire DRB III
2007 MK Compass wiPOD, StarMOBILE, & StarSCAN ***NOTE: Both the StarMOBILE device and wiPOD can be used in conjuction
2007 ND Dakota wiPOD, StarMOBILE, & StarSCAN with the wiTECH diagnostic application.***
2007 PM Caliber wiPOD, StarMOBILE, & StarSCAN ***NOTE: All 2003 model year and prior vehicles use the DRB III for
2007 PT PT Cruiser wiPOD, StarMOBILE, & StarSCAN diagnostics.***
Caravan, Voyager, ***NOTE: StarMOBILE should be in Passthrough mode to be used as a scan
2007 RS DRBIII
Town & Country tool.***
2007 WK Grand Cherokee wiPOD, StarMOBILE, & StarSCAN ***SC = Smart Cable***
2007 XK Commander wiPOD, StarMOBILE, & StarSCAN
2007 VB Sprinter wiPOD, StarMOBILE, & StarSCAN
Crossfire
2007 ZH StarMOBILE, & StarSCAN Only
(NAFTA)
Crossfire
2007 ZH DRB III
(International)
Copyright © 1998-2010
Chrysler Group LLC. All rights reserved. wiTECH, StarMOBILE, StarSCAN, DRB III, and Co-Pilot are trademarks of Chrysler Group LLC.
Version 11.01 10/5/2010

Diagnostic Tool to Vehicle Reference Charts
wiPOD, StarMOBILE, & StarSCAN Supported Vehicles

***NOTE: StarSCAN does not support 2010 model year vehicles and newer.
StarSCAN will continue to be used to support Bluetooth (HFM) flash on 2010
and newer model year vehicles.
Year Body Name Year Body Name
2012 FF Fiat 500 - SC 2008 ZB Viper
2011 DS Ram Crossfire (NAFTA)
2011 JC Journey - SC 2008 ZH StarSCAN and
2011 JK Wrangler StarMOBILE only
2011 JS 200, Avenger 2007 CS Pacifica
2011 KA Nitro 2007 DR RAM
2011 KK Liberty 2007 HB Durango
2011 LC Challenger 2007 HG Aspen
2011 LD Charger - SC 2007 JK Wrangler
2011 LX 300 - SC 2007 JS Sebring
2011 MK Compass, Patriot 2007 KA Nitro
2011 ND Dakota 2007 KJ Liberty
2011 PM Caliber 300, Charger,
2007 LX
Caravan, Town and Magnum
2011 RT
Country 2007 MK Compass, Patriot
2011 WD Durango 2007 ND Dakota
2011 WK Grand Cherokee 2007 PM Caliber
2010 ALL ALL 2007 PT PT Cruiser
2009 ALL ALL 2007 WK Grand Cherokee
McAvoy
2008 CS Pacifica 2007 XK Commander
2008 DR RAM 2007 VB Sprinter
2008 HB Durango Crossfire (NAFTA)
2008 HG Aspen 2007 ZH StarSCAN and
2008 JK Wrangler StarMOBILE only
Avenger, Sebring 2006 DR RAM
2008 JS
Convertible/Sedan 2006 HB Durango
2008 KA Nitro 2006 KJ Liberty
2008 KK Liberty 300, Charger,
2006 LX
300, Charger, Magnum
2008 LX
Magnum 2006 ND Dakota
2008 MK Compass, Patriot 2006 PT PT Cruiser
2008 ND Dakota 2006 WK Grand Cherokee
2008 PM Caliber 2006 XK Commander
2008 PT PT Cruiser 2005 HB Durango
Caravan, 2005 LX 300, Magnum
2008 RT
Town & Country 2005 ND Dakota
2008 VB Sprinter 2005 WK Grand Cherokee
2008 WK Grand Cherokee 2004 HB Durango
2008 XK Commander
***NOTE: Both the StarMOBILE device and wiPOD can be used in conjuction
with the wiTECH diagnostic application.***
***NOTE: StarMOBILE should be in Passthrough mode to be used as a scan
***NOTE: SC denotes Smart Cable required***
Copyright © 1998-2010 Chrysler Group LLC. All rights reserved. wiTECH, StarMOBILE, StarSCAN, DRB III, and Co-Pilot are
trademarks of Chrysler Group LLC.
Version 11.01 10/5/2010

Diagnostic Tool to Vehicle Reference Charts
DRB III Supported Vehicles

Year Body Name
Crossfire
2008 ZH
(International)
Caravan, Voyager,
2007 RS
Town & Country
Crossfire
2007 ZH
(International)
2006 CS Pacifica
2006 JR Sebring, Stratus
Caravan, Voyager,
2006 RS
Town & Country
2006 TJ Wrangler
2006 VA Sprinter
2006 ZB Viper
2006 ZH Crossfire
2005 CS Pacifica
2005 DR RAM
Sebring, Stratus
2005 JR
Convertible/Sedan
2005 KJ Liberty
2005 PL Neon
2005 PT PT Cruiser
Caravan, Voyager,
2005 RS
Town & Country
Sebring, Stratus
2005 ST
Coupe
2005 TJ Wrangler
2005 VA Sprinter
2005 ZB Viper
2005 ZH Crossfire
2004 AN Dakota
2004 CS Pacifica
2004 DR RAM
Sebring, Stratus
2004 JR
Convertible/Sedan
2004 KJ Liberty
Concorde, Intrepid,
2004 LH
300M
2004 PL Neon
2004 PT PT Cruiser
Caravan, Voyager,
2004 RS
Town & Country
Sebring, Stratus
2004 ST
Coupe
2004 TJ Wrangler
2004 VA Sprinter
2004 WJ Grand Cherokee
2004 ZB Viper
2004 ZH Crossfire
***NOTE: All 2003 model year and
before vehicles use the DRB III for
diagnostics.***
Copyright © 1998-2010 Chrysler Group LLC. All rights reserved. wiTECH, StarMOBILE, StarSCAN, DRB III, and Co-Pilot are
trademarks of Chrysler Group LLC.
Version 11.01 10/5/2010

Automatic Transmission
Diagnostic Worksheet
Dealer Name: Contact Name:
Dealer Code: Phone # & Fax #:
Date: Last 8 Digits of VIN:
RO #: Mileage:
Repeat Complaint: Yes No
Complaint:
Check all that apply
Does Not Late or
Category Slips Early Harsh Shudder Search Busy Stalls
Occur Delayed
Engagement into Drive
Engagement into Reverse
1-2 Upshift
2-3 Upshift
3-4 Upshift
4-5 Upshift
5-6 Upshift
SERVICE ADVISOR SECTION
6-5 Downshift
5-4 Downshift
4-3 Downshift
3-2 Downshift
2-1 Downshift
Kickdown w/o Accel (indicate gears)
Converter Lockup
Warning Lights: READY Engine Fuel Anti-Lock Traction Control
When does this Performance Related Concern occur? Check all that apply.
Always Part Throttle High Altitude
Intermittent Wide Open Throttle Extremely Hot (Above 90 F)
Trans Hot Braking Extremely Cold (Below 10 F)
Trans Cold Unable To Duplicate While Towing
At Idle Cornering On Severe Incline / Grade
At _____ MPH With A/C On Gear Selector Position
Other:
McAvoy
Drive Conditions. Check all that apply.
Road Condition Surface Condition Road Type Traffic Conditions
Smooth Twisty Wet Dirt Gravel Stop & Go
Bumpy Pot Holes Dry Cement Black Top Light Traffic
Flat Heavy Traffic
Leaks: When Leaks: Where
Noise Concern: Noise Concern Occurs When:
Buzz Clunk Moving In Gear Braking
Whine Rattle Still Out of Gear
Please Provide Environmental Data. Condition Duplication? Yes No

Other Concerns:
Trans Fluid Level: Correct Low High Mixed with ATF/Coolant? Yes No
TECHNICIAN SECTION
Fluid Condition: Normal Burnt Metal Contamination

Clutch Volumes: L/R 2C/2-4 OD 4C UD LC DC R
Shift Lever Status Check: Passed Failed Line Pressure Gauge Scan Tool Desired
Park
Reverse
PCM TCM Drive
TCM Part #: Reflashed? Yes No New Part #:
Cooler Pressure Tests Results: Cooler Flow Rate:
Are there any non-factory installed devises or modifications to the vehicle (CB radio, axle ratio changes, tire size changes, heavy
electrical draw add-ons, etc.): Yes No If Yes, please describe
Is this a fleet, taxi, or delivery vehicle? Yes No
TECHNICIAN DIAGNOSIS:
TECHNICIAN ID #: TECHNICIAN SIGNATURE:
 TE / RLE / RFE Automatic Transmission Information

o Clutch Volume Indexes (CVI)
o Transmission Range Sensor (TRS)
o Pressure Switches

Clutch Volume Index (CVI)
CLUTCH VOLUME INDEXES (CVI)
An important function of the TCM is to monitor Clutch Volume

Indexes (CVI). CVIs represent the volume of fluid needed to
compress a clutch pack.
The TCM monitors gear ratio changes by monitoring the Input and
Output Speed Sensors. The Input or Turbine Speed Sensor
sends an electrical signal to the TCM that represents input shaft
rpm. The Output Speed Sensor provides the TCM with output
shaft speed information.
By comparing the two inputs, the TCM can determine

transmission gear position. This is important to the CVI calculation
because the TCM determines CVIs by monitoring how long it
takes for a gear change to occur.
Gear ratios can be determined by using the Scan Tool and

reading the Input/Output Speed Sensor values in the “Monitors”
display. Gear ratio can be obtained by dividing the Input Speed
Sensor value by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000 rpm and the
output shaft is rotating at 500 rpm, then the TCM can determine
that the gear ratio is 2:1. In direct drive (3rd gear), the gear ratio
changes to 1:1. The gear ratio changes as clutches are applied 1 - OUTPUT SPEED SENSOR
and released. By monitoring the length of time it takes for the gear
2 - OUTPUT SHAFT
ratio to change following a shift request, the TCM can determine
the volume of fluid used to apply or release a friction element 3 - CLUTCH PACK
4 - SEPARATOR PLATE
5 - FRICTION DISCS
McAvoy
6 - INPUT SHAFT
7 - INPUT SPEED SENSOR
8 - PISTON AND SEAL

CVI’s represent the volume of fluid needed to compress a clutch pack. The TCM determines
CVI’s by monitoring how long it takes for a gear change to occur.
The volume of transmission fluid needed to apply the friction elements are continuously
updated for adaptive controls. As friction material wears, the volume of fluid needed to apply
the element increases.

TE/RLE
CLUTCH VOLUMES
Clutch
When Updated Proper Clutch Volume
Shift Sequence Oil Temperature Throttle Angle
L/R 2-1 or 3-1 coast downshift > 21° C (70° F) < 5° 35 to 83
2/4 1-2 shift > 43° C (110° F) 5 - 54° 20 to 77
OD 2-3 shift > 43° C (110° F) 5 - 54° 48 to 150
UD 4-3 or 4-2 shift > 43° C (110° F) > 5° 24 to 70
McAvoy

TE/RLE TRANSMISSION VERIFICATION TEST
NOTE: After completion of the Transmission Verification Test, the Powertrain Verification Test must be
performed. Refer to DTC Based Diagnostics.
1. Connect the scan tool to the Data Link Connector (DLC).

2. Reconnect any disconnected components.
3. With the scan tool, erase all Transmission and Engine DTCs.
NOTE: Erase DTC P0700 under engine to turn off the MIL light off after completion of transmission repairs.
4. Perform *PRNDL FAULT CLEARING PROCEDURE after completion of repairs for DTC P0706.
5. If the Powertrain Control Module or the Transmission has been repaired or replaced, it is necessary to
perform the scan tool Quick Learn Procedure.
6. If the Torque converter has been replaced, with the scan tool perform TCC BREAK-IN.
7. If the Powertrain Control Module or Front Control Module has been replaced you must reset the Pinion
Factor in the Front Control Module.
8. With the scan tool, display Transmission Temperature. Start and run the engine until the Transmission
Temperature is HOT, above 43° C or 110° F.
9. Check the transmission fluid and adjust if necessary. Refer to the Service Information for the Fluid Fill
procedure.
10. Road test the vehicle. With the scan tool, monitor the engine rpm. Make 15 to 20 1-2, 2-3, 3-4 upshifts.
Perform these shifts from a standing start to 45 mph with a constant throttle opening of 20 to 25 degrees.
11. With speeds below 25 mph, make 5 to 8 wide open throttle kickdowns to 1st gear. Allow at least 5
seconds each in 2nd and 3rd gear between each kickdown.
12. For a specific DTC, drive the vehicle to the Symptom's When Monitored/When Set conditions to verify the
DTC is repaired.
13. If equipped with AutoStick®, upshift and downshift several times using the AutoStick® feature during the
road test.
NOTE: Use the OBDII task manager to run a Good Trip in each gear, this will confirm the repair and to
ensure that the DTC has not re-matured.
14. Check for any Diagnostic Trouble Codes (DTCs) during and after the road test.
Did any Diagnostic Trouble Codes set during the road test?
Yes - Refer to the Transmission DTC Based Diagnostics and perform the appropriate diagnostic procedure(s).
No - Repair is complete.

45RFE
545RFE
CLUTCH VOLUMES
Clutch When Updated Proper Clutch Volume
L/R 2-1 or 3-1 downshift 45 to 134
2C 3-2 kickdown shift 25 to 85
2C Alternate 4-4 prime upshift 25 to 85
OD 2-3 upshift 30 to 100
4C 3-4 upshift 30 to 85
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4C Alternate 2-2 prime upshift 30 to 85
UD 4-3 kickdown shift 30 to 100

65/66/68RFE
CLUTCH VOLUMES
Clutch When Updated Proper Clutch Volume
L/R 2-1, 3-1 or 4-1 downshift. 45 to 134
2C 4-3 or 3-2 downshift. 25 to 85
2C Alternate 5-6 upshift 25 to 85
OD 3-4 upshift 30 to 100
4C 4-5 upshift 30 to 85
4C Alternate 2-3 upshift 30 to 85
UD 5-4 or 6-4 kickdown shift 30 to 100

DRIVE LEARN - RFE TRANSMISSIONS
When a transmission is repaired and a Quick Learn procedure has been performed on the Transmission
Control Module (TCM), the following Drive Learn procedure can be performed to fine tune any shifts which
are particularly objectionable.
NOTE: It is not necessary to perform the complete Drive Learn procedure every time the TCM is Quick
Learned. Perform only the portions which target the objectionable shift.
LEARN A SMOOTH 1ST NEUTRAL TO DRIVE SHIFT
Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is
put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the
following steps to have the TCM learn the 1st N-D UD CVI.
NOTE: The transmission oil temperature must be between 80 - 110°F (27 - 43°C).
1. Start the engine only when the engine and ignition have been off for at least ten (10)
minutes.
2. With the vehicle at a stop and the service brake applied, record the 1st N-D UD CVI while performing a
Neutral to Drive shift. The 1st N-D UD CVI accounts for air entrapment in the UD clutch that may occur after
the engine has been off for a period of time.
3. Repeat Step #1 and Step #2 until the recorded 1st N-D UD CVI value
stabilizes.
NOTE: It is important that this procedure be performed when the transmission temperature is between 80
- 110°F (27 - 43°C). If this procedure takes too long to complete fully for the allowed transmission oil
temperature, the vehicle may be returned to the customer with an explanation that the shift will improve
daily during normal vehicle usage. The TCM also learns at higher oil temperatures, but these values (line
pressure correction values) are not available for viewing on the scan tool.
LEARN A SMOOTH NEUTRAL TO DRIVE GARAGE SHIFT
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Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear
after the vehicle has had its first shift. Use the following steps to have the TCM learn the Norm N-D UD CVI.
NOTE: The transmission oil temperature must be between 80 - 110°F (27 - 43°C) to learn the UD CVI.
Additional learning occurs at temperatures as low as 0°F and as high as 200°F. This procedure may be
performed at any temperature that experiences poor shift quality. Although the UD CVI may not change,
shift quality should improve.
1. Start the vehicle engine and shift to
drive.
2. Move the vehicle forward to a speed of at least 16 km/h (10 MPH) and come to a stop. This ensures no air is
present in the UD hydraulic circuit.
3. Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor Norm
N-D UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since
the UD value is different for the N-D shift then the normal value shown which is used for 4-3 coastdown
and kickdowns. Perform repeated shifts in this temperature range until the Norm N-D UD CVI value
stabilizes and the N-D shifts become smooth.

LEARN THE 1ST 2-3 SHIFT AFTER A RESTART OR SHIFT TO REVERSE
Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI.
NOTE: The transmission oil temperature must be above 80°F (27°C).
1. With the vehicle engine running, select reverse gear for over 2 seconds.
2. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle
opening and perform a 2-3 shift while noting the 1st 2-3 OD CVI.
3. Repeat Step #1 and Step #2 until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI
stabilizes.
LEARN A SMOOTH 2-3 AND 3-4 UPSHIFT

Use the following steps to have the TCM learn the OD and 4C CVI's.
1. Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform multiple 1-2, 2-3,
and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a
value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the
2nd shift into 3rd gear, following a restart or shift to reverse.
2. Repeat Step #1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become
stable.
LEARN A SMOOTH 4-3 COASTDOWN AND PART THROTTLE 4-3 KICKDOWN

Use the following steps to have the TCM learn the UD shift volume.
1. At a vehicle speed between 64-97 km/h (40-60 MPH), perform repeated 4-3 kickdown
shifts.
2. Repeat Step #1 until the UD volume becomes somewhat stable and the shift becomes
smooth.
LEARN A SMOOTH 1-2 UPSHIFT AND 3-2 KICKDOWN

Use the following steps to have the TCM learn the 2C shift volume.
1. With a vehicle speed below 48 km/h (30 MPH) and the transmission in 3rd gear, perform multiple 3-2
kickdowns.
2. Repeat Step #1 until the 3-2 kickdowns become smooth and the 2C CVI becomes
stable.
LEARN A SMOOTH MANUAL 2-1 PULLDOWN SHIFT AS WELL AS A NEUTRAL TO REVERSE SHIFT
Use the following steps to have the TCM learn the LR volume.
1. With the vehicle speed around 40-48 km/h (25-30 MPH) in Manual 2nd, perform manual pulldowns to Low
or 1st gear at closed throttle.
2. Repeat Step #1 until the LR CVI becomes stable and the manual 2-1 becomes
smooth.
LEARN A SMOOTH NEUTRAL TO REVERSE SHIFT
1. With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral
to Reverse shift may be harsh or exhibit a double bump.
2. If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission problem
may be present.
LEARN A SMOOTH 4-5 UPSHIFT

Use the following steps to have the TCM learn the Alt 2C CVI.
1. Accelerate the vehicle through 88 km/h (55mph) at a steady 10-15 degree throttle opening and perform
multiple 4-5 upshifts.
2. Repeat Step #1 until the 4-5 shift become smooth and the Alt 2C CVI become stable. There is a separate 2C
volume used and learned for 4-5 shifts, 2CA. It is independent of the 2C CVI learned on 3-2 kickdowns.
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Trans Range Sensor Circuits
OPERATION
The Transmission Range Sensor (TRS) communicates shift lever position to the TCM as a combination of open and closed switches.
Each shift lever position has an assigned combination of switch states (open/closed) that the TCM receives from four sense circuits.
The TCM interprets this information and determines the appropriate transmission gear position and shift schedule.
There are many possible combinations of open and closed switches (codes). Five of these possible codes correspond to valid gear
position, there are two codes for the neutral position and three are recognized as “between gear” codes. This results in many codes
which should never occur. These are called “invalid” codes. An invalid code will result in a DTC, and the TCM will then determine the
shift lever position based on pressure switch data. This allows reasonably normal transmission operation with a TRS failure.
TE/RLE TRS Circuits

ALL 1989-95 & EARLY 1996 NS 41TE/AE WITH PRNDL & NSS
T42(NS2) T41(NS1) T03(RL1) T01(RL2) SLP

CL CL OP OP P
OP OP CL CL R
OP CL OP CL N
OP OP CL OP OD
OP OP OP CL 3
CL OP OP OP L
ALL 42LE MVLPS & 1996 & LATER 41TE WITH TRS
C4(T1) C3(T3) C2(T42) C1(T41) SLP

OP CL CL CL P
OP OP CL OP R
CL OP CL CL N
CL OP OP OP OD
OP CL OP OP 3
CL CL CL OP L
41TE & 42LE WITH AUTOSTICK
C4(T1) C3(T3) C2(T42) C1(T41) SLP

OP CL CL CL P
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OP OP CL OP R
CL OP CL CL N
CL OP OP OP OD
OP CL OP OP Autostick
OP = Switch should be Open

CL = Switch should be Closed

RFE TRS Circuits
545RFE
65/66/68RFE
GEAR C5 C4 C3 C2 C1
Park CL OP OP CL CL
Temp 1 CL OP OP CL OP
Reverse OP OP OP CL OP
Temp 2 OP OP CL CL OP
Neutral 1 OP OP CL CL CL
Neutral 2 OP CL CL CL CL
Temp 3 OP CL CL CL OP
Drive OP CL CL OP OP

TE/RLE/RFE Pressure Switches
41TE/42 RLE Pressure Switches
300 Ohms
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62TE Pressure Switches
GEAR L/R 2/4 OD LC DC

R OPEN OPEN OPEN OPEN OPEN
P/N CLOSED OPEN OPEN OPEN OPEN

1st CLOSED OPEN OPEN OPEN OPEN
2nd CLOSED OPEN OPEN OPEN CLOSED
3rd OPEN CLOSED OPEN CLOSED OPEN

4th Prime OPEN CLOSED OPEN OPEN CLOSED
4th OPEN OPEN CLOSED CLOSED OPEN

D OPEN OPEN CLOSED OPEN CLOSED
OD OPEN CLOSED CLOSED OPEN CLOSED

62TE Pressure Switches (which chart is correct?)
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545RFE Pressure Switches

65/66/68RFE Pressure Switches
GEAR L/R 2C 4C UD OD
REVERSE OPEN OPEN OPEN OPEN OPEN
P/N CLOSED** OPEN OPEN OPEN OPEN
1ST CLOSED* OPEN OPEN CLOSED OPEN
2ND OPEN CLOSED OPEN CLOSED OPEN
3RD OPEN OPEN CLOSED CLOSED OPEN
4TH OPEN OPEN OPEN CLOSED CLOSED
5TH OPEN OPEN CLOSED OPEN CLOSED
6TH OPEN CLOSED OPEN OPEN CLOSED
*L/R is closed if output speed is below 100 rpm in Drive. L/R is

closed in Manual (ERS) 1st.
**May be open when rolling in Neutral or at low oil temperatures.
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 8HP45 / 8HP70 8 Speed Automatic Transmission

8HP45 AUTOMATIC TRANSMISSION
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REFERENCE BOOK AND TECH NEWS
JUNE 2011
8HP45 AUTOMATIC TRANSMISSION Reference Book
and Tech News
8HP45 AUTOMATIC TRANSMISSION

Introduction
In this month’s Master Tech, we will In the diagnostics section, failure modes
introduce you to the new 8HP45 and warning communications specific to
automatic transmission that will be the 8HP45 transmission will be discussed.
available on some of the 2012 Chrysler
Then, to close out this month’s Master
300s and Dodge Chargers. We’ll begin by
Tech, we’ll discuss servicing the 8HP45
identifying some general features, as well
during the initial introduction of the
as the hydraulic fluid that will be used in
transmission, and we’ll also review the
the transmission.
process for inspecting the hydraulic fluid
As we move further into the program, level.
we’ll cover the transmission’s mechanical,
Remember that the Master Tech
hydraulic, and electrical components, as
Reference Book contains information not
well as some of their notable operating
found in this month’s web program and
characteristics – one being the 8HP45
vice versa. However, you will need the
shifter, which does not have a mechanical
web program and reference book, as well
connection with the transmission.
as the Tech News, to answer the
questions in the online quiz. So, it’s a
good practice to open the reference book
Contents
and view its additional information as you
Overview ................................................... 3 progress through the web course, and to
Front End.................................................. 6 read through the Tech News before
launching the quiz.
Clutches and Planetary Gear Sets ........... 7
Valve Body Assembly and Shifter .......... 12
Diagnostics.............................................. 16
Service..................................................... 18
Tech News............................................... 22
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and Tech News
OVERVIEW
8HP45 Design Features
For 2012, the new 8HP45 automatic
transmission will be available on Chrysler
300 and Dodge Charger vehicles (Fig. 1)
that come equipped with a 3.6L Pentastar
V6 engine.
Figure 3: 8HP45 Multi-Disc Torque

Converter Clutch
Another feature at the front of this
transmission is that the hydraulic oil
pump is chain driven and is off to the side
of the centerline (Fig. 4).
Figure 1: 8HP45 Available on Chrysler
300 and Dodge Charger Vehicles
Equipped with 3.6L Pentastar V6 Engine
Let’s begin this overview with a general
description of some of the design features
associated with the 8HP45 (Fig. 2).
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Figure 4: 8HP45 Hydraulic Oil Pump
The 8HP45 uses five clutches – two
holding and three driving to control the
planetary gear sets (Fig. 5).
Figure 2: 8HP45 Automatic

Transmission
First of all, the 8HP45 uses a multi-disc
torque converter clutch (TCC) (Fig. 3).
Figure 5: 8HP45 Uses Five Clutches
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and Tech News
There are also four planetary gear sets on sun gear, an arrangement generally
the 8HP45. The first two share a common referred to as a Simpson gear set (Fig. 6).
Figure 6: 8HP45 Uses Four Planetary Gear Sets

To operate the clutches and torque transmission control module (TCM) and
converter clutch, the 8HP45 uses a valve TCM inputs and outputs (Fig. 7).
body assembly that incorporates the
Figure 7: Valve Body on 8HP45
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and Tech News
Depending on vehicle options, the 8HP45 “fill for life”, so there is no regular service
transmission offers multiple shift modes interval, except for severe service.
which we’ll discuss in more detail later
One of the visual cues that helps to
on. In addition, on vehicles equipped with
identify the 8HP45 is a bar code on the
the 8HP45 transmission, shift-by-wire
back left side of the transmission case.
technology is utilized. Instead of using a
Another visual cue that helps to identify
cable to indicate gear selections, the
the 8HP45 is a unique electrical connector
8HP45’s shifter communicates with the
on the rear housing (Fig. 9).
TCM via a dedicated bus (Fig. 8).
Figure 9: Electrical Connector on 8HP45

Also, the oil pan looks different from the
Figure 8: 8HP45 Shifter Communicates
ones you may have seen on other
with TCM Via Dedicated Bus
transmissions.
The transmission fluid used in the 8HP45
is unique to the ZF family. It does not use
ATF+4. Also, the 8HP45 transmission is
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June 2011 Page 5

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FRONT END
8HP45 Front End Components As mentioned in the overview, unlike
and Oil Pan hydraulic oil pumps that you may be
familiar with on other Chrysler
In this section, we’ll take a look at the transmissions, the 8HP45 pump is chain
front end components on the 8HP45 as driven and is off to the side of the
well as point out notable characteristics transmission centerline (Fig. 12).
associated with each of them. They
include the torque converter, hydraulic
pump, and the pan and filter.
The 8HP45 automatic transmission’s
torque converter (Fig. 10) has a multi-disc
converter clutch that is operated by the
transmission control module assembly
(TCMA).
Figure 12: 8HP45 Hydraulic Oil Pump

The pan and filter on the 8HP45 also has
a unique characteristic. Instead of the
filter being a separate component, the
8HP45’s filter is engineered as part of the
pan (Fig. 13).
Figure 10: 8HP45 Torque Converter

The clutch has two friction discs as well
as three steel discs and is capable of
engagement in all eight forward gears
(Fig. 11).
Figure 13: 8HP45 Oil Pan and Filter

As a result, if either the filter or pan must
be replaced, then the assembly must be
replaced. The pan also includes a gasket
that is reusable, unless damaged.
Figure 11: Torque Converter Clutch has
Two Friction and Three Steel Discs
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and Tech News
CLUTCHES AND PLANETARY GEAR SETS

In this section, we’ll discuss the clutches
and planetary gear sets on the 8HP45 and
.
describe the operation and benefits of the
8HP45’s decoupling features.
8HP45 Clutches
The 8HP45 automatic transmission has identified by the letters A, B, C, D, and E.
five clutches – two holding and three The two holding clutches are labeled A
driving. The clutches on the 8HP45 are and B and are located in front of the
transmission case (Fig. 14).
B E C D
A
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Figure 14: 8HP45 Has Two Holding and Three Driving Clutches
Holding clutch A is a conventional design
with a single piston and return spring
(Fig. 15).
Piston
Return
Spring
Figure 15: Clutch A Has Single Piston

and Return Spring
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and Tech News
Clutch B is driven in two directions and instead of a return spring provides

therefore does not have a return spring. greater control over clutch slippage
It has a single piston with an additional during decoupling, which we will discuss
sleeve that allows fluid pressure to apply shortly.
or release the clutch (Fig. 16). Using fluid
Figure 16: Clutch B on 8HP45

The 8HP45 also has three driving
clutches. These clutches are labeled C, D,
and E, and are located in the rear of the
transmission case (Fig. 17).
E C D
Figure 17: Three Driving Clutches on the 8HP45

All driving clutches use balance pistons to three clutches applied and two clutches
cancel the effects of centrifugal force. not applied.
Important to note is that, in each gear on The charts on the following page indicate
the 8HP45 transmission, there are always the clutch application in each gear
(Fig. 18).
June 2011 Page 8

and Tech News
Clutch Application Chart

Holding Driving
Gear A B C D E Ratio
1 4.69:1
2 3.13:1
3 2.10:1
4 1.67:1
5 1.29:1
6 1.00:1
7 0.84:1
8 0.67:1
Reverse 3.30:1
Solenoid Chart
Solenoid
Gear SOL SOL SOL
SOL A SOL B SOL C SOL D SOL E
Park TCC LPS
P 0 1 1* 0 0 0 0 0
N 1 1 1* 0 0 0 0 0
R 1 1 1 0 1 0 0 +/-
1 1 1 1 1 0 0 +/- +/-
2 1 1 1 0 0 1 +/- +/-
3 1 0 1 1 0 1 +/- +/-
4 1 0 1 0 1 1 +/- +/-
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5 1 0 1 1 1 0 +/- +/-
6 1 0 0 1 1 1 +/- +/-
7 1 1 0 1 1 0 +/- +/-
8 1 1 0 0 1 1 +/- +/-
0 = Unpressurized
1 = Pressurized
1* = Touch Point Pressure
+/- = Variable
Figure 18: Clutch Application Chart
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and Tech News
8HP45 Planetary Gear Sets

Four planetary gear sets are used in the
8HP45’s operation. These are referred to
as P1, P2, P3, and P4 from the front of the
transmission to the back (Fig. 19).
P1 P2 P3 P4
Figure 19: Four Planetary Gear Sets on the 8HP45

All eight forward gears and one reverse
gear are obtained through these four gear
sets (Fig. 20).
P1 P2 P3 P4
Figure 20: Eight Forward and One

Reverse Gear Obtained Through Four
Gear Sets
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The P1 and P2 share one sun gear, an locked and input from clutch C to the P4
arrangement commonly referred to as a sun gear, which is the input member in 1st
Simpson gear set (Fig. 21). gear, does not result in torque output by
the rear planetary carrier.
Figure 21: P1 and P2 Share a Sun Gear

Figure 23: Clutch B Slips for Decoupling
Notice that the input shaft is splined to Occur
directly to the P2 planetary gear carrier
(Fig. 22) and the C clutch. Also, on the To ensure that the vehicle can drive off
8HP45 the output is always the P4 without a delay, a minimum amount of
planetary carrier. slippage remains.
The decoupling function switches off when
the brake is released, the accelerator
pedal is depressed beyond a certain point,
or the TCM detects rotation at the output
speed sensor. Also, during decoupling
clutch C is closed to accept power. This
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action greatly minimizes the risk of
vehicles rolling backward on hills (Fig.
24).
Figure 22: Input Shaft Splined to P2

Planetary Gear Carrier and C Clutch
Decoupling Feature on 8HP45

A notable feature of the 8HP45 clutch and
planetary gear sets is the ability to
decouple input from the torque converter
when the vehicle is in drive and stopped
with the service brake applied. Figure 24: Clutch C Closed During
For decoupling to occur, clutch B is Decoupling – Greatly Minimizes Risk of
allowed to slip. As a result of clutch B Backward Rolling on Hill
slipping (Fig. 23), the rear annulus is not
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and Tech News
VALVE BODY ASSEMBLY AND SHIFTER

Valve Body Assembly and Park Pawl
Operation
The valve body assembly on the 8HP45
automatic transmission consists of a valve
body and a transmission control module
assembly (TCMA) (Fig. 25).
Figure 27: TCM Manages Shifts by

Actuating Solenoids
The TCM maintains a direct connection to
these inputs and outputs, which may be
different from what you are familiar with
Figure 25: Valve Body on 8HP45 on other transmissions. For example, as
on other transmissions, there are input
The valve body is similar to those used on
and output speed sensors, but there are
other transmissions in that it uses shift
no pressure sensors (Fig. 28).
valves to route fluid to the clutches.
The transmission control module
assembly consists of the transmission
control module (TCM) and TCM inputs
and outputs (Fig. 26).
Figure 28: 8HP45 Input and Output

Sensors
The park pawl sensor has been added for
shift-by-wire operation. In addition to
receiving information directly from inputs
Figure 26: Transmission Control Module and outputs, the TCM communicates with
The TCM receives information from other modules over the CAN-C bus (Fig.
various sensors within the transmission 29).
and it manages shifts by actuating
solenoids in the valve body (Fig. 27).
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CAN-C Messages Transmission CAN Messages

Message Source Message Source
Driver requested shift lever ESM Driver requested shift lever position ESM
position
PRNDL display request TCM PRNDL display request TCM
Paddle shift feature is present CBC
Sport mode is present CBC
Commanded ignition switch status CBC
Engine load PCM
Engine RPM PCM
Target gear upper/lower limit PCM
Accelerator pedal position PCM
Steering wheel angle SCCM
Paddle shift (optional) SCCM
Brake torque ABS
Wheel speed ABS
Transfer case status DTCM
Note: This list does not contain all of the CAN messages utilized by the TCM, only a high-level
sample.
ABS Antilock brake system module

CBC Common body control module
DTCM Drivetrain control module
ESM Electronic shifter module
PCM Powertrain control module
SCCM Steering column control module
TCM Transmission control module
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Figure 29: TCM Inputs and Outputs Note that this dedicated bus is not used to
communicate actual gear position to the
As explained in the overview, the 8HP45
cluster. Instead, the actual gear position
automatic transmission uses shift-by-wire
is supplied by the TCM over the CAN-C
technology. The shifter communicates
bus (Fig. 31)
gear selections to the transmission via a
dedicated CAN bus (Fig. 30).
Figure 30: Shifter Communicates Gear

Selections Via Dedicated Bus
Figure 31: TCM Supplies Gear Selection
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Since there is no cable between the shifter

and transmission assembly, the park pawl
on the 8HP45 is electro-hydraulically
controlled by the transmission control
module assembly (Fig. 32).
Figure 34: Park Pawl Release

At the same time, the TCMA energizes
another solenoid that locks the piston in
Figure 32: Transmission Control Module place by means of latches. When the
Assembly TCMA receives a signal that the shifter is
in park, it de-energizes the solenoids.
One end of the park lock linkage has a
torsion spring that forces the park pawl The latches release and the fluid acting on
into engagement with the park gear. The the end of the piston is vented. As a
other end of the park lock linkage is result, spring pressure acts on the park
connected to the end of a piston (Fig. 33). lock linkage forcing it into engagement
with the park gear (Fig. 35).
Figure 33: Park Lock Linkage Connected

to Piston
Figure 35: Park Pawl Apply
When the TCMA receives a signal over
the dedicated CAN bus that the shifter is
in reverse, neutral, or drive, it energizes a
solenoid that routes pressurized fluid to a
valve. The valve, in turn, routes fluid to
the end of the piston. The piston moves
against spring pressure to release the
park pawl (Fig. 34).
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and Tech News
8HP45 Shift Systems – Standard The sport package also includes paddle
and Sport shifters on the steering wheel (Fig. 38).
The 8HP45 automatic transmission will
offer two shift system levels – standard
and sport. The standard level shifter uses
a PRNDL pattern (Fig. 36).
Figure 38: Paddle Shifters on Steering

Wheel
The paddle shifters allow the driver to
request a specific gear, similar to
AutoStick™ on other Chrysler vehicles.
When the paddle shifters are used with
the shifter in the sport gate, the requested
Figure 36: Standard Level PRNDL gear is held until another driver request
Pattern is received, the shifter is moved back to
the drive gate, or an engine over-speed /
The low gate on the shifter places the
under-speed condition is detected. The
8HP45 into a modified shift pattern that
paddle shifters can also be used when the
limits the top gear and modifies the shift
shifter is in drive (Fig. 39).
points (Fig. 37).
McAvoy
Figure 39: Paddle Shifters Operate in
Drive Gate
Figure 37: Low Gate Places 8HP45 into In D gate position, the 8HP45 will
Modified Shift Pattern temporarily respond to the paddle shift
request. However, after a set amount of
The sport package is an upgrade to the time, the transmission will return to the
8HP45 transmission. It uses a PRNDS normal automatic shift pattern.
pattern, where the S stands for sport gate.
When the shifter is placed in the sport
position, this gate modifies the shift
pattern for a more aggressive shift feel
and extended shift points.
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DIAGNOSTICS
In our diagnostics section, we’ll take a Strategy for Loss of TCM Power
look at some of the strategies that the
The 8HP45 implements another strategy
8HP45 automatic transmission uses in
in cases of catastrophic failure such as if
the event of a malfunction. We’ll also
all power to the TCMA is lost while
review warning communications and
driving (Fig. 41).
wiTECH capabilities related to DTCs and
data display.
The 8HP45 has different strategies for
getting the driver home, depending on
what functionality the transmission has
lost. One of the strategies is “limp in”.
Limp In
Limp in is a low performance mode that is
used in the presence of a system failure
Figure 41: Catastrophic Failure
such as a clutch performance fault. In
this mode, the TCM still has power to When this happens, a hydraulic default
operate the transmission. As a result, the occurs. This default allows 6th gear to
driver is given a range of gears to get stay engaged. It also keeps the park pawl
home (Fig. 40). disengaged, which allows the driver to get
home (Fig. 42).
Figure 40: Limp-In Mode Used in

Presence of System Failure
Figure 42: Hydraulic Default Allows
Also, with power still available, the Driver to Return Home in 6th Gear
8HP45 is able to maintain hydraulic
However, once the vehicle is shut off, the
pressure to keep the park pawl
8HP45 defaults to park.
disengaged.
June 2011 Page 16

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In the event of an inoperative TCMA or In addition, it can be used to monitor the

dead battery, the park pawl has a manual transmission input sensors and
override cable located next to the shifter commanded current to each solenoid (Fig.
(Fig. 43) that can be used to release the 45).
vehicle from park.
This allows the driver to place the vehicle
in neutral for towing.
Figure 45: wiTECH Tool Monitors

8HP45 Input Sensors and Commanded
Figure 43: Manual Override Cable Current to Each Solenoid
Releases Vehicle from Park
The scan tool also recognizes the vehicle is
equipped with paddle shifters and
Warning Message and wiTECH displays the signals from those shifters.
Capabilities In the area of diagnostics, also note that
When there are concerns with the 8HP45 there are no external pressure taps on the
automatic transmission, a message will 8HP45 (Fig. 46). Since there are no
appear in the electronic vehicle pressure sensors, the wiTECH scan tool
information center (EVIC) (Fig. 44). cannot be used to read pressure.
McAvoy
Figure 46: No External Pressure Taps on
Figure 44: With 8HP45 Concerns,
the 8HP45
Message Appears in EVIC
Should a fault occur with the 8HP45, the
wiTECH scan tool can be used to retrieve
diagnostic trouble codes (DTCs).
June 2011 Page 17

and Tech News
SERVICE
In our last section, we’ll review some
important service procedures including
how to conduct a hydraulic fluid level
inspection on the 8HP45. We’ll also
explain how servicing of replacement
parts will be handled during the initial
introduction of the 8HP45.
8HP45 Hydraulic Fluid Level

Inspection Process
A hydraulic fluid level check may be
required on the 8HP45 transmission
diagnosis on, or after, a repair. Since
Figure 48: Removing the Fill Plug
there is no dipstick, a fill plug serves as
an oil level check point and is located on level until the oil drains from the fill port
the right side of the transmission case (Fig. 49).
(Fig. 47).
Figure 49: Top Off Oil Level

The next step is to start the engine and
top off the oil level with the engine idling
Figure 47: Fill Plug Serves as Oil Level until the oil drains out of the fill plug
Check Point again. Then, install the fill plug (Fig. 50).
To conduct a hydraulic fluid level
inspection, the vehicle must be on a level
surface and the hydraulic fluid
temperature must be below 30°C (86°F).
If a repair has been performed, remove
the fill plug at the right rear of the
transmission (Fig. 48) and top off the oil
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Figure 50: Once Oil Drains Again, Install

Fill Plug
Notice that the 8HP45 must be overfilled
before the hydraulic fluid reaches 30°C
(86°F) to prevent air from being drawn
into the hydraulic system. All clutches
must also be filled with oil for an accurate
reading.
To start, disable traction control (ESC)
and lift the vehicle at least 8” off the
ground. Then engage reverse and wait Figure 51: Rev Engine in Neutral to 2000
McAvoy
five seconds, ensuring that the output rpm
shaft does not rotate. To complete the fluid level check, with the
Next, engage drive. Shift up to gear,
2nd hydraulic fluid temperature 30-50°C (86-
holding each gear for five seconds. 122°F), remove the fill plug to check the
level. When the hydraulic fluid slows to a
Once 1st and 2nd gears have been engaged, trickle (Fig. 52), reinstall the fill plug.
to ensure that the torque converter is Use the scan tool to clear any DTCs
filled with oil, rev the engine in neutral to triggered during the fluid inspection.
2000 rpm (Fig. 51) for a minimum of 5
seconds. Ensure that the engine is idling
between 600 and 750 rpm, then engage
park.
Figure 52: When Fluid Slows to a

Trickle Reinstall Fill Plug
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8HP45 Servicing of Replacement

Parts
As is the case with most new
transmissions, the Fast Feedback
Program will be in place for the 8HP45 for
the first 6 to 12 months (Fig. 53).
Figure 55: Pre-Authorization Required

from Powertrain Service Center
As mentioned earlier, the filter is an
integral part of the oil pan on the 8HP45,
so if either the filter or the pan must be
replaced, the assembly must be replaced.
Figure 53: Fast Feedback Program Will When cleaning the oil pan, be sure to use
Be in Place First Six to Twelve Months only the correct transmission fluid so as
not to damage the seals (Fig. 56).
Therefore, only a limited number of
external parts can be serviced during that
period. Also, replacement parts will have
to be ordered through the STAR Center
(Fig. 54) while the Fast Feedback
program is in place.
Figure 54: Order Replacement Parts

Through STAR Center Figure 56: Use Correct Transmission
Once the moratorium is over, part Fluid When Cleaning Oil Pan
replacement will be determined by service
information and parts listings on Star
Parts. In addition to replacement parts
being ordered through the STAR Center,
pre-authorization is required from the
Powertrain Service Center (PSC) prior to
replacement of parts on the 8HP45 (Fig.
55).
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Finally, here’s a tip regarding repair of replacing the output flange nut (Fig. 58),
the output flange seal (Fig. 57) on the which requires a 34 millimeter, 12-point
8HP45. Repairing the flange seal means deep well socket.
Figure 57: Output Flange Seal on 8HP45 Figure 58: 34 Millimeter, 12-Point
Output Flange Nut
This socket, available commercially, is not

a special tool (Fig. 59).
Figure 59: 34 Millimeter, 12-Point Socket

McAvoy
June 2011 Page 21


 2013 Dodge Dart C635 Dual Dry Clutch Transmission

C635 DUAL DRY CLUTCH TRANSAXLE
McAvoy
REFERENCE BOOK AND TECH NEWS
APRIL 2011
C635 DUAL DRY CLUTCH TRANSAXLE Reference Book
and Tech News
C635 DUAL DRY CLUTCH TRANSAXLE

Introduction
In this month’s Master Tech, we will In the diagnostics section, we’ll look at the
introduce you to the new C635 dual dry “Limp-in” mode, along with warning
clutch transaxle (DDCT) that will be used messages that accompany concerns
on the Chrysler 200 and Dodge Avenger. associated with the transaxle. In the
We’ll begin with an overview of transaxle service section, we’ll discuss
features, transaxle identification, and the depressurization of the hydraulic system
fluids that are used in the transaxle. using the scan tool, as well as gear and
hydraulic oil level check procedures. And,
As we move further into the program, we
finally, to close out this month’s Master
will cover the transaxle’s mechanical,
Tech, we’ll discuss important calibration
hydraulic, and electrical components.
and reset procedures associated with the
That’s followed by a discussion of how the
DDCT service.
DDCT operates, from “wake up”, to first
gear engagement, to second gear, and Remember that the Master Tech web
then the two gear shift modes utilized program contains information not found
with the DDCT – Automatic and in this month’s reference book and vice
AutoStick™. versa. However, you will need the web
program and reference book, as well as
the Tech News, to answer the questions in
Contents the online quiz.
Overview ................................................... 3 So, it is a good practice to review all three
Identification / Fluid Types ..................... 5 before launching the quiz.
Mechanical Components........................... 6
Hydraulic System ................................... 10
Electrical Components ........................... 13
Operation ................................................ 15
Diagnostics.............................................. 17
Service..................................................... 19
Tech News............................................... 22
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OVERVIEW
DDCT Design On the other hand, it uses electronic and
hydraulic controls (Fig. 3) in place of a
Some of the new Chrysler 200 (Fig. 1) and
conventional pedal-operated clutch and
Dodge Avenger vehicles that are equipped
manually shifted transmission gear lever.
with the four-cylinder World engine will
So, there is no clutch pedal in the vehicle.
also utilize the C635 dual dry clutch
transaxle.
Figure 1: Some of the new Chrysler 200

and Dodge Avengers come equipped with Figure 3: C635 DDCT Uses Electronic
the C635 dual dry clutch transaxle. and Hydraulic Controls
The overall design of the DDCT could be
thought of as a manual transaxle that is
DDCT Advantages
operated automatically (Fig. 2).
Because of its design and shift strategy,
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the DDCT offers the fuel economy and
efficient operation of a manual transaxle,
with the versatility of an automatic.
To accommodate a wide variety of drivers
and driving styles, the transaxle provides
a fully automatic mode in which the
transmission control module (TCM)
decides shifts (Fig. 4).
Figure 2: C635 Dual Dry Clutch

Transaxle
On the one hand, the transaxle uses a
gear train similar to that found on
manual transaxles.
April 2011 Page 3

and Tech News
In fact, this dual dry clutch transaxle

integrates so seamlessly that it is difficult
to tell if the vehicle is equipped with a
DDCT or a conventional automatic
transaxle.
Figure 4: Automatic Mode

The fully automatic mode is accompanied
by an AutoStick™ mode where the TCM
shifts the transaxle in response to driver
input (Fig. 5).
The biggest advantage of the DDCT over Figure 5: AutoStick™ Mode
single clutch transmissions is that the
engine doesn’t have to be completely
disengaged from the drive line to make a
shift.
This results in upshifts that can occur as
quickly as 50 milliseconds.
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IDENTIFICATION/FLUID TYPES
DDCT Identifying Features and
Fluid Usage
Because of its external features,
identifying the C635 dual dry clutch
transaxle is easy. For one thing, there is
a small fluid reservoir on top of the
transaxle (Fig. 6.)
Figure 7: Accumulator on Front of C635

DDCT Assembly
When the transaxle has been removed
from the vehicle, another important visual
cue is that there is no torque converter. It
has been replaced with a dual-clutch
assembly (Fig. 8).
Figure 6: C635 DDCT Fluid Reservoir The fluid types used in the DDCT are
unique. The gear oil used is C Series
In addition, the C635 DDCT has a large Manual & Dual Dry Clutch Transmission
high-pressure accumulator located on the Fluid. The hydraulic fluid used is C
front of the assembly (Fig. 7). Series DDCT Hydraulic Fluid. Never mix
the two fluids.
McAvoy
Figure 8: Dual-Clutch Assembly Replaces Torque Converter
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MECHANICAL COMPONENTS
DDCT Dual-Mass Flywheel and Dual- dual-mass flywheel also transfers torque
Clutch Assembly to the dual-clutch assembly.
The C635 dual dry clutch transaxle has The flywheel is splined to the front
mechanical components that are similar pressure plate in the dual-clutch through
in function to those used in a manual two rings of splines (Fig. 10). One set of
transaxle. Let’s start with the dual-mass splines spring loads the assembly to
flywheel. prevent rattle while the engine is
running.
The dual-mass flywheel (Fig. 9), which is
bolted to the engine, reduces the vibration
transmitted from the engine to the
transaxle
Figure 10: Dual-Mass Flywheel Splines

The dual-clutch assembly on the DDCT
Figure 9: Dual-Mass Flywheel consists of two pressure plates, two clutch
discs, and an intermediate flywheel
In addition to its mass, integral dampers (Fig. 11).
smooth out differences in rotation. The
Figure 11: Dual-Clutch Assembly
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and Tech News
The front pressure plate receives engine flywheel. These components are also
torque through the splined connection to referred to as the K2 clutch (Fig. 14).
the dual-mass flywheel. This pressure
plate is also referred to as the odd gear, or
K1 pressure plate (Fig. 12). The torque is
then transferred to the intermediate
flywheel.
Figure 14: Even Gear (K2) Clutch

The even gear clutch disc is disengaged at
rest, which is different from a
conventional clutch assembly. To engage
Figure 12: Odd Gear (K1) Pressure Plate the even gear clutch disc, pressure is
The odd gear clutch disc contacts the odd applied to the pressure plate diaphragm
gear pressure plate and the engine side of spring via a hydraulic slave cylinder
the intermediate flywheel. These (Fig. 15).
components are also referred to as the K1
clutch (Fig. 13).
McAvoy
Figure 15: Even Gear Clutch Slave
Cylinder
Figure 13: Odd Gear (K1) Clutch

DDCT Gear Train Assembly
Just as with a conventional clutch
assembly, the odd gear clutch disc is The manual gear train and final drive on
engaged at rest. To disengage the odd the DDCT have much in common with a
gear clutch disc, the K1 slave cylinder conventional 6-speed manual transaxle,
applies pressure to the diaphragm spring. but with some differences to accommodate
the dual-clutch design. The main
The even gear clutch disc contacts the difference from a conventional 6-speed
even gear pressure plate and the manual transaxle is that the DDCT has a
transaxle side of the intermediate second input shaft. One shaft fits inside
of the other (Fig. 16).
April 2011 Page 7

and Tech News
th
R 5
st rd
1 3
nd th th
2 4 /6
Figure 16: Two Input Shafts on the C635 DDCT

The K2 shaft is driven by the K2 clutch. The DDCT also has two output shafts
It carries the even gears, 2nd, 4th, and 6th, (Fig. 17). One of the output shafts has
and is referred to as the K2 even gear gears for 2nd, 4th, 5th, and reverse. The
input shaft. The K1 shaft is driven by the second output shaft has gears for 1st, 3rd,
K1 clutch. It carries the odd gears, 1st, and 6th. Both the input and output shafts
3rd, and 5th, and is referred to as the odd are hollow to provide lubrication to
gear input shaft. This shaft also drives freewheeling components.
the reverse gear.
st
1
R
rd
3 th
5
nd
2
th th
6 4
Figure 17: C635’s Two Output Shafts
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Gears, Shift Forks, and Park Pawl Each shift fork has fingers which fit into
the pistons on the valve body.
The gear components on the DDCT are
constant mesh. Synchronizers are used to
transfer torque from the gears to the
output shafts.
To operate its four synchronizer
assemblies, the transaxle has four shift
forks. These shift forks are separated into
two pairs (Fig. 18).
Figure 19: Two Synchronizer Assemblies

per Output Shaft
The final mechanical component on the
DDCT that we need to discuss, is the park
pawl mechanism. The park pawl engages
with a gear on the 1-3-6 output shaft (Fig.
20). The purpose of this mechanism is to
Figure 18: Two pair of shift forks operate lock the output shaft and differential to
four synchronizer assemblies. the transmission housing when the driver
One pair operates the 2-4 and 5-R places the vehicle in park.
synchronizers on one output shaft, while
the other pair of forks operates the 1-3
and 6th gear synchronizers on the other
output shaft (Fig. 19).
McAvoy
April 2011 Page 9

and Tech News
Figure 20: Park Pawl Mechanism Engages with a Gear on 1-3-6 Output Shaft
HYDRAULIC SYSTEM
DDCT Hydraulic System volt electric motor. It also has a high-
pressure accumulator, along with high-
The hydraulic system generates the
and low-pressure lines. The pump, motor,
hydraulic pressure needed to actuate the
and accumulator assembly provide
clutches and shift forks on the C635 dual
constant hydraulic pressure to the valve-
dry clutch transaxle (Fig. 21).
body assembly (Fig. 23).
Figure 21: DDCT Hydraulic System Figure 23: Hydraulic Power Unit
Assembly Components – Pump, Motor, and
It routes fluid via solenoid valves, as Accumulator
directed by the transmission control The hydraulic system typically operates
module (TCM), to ensure proper transaxle at 44 – 55 bar, or about 640 – 800 psi.
operation. The hydraulic system consists
of three primary components – the When the hydraulic pressure drops below
hydraulic power unit, the reservoir, and the low end of the threshold, the electric
the valve body (Fig. 22). pump motor is turned on. When the
pressure in the circuit reaches its
maximum threshold, the pump is turned
off. Operating pressure will vary
depending on temperature. With such
high pressure, the system must be
depressurized prior to servicing. Later,
we’ll discuss depressurization in relation
to a check of hydraulic fluid.
The second component is the system’s
reservoir (Fig. 24). The reservoir supplies
the hydraulic system with fluid on an as-
needed basis during operation. It also
Figure 22: Hydraulic Power Unit, stores fluid when the system is
Reservoir, and Valve Body depressurized.
To generate pressure, the hydraulic power

unit uses a pump that is operated by a 12-
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Figure 24: Hydraulic System’s Reservoir Figure 26: Valve Body Components –
Solenoids, Shift Valve, and Shift Fork
The third component of the hydraulic
Pistons
system is the valve body (Fig. 25). The
valve body has two functions – to engage Each clutch slave cylinder has a dedicated
and disengage clutches, and to position solenoid, and the remaining solenoids
shift forks. control shift fork engagement (Fig. 27).
Each of the four shift forks is moved by a
piston.
McAvoy
Figure 25: Hydraulic System’s Valve
Body
Figure 27: K1, K2, and Other Shift Fork
The valve body performs these functions Solenoids
by transforming hydraulic energy into
mechanical energy via pistons and slave The K1 clutch is actuated by a rod that
cylinders. runs from a slave cylinder, at the back of
the input shaft assembly, to the K1
The valve body on the DDCT, operates pressure plate (Fig. 28).
similarly to a valve body on an automatic
transmission, but is much less complex.
Valve body components include solenoids,
a shift valve, and shift fork pistons
(Fig. 26).
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Figure 28: K1 Clutch Actuator Rod Figure 29: K2 Clutch Concentric Slave
Cylinder
K2 uses a concentric slave cylinder
similar to most manual transmissions The DDCT has multiple sensors in place
(Fig. 29). to monitor clutch activation, as well as
shift fork position, line pressure,
temperature, and component rpm
(Fig. 30).
Figure 30: DDCT sensors monitor clutch activation, shift fork position, line pressure,
temperature, and component rpm.
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ELECTRICAL COMPONENTS
DDCT Electrical Components The TCM uses a number of inputs, both
hard-wired and bussed, to manage its
The three main electrical components that
outputs to the SDU and valve body. TCM
operate the C635 dual dry clutch
inputs and outputs include the following:
transmission are the transmission control
module (TCM), the smart drive unit
(SDU), and the shifter assembly (Fig. 31). CAN Inputs:
• Brake switch
• Brake master cylinder
• Accelerator pedal
• Engine temperature
• Atmospheric pressure
• Parking brake
• Vehicle speed
• Engine speed
• Yaw/side acceleration
• Engine torque
• Shifter position
Figure 31: C635 DDCT Electrical
Components – TCM, SDU, and Shifter Hard-wired Inputs:
Assembly • Park pawl sensor
The TCM and SDU are located on a • Driver’s door ajar switch
shared bracket, in the front left corner of • AutoStick™ signal
the engine compartment (Fig. 32). The • Electro-hydraulic unit temperature
TCM manages gear shifts in manual and signal
McAvoy
auto modes by controlling the valve body • Line pressure
and engine torque. It also controls the • Shift fork position sensors
pump motor by way of the SDU. • Shift valve position sensor
• K2 even clutch pressure sensor
• Clutch rpm sensor
• K1 odd clutch position sensor
• SDU diagnostic feedback
CAN Outputs:
• Reverse light control
Hard-wired Outputs:
• TCM – hard-wired to brake
Figure 32: TCM and SDU Location transmission shift interlock
• SDU control
• Shift and clutch solenoids
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and Tech News
Of course, the TCM records diagnostic In case of an emergency, the DDCT has a
trouble codes (DTCs) in the event of a manual lever release option. In case of a
fault. dead battery, for example, the shifter
lever can be moved from the park position
The second electrical component is the
using the manual release device (Fig. 35).
shifter assembly (Fig. 33). This assembly
The override device is located on the right
uses a traditional cable for actuating the
side of the shifter assembly.
park mechanism. It also conveys driver
gear requests to the TCM.
Figure 35: Manual Release Lever

Figure 33: Shifter Assembly Uses The third electrical component is the
Traditional Cable for Actuation of Park smart drive unit (SDU) (Fig. 36).
Mechanism
There are two gear selection modes on the
DDCT, which act as inputs to the TCM.
They are the standard automatic mode,
and the AutoStick™ mode. The standard
automatic mode has park, reverse,
neutral, and drive selections.
AutoStick™ has selections for sequential
shifting of forward gears (Fig. 34).
Figure 36: SDU Responds to TCM

Commands
The SDU, or slave module, responds to
commands from the TCM. The TCM
sends a pulse-width-modulated signal to
the SDU to activate the hydraulic pump
motor. The SDU does this by varying the
voltage sent to the motor.
Figure 34: AutoStick™ Mode
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and Tech News
OPERATION
Operation of the C635 DDCT
In this section, we will describe how the
C635 dual dry clutch transaxle operates
from “wake up” to engine start, and gear
selection (Fig. 37).
Figure 38: Operation Begins at Door

Open or Reception of Key Fob Signal
When this occurs, the TCM wakes up and
checks the transmission line pressure.
The TCM then commands the SDU to
briefly operate the pump motor, if
Figure 37: C635 DDCT Operation necessary, to bring the transaxle up to
proper pressure (Fig. 39). If the pump
In addition, we will examine how the does begin to operate, the pump motor
transaxle moves from first gear into may be heard in the absence of normal
second, as well as discuss the operation of engine sounds.
the automatic and AutoStick™ modes.
The DDCT begins operation when the
driver or passenger door is opened, or a
McAvoy
key fob signal is received (Fig. 38).
Figure 39: TCM Commands SDU to Briefly Operate Pump Motor
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Once the driver starts the engine, applies The automatic mode, or auto operation as
the brake pedal, and moves the shifter it’s called, is very similar to a
lever from park to drive, the odd gear conventional automatic transmission.
clutch is disengaged (Fig. 40). The TCM selects the gear based on the
power required by the driver, and the
vehicle speed. When the DDCT is in
drive, the driver can force a down-shift
(Fig. 42). Also, when vehicle and driver
demands require a downshift, the DDCT
can shift down one, two, or three gears as
needed.
Figure 40: Odd Gear Clutch Disengaged

The hydraulically-operated shift forks
select 1st and 2nd gear. When the driver
releases the brake pedal, the valve body
slowly engages the odd gear clutch. This
allows the vehicle to creep forward. As
the vehicle speed increases, the K1 clutch
fully engages. Then, as the vehicle Figure 42: Downshift Can Be Forced in
accelerates (Fig. 41), the transmission Automatic Mode
shifts from 1st to 2nd gear. To perform the AutoStick™ is the semi-automatic mode
up-shift, the DDCT simultaneously of operation on the DDCT. When the
disengages the K1 clutch and engages the vehicle is moving, and the clutch is
K2 clutch. completely engaged, an up or down
request from the driver, by means of the
shifter lever, will cause a gear shift.
When this occurs, the instrument cluster
on the Chrysler 200 and Dodge Avenger
displays the selected gear.
When in AutoStick™ mode, shift requests
are accepted by the system only if they
are compatible with engine under-revving
and over-revving limits.
The TCM will automatically upshift if the
rpm is too high, or downshift if the rpm
Figure 41: Acceleration Causes Shift from drops too low. It will automatically shift
1st to 2nd Gear down to 1st gear when coming to a stop.
By the way, only 1st gear is available
The C635 dual dry clutch transaxle has when the vehicle is stopped.
two modes of gear operation, which are
automatic and AutoStick™.
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and Tech News
DIAGNOSTICS
DDCT Operating Characteristics
and Limp-In Strategies
In our diagnostics section, we will
describe some of the operating
characteristics of the C635 dual dry clutch
transaxle. We’ll then take a look at some
of the strategies that the transaxle uses in
the event of a system failure. And finally,
to close out this segment, we will review
warning messages and wiTECH
capabilities.
Under certain operating conditions, the Figure 44: DDCT Comes Equipped with
DDCT can have a different feel than a Transmission and Engine Block Heater on
conventional transmission (Fig. 43). Vehicles Built for Cold Weather Climates
That’s why it’s important to familiarize The transmission heater is located in the
yourself with the way this transmission transmission housing, near the
shifts and to verify that a concern actually differential (Fig. 45).
exists.
McAvoy
Figure 43: Under certain conditions, the Figure 45: Transmission Heater Location
DDCT can feel different than a in Transmission Housing near the
conventional transmission. Differential
One of the unique operating

characteristics of this transaxle is that,
when the brake pedal is released, vehicle
launch may not be as smooth as with a
torque converter transmission. The
DDCT may also have a different feel in
cold weather. To minimize that, in
vehicles built for cold weather climates,
the DDCT comes equipped with a
transmission heater and an engine block
heater (Fig. 44).
April 2011 Page 17

and Tech News
If the DDCT loses some of its

functionality, there are multiple
strategies for getting the driver home.
One of the limp-in strategies available is a
low performance mode in which only 1st,
2nd, 3rd, and reverse gears can be engaged.
Also, gear shifts are slower, and engine
rpm may be limited, if requested by the
TCM.
In some recovery conditions, special
automatic maps may be activated, which
involve an automatic even gear strategy Figure 46: When DDCT Concerns Exist,
and an automatic odd gear strategy. The “Service Transmission” Appears in
objective of the even or odd gear strategy Electronic Vehicle Information Center
is to be able to drive the vehicle, while (EVIC)
bypassing the faulty transmission
component. When there are concerns The wiTECH scan tool can be used to
with the DDCT, a “Service Transmission” retrieve diagnostic trouble codes (DTCs)
message will appear in the electronic and for data displays. The wiTECH
vehicle information center, or EVIC Actuators tab contains an actuator for
(Fig. 46). each of the transaxle solenoids (Fig. 47).
Figure 47: TCM View Shows Actuators for Transaxle’s Solenoids
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SERVICE
DDCT Servicing • Hydraulic pump
• Accumulator
In our last section, we will explain the
• Associated tubes and hoses
procedure for checking hydraulic fluid and
gear oil levels. We will also explain where
to find information on how to properly
depressurize the hydraulic system on the
C635 dual dry clutch transaxle. Then, to
close out this month’s Master Tech, we
will discuss various reset and calibration
procedures that are required after repairs
have been completed on DDCT
components.
Under normal operating conditions, even
if the engine is not running, hydraulic Figure 49: Some Components Containing
pressure can exceed 600 psi. Therefore, Hydraulic Fluid under Pressure – Slave
before servicing any hydraulic Cylinder, Valve Body, Hydraulic Pump,
components on the DDCT, you must and Accumulator
depressurize the hydraulic system using To conduct a gear oil level inspection, the
the scan tool (Fig. 48). DDCT has a fill plug that also serves as
the oil level checkpoint. The plug is
located on the transmission case, near the
differential. Refer to service information
on TechCONNECT, for the proper fluid
level (Fig. 50).
McAvoy
Figure 48: Use Scan Tool to Depressurize
DDCT Hydraulic System before Servicing
Any Hydraulic Components
Information on the proper procedure to
follow can be found in TechCONNECT,
under Group 21, Standard Procedure,
Figure 50: Fill Plug Located on
under the vehicle’s Service Info tab. Some
Transmission Case near Differential
of the components on the DDCT that
contain hydraulic fluid under pressure Should inspection of the hydraulic fluid
include: level be required, it is necessary to first
command the TCM to depressurize the
• Slave cylinders
hydraulic system (Fig. 51).
• Valve body
April 2011 Page 19

and Tech News
Use the scan tool and the vehicle service

information on TechCONNECT to
complete this procedure.
Figure 53: Fast Feedback Program Will

Be in Place First Six to Twelve Months
Figure 51: Depressurize the Hydraulic As a result, only a limited number of
System Prior to Inspection of Hydraulic external parts can be serviced during that
Fluid Level period. Also, while the Fast Feedback
When the hydraulic system is program is in place, replacement parts
depressurized, the majority of hydraulic will have to be ordered through the Star
fluid is sent back into the hydraulic fluid Center (Fig. 54). After the moratorium,
reservoir. After this occurs, the fluid level part replacement will be guided by service
can be checked by examining the lines for information and parts listings on Star
the minimum and full levels located on Parts.
the reservoir (Fig. 52).
However, if the hydraulic fluid level is
checked without carrying out the
depressurization procedure, it will appear
low.
Figure 54: Order Replacement Parts

Through Star Center
While we’re on the subject of replacement
parts, note that the hydraulic pump’s
accumulator uses a refrigerant pre-
Figure 52: Check Fluid Level Using charge. As a result, the accumulator
Reservoir Minimum and Full Fluid Lines should not be opened or thrown away
(Fig. 55).
For the first six to twelve months, the

Fast Feedback Program will be in place
for the DDCT (Fig. 53).
April 2011 Page 20

and Tech News
The specific procedures, and the order in

which they must be run, depend on what
has been repaired. For additional
information about reset and calibration
procedures, see Group 21 on
TechCONNECT (Fig. 57).
Figure 55: Hydraulic Pump Accumulator

Uses Refrigerant Pre-Charge – Do Not
Open or Throw Away
Be sure to follow proper return procedures
when disposing of any accumulators that
are no longer operating properly.
Reset and calibration procedures are an
essential part of DDCT service. First,
whenever the transmission is separated
from the engine, the dual-mass flywheel
must be reset (Fig. 56).
Figure 57: Go to TechCONNECT, Group

21, for Reset and Calibration Procedures
McAvoy
Figure 56: Dual-Mass Flywheel Must Be
Reset Whenever Transmission is separated
from Engine
To do this, a special tool must be used to
align the outer and inner plates, and
secure them in the reset position. Refer to
the service information, Group 6, Clutch,
for the flywheel reset procedure.
A large number of DDCT repairs involve
running calibration and reset procedures
after the repair.
April 2011 Page 21


 2013 Dodge Dart 624F Automatic Trans

Reference Book
SERVICE INFORMATION UPDATE and Tech News
6F24 TRANSAXLE INTRODUCTION

6F24 Transaxle Introduction P1 and P2 are simple planetary gears.
The P3 carrier uses paired pinion gears so
The new 6F24 automatic six-speed
that holding the P3 carrier does not
transaxle is being offered on the 2013
reverse the direction of rotation.
Dodge Dart later this summer (Fig 28).
The final drive is built into the 6F24
transaxle and uses two transfer gears to
drive the differential pinion and ring
gears (Fig. 30).
Figure 28: 6F24 Automatic Six-speed

Transaxle Offered on the 2013 Dodge Dart
The 6F24 transaxle is mated with the
Dodge Dart's 2.0-liter and 2.4-liter
Tigershark engines. This new transaxle Figure 30: Final Drive Built into the
has six forward gears, is front-wheel 6F24 Transaxle
drive, and can accept approximately 230 The parking pawl ring is located on the
Nm (170 lbs./ft.) of torque. Now, let's transfer gear shaft. The open differential
review the main components on the 6F24 uses unique side gears that are extended
automatic transaxle as well as note some
McAvoy
to form the inner race of the differential
of its features. seal. The side gears are also internally
The 6F24 transaxle has three planetary sealed to prevent transaxle oil from
gear sets, P1, P2, and P3 (Fig. 29). contacting the half shafts (Fig. 31).
Figure 29: 6F24 Transaxle’s Three Figure 31: Open Differential Utilizes
Planetary Gear Sets Unique Side Gears
June 2012 Page 13

Reference Book
An O-ring prevents water and The 6F24 transaxle is similar to other

contaminants from contacting the half automatic transaxles in that it has a
shaft splines. When removing a leaking conventional torque converter and single
differential seal, use caution to avoid disc torque converter clutch. The
damaging the sealing surfaces or the oil hydraulic system is powered by a
slinger behind the seal. conventional gerotor oil pump with a
lifetime filter (Fig. 34).
The 6F24 automatic transaxle has two
driving clutches and four holding
clutches(Fig. 32).
Figure 34: Conventional Gerotor Oil

Pump Powers the Hydraulic System
The 6F24 utilizes a conventional valve
Figure 32: 6F24 Transaxle’s Two Driving body with the manual valve near the top
and Four Holding Clutches and five accumulators. This valve body
The input shaft drives the 35R clutch, the uses six variable pressure solenoids and
P3 sun gear, and the overdrive (OD) two on/off solenoids mounted directly to
clutch. The underdrive (UD) brake, 26 the valve body (Fig. 35).
brake, and low/reverse (LR) brake are
hydraulically operated clutches splined to
the case (Fig. 33), and the one-way clutch
(OWC) is a mechanical roller clutch
splined to the case.
LR Brake
Figure 35: Valve Body Utilizes Six

UD Brake Variable Pressure Solenoids and Two
on/off Solenoids
26 Brake
The hydraulic pressure taps on the 6F24
transaxle are available on each clutch
circuit to aid transaxle diagnosis. As a
Figure 33: 6F24 Transaxle’s Three
service note, there is a new adapter
Hydraulically Operated Holding Clutches
released as a special tool to allow a
Please refer to the What's on When chart conventional hydraulic gauge to attach to
located on page 17 for the 6F24 the UD pressure tap.
transaxle’s clutch operation.
June 2012 Page 14

Reference Book
All other pressure taps use Miller Special relearn functions are accomplished by
Tools #8620, previously released for use driving the vehicle.
with the Mitsubishi F4A42 and F4A51
There are three main inputs to the 6F24
transmissions.
automatic transaxle. There is a
The 6F24 utilizes a stand-alone oil cooler transmission range sensor (TRS), which is
with a bypass valve integrated to the located on top of the transaxle at the
cooler. The valve is a combination manual valve shaft. There are also input
temperature and pressure bypass, and output speed sensors, which monitor
controlling transaxle temperature and turbine shaft and output speed, allowing
protecting in the event of a plugged cooler the transaxle to identify gear ratio faults
(Fig. 36). (Fig. 38).
Output
Speed
Sensor Input
Speed
Sensor
Figure 36: 6F24 Oil Cooler’s Bypass Figure 38: 6F24 Transaxle’s Input and
Valve Controls Transaxle Temperature Output Speed Sensors
The transmission control module (TCM) The speed sensors are two-wire digital
on the 2013 Dodge Dart is located in the sensors. The 6F24 transaxle also has a
passenger-side footwell beneath the negative temperature coefficient (NTC)
instrument panel (Fig. 37). fluid temperature sensor located on the
McAvoy
valve body.
The 6F24 is considered filled-for-life when
using the light maintenance schedule.
For severe duty and commercial
customers, the fluid must be drained and
filled every 80,000 km (50,000 mi.).
Additional information on maintenance
schedules can be found in the
Maintenance Table located on page 17.
The fluid type used in the 6F24 automatic
six-speed transaxle is unique. Refer to
Figure 37: Powertrain Control Module the Service Info tab in TechCONNECT.
Located in Passenger-Side Footwell
When checking the fluid level on the 6F24
The 6F24 transaxle's TCM communicates automatic transaxle, the vehicle must be
on the CAN-C bus. However, there are no on a level surface. In addition, the
actuators or system tests available in the temperature range must be verified using
TCM, which means that all adaptation the scan tool.
June 2012 Page 15

Reference Book
Finally, a service dipstick (Miller Special If additional fluid is needed, it may be

Tools #10323A) is used to check fluid added through the dipstick check port
levels at the top of the differential on the over the differential or through the banjo
6F24 automatic transaxle (Fig. 39). bolt fitting at the top of the oil pan
(Fig. 40).
Figure 39: New Service Dipstick Used to

Check the 6F24 Transaxle’s Fluid Levels Figure 40: 6F24 Transaxle’s Dipstick
Check Port over the Differential
Compare the fluid level on the dipstick to
the temperature chart in service
information.
June 2012 Page 16

Reference Book
WHAT’S ON WHEN CLUTCH OPERATION CHART

6F24 AUTOMATIC SIX-SPEED TRANSAXLE
6F24 ATF MAINTENANCE TABLE
Private Use Commercial

Use
Light Use Severe Use
Filled for Life Every 80,000 km (50,000 mi.)
McAvoy
June 2012 Page 17

PowerTech 6F24 (A6MF1)
CONVERTER HOUSING
RR PLANET CARRIER TORQUE CONVERTER
MID PLANET CARRIER

FRT PLANET CARRIER
L/R BRAKE OIL PUMP ASS'Y
OWC
2/6 BRAKE
O/D CLUTCH
35R CLUTCH
U/D BRAKE
INPUT SHAFT
REAR COVER
T/M CASE
T/F DRIVE GEAR
T/F DRIVEN GEAR
PARKING GEAR
OUTPUT GEAR
DIFF. DRIVE GEAR
DIFF. ASS'Y
CLUTCH BRAKE
변속단 OWC
O/D 35R 26 L/R UD
1 ● ● ●
2 ● ●
3 ● ●
4 ● ●
5 ● ●
6 ● ●
N,P ●
R ● ●
6F24 What’s On When
Clutches
Gear Holding Clutch Driving Clutch
Range OWC
Low/Rev Underdrive 26 35R Overdrive
P/N
1st x
2nd
3rd
4th
5th
6th
Low
Reverse
= Applied
x = Applied under certain conditions
Solenoids
ON/OFF Variable Force Solenoids
McAvoy
SS-A SS-B VFS-UD VFS-OD VFS-35R VFS-26 VFS-LPS VFS-TCC
NC NC NO NO NO NC NO NC
P/N x
1st x x x
2nd x x
3rd x x
4th x x
5th x x
6th x x
Low x
Rev. x
= Electric signal applied
x = Electric signal may be applied for certain conditions
NO = Normally hydraulically open
NC = Normally hydraulically closed
Copyright© 2012 Chrysler Group LLC

6F24 Pressure Port Locations
LR
DR
DA
35R
26
UD OD
RED

6F24 Solenoid Locations
McAvoy
TCC
26 35R
UD
OD
SS-B
SS-A
LPS

We sell reliability.
Go with a name you know and trust – Precision International.

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information and much more. So you can
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and offer your customers
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solutions possible. The Problem Solvers.
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(631) 567-2000 • Fax (631) 567-2640 • Toll Free: 800-872-6649
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E-mail: sales@transmissionkits.com
www.transmissionkits.com
COMMUNIQUÉ
presents
ESSENTIAL
OSCILLOSCOPE
KNOW-HOW
2012 ATRA
POWERTRAIN EXPO
Friday - October 26, 2012
Part 1 – 8:30 am – 10:00 am
Part 2 – 10:30 am – 12:00 pm
Marinucci
DAN MARINUCCI
INSTRUCTOR
October 2012
Every effort is made to assure the accuracy of the

information contained in this booklet.
Furthermore, this booklet is updated as soon as humanly possible

when additional information becomes available.
©2012 Dan Marinucci
Copyrighted material – all photos, drawings and written

pages cannot be reproduced In any way, shape or form
without the prior written permission of Dan Marinucci.
INDEX
Page(s)
Class Objective ............................................................................1
‘Scope Perspective ......................................................................2
‘Scope Background ......................................................................3
Major ‘Scope Advantage ..............................................................4
Things You Must Know About Your ‘Scope.................................5
Understanding Graticules and Divisions ......................................6
Understanding Horizontal Divisions .............................................7
Understanding Vertical Divisions .................................................8
Understanding ‘Scope Scales ......................................................9
Understanding Capture and Save Functions ....................... 10-11
Adjusting the Time Setting ........................................................ 12
Injector Pattern (Hot, Idle) .................................................... 13-14
Increasing the Injector’s Time Base (Hot, Idle) ......................... 15
Decreasing the Injector’s Time Base (Hot, Idle) ........................ 16
Adjusting the Injector Volts Setting (Vertical Scale) ............. 17-18
Adjusting the Injector Trigger Setting ................................... 19-21
Using Cursors on an Injector ................................................ 22-24
Example of Injector Failure (Hot, Idle)....................................... 25
Honda Primary Ignition Volts Pattern, Distribution Systems ..... 26
Honda Igniter Failure ................................................................. 27
Trigger Adjustment Tips ....................................................... 28-29 Marinucci
‘Scope Testing AC Voltage Sensors .................................... 30-31
Increasing, Then Decreasing Crank Sensor’s
Time Base (Hot, Idle) ........................................................ 32
Increasing, Then Decreasing Crank Sensor’s
Volts Scale (Hot, Idle) ....................................................... 33
-i-
I N D E X (Continued)
Page(s)
‘Scope Testing AC Voltage Sensors, Type II ............................ 34

Decreasing, Then Increasing TDC Sensor’s
Time Base (Hot, Idle) ........................................................ 35
Examples of AC Voltage Signal Problems ................................ 36
Reversed Polarity on an AC Voltage Signal .............................. 37
AC Voltage Signal “Failures” ..................................................... 38
Cracked Honda Camshaft Chronology ..................................... 39
Cracked Honda Camshafts ....................................................... 40
Reluctor Teeth Activate AC Voltage Sensor ............................. 42
Loose Reluctor Signal ............................................................... 43
Toyota Integral Coil, Electrical Interference .............................. 44
1995 Corolla No-Code Misfire ................................................... 45
1993 Camry No-Code Misfire ............................................... 46-47
Ford Cam Sensor, Electrical Interference ................................ 48
Honda Cylinder Sensor, Electrical Interference ....................... 49
Testing Alternator Ripple ...................................................... 50-51
Examples of ECM-to-Igniter Signals ......................................... 52
Toyota Computer Failure .......................................................... 53
Ignition Command, Ignition Result ...................................... 54-56
Primary Ignition Amps .............................................................. 57
Primary Ignition Amps (Cranking Speed) ............................. 58-59
Testing TPS Sensors ........................................................... 60-63
Accelerator Pedal Position Sensor Testing ............................... 64
One Way to Catch an Elusive Intermittent Failure .................... 65
- ii -
Page 1
CLASS OBJECTIVES
 This class focuses on digital storage oscilloscopes intended

for automotive diagnosis. (The digital storage
oscilloscope is commonly called a DSO or a ‘scope.)
 Learn the diagnostic advantages of using a ‘scope.
 Learn how these advantages save you time and money.
 Learn how to apply these advantages to daily diagnosis.
 Learn how to adjust ‘scope settings in order to get usable,

worthwhile patterns.
 Learn known-good patterns for common components.
 Learn “practical improvisation” with your ‘scope.
Marinucci
Page 2
‘SCOPE PERSPECTIVE
 It takes a certain amount of time to hook up a ‘scope.
 To professionals, time is money.
 Real professionals charge for diagnosis.
 At the very least, create a “’scope fee” and build this fee into
the labor charge for jobs that require ‘scope testing.
 Competent ‘scope users are always in demand.
 Traditionally, demand exceeds supply.
 Learning a ‘scope requires a minimal amount of practice.
 The fastest way to become competent with a ‘scope is to

budget ‘scope practice time every week. In particular,
practice on familiar, known-good vehicles.
Page 3
‘SCOPE BACKGROUND
 A ‘scope measures the same basic things that a digital volt-

ohmmeter (DVOM) and scan tool does. This includes volts,
amps, time and frequency.
 However, a ‘scope measures these values much faster and

more accurately than a DVOM or scan tool does.
 This is extremely useful when testing amps and volts

readings that change rapidly.
 Speed and accuracy are vital to catching signals that fail

abruptly or intermittently.
 A digital ‘scope creates a practical, useful picture of

component and circuit operation. This picture is commonly
called a ‘scope pattern.
 Diagnostically speaking, a picture is worth a thousand words

for both technicians and customers.
 With a typical digital ‘scope, you can download patterns and

store them for future reference. Also, you can use printouts Marinucci
of the patterns to sell and/or validate vehicle repairs.
 The DVOM and scan tool cannot sample and reproduce a

signal fast enough to create a picture comparable to a
‘scope pattern.
Page 4
MAJOR
‘SCOPE
ADVANTAGE:
WHAT
YOU
SEE
IS
WHAT
YOU
GET!
Page 5
THINGS YOU MUST KNOW

ABOUT YOUR ‘SCOPE
To get the most out of this class, you must know – or learn – the
following functions on your particular ‘scope:
 How to select a volts or amps measurement
 How to select a time measurement
 How to make or change a trigger setting
 How to stop action and save a pattern
 How to stop action and save a movie (where applicable)
 How to review or replay saved patterns and/or movies
Marinucci
Page 6
UNDERSTANDING GRATICULES
AND DIVISIONS
 A typical ‘scope has a grid or graticule on its screen.
 Usually, the grid is made of faint lines. These may be solid,

broken or dotted lines.
 The grid lines create measurement markers like the

increments on a ruler or micrometer.
 The grid lines also define the ‘scope’s divisions. Think of

divisions as being the ‘scope’s basic measurement units
(refer to the following page).
 On some ‘scopes, you can turn the graticule or grid on or off.
 I strongly recommend leaving a graticule turned on!

Page 7
UNDERSTANDING HORIZONTAL
DIVISIONS
 A ‘scope screen always shows time on the horizontal scale.
 Learn how your ‘scope screen displays the time reading. On

this ‘scope, 1 sec / tells us the time scale. 1 sec / means
1.00 second per division.
 There are 5 divisions across this ‘scope screen. One

second per division times 5 divisions equals 5.00 seconds. Marinucci
Therefore, this screen actually shows 5.00 seconds’ worth of
the oxygen sensor signal.
 Remember that if you test multiple signals, the same time

setting applies to all the signals on the ‘scope screen.
Page 8
UNDERSTANDING VERTICAL DIVISIONS
 Remember that amps and volts measurements are always

shown on the vertical scale.
 This is the same ‘scope pattern as the one shown on the

previous page. It happens to be on a 1.00-volt scale.
 So, one-quarter of the way up this vertical scale is 0.250 volt.
 One-half the way up the scale is 0.500 volt.
 Three-quarters of the way up this scale is 0.750 volt.
 Note that 0 volt is the bottom line of this ‘scope screen. On

many scopes, you can move the 0 volt line upward on the
screen.
Page 9
UNDERSTANDING ‘SCOPE SCALES
REMEMBER THIS:
HORIZONTAL SCALE: TIME
VERTICAL SCALE: AMPS or VOLTS
Marinucci
Page 10
UNDERSTANDING CAPTURE
AND SAVE FUNCTIONS
 Different ‘scopes show capture and save capabilities

different ways. Be sure you understand how your ‘scope
performs these functions.
 When you touch the SAVE button, this particular ‘scope can
capture a movie with a maximum of 50 frames.
 This ‘scope pattern represents one frame from a movie

containing six total frames of data. 6 / 6 means it’s the sixth
of six frames. You can scroll back and forth from one frame
to the next – or play back the entire movie.
 31 sec means that the entire, six-frame movie contains 31

seconds of data.
Page 11
UNDERSTANDING CAPTURE
AND SAVE FUNCTIONS (Continued)
 Usually, a technician wants to review ‘scope patterns for one

of two reasons. First, he suspects that a brief, abnormal
change is occurring in the signal. Some techs call this
abnormality a signal “glitch.” A glitch may occur repetitively.
 Second, however, others occur very randomly or

intermittently. Therefore, saving and then reviewing ‘scope
patterns may be the most-practical way to look for the glitch.
 Some ‘scopes can capture a movie of the data – a series of

frames of the ‘scope pattern. Then you scroll through the
frames, watching for the suspected glitch. (I mentioned this
technique on Page 10.)
 Some of the more-sophisticated, more-expensive ‘scopes

have a fairly extensive movie-capture capability.
 Other ‘scopes have glitch-capture capabilities. For instance,

when you enable the glitch-detection feature, it captures the
abnormality and then freezes it on the screen for you.
Marinucci
 Some ‘scopes help catch abnormalities with a MIN/MAX
capture capability.
 When buying a ‘scope, insist on seeing a demonstration of

its capture, save and review/replay capabilities.
Page 12
ADJUSTING THE TIME SETTING

(HORIZONTAL SCALE)
 Let’s practice changing the time setting. Some techs call the
time setting the “time base.”
 The ‘scope pattern is a digital image.
 Your goal should be to create an image that’s easy to read

and easy to analyze.
 Usually, the larger the image is, the easier it is to analyze or

evaluate it.
 Usually, the smaller the image is, the more difficult it is to

analyze or evaluate it.
 Remember that increasing the time base number narrows

the ‘scope pattern image.
 Remember that decreasing the time base number widens

the ‘scope pattern image.
BIGGER TIME NUMBER = NARROWER IMAGE
SMALLER TIME NUMBER = WIDER IMAGE

Page 13
SAMPLE INJECTOR (HOT, IDLE)
A
B
A
A: ECM / PCM turns on the injector by grounding it.
B: ECM / PCM shuts off the injector by un-grounding it.
 The time interval from A over to B is injector “on” time.
 The “corners” of the pattern highlighted here must be Marinucci

consistently sharp, clean and crisp.
 Corners that look rough, ragged and/or erratic suggest either

bad connections in the injector circuit or a failing injector
control system inside the ECM / PCM.
Page 14
SAMPLE INJECTOR (HOT, IDLE)

(Continued)
A
B
A: Power supply to the positive side of the injector; it should

consistently measure battery voltage.
B: Voltage drop across the ground side of the injector circuit; it

typically measures less than 1.00 volt. When in doubt, refer to a
known-good circuit on a healthy vehicle. Excessive voltage drop
here indicates a bad ground-side connection or a failing injector
control system inside the ECM /PCM.
C: Voltage discharged when ECM / PCM shuts off the injector;

refer to known-good injector on a healthy vehicle. An abnormally
low voltage spike here suggests a failing injector.
Page 15
INCREASING THE INJECTOR’S

TIME BASE (HOT, IDLE)
Marinucci
Increasing the injector’s time setting makes the image narrower

and reduces detail.
Page 16
DECREASING THE INJECTOR’S

TIME BASE (HOT, IDLE)
 Decreasing the injector’s time setting makes the pattern

wider and increases detail in the image. But here, it also
created a partial image of the injector “event.”
 The ECM / PCM turns on the injector at A, but where does

the turn off occur?
Page 17
ADJUSTING THE INJECTOR

VOLTS SETTING
(VERTICAL SCALE)
This is the same injector as the one shown on the previous

pages. But here I have changed to a 50-volt scale (left) and a 20-
volt scale (right).
Reducing the vertical scale does three things:
 It reduces the total height or amplitude of the pattern. Marinucci

 It may cut off the upper part of the pattern.
 It enhances the detail of the lower portion of the pattern.

Page 18

VOLTS SETTING (Continued)
(VERTICAL SCALE)
Trigger
Setting
Here, I continued reducing the injector’s voltage scale. I reduced

it from 100 volts down to 10 volts (left) and 5 volts (right). Note
that the pattern on the right has disappeared completely.
Here, reducing the volts scale to an extreme did two things:
 It enhances detail of the injector’s ground circuit (circle).
 It made the pattern disappear by dropping the voltage scale

below the chosen trigger setting of negative 6.27 volts. This
trigger setting means that the ‘scope won’t draw a pattern
unless the injector voltage drops below 6.27 volts. We can’t
see 6.27 volts on a 5.00-volt scale!
Page 19

TRIGGER SETTING
A digital ‘scope draws a picture of an electrical signal. The trigger

setting determines where the ‘scope begins drawing the picture.
This could have an enormous impact on your ‘scope pattern.
 This ‘scope pattern is the same injector we discussed earlier

in the class; it has a negative trigger setting.
 Negative trigger tells the ‘scope to begin tracing a picture

when the signal drops below the trigger level or setting. Marinucci
 This trigger setting is negative 6.27 volts. So, the ‘scope
won’t trace a pattern until the signal drops below 6.27 volts.
 Remember that a ‘scope won’t trace a pattern – the screen

remains blank – until the signal drops below the negative
trigger level you chose.
Page 20
ADJUSTING THE INJECTOR TRIGGER SETTING

(Continued)
This injector pattern may look entirely different from the one on
the previous page (Page 19). However, it’s the same pattern from
the same injector – except that I changed the trigger setting from
negative to positive.
 Positive trigger tells the ‘scope to begin tracing a picture

when the signal rises above the trigger level or setting.
 This trigger setting is positive 6.27 volts. So, the ‘scope

won’t trace a pattern until the signal rises above 6.27 volts.
 Remember that a ‘scope won’t trace a pattern – the screen

remains blank – until the signal rises above the positive
trigger level you chose.
Page 21
ADJUSTING THE INJECTOR TRIGGER SETTING

(Continued)
This is the same injector pattern as the one shown on Page 19.
For the sake of discussion, suppose you wanted to keep the
same image on the ‘scope screen – but you preferred using
positive trigger.
 Now imagine the same picture on the screen, but with a

positive trigger.
 The voltage discharge spike on the right rises very high on Marinucci
the screen – certainly higher than the existing trigger setting
(negative 6.27 volts).
 Change the trigger setting to positive trigger and slide the

trigger setting over toward the right side of the screen. You’ll
have the same pattern in the same location on the screen.
Page 22
USING CURSORS ON AN INJECTOR
1 2
Sometimes you may have to measure amps, volts or time in order

to confirm your suspicions about a suspect ‘scope pattern.
 Digital ‘scopes usually have temporary measurement

markers called cursors. We’ll use this ‘scope’s cursors to
make several measurements on the same injector pattern
we’ve been studying.
 Usually, you can turn cursors on and off as well as move

them anywhere on the screen that you want.
 Cursor 1 in the pattern above measures power supply to the

positive side of the injector.
 Cursor 2 measures the voltage drop across the ground side

of the injector circuit.
 D is for the difference between these two measurements.

Page 23

(Continued)
2 1
 Cursor 1 in the pattern above measures the voltage the

injector discharges when the computer turns off the injector.
 Suppose you’re comparing the volts patterns from an

engine’s injectors. Remember that these discharge voltage
values should be the same for all injectors on the engine.
 Cursor 2 measures the voltage drop across the ground side

of the injector circuit.
Marinucci
 D is for the difference between these two measurements.
Page 24

(Continued)
1 2
 Cursor 1 marks when the computer turns on the injector.
 Cursor 2 marks when the computer turns off the injector.
 The time difference between these two points is 2.82

milliseconds.
 Therefore, injector “on” time is 2.82 milliseconds (hot, idle).

Page 25
EXAMPLE OF INJECTOR FAILURE

(HOT, IDLE)
GOOD INJECTOR BAD INJECTOR
 This Toyota V6 had a misfire code. I ‘scoped the injectors

during my diagnosis.
 Five injector patterns looked like the one (above) on the left.
 The pattern on the right (above) came from the injector on

the cylinder with the misfire code. I moved this injector to
Marinucci
another cylinder. The misfiring and the ‘scope pattern
followed it to that other cylinder!
 If an injector pattern looks different to you, is it on one

cylinder or on all cylinders? Is it on the misfiring cylinder?
Page 26
HONDA PRIMARY IGNITION

VOLTS PATTERN,
DISTRIBUTOR SYSTEMS
This pattern represents a good Honda primary ignition volts pattern at

hot, idle conditions. Operation is similar to the injector we have
studied earlier. The igniter turns on the ignition coil by grounding it,
pulling the voltage down toward 0. Normal voltage drop across the
ground side of this ignition circuit usually is _____ volts or less.
Excessive voltage drop indicates a bad ground or a failing igniter.
Oscillations represent the coil’s reserve or residual voltage.
Page 27
HONDA IGNITER FAILURE
BAD IGNITER, IDLE GOOD IGNITER, IDLE
3.92 Volts
COLD ENGINE COLD OR WARM ENGINE
BAD IGNITER, IDLE
Marinucci
3.92 Volts
ENGINE WARMING UP
Page 28
TRIGGER ADJUSTMENT TIPS

FOR ALL SIGNALS
 A live pattern steadily scrolls or rolls across the ‘scope

screen until you set a trigger level. The trigger setting
stabilizes the image so the pattern looks stationary on the
screen instead of scrolling across it.
 Some techs call a steadily scrolling pattern a free-running

pattern. Therefore, the scrolling, no-trigger condition is
sometimes called “free run.”
 “Free run” may or may not affect your ability to analyze a

pattern. But it’s usually more difficult to see abnormalities in
a ‘scope pattern that’s scrolling across the screen.
 The shapes or “events” within some normal, healthy signals

are not as consistent and repetitive as other signals. Gross
simplification: Setting a trigger will not stabilize a pattern
that is RELATIVELY inconsistent or non-repetitive.
 Remember the “halfway rule” when setting a trigger level:

put the trigger about halfway up the signal. Suppose a
signal is switching between 0 and 12.00 volts. If so, setting
the trigger at approximately 6.00 volts should work fine.
 Practice and more practice will show you when positive

trigger works better than negative trigger and vise-versa.
Page 29
TRIGGER ADJUSTMENT TIPS

FOR ALL SIGNALS (Continued)
POSITIVE TRIGGER NEGATIVE TRIGGER
Marinucci
NO TRIGGER SETTING
This digital signal, captured at idle, is an ECM-to-igniter signal.

It’s also called an ignition command signal. Note that the pattern
looks the same in each screen capture.
Page 30
‘SCOPE TESTING AC
VOLTAGE SENSORS
 Many sensors generate AC voltage signals. These sensors

are used in a wide range of applications such as crankshaft
sensors, camshaft sensors, misfire detection sensors, wheel
speed sensors, etc.
 This sensor’s signal travels up and down across the ‘scope’s

0 point. The signal alternately creates a positive and
negative voltage as it swings up and down across the 0 line.
 Therefore, you have to use a positive/negative (bipolar)

scale to test AC voltage signals.
 There are two basic styles or shapes of AC voltage signals.

One example appears above; the other begins on Page 34.
The one shown here is a crank sensor at hot, idle speed.
Page 31
‘SCOPE TESTING AC VOLTAGE SENSORS

(Continued)
 This is the very same crankshaft signal as the one shown on

Page 30. The only difference is that I set a trigger (circle) on
this pattern; the other pattern is free running.
 This crank sensor signal is a good example of a pattern that

looks the same whether you set a trigger or let it free run.
 I followed the “halfway rule,” setting the trigger about halfway

up the pattern. In this case, halfway happens to be 0.
Marinucci
 Remember that a clean, consistent crank sensor signal is
vitally important. Sometimes you may have to capture a
movie of a suspect crank sensor signal and play it back in
order to catch a problem in that signal.
Page 32
INCREASING, THEN DECREASING

CRANK SENSOR’S TIME BASE
(HOT, IDLE)
NARROWER PATTERN, LESS DETAIL
WIDER PATTERN, GREATER DETAIL

Page 33
INCREASING, THEN DECREASING

CRANK SENSOR’S VOLTS SCALE
(HOT, IDLE)
SHORTER PATTERN, LESS DETAIL
Marinucci
PARTIAL PATTERN, GREATER DETAIL

Page 34
‘SCOPE TESTING AC
VOLTAGE SENSORS, TYPE II
 One basic shape of AC voltage sensor appears on Page 30;

the other is shown here. This happens to be a TDC sensor
signal, captured at hot, idle.
 Note that this particular sensor produces a signal that

sweeps downward first, then upward. This means it
sweeps negative first, then positive.
 Never assume that this initial sweep of the signal is the

same on all AC voltage signals of this type. The more-
common format is a signal that swings upward (positive)
first, then downward (negative).
 When in doubt, always compare to a known-good sensor or

known-good ‘scope pattern.
Page 35
DECREASING, THEN INCREASING

TDC SENSOR’S TIME BASE
(HOT, IDLE)
WIDER PATTERN, GREATER DETAIL
Marinucci
NARROWER PATTERN, LESS DETAIL

Page 36
EXAMPLES
OF
AC VOLTAGE
SIGNAL
PROBLEMS
Page 37
REVERSED POLARITY ON AN
AC VOLTAGE SIGNAL
 This is a Honda Accord V6 camshaft sensor signal.

Remember that on Honda products, this type of AC signal
always sweeps downward (negative) first!
 The polarity of this camshaft sensor is reversed. Note that Marinucci

the signal sweeps upward (positive) first, then downward
(negative).
 Reversed wires inside a camshaft sensor harness connector

caused this problem. The reversed wires caused a rough
idle and a camshaft sensor trouble code.
Page 38
AC VOLTAGE SIGNAL “FAILURES”
2.2 L ACCORD / PRELUDE / ODYSSEY
ERRATIC AC VOLTAGE NORMAL AC VOLTAGE

SIGNALS @ IDLE DUE TO SIGNALS @ IDLE
A CRACKED CAMSHAFT
1. What is the vehicle and engine history?
2. What are the chances of all three sensors failing

simultaneously?
3. What do all three sensors have in common with each other?

Page 39
CRACKED HONDA CAMSHAFT

CHRONOLOGY
(One Case History)
 The engine started easily but began running rough after

several minutes.
 The engine developed an erratic, unstable idle, then stalled.
 Eventually, the engine ran so roughly that revving it was the

only way to keep it running.
 Finally, the engine stalled again and would not restart.
 The ECM set Code 9 (Cylinder Position Sensor).
 The distributor sensor signals captured from this 2.2-liter

engine are shown on top left of Page 38.
 Replacing the distributor enabled the engine to restart.
 But replacing the distributor did not clean up these signals

or eliminate Code 9!
 The camshaft sprocket bolt was loose. The keyways in the Marinucci
camshaft and cam sprocket were damaged and the end of
the cam was cracked.
 Replacing the camshaft and cam sprocket fixed it.

Page 40
CRACKED HONDA CAMSHAFTS
© Dan Marinucci
© Dan Marinucci
Page 41
NOTES
Marinucci
Page 42
RELUCTOR TEETH ACTIVATE

AC VOLTAGE SENSOR
2
 This is the crank sensor (1)
and reluctor (2) on the front
1 of a popular Toyota truck
engine. This design
illustrates a common trend:
the reluctor teeth often are
built onto or attached to the
crank sprocket.
© Dan Marinucci
 Usually the air gap between the reluctor teeth and the tip of
the sensor is very small. Maintaining the specified air gap
here is critical to getting a clean, consistent and accurate AC
voltage signal from this sensor.
 A loose, bent, cracked or otherwise damaged reluctor

causes an inconsistent AC voltage signal. Although an
inconsistent signal may cause a variety of driveability
problems, it doesn’t always set a crank sensor code!
 Watch out for those rare instances where someone else has
installed the wrong reluctor for the application.
Page 43
TOYOTA V6 CRANK SENSOR SIGNALS

(HOT, IDLE)
NORMAL CRANK SENSOR SIGNAL, 3.4-LITER V6
Marinucci
ERRATIC CRANK SENSOR SIGNAL, 3.4-LITER V6,

LOOSE CRANK BOLT, MISFIRING, NO CRANK SENSOR CODE
Page 44
TOYOTA INTEGRAL COIL
The G sensor (arrow) on a typical

Toyota distributor with an integral
ignition coil is located very close
to the coil. The replacement
integral coil shown below caused
an intermittent light-throttle misfire
on a 1995 Corolla. However, the
condition did not trigger any
trouble codes. Basic ‘scope
testing caught the problem.
© Dan Marinucci
© Dan Marinucci
Page 45
1995 COROLLA
INTERMITTENT, LIGHT-THROTTLE MISFIRE
NO CODES STORED
NORMAL DISTRIBUTOR G SIGNAL INTERFERENCE

G SIGNAL AT IDLE CAUSED BY FAULTY
IGNITION COIL
Marinucci
Page 46
1993 CAMRY
NO CODES STORED
NORMAL DISTRIBUTOR G SIGNAL INTERFERENCE

G SIGNAL AT IDLE CAUSED BY FAULTY
IGNITION COIL
This particular Corolla ignition coil (cited on Page 44) also fits many
4-cylinder Camry engines. The ‘scope patterns shown above were
captured on a 1993 2.2-liter Camry engine with this suspect Corolla
coil installed.
Page 47
1993 CAMRY (Continued)

NO CODES STORED
EXPANDED VIEW OF NORMAL TOYOTA PRIMARY

ELECTRICAL INTERFERENCE IGNITION VOLTS PATTERN
ON G SENSOR DUE TO FAULTY
COIL; INTERFERENCE
MIRRORS PRIMARY IGNITION
VOLTS PATTERN
Marinucci
Page 48
FORD CAM SENSOR,

ELECTRICAL INTERFERENCE
(HOT, IDLE)
ELECTRICAL INTERFERENCE NORMAL FORD

ON CAM SENSOR SIGNAL CAM SENSOR PATTERN
DUE TO OPEN DIODE IN THE
ALTERNATOR; INTERFERENCE
CAUSED CAM SENSOR CODE
Page 49
HONDA CYLINDER SENSOR,

ELECTRICAL INTERFERENCE
(HOT, IDLE)
ELECTRICAL INTERFERENCE NORMAL HONDA

ON CYLINDER SENSOR SIGNAL CYLINDER SENSOR PATTERN
DUE TO OPEN DIODE IN THE
ALTERNATOR; INTERFERENCE
CAUSED CYLINDER SENSOR
CODE AND SEVERAL
DRIVEABILITY SYMPTOMS
Marinucci
Page 50
TESTING ALTERNATOR RIPPLE
NORMAL RIPPLE PATTERN OPEN DIODE
 Alternator diode or stator failure creates excessive electrical

noise. This noise or interference may cause a variety of
strange symptoms and erroneous trouble codes. Never
assume that a charging system failure will turn on the
charge indicator light.
 When in doubt, perform an alternator amps output test and a

ripple test. Each of these tests should support the other test!
If a diode or stator failure occurs, an alternator cannot
produce its rated amps output OR a healthy ripple pattern.
 The best way to test alternator ripple is at fast idle with lots
of electrical accessories operating. Or, ‘scope the alternator
during the routine amps output test.
Page 51
TESTING ALTERNATOR RIPPLE

(Continued)
 Practice ‘scoping known-good alternators so you get used to

the way your ‘scope shows a ripple pattern. The more often
you test good alternators, the easier it is to flag bad ones.
 Look for a smooth, consistent ripple pattern. The ripples

should be the same shape and size throughout the pattern.
 A stator or diode failure causes a noticeable, measurable

drop in amps output. It also causes a gross deviation or
change in the ripple pattern. Furthermore, this deviation will
repeat itself at regular intervals in the ripple pattern.
 Some ‘scopes have a preprogrammed or special function for

ripple testing. On others, you select an AC voltage scale.
 On some ‘scopes, you check ripple by connecting an

inductive amps pickup around the alternator’s output wire.
On others, you connect test leads to the alternator output
terminal and ground.
 Note that the output wire is the heaviest-gauge wire on the

alternator. Common terminal designations for the output
terminal are BAT, B+, B.
Marinucci
 Remember that alternator design, engine speed and
electrical load all affect the amplitude or height of the ripple
pattern. On many alternators, a normal ripple pattern may
reach 1.00 volt AC or more.
Page 52
EXAMPLES OF ECM-TO-IGNITER
SIGNALS (HOT, IDLE)
HONDA TOYOTA
NISSAN SUBARU
The ECM-to-igniter signal is sometimes called the “ignition-

command” signal because it commands the igniter to fire the coil.
Page 53
TOYOTA COMPUTER FAILURE

(SIGNALS CAPTURED AT CRANKING SPEED)
IGNITION COMMAND SIGNAL
CRANK SENSOR SIGNAL
CAM SENSOR SIGNAL
 These are patterns from a RAV4 equipped with coil-on-plug

ignition. They were captured on a four-channel ‘scope.
 The complaint is a no-start, no-spark condition. The ECM

did not store any codes.
Marinucci
 The crank sensor produced a consistent, familiar signal.
 The cam sensor produced a consistent, familiar signal.
 This engine has four igniters; there was no ignition command

signal present at any of the igniters.
Page 54
IGNITION COMMAND, IGNITION RESULT

(HOT, IDLE)
ECM-TO-IGNITER SIGNAL
(IGNITION COMMAND)
PRIMARY IGNITION AMPS

(IGNITION RESULT)
1 2
1. IGNITER TURNS ON THE IGNITION COIL
2. IGNITER TURNS OFF THE IGNITION COIL
 Suppose an ECM or PCM is healthy. Suppose it receives

valid signals from the crankshaft and camshaft sensors. If
so, then the computer sends a valid ignition command signal
to the igniter or igniters (ignition module or modules).
 Four examples of popular Asian ignition command signals

are shown on Page 52. Although these were captured at
idle speed, they look very, very similar at cranking speed.
 An ECM or PCM must send a clean, consistent ignition

command signal to the igniter(s). If not, then the engine
misfires or suffers a no-start, no-spark condition.
Page 55

(HOT, IDLE) (Continued)
 You need a ‘scope with at least two channels to perform any

basic command / result test: one channel to check the
command signal and another channel to test the result.
 Set up one ‘scope channel to measure 5.00 volts or so. A

5.00-volt scale is adequate for measuring most ignition
command signals. Connect this channel to the ignition
command circuit.
 Set up another channel to measure amps. Connect a

suitable low-current inductive pickup to this channel. Clip
the pickup around either the positive or negative side of the
primary ignition circuit. Meanwhile, a 10.00- to 20.00-amp
scale is adequate for testing most primary ignition circuits.
ECM-TO-IGNITER SIGNAL
(IGNITION COMMAND)
Marinucci
(IGNITION RESULT)
WHAT HAPPENED ON THIS HONDA?

Page 56

(HOT, IDLE) (Continued)
© Dan Marinucci
This is a common Toyota coil-on-plug

ignition system. The green test lead
probes the ignition command terminal.
The low-current pickup is measuring
primary ignition amps; connect it to either
of the outboard wires in this connector.
The resulting ‘scope patterns are shown
here. The ignition command is on the
volts (V) scale.
Page 57

(HOT, IDLE)
1 2 1 2
 Testing primary ignition amps (current) is extremely helpful

for pinpointing bad ignition coils and/or igniters. The keys to
success are accessing the primary ignition wiring and
knowing a normal amps “slope.”
Marinucci
 The pattern on the left is a healthy pattern from a common
Honda coil-on-plug ignition system. Compare its slope to the
failed coil on the right.
 The slope on the bad coil goes straight upward – a telltale

sign of a shorted coil. The shorted coil would definitely
cause a misfire code on its cylinder.
Page 58

(CRANKING SPEED)
1 2
1. ECM TURNS IGNITION COIL ON

2. ECM TURNS IGNITION COIL OFF
 These patterns were captured during a diagnosis of a no-

start, no-spark condition. The vehicle was a Chrysler
minivan powered by a 3.0-liter Mitsubishi engine. There is
no igniter or ignition module on this car. Instead, the ECM
itself controls the ground side of the ignition coil.
 The pattern above (left) is primary ignition amps during

cranking on a healthy vehicle. The one on the right is from
the minivan that wouldn’t start.
 The tech who struggled to diagnose this had connected a

test light to the negative side of the coil. Although the ECM
had failed, it still blinked the test light steadily when he
cranked the engine!
Page 59

(CRANKING SPEED) (Continued)
1 2
 A distributor-equipped Toyota won’t start, has no spark.
 A tech connects a test light to the negative side of the coil

and cranks the engine. The test light blinks steadily. Marinucci
 However, another tech clips a low-current inductive amps
pickup around a primary ignition wire and cranks the engine
again. The amps pattern above appears on his ‘scope.
 Your diagnosis: ___________________________________

Page 60
TESTING TPS SENSORS
1. CLOSED THROTTLE
2. WIDE OPEN THROTTLE
 A good way to test a throttle position sensor (TPS) is to

“sweep it” with the ignition on, engine off. Perform the
sweep by opening the throttle completely and then closing it.
 The key to performing an effective throttle sweep is a

smooth, consistent motion. If you don’t operate the throttle
smoothly and consistently, the signal usually looks jagged or
ragged – as if the sensor’s failing.
 Some techs do the sweep by manually operating the throttle

under the hood. I prefer to operate the throttle with the gas
pedal. It’s much faster and simpler to perform a smooth,
consistent throttle sweep by mashing the gas pedal.
Page 61
TESTING TPS SENSORS (Continued)
 Usually, a vertical scale of 5.00 volts – or close to it – is

adequate for testing a TPS. A time base of 100 to 200
milliseconds per division usually is suitable.
 It takes some practice to perform a smooth and complete

sweep in the shortest amount of time (smallest time base).
 Remember that the smaller the time setting, the wider the
picture; the wider the image, the greater the detail. This can
be very helpful when you’re trying to identify glitches in the
TPS signal.
 Also, remember that a good, reliable TPS sensor will

produce a smooth, consistent signal during every sweep!
1 Marinucci
1. CLOSED THROTTLE

Page 62
INCOMPLETE SWEEP, INCOMPLETE SWEEP,

SAME TIME BASE SMALLER TIME BASE
COMPLETE SWEEP,
LONGER TIME BASE
Page 63
NORMAL SIGNAL INTERMITTENT SIGNAL
 The pattern on the left (above) shows a good Honda TPS

sensor sweep. A failing Honda TPS created the pattern on
the right (above). This bad TPS would set a trouble code
intermittently but checked fine on the initial sweep tests.
 Tapping on this suspect TPS with a plastic screwdriver

handle during the throttle sweep revealed the failure. When Marinucci
in doubt, see if the old tapping technique causes a suspect
TPS to fail.
Page 64
ACCELERATOR PEDAL
POSITION SENSOR TESTING
1. CLOSED THROTTLE
 This is a throttle sweep performed on a late-model Nissan

position sensor on the gas pedal. These sensors are
variable resistors like the traditional TPS sensors are.
 Typically, vehicles with electronic throttles have two position

sensors on the gas pedal. The signal of one sensor
increases as the throttle opens – like a traditional TPS.
The other sensor’s signal decreases as the throttle opens.
Page 65
USING TRIGGER SETTING

TO CATCH INTERMITTENT FAILURE
 The ‘scope is monitoring battery voltage supply to an ECM.
 The ‘scope’s trigger is set at minus 10.12 Volts. This value

is shown in the upper left corner of the ‘scope screen. The
downward arrow up there indicates a negative trigger.
Marinucci
 This trigger setting means that if and when the voltage signal
falls below the trigger setting (10.12 Volts), the ‘scope will
trace a pattern.
 If the signal never falls below this trigger setting, the ‘scope
will NOT trace a pattern; the screen will be blank.
Boyle
ATRA EXPO
2012
10 Ways to Botch a Diagnosis
Sean Boyle – jeepster@siu.edu
www.siucautomotive.com
Ten Ways to Botch a Diagnosis

Relatively Relatively
Simple to Solve Difficult to Solve
Proper Service
Information
Poor knowledge of
Have the Proper System Operation
Tools
Poor Electrical
Record Vital Diagnostic Skills
Information
Use a Diagnostic Poor Hydraulic

Routine Diagnostic Skills
Don’t Over Analyze Poor Computer

Diagnostic Skills
Take off the

Blinders
Problem:
Didn’t have the correct service information
Solution:
It’s there, you just need to get it.
www.nastf.org shows where to get OE website
access and their pricing.
Find the right service information

Find the right Service Information
Boyle
• Technical Service
Bulletins
• Let the
manufacturer
help you
diagnose a
vehicle
• Special service
messages/
Preliminary
Messages
• Recalls

Problem:
Didn’t have the proper tool to diagnose.
Solution:
If you need it, you have to get it. A certain
percentage of every job should go into an
equipment budget. It takes the sting off of a
large purchase.
Tool priority
Aftermarket Scan tool
Scope
OE Scan tool
Reprogammer
Problem:
Didn’t record or measure vital information
BEFORE I tore into the unit
Solution:
Develop a system where you perform a
routine of checks before any R and R,
consider:
Recording DTCs
Snapshot or movie of the test drive
Pressure test if possible
Cooler flow

Problem:
Didn’t use a systematic approach to the
problem
Solution:
Use a diagnostic routine – and stick to it!
Boyle
Verify Concern
Use a Diagnostic Routine!
Check TSB’s
and SSM
Designed to keep
the technician on Visual Inspection
track
Check for DTCs
Symptom Based DTC Guided

Diagnosics Diagnostics
Make Repair
Verify Repair
Return RO
Diagnostic Routine Verify Concern
Check TSB’s
and SSM
Guided
Diagnostics Visual Inspection
Following the
Check for DTCs
process in the
service manual
Symptom Based DTC Guided
Symptom Based Diagnosics Diagnostics
Diagnostics
Symptom Based
Make Repair
diagnostics may
or may NOT
Verify Repair
exist in the
service manual
Return RO
Diagnostic Routine
The basic
Symptom to
System to
Component to
Cause relationship
is key to isolating
the root cause
Diagnostic Routine
This requires
knowledge of:
System operation
How they relate to
symptoms
How to diagnose and
test
How to interpret test
results
Diagnostic Routine: Ford Example
Boyle
Symptom
System
Component
Cause

Problem:
I got ahead of myself and wasted a bunch of
time checking systems that didn’t relate to
the problem at hand.
Solution:
Focus on the basics
ics
Use a systematic
approach to
diagnosing
the problem
Don’t overanalyze!
Transmissions
work in three
realms.
Mechanical
Electrical
Hydraulic
If there are no Mechanical
published
diagnostics, or the
published
diagnostics are
poor Hydraulic Electrical
Determine the most
likely to fail and the
easiest to test, and
test that first
Take those blinders OFF!
Don’t focus on one system and miss

out on the root cause of the problem
Example
2005 Stratus with delayed shifts and lack of
performance
Been to three different shops, who all stated
that the vehicle worked as intended
HO2S has been changed and the MAP has
been changed, but no effect on vehicle
performance
Boyle
Scan Data
Fuel Trim –
LTFT -20 at
idle, -8 at
cruise
STFT - +/- 5 at
idle and cruise.
MAP – 15hg at idle,
10 hg at cruise

Boyle
Problem:
Didn’t really know how the system operates
Solution:
Become Educated!
ATRA
ATSG
Online Networks
Manufacturers Websites
Trade Magazines
Learn how the system operates!

• ATRA
• Tech Center
• Expo
• Technical seminars
• Bookstore
• Gears magazine
• ATSG
• Tech center
• Video series
• Seminars
• Bookstore
• Bulletins
• Networks
• TRNW.net
• Trannybuilder.com
• IATN.net
• Autonerdz.com

• Manufacturer’s and
textbook websites
• Hyundai and KIA offer free
subscription to their
technical/training website
• Autoshop101 offers Toyota
specific training
• CDX Textbook is an online
textbook source.
Boyle
• Trade magazines
www.siucautomotive.com/links

Problem:
I didn’t understand or failed to perform
necessary electrical tests
Solution:
Understand the limitations of electronic
diagnostic tools
Learn what tool is best for the job
Electrical – Improper tool usage
The test light
Most don’t put much load on a circuit
LED test lights
Don’t place any load on a circuit
40 milliamps!
Simple Test Light
300 milliamps!
Boyle
Homemade Test Lamp
Headlamps can
7190 milliamps!
pull 3 – 4 amps for
each filament
Wiring the high
and low beam in
parallel can get
you around 8
amps of load
Brightness is still
subjective
Here’s a lamp at
less than 9 volts
Homemade Test Lamp

Here’s the same test 8650 milliamps!
lamp with a good
battery (jumper pack)
Over 8.5 amps
Many techs use a
device like this to load
test ground or power
circuits
This in conjunction
with a DVOM to test
Voltage drop would be
best
Voltage Drop
Voltage is the
electrical push or
pressure through a
circuit
E
A load in the circuit
will consume the
voltage, or energy, to
deliver the intended
result
I R
Voltage Drop
Voltage Drop –
Boyle
control side
12 volts before relay
12 volts after relay
12 volts at switch,
because switch is open
Voltage Drop –
control side
0 volts after relay
0 volts at switch,
because switch is closed
Voltage Drop –
Load side
12 volts after relay
12 volts before lamp
0 volts after lamp,
Say goodbye to simple headlamps

Voltage Drop
Boyle
So how do we properly Voltage Drop test a
circuit with a DVM?
Placing the meter leads in a completed circuit
Meter displays the voltage difference between
the two leads
Lead polarity is not important
Note this is true on a DVM, but not a Digital Storage
Oscilloscope (DSO)
.2 V
DVOM will display the

difference between
the two leads
If the red lead has
12.6 volts and the
black lead has 12.4
volts, the meter will
display .2v
12 V
12 V
Boyle
0V
12V
12V
12V
Boyle
0V
12 V
Does this show

a problem?
9V
12 V
Boyle
2.0V
4V
Open Circuit Voltage
Many techs misuse a
DVM
They should be used on
connected circuits
(connected in parallel)
Disconnecting a
connector and checking
for voltage can give false
results
DVMs have very high
internal resistance
Not much of a connection is
needed to show source
voltage

The image shows a
DVM measuring a 9v
battery
9.55 volts
The lower image shows
the same DVM with my
body in series with the
9v battery
9.19 volts
Positive lead on my
finger, and my other
finger on the positive
post
Boyle
Obviously my body has
too much resistance to
operate much of
anything electronically
The high impedance of
the meter basically
allows a tech to sample
voltage on a circuit,
without effecting the
circuit at all
Ohmmeter
Know your
limitations when
testing circuits
with an ohmmeter
DOM places small
amount of voltage
and current in a
circuit and
basically performs
a v-drop test
Very low voltage
Very low current
Ohmmeter
This
example
shows only
.45mA is
delivered
from the
DOM
Ohmmeter
This image
shows that
the voltage
placed on
the circuit
is only .24v
Note the
resistance
shown by
the DOM
1 meg ohm
Ohmmeter
Boyle
It doesn’t
take much
to pass a
test with a
DOM
Zero’ed
leads show
.2 ohm
Ohmmeter
Measuring a
single strand of
wire also shows
.2 ohm
This wire passed
a resistance test,
but we know it
wouldn’t be
adequate to
operate a
solenoid,
actuator, or light
Problem:
Line pressure was good, so I assume the
hydraulic system is working properly
Solution:
Get it the habit of checking line pressure and
cooler flow
Study hydraulic schematics
Learn the limitations of hydraulic pressure
testing
Pressure Gauges and Tests

What can you determine from a
pressure test?
Depends on transmission
Some only give a line pressure tap
Some give individual clutch pressure taps
Pressure Test 6L80 example
Boyle
Pressure Test 6L80 example
Pressure test will:
Measure pump pressure at the Manual Valve
before any regulating orifices
Beneficial in diagnosing pump output, torque
signal, PCS, AFL issues
Not very beneficial in diagnosing actual clutch
issues
Why? Restricting orifices
Honda Pressure Test
Honda transaxles
also have pressure
taps located
between the
clutches and the
Valve Body
This isn’t indicated
on the hyd
schematic, but it’s
easy to determine
after looking at
the trans itself
Honda Pressure Test

Boyle
Honda Pressure Test
Acura 5-speed shift from 2nd – 3rd – 4th – 5th
2nd 3rd 4th 5th
CPC A CPC B CPC A CPC B

Problem:
There were no DTC’s, so the computer side
was working properly.
Solution:
Know what’s normal to be able to determine
what’s abnormal
Know your PIDS
Direct input
Calculated inputs
Processed data
Output commands
Scan Tool Diagnostics

Know the
limitations of the
data you are
reviewing
Scan tools
display:
Input
sensors/switches
values
Calculations
Processes
Output
Commands
Boyle
Input Sensor/
Switch values
Ask yourself “is
there a sensor or
switch that
provides this
info?”
Module reports
voltage for
sensors and
states for
switches

Input Sensor/
Switch values
PCM will convert
the voltage
values into
useable units of
measurement
(temp, speed,
pressure, etc)
These PIDs are
related to one
sensor/switch
Processes and
Calculations
These data PIDs
give the tech a
“look” into what
the PCM/TCM is
wanting.
They usually
don’t have a
single solenoid or
sensor related to
this information

Output Commands:
These PIDs share
information on what
the PCM/TCM want
They don’t verify
that the output
actually happened
Boyle
What’s the point?
Knowing what the
scan tool is
providing can
direct your
diagnostics
Scan Tool Limitations

Outputs aren’t all verified
If the module doesn’t monitor amperage of an
output, it will be limited in its diagnostic
capabilities
Limited to Short To Power, Short To Ground/Open
Circuit
High Resistance cannot be detected
The Lost or Mis-understood PIDS
There are many
PIDS that go un-
noticed or under-
rated:
Gear Ratio
Load
Pressure switch
status
Gear Ratio and ETR on Honda’s

ETR – Ratio between engine and mainshaft
speed – divide engine speed into mainshaft
speed, shows a percentage
Gear ratio – Calculated from mainshaft and
countershaft 1.000 is first, 2.000 is second,
3.000 is third etc
Boyle
Mainshaft and Countershaft speed in MPH.
Note, the only time they do not agree is
during the shift.
Engine, Mainshaft and Countershaft speed in

RPM. Can you tell when the TCC turned ON?
Gear Ratio PID.
ETR PID. Basically TCC Slip Speed

Red=Engine RPM; Gold=Shift Control; Blue=3rd Press Sw
Boyle
Pink=Mainshaft MPH; Green=Countershaft MPH
Slipping clutch can be seen by watching shift
command, then MS MPH deviate from CS MPH

The problem is not likely the result of complete
hydraulic failure, because the pressure switch closes in
close proximity to the shift command.
CPC B Solenoid is not likely the culprit because CPC
solenoids are in-charge during the shift, not after it.
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We sell reliability.
Go with a name you know and trust – Precision International.

The technological leader in transmission repair for over 30 years.
There’s a lot riding on the quality and reliability of your work. That’s why you can’t take shortcuts when
repairing a transmission. Whatever make, model or year you’re working on, Precision has the best parts and
kits to fix it. All are cross-checked against the latest OEM specs (with changes noted and made). All are OE
quality or better. And all are guaranteed to work. Plus, our huge inventory virtually assures immediate delivery.
You can count on us You see, at Precision, reliability isn’t just an empty
We also offer outstanding tech support, including promise. It’s the heart and soul of our business. . .
www.transmissionkits.com – our hot new website as well as yours. For more information, give us a call.
with continually updated video seminars from
leading transmission expert John Parmenter, www.transmissionkits.com
question and answer forums, complete parts
information and much more. So you can
troubleshoot any problem
and offer your customers
the very best transmission
solutions possible. The Problem Solvers.
14 Todd Court Extension, Yaphank, NY 11980
(631) 567-2000 • Fax (631) 567-2640 • Toll Free: 800-872-6649
Florida Office: 6790 Hillsdale Point, Boynton Beach, FL 33437
(561) 734-2332 • Fax (561) 734-2375
E-mail: sales@transmissionkits.com
www.transmissionkits.com
Parmenter

The Problem Solvers

Presents:
John Parmenter, Jr.
Technical Advisor
TIPS & TRICKS FROM THE BUILDER’S BENCH

Any questions or comments regarding this presentation or technical assistance can be addressed to the
Precision International Technical Hotline at (800) 872‐6649 or e‐mail at technical@transmissionkits.com

The following technical data has been compiled with the utmost care and is accurate at the time of printing. It
should serve for information purposes only. Precision International and all employees can assume no
responsibilities for errors which may have occurred during printing. At this time, Precision International would
like to thank ATRA for their continuing support of technicians worldwide.

2012 Precision International

The Problem Solvers

John Parmenter is a rebuilder and shop owner on Long Island, New York. John is an A.S.E. certified
master technician. His shop handles a large volume of dealer warranty work. He is a technical advisor for
Precision International and handles technical service calls as well as answering questions on Precision
International’s website www.transmissionkits.com. John’s seminars are in demand worldwide as they are
based on real world problems encountered in today’s transmission shops.

Copyright © Precision International 2012
2

The Problem Solvers

Transmission Index Page
Parmenter
09G 4
RE5R05A 5‐8
01M, JF506E, 09G, ZF5HP19FL 9
4L65E / 4L70 10‐11
Ford L.V. ATF 12
Basic Checks 13
ZF CVT (CFT‐30, CFT‐23) 14‐16
Lexus/Toyota U140/U150 17‐18

3

The Problem

Solvers

09G
The O9G transaxle, also known as the TF60SN is a six speed transaxle and is frequently in transmission repair
shops for service. After doing any major transmission service, i.e. unit overhaul or valve body replacement,
many technicians experience difficulty in re‐learning the transmission control module or TCM. The TCM may
also have to be re‐learned if the vehicle’s battery has gone dead or below 7.5 votts.

The common complaint of a TCM needing to be re‐learned can be: a) harsh upshifts or downshifts, b)
flares/slips, c) delayed or harsh park to reverse or drive engagement. Re‐learn procedure: there must be no
codes in any module of the vehicle‐engine, transmission or ABS. The transmission temperature must be
between 50° C‐110 ° C or 150° F ‐230°F. Re‐learn procedure will not proceed unless the 2 above conditions are
not present. Initial engagement learn: with engine running and foot on brake and shifter in neutral for 3
seconds, then move shifter to drive for 3 seconds. Do this 5 times. Reverse engagement: with engine running
and shifter in neutral for 3 seconds; move shifter to reverse for 3 seconds. Repeat 5 times. Drive
engagement: with engine running and shifter in neutral for 3 seconds, move shifter to drive for 3 seconds.
Repeat 5 times.

Upshift/downshift learn: install a scan tool on the vehicle. You need to monitor accelerator pedal position.
This procedure requires 2 technicians ‐ one to drive the vehicle and one to monitor accelerator position.

We need to meet the following conditions: a) 25% to 30% accelerator position, b) vehicle at 50 mph, c) vehicle
must be in 6th gear. Once these conditions are met, on a clear piece of road the driver then lifts his foot off
the accelerator and makes a gradual stop within 60 seconds. This procedure may have to be performed 10
times to be fully effective.

The 09G transaxle is in a variety of vehicles, from Volkswagen, Audi and BMW (Mini) badged vehicles.
Common drivability complaints are TCC slip, harsh coast downshifts and spin‐up or slips on upshifts. Trans‐Go
Corporation has available an excellent valve body service package which includes detailed valve body service
information including solenoid location and testing/cleaning information. This package assists the technician
in performing quality overhauls.

4

The Problem Solvers

RE5R05A
Parmenter
The Nissan RE5R05A is giving technicians concerns in a few major areas. We will try to assist in dealing with
them here.

Coolant intrusion from the transmission cooler in the vehicles’ radiator brings a large volume of these
transmissions into shops for major overhauls.

When dealing with this issue, do an internet search to www.nissanassist.com. This Nissan factory site will give
information regarding customer reimbursement from Nissan Corp. for a transmission repair caused by coolant
intrusion from a failed radiator.

The sealing rings in this unit must be handled very carefully. If the sealing rings on the input shaft (4) are
expanded further than necessary to install them, they will lose their sealing ability while not appearing to be
broken. We have been informed the OE assembly line failure rate on these rings is causing Nissan to re‐
evaluate the assembly procedure at the factory.

When removing the 4 input shaft sealing rings, closely inspect the ring lands. There has been a high incidence
of internal ring land wear that can be easily over looked. Once again these rings cannot be overstretched to
install onto their respective locations and this is a concern at the OE level as well.

The direct clutch sealing rings located on the center support have also been an area of great concern. These
units come into the shop for repair with heavy coolant contamination, many being unable to road test. Upon
reassembly and road test a slip, or no 2nd or no 3rd condition occurs. On transmission disassembly, the center
support to direct drum rings (approximately 3 inches in diameter) appear to not seal properly. The center
supports have been known to crack internally and be easily missed on reassembly. Be sure to air check the
direct clutch housing from all feed holes and look and listen closely for any large leakage from the support.

5

The Problem Solvers

RE5R05A
4‐5 Flare/Slip on Shift

A 4‐5 flare/slip on the RE5R05A is a common concern after overhaul. This can be caused by several concerns
in the unit such as failed input clutch, solenoid VB issues, a poor quality band or improper band adjustment.
Be sure to use a high quality band. The brown or dark green material bands are of OE quality and should be
soaked in Nissan ATF for at least a half hour before the install. The band is off in 4th gear and applies in fifth
speed.

The band adjustment is on top of the unit and must be done properly. On 2002 to 2005 units tighten
adjustment to 50 inch lbs. and back out 2 ½ turns. On 2006 and up units tighten adjustment 44 inch lbs. and
back out 3 turns. This procedure has helped many technicians solve this concern.

6

The Problem Solvers

RE5R05A
Parmenter
The Nissan RE5R05A is a 5‐speed rear wheel drive Jatco transmission. It has been in production since 2003
and has developed a common issue across all its product lines of which technicians need to be aware. The
RE5R05A transmission can be found in the following Nissan vehicles: 350Z, Frontier, Pathfinder, Armada and
Titan. The concern is a global one dedicated to this transmission. To cool the transmission, it uses a familiar
system of cooler lines transmitting fluid (ATF) to a cooler in the vehicle’s radiator immersed, yet contained, in
engine coolant. The cooler, mounted internally in the vehicles radiator, ruptures causing engine coolant to
enter the transmission. The engine coolant properties then attack the transmission’s internal components.
Once this occurs, transmission failure will be evident.

The transmission is not difficult to overhaul. However, the Valve Body or Main Control Assembly frequently
requires replacement. The OE base part number is 31705. The Valve Body cost starts at $965.00 U.S. dollars in
2009. We have seen this price go down to $730.00 U.S. dollars in early 2011 for some models. Transmission
full overhaul: all friction material replacement as well as molded rubber piston replacement and torque
converter and radiator replacement can cost as much as $5,000 U.S. dollars (model dependant).

This is truly a global issue for this transmission, and at the time of this writing there is no formal
announcement from Nissan about a recall. Nissan has established an internal claims department to deal with
this issue. The number is 1‐800‐867‐7669. The work must be done by a licensed repair shop and be
thoroughly documented. All part numbers must be listed and the cause of failure must be radiator failure and
coolant intrusion to transmission. There has been timely reimbursement checks issued and the degree of
reimbursement varies on vehicle mileage and time. You will make your customer’s day when you inform them
of this.

7

The Problem Solvers

RE5R05A

8

The Problem Solvers

01M, JF506E, 09G,
Parmenter
ZF5HP19FL
The above mentioned transmissions are in a large cross‐section of vehicles, yet share a similar concern:

Erratic shifts, harsh engagements, slipping or banging on shifts.

A proper and complete battery check must be one of the first things technicians must perform before anything
else is done. Check the connections and grounds, load test battery, attach voltmeter to battery posts and
have someone crank over the engine battery. If the voltage drops below 9.5 volts, battery must be replaced.
If the computer or ECM/TCM sees that low voltage is present, it puts the basic settings to “protect” mode and
the aforementioned shift issues may occur. With a factory battery in the system any diagnostic strategy will
be compromised. Upon installing a new battery, be sure to install a scan‐tool and restore the battery relearn
the TCM/ECM system.

9

The Problem Solvers

4L65/4L70
Technicians have been servicing the 4L60/60E/65E series of transmissions have since 1982. We have seen and
adapted to all of its changes throughout the years. With its release from Hydramatic plants in 2006 and up,
the 4L70E is the newest version in the evolution of the 4L60 series.

We are going highlight several changes in the unit that have been causing technicians concerns globally. The
Valve Body Separator plate now has non‐removable bonded gaskets. Hydramatic has also added flat solenoid
screens. In the past there were 2 screens. They have now added a third screen by the shift solenoids. These
screens are not serviceable as they are bonded with the gasket. GM had an issue with debris (usually case
aluminum flashing) getting to the shift solenoids, causing P0756 shift solenoid “B” performance.

This concern was happening with vehicles with less than 5,000 miles on them under warranty. Precision
International will be releasing shortly a separator plate to fit all models of 4L65/4L70; look for it from your
suppliers. The 4L70 series of transmission now have an input speed sensor located in the pump stator. It
reads a reluctor on the input shaft. In the past when servicing a 4L60 series of transmissions, technicians
would not have to be careful handling the forward drum/input shaft. The reluctor for the input speed sensor
is “soft” metal on the input shaft. This material can easily be marked‐up or disfigured. This will result in
PO716 “input speed sensor out of range” and PO717 “loss of input speed signal.” The pump stator bushings
on the 4L70 have been known to wear out with great frequency. Excessive wear in the stator bushings will
allow the input drum to “wobble” causing the aforementioned codes to manifest themselves. So closely
inspect this area.

Starting in certain models in 2004 and up, the frictions and steels have changed. The steel plates in the past
have been .076” and .106” thickness. Now the 3‐4 steels are .097” and 7 pieces are used per unit. The steel
plates also have a new look. The plates are a blue/grey color and are called “Lindered.” This is a metal
treatment to aid in heat dissipation and not to be confused with Kolene treatments. The 3‐4 friction plates in
previous years were .080” thick and are now .062” thick. Keep in mind as this change started to take place in
some models as early as 2004. Precision International has available modules and kits of the new design 3‐4
clutch assembly.

10

The Problem Solvers

4L65/4L70
Parmenter

11

The Problem Solvers

FORD L.V. ATF
Beginning in model year 2008, Ford started using L.V. transmission fluid. This fluid, according to Ford, is a
lifetime fill requiring changing at 150,000 miles. L.V. stands for “Low Viscosity.” Dex VI viscosity rating is 166.
L.V. Viscosity rating is 155. Ford now produces 6 different types of transmission fluid: CVT ATF used in CFT 30
transmissions, 5NR5 ATF used in 5 speed transmissions; Mercon L.V ATF, Mercon S.P. ATF, Mercon V ATF and
Premium ATF.

Ford has an excellent website www.fordparts.com. Look for MotorCraft transmission fluid for detailed
information on these fluids. Units that are supposed to have L.V. fluid in them have been showing up in
extremely cold locations with failure due to lack of lubrication. Just be aware of which oil belongs in which
unit.

12

The Problem Solvers

BASIC CHECKS
Parmenter
We are all creatures of habit working on similar jobs, rebuilding transmissions every day. Cars are getting
towed into the shop because transmissions have failed. Transmission technicians get caught up in the
complex world of the transmissions and easily overlook the basic checks.

For example the AW55‐50 Transaxle in the Volvo product line: internal transmission failure is common in this
transmission. The main control (Valve Body) often needs overhaul and solenoid attention. However,
technicians can easily overlook the rest of the vehicle. The battery on many of these vehicles is located in the
trunk and often overlooked. Without a properly functioning battery and changing system, the best rebuilt
transmission doesn’t stand a chance. Often if a batteries voltage drops below 9V during start‐up, ECM will go
to a default setting and not set a check engine light, causing the transmission to operate erratically. The
computers health is critical to achieve a properly working transmission. Before transmission removal, verify
charging system is operating properly, and a computer memory saver (alternative battery supply) will ease the
re‐learn procedure when overhaul is complete.

When scanning the computers in vehicles, always check all modules ECM, TCM, BCM, and ABS. Any codes
must be addressed. The computers will not adapt or start re‐learn procedures until engine computer goes to
closed loop, temperature sensors at operating range and fuel in the tank. The wrong size tires on a 55‐50
Transaxle will cause erratic shifting. Always inspect/ check tire pressure and verify tires are proper and
matched to the vehicle.

So before pulling a commonly failing transmission, do the basic checks to avoid having to explain to your
customer, “now your transmission is fixed, but you need X and Y to make it work right.” We all are
professionals. The following checks are critical to proper operation of the 55‐50 transaxle as well as all
computer controlled transmissions and cannot be overlooked:

Engine performance issues?
Any codes?
All modules checked?
History codes?
Load test battery?
Charging system check?
Brake light check?
Tire checks (air and size)?
Computer memory saver?
13

The Problem

Solvers

ZF CVT (CFT‐30, CFT‐23)
ZF is one of the world’s leading automotive industry suppliers specializing in driveline and chassis
technologies. The company operates 125 plants in 26 countries and ranks as one of the top 10 automotive
industry suppliers worldwide.

ZF industries created the Continuously Variable Transmissions (CVT) for use in automobiles back in 2005. In
the USA it is called a CFT30 and is found in the Ford Five Hundred, Freestyle and Mercury Montego with the
3.0 litre engine. A very similar version of this transaxle is the CFT23, which can be found in the European and
Asian marketplace. In ZF’s engineering documents, data states the CVT to be 20% more efficient and in
certain diesel applications with a much lower fuel consumption. With the rising costs of fuel globally, many
manufacturers are using CVT units to achieve governments’ emissions guidelines (USA EPA and EV Directives).
We are going to highlight several issues with the CFT30/CFT23.

A no movement condition on a CFT‐30/ CFT‐23 has been a great concern of late. Globally, tech calls have
come in describing a no‐ movement condition and, no service codes. The fluid is not burnt, leaving technicians
searching for the concern. The drive axle which splines into the differential has a tendency to fail. We have
also seen a high incidence of the splines shearing off from either the axle end and/or the differential, causing
the vehicle to be immobile. Upon inspection of failed components, it appears there was a water intrusion as a
rust‐like substance appears to be present. The Ford factory description is “fretting”: damage in steel identified
by the presence of rust (iron oxide powder). The rust particles are much harder than the steel surfaces in
contact, so abrasive wear and damage become inevitable.

Closely inspect both the axle spline as well as the side gear located in the differential for damages. The wear in
this location has also been known to cause a loud high‐pitched noise just before failure. This failure has been
the number 1 tech call on this unit in the past 6 months.

Technicians should also be aware of planetary failure in this unit. The laser welds which hold the pins in the
planetary have been known to fail allowing the “pins” to walk out and destroy the gear train. When doing any
internal service work, closely inspect the welds on the pins.

http://pushbelt.org/ is an excellent location to source CVT parts.

14

The Problem Solvers

Parmenter

15

The Problem Solvers

Thank you Art Landeck

16

The
Problem Solvers

LEXUS/TOYOTA
Parmenter
U140/U150
The Toyota/Lexus line of vehicles is in service in every part of the globe. An on‐going concern has been a flare
on 2‐3 upshifts and/or delayed reverse engagement. A close inspection of the end cover is a must! The
sealing rings lands have a tendency to wear both top to bottom and up and down. This allows leakage
between the ring and its land causing the concern above.

Along with ring land inspection there is “barrel” type bearing located in the center of the cover which is often
overlooked: OE part #90080‐36120 and a two‐piece bearing that sits between the drum and the cover, OE part
#90374‐28013. If ring land wear in end cover is present, it is recommended to change these two bearings as
they are the support for the drum. We have seen, in low mileage vehicles, the “barrel” type bearing being
worn to the point of causing a 2‐3 flare with the ring lands still being in good condition.

17

The Problem Solvers

LEXUS/TOYOTA
U140/U150

18

FOR QUALIFIED TRANSMISSION SHOPS ONLY
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transmission is fully dyno-tested and includes a 12 month/unlimited
mile warranty on parts and workmanship*. Extended 2 and 3 year
warranties on parts and/or labor available*. WIT also distributes a
complete line of quality new, used and remanufactured automatic and
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*Excludes Commercial and Off-Road Vehicles
800.940.0197 • www.wittrans.com
In stock for YOU, not your customers!

Welcome To The
Souza
Jatco JF613E
JF613E
Presented
By
Mike Souza
ATRA Senior
Senior Technical Advisor
GET ‘EM IN
GET ‘E M O UT!
ET IT FIXED, GET PAID!
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HOTLINE
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Jatco 6 Speed JF613E 1
Index
Introduction ................................................................................................................. 2
Component Identification ............................................................................................. 3
Component Function ................................................................................................... 4
Component Application Chart ...................................................................................... 5
Solenoid & Pressure Switch ID & Function ................................................................... 6
Solenoid Application Chart & Pressure Switch Function ............................................... 9
Pressure Apply Chart ................................................................................................... 10
Lockup & Reverse Hydraulic Function ......................................................................... 11
Mainline Hydraulic Function ........................................................................................ 12
Case Connector Pin Identification ................................................................................ 13
Fluid Temperature Sensor ............................................................................................ 14
Speed Sensors ............................................................................................................. 15
Park/Neutral Switch .................................................................................................... 17
Valve Body Removal ..................................................................................................... 19
Case Air Checks ........................................................................................................... 20
Pressure Tests ............................................................................................................. 21
Souza
Transmission Fluid Warmer / Cooler System ............................................................... 23
Thrust Bearing & Washer Locations ............................................................................. 25
E-Torx Shallow Head Case Bolts .................................................................................. 26
Multi Information Display ............................................................................................ 27
DTC’s / Failsafe / Backup Function ............................................................................ 28
PCM Adaptive Memory Learned Value Reset ................................................................. 30
AWD Left Axle Stub Shaft Removal .............................................................................. 31
Transfer Case Oil Replacement .................................................................................... 33
Transmission Fluid Level Check ................................................................................... 34
Transmission Fluid Change / Service ........................................................................... 35
Valve Body Information ................................................................................................ 36
Clutch Clearances ........................................................................................................ 47
One Way Clutch Rotation ............................................................................................. 51
Pump Assembly ........................................................................................................... 53
Special thanks to Bob Nuttall of Autotech Inc. for some of the information that made this book possible.
© 2012 ATRA All Rights Reserved

Introduction
JF613E
Vehicle application:
Mitsubishi: F6AJA FWD W6AJA AWD
Outlander 2007 - 2012 L4 2.4L V6 3.0L (USA)
Nissan: RE6F01A
Murano 2010 - 2012 L4 2.5L
Qashqai 2006 - 2011 L4 2.0L
Xtrail 2007-2012 L4 2.0L
Renault: AJO
Koleos 2008 - 2011 L4 2.0L
Laguna 2007 - 2011 L4 2.0L V6 3.0L/3.5L
Scenic & Grand Scenic 2010 - 2011 L4 2.0L
General information:
Shifter Positions: P-R-N-D & Sport Mode (tap shift)
Torque Converter: 3 Element 1 stage 2 phase, lockup clutch, stall torque ratio
1.83 approximate stall 3,527 r/min.
Pump: Trochoid type.
Clutch Assemblies: (3) Low clutch, 3-5 Reverse clutch and High clutch.
Brake Clutch Assemblies: (2) 2-6 Brake clutch and Low/Reverse Brake clutch.
Solenoids: 6 Linear solenoids and 2 On/Off solenoids.
Weight: Approximately (including fluid) 102kg FWD / 103kg AWD
Fluid: Mitsubishi DIA Queen ATF-J1 (or equivalent) 8.0 quarts 8.5 liters
Transfer Gear Oil: Hypoid gear oil API classification GL-5 SAE 90
Note: the information used in this manual is based primarily on Mitsubishi models.
Component Identification
1
10 9 8 7 6 5 4 3 2
Return Cooler
Line Fitting
19
11
12
13 18
Souza
14
17
15
20 16
Based On The
Lepelletier Planetary System
1: Converter Housing 11: Reduction Planetary Gears

2: Oil Pump (Trochoid) 12: Rear Planetary Gears
3: 3-5 Reverse clutch 13: Side Cover
4: Front Planetary Gears 14: Reduction Pinion Gear
5: Low Clutch 15: Idler Gear
6: Output Gear 16: Final Drive Gear
7: Low & Reverse Brake 17: Differential
8: One Way Clutch (sprag) 18: Input Shaft
9: 2 -6 Brake Clutch 19: Torque Converter
10: High Clutch 20: Axle

Component Function
OUTPUT
Reduction Planetary 2-6 Brake 3-5 Reverse
Low Reverse
Gear Assembly Clutch Low Clutch Clutch
Brake Clutch
One Way
Clutch
High
Clutch
Rear Planetary Front Planetary

Gear Assembly Gear Assembly
INPUT
Based On The
Lepelletier Planetary System
Driving Elements:
Low Clutch, 3-5 Reverse Clutch and High Clutch
Holding Elements:
Low/Reverse Brake Clutch, 2-6 Brake Clutch and One Way Clutch (sprag)
Low Clutch: Applied in 1st, 2nd, 3rd & 4th gears and transfers the input torque from the
3-5 reverse clutch drum to the front internal gear.
3-5 Reverse Clutch: Applied in 3rd, 5th & reverse gears and transfers the reduction internal
gear input torque to the front sun gear.
High Clutch: Applied in 4th, 5th & 6th gears and transfers the input shaft torque to the
rear planetary gear assembly.
Low & Reverse Brake Clutch: Applied in Park, Reverse, Neutral and Manual Low and
holds the rear planetary gear assembly.
2-6 Brake Clutch: Applied in 2nd & 6th gears and holds the rear sun gear stationary.
One Way Clutch (sprag): Locked in 1st gear during acceleration and holds the rear
planetary gear assembly stationary.
Note: Failsafe is 3rd gear in drive dependent upon the failure. The TCM will try to hold the
gear commanded during the failure. After coming to a stop 3rd gear will be commanded.
Component Application Chart
Low Reverse Low 3-5
Converter
Brake Clutch Clutch Reverse
Housing
Clutch
Front Pump
2-6 Brake
Planet Torque
Clutch
Converter
High
Clutch
Reduction
Planetary
Gear
One Way Clutch

(Sprag) Input
Shaft
Souza
Rear
Planet
Rear
Cover
Output
Gear
Idler
Gear
Final
Drive
Gear
Differential
Low 3-5 Rev High Low/Rev 2-6 One Way

Clutch Clutch Clutch Brake Brake Clutch
P/N O O O X O O
Reverse O X O X O O
Drive 1st X O O O O X
1st Engine X O O X O O
Braking
2nd X O O O X O
3rd X X O O O O
4th X O X O O O
5th O X X O O O
6th O O X O X O

Solenoid & Pressure Switch Identification / Function
Linear solenoid 5.0-5.6 ohms Low/Reverse “Mitsubishi”
On/Off solenoids 28-30 ohms Brake Clutch
Pressure switches normally open
Pressure Switch
(N/O)
2-6 Brake Clutch
Pressure Switch
Fluid Temperature Low Clutch (N/O)
Sensor Pressure Switch
(N/O)
3-5 Reverse Clutch Lockup &

Linear Solenoid Low/Reverse
(N/H) Brake Clutch
Linear Solenoid
(N/L)
Bracket
High Clutch
Bracket
Linear Solenoid Bracket
(N/H)
2-6 Brake Clutch

Linear Solenoid
(N/L)
Line Pressure
Linear Solenoid
(N/H) Low Clutch
Linear Solenoid
(N/L)
High Clutch
3-5 Reverse Clutch Pressure Switch
Pressure Switch (N/O)
(N/O)
Low/Reverse Brake Low Clutch
Clutch Shift Solenoid Shift Solenoid N/L Normally Low
(On/Off) (On/Off) N/H Normally High
N/O Normally Open
All solenoids are controlled on the power side and grounded to the valve body. The 3
Normally High and 3 Normally Low Linear solenoids are controlled with a fixed 300 Hz duty
cycle signal. The 2 On/Off solenoids are turned on or off no frequency control.
2 On/Off solenoids:
Ÿ Low Clutch shift solenoid: controls the Low Clutch Failsafe Valve.
Ÿ Low/Reverse Brake Clutch shift solenoid: controls lockup shift and low/reverse brake
shift valves.
6 Linear solenoids: 3 Normally Low:

Ÿ Low Clutch linear solenoid: controls the Low Clutch Control Valve.
Ÿ 2-6 Brake Clutch linear solenoid: controls the 2-6 Brake Control Valve.
Solenoid Function continued......
Lockup & Low/Reverse Brake Clutch linear solenoid: controls the Lockup Control Valve.
3 Normally High Solenoids:

Ÿ High Clutch linear solenoid: controls the High Clutch Control Valve.
Ÿ 3-5 & Reverse Clutch linear solenoid: controls the 3-5 Reverse Clutch Control Valve.
Ÿ Line Pressure linear solenoid: controls the Pressure Regulator and Converter Regulator
Valves.
All 6 Linear solenoids have a resistance value of 5.0-5.6 Ohms at 20C/68F.
When the 3 Normally Low solenoids are turned off, Pilot pressure is blocked at the solenoid
valve. When they are turned on with a fixed duty cycle frequency of 300 Hz. Pilot pressure
moves the control valve against the return spring, allowing Line Pressure to apply the
clutch. The longer the Duty Cycle on time the higher the pressure. The solenoids are all
grounded to a valve body bolt.
When the 3 Normally High solenoids are turned off, Pilot pressure moves the control valve
against the return spring, allowing Line Pressure to apply the clutch. When they are turned
Souza
on with a fixed duty cycle frequency of 300 Hz, Pilot pressure is exhausted from the control
valve. The control valve return spring will move the valve back blocking Line Pressure and
release the clutch. The Longer the Duty Cycle on time the lower the pressure. The solenoids
are all grounded to a valve body bolt.
The 2 On/Off solenoids have a resistance value of 28-30 Ohms at 20C/68F. Normally
closed (N/C).
When the solenoid is turned off no voltage supply. Pilot Pressure is blocked at the solenoid
and no pressure is supplied to a control valve. The solenoids are all grounded to a valve
body bolt.
When the solenoid is turned on voltage supplied, Pilot Pressure moves the control valve
against the return spring allowing Line Pressure to apply a specific clutch or valve.
Low/Reverse & Low Clutch Solenoids

28-30 ohms
On/Off
OFF Solenoids ON
(N/C)
(28-30 ohms)
To To
Valves Valves
(Blocked) (Open)
Pilot Pilot
Pressure Pressure
Solenoid Function continued......
Lockup & Low/Reverse Brake, 2-6 Brake and Low Clutch

Normally
5.0-5.6 ohms Low 300 Hz
OFF DUTY
(N/L)
Pilot Pilot
Pressure Pressure
(to Control Valve) (to Control Valve)
Exhaust Exhaust
(Open) (Blocked)
Pilot Pilot
Pressure Pressure
(from Pilot Valve) (from Pilot Valve)
(Blocked) (Open)
3-5 Reverse Clutch, High Clutch and Line Pressure
Normally
5.0-5.6 ohms High 300 Hz
OFF DUTY
(N/H)
Pilot Pilot
Pressure Pressure
(to Control Valve) (to Control Valve)
Pilot Pilot
Pressure Pressure
(from Pilot Valve) (from Pilot Valve)
(Open) (Blocked)
Exhaust Exhaust
(Blocked) (Open)
Note: it is very easy to mix these solenoids up, at first appearance these solenoids look identical.
Solenoid Application Chart
Solenoid Line L/U - L/R L/R Low Low 2-6 3-5/R High
Pressure Brake Brake Clutch Clutch Brake Clutch Clutch
Type N/H N/L On/Off On/Off N/L N/L N/H N/H

Linear Linear Shift Shift Linear Linear Linear Linear
(N/C) (N/C)
Gear
P/N Duty Off On Off Off Off Duty Duty
Reverse Duty Duty On Off Off Off Off Duty
Man Duty Duty On Off Duty Off Duty Duty

1st
Drive Duty Off On Off Duty Off Duty Duty

1st
Souza
Drive Duty Off Off Off Duty Duty Duty Duty
2nd
Drive Duty Off Off Off Duty Off Off Duty

3rd
Drive Duty Duty Off Off Duty Off Duty Off

4th
Drive Duty Duty Off On Off Off Off Off

5th
Drive Duty Duty Off On Off Duty Duty Off

6th
Pressure Switch Function

There are 5 Pressure Switches that are normally open: (12 volts)
Low Clutch High Clutch
2-6 Brake Low & Reverse Brake
3-5 Reverse Clutch
The switches are normally open and close at approximately 10-15 psi (less than 1 volt).
Closed Short Open Circuit

Terminal to Ground No Ground Terminal
Clutch Pressure No Pressure

Pressure Switch Application Chart
Pressure Low 2-6 3-5/R High L/R

Switch Clutch Brake Clutch Clutch Brake
Gear
P/N Open Open Open Open Closed

12V 12V 12V 12V 0V
Reverse Open Open Closed Open Closed

12V 12V 0V 12V 0V
Man Closed Open Open Open Closed

1st 0V 12V 12V 12V 0V
Drive Closed Open Open Open Open

1st 0V 12V 12V 12V 12V
Drive Closed Closed Open Open Open

2nd 0V 0V 12V 12V 12V
Drive Closed Closed Open Open Open

2nd/LU 0V 0V 12V 12V 12V
Drive Closed Open Closed Open Open

3rd 0V 12V 0V 12V 12V
Drive Closed Open Closed Open Open

3rd/LU 0V 12V 0V 12V 12V
Drive Closed Open Open Closed Open

4th 0V 12V 12V 0V 12V
Drive Closed Open Open Closed Open

4th/LU 0V 12V 12V 0V 12V
Drive Open Open Closed Closed Open

5th 12V 12V 0V 0V 12V
Drive Open Open Closed Closed Open

5th/LU 12V 12V 0V 0V 12V
Drive Open Closed Open Closed Open

6th 12V 0V 12V 0V 12V
Drive Open Closed Open Closed Open

6th/LU 12V 0V 12V 0V 12V
The switches close at approximately 10-15 psi.

Lockup & Reverse Clutch Hydraulic Control
This transmission uses a Lockup Solenoid Shift Valve (switch valve) to control the
apply of the Low Reverse Brake Clutch and Lockup Clutch. When the L/R Brake (on/off)
Shift Solenoid is Off. The Lockup Solenoid Switch Valve is held in the Lockup position by
the return spring. Pilot Pressure from the LU & L/R Brake Linear (N/L) solenoid goes to the
Lockup Control Valve to apply the Torque Converter Clutch.
When the L/R Brake Solenoid is On. Pilot Pressure stokes the Lockup Solenoid Shift
Valve against the return spring; switching the Pilot Pressure from the LU & L/R Brake
Linear solenoid to the Low Reverse Brake Clutch Control Valve to apply the L/R Brake
Clutch.
Lockup Clutch Applied
Lockup Lockup Solenoid

L/R Brake
Control Shift Valve
(Switch Valve)
Clutch Solenoid
Valve (on/off)
OFF
Souza
Exhaust
Pilot Pressure
(LU) & LR/B Linear Sol.)
(N/L)
Exhaust
Reverse
Line Pressure Pilot
(Manual Valve) Pressure
L/R Brake
Control
Valve
Low Reverse Brake Clutch Applied

Lockup Lockup Solenoid
L/R Brake
Control Shift Valve
(Switch Valve) Clutch Solenoid
Valve (on/off)
ON
Exhaust
Pilot Pressure
(LU) & LR/B Linear Sol.)
(N/L)
Exhaust
Reverse
Line Pressure Pilot
(Manual Valve) Pressure
L/R Brake
Control
Valve
Mainline Pressure Hydraulic Control
The Line Pressure normally high (N/H) Linear solenoid controls Pilot Pressure to the
Main Line Pressure Boost valve to raise and lower Main Line pressure.
Reverse boost pressure is control directly off the manual valve to the middle of the
boost valve to control main line pressure in reverse.
During Failsafe operation the Line Pressure solenoid will be turned off and line
pressure will rise to maximum level.
Line Pressure
(N/H)
Main
300 Hz Line
Pressure
Reverse Boost
Pressure From
Manual Valve Exhaust
Pilot Pump
Pressure Pressure
Exhaust
Exhaust Exhaust
Reverse Boost Pressure is controlled

directly from the manual valve

Case Connector Pin Identification “Mitsubishi”
1 2 3 4 5 5 4 3 2 1
6 7 8 9 10 11 11 10 9 8 7 6
12 13 14 15 16 17 17 16 15 14 13 12
18 19 20 21 22 22 21 20 19 18
Connector Wire Side

View
1: Low Clutch Linear Solenoid
2: Transmission Fluid Temperature Sensor
3: N/A
4: Lockup/Low Reverse Brake Linear Solenoid
5: N/A
Souza
6: 2-6 Brake Linear Solenoid
7: N/A
8: N/A
9: Line Pressure Linear Solenoid
10: N/A
11: N/A
12: N/A
13: Ground
14: 3-5 Reverse Clutch Linear Solenoid
15: N/A
16: N/A
17: Low Reverse Brake Shift Solenoid
18: N/A
19: High Clutch Linear Solenoid
20: N/A
22: Low Clutch Shift Solenoid
Solenoid resistance measurements with transmission fluid temperature at

approximately 20 C (68 F) between solenoid terminal and terminal 13 (ground)
Linear solenoids approximately 5.3 ohms

Shift solenoids approximately 28 ohms
Manufacture’s Warning;
Each solenoid cannot be removed or replaced individually. If any solenoid needs to be
replaced, the entire valve body and harness has to be replaced. This also includes the
transmission fluid temperature sensor.

Transmission Fluid Temperature Sensor
Sensor Function
Connector Fluid Temperature

Sensor
View
1 2 3 4 5
6 7 8 9 10 11
12 13 14 15 16 17
18 19 20 21 22 Bracket
Connector pin 2
Fluid Temperature Sensor

Resistance k Temperature Note normal temperature range in volts:
Cold 20 C (68 F) = approx. 2.52 V
Hot 80 C (176 F) = approx. 0.69 V
Approx. 6.62 10 C (50 F)
Approx. 3.51 25 C (77 F)
Approx. 0.55 80 C (176 F)
Approx. 0.25 110 C (230 F)

Speed Sensors
There are two speed sensors on this transmission. One Turbine/Input Shaft speed
sensor and one Output/Vehicle speed sensor. Both speed sensors are 3 wire Hall Effect
type sensors. Supplied with vehicle voltage from the transmission relay and grounded at
the TCM. Signal voltage is sent from the TCM to the speed sensors.
With the engine at normal operating temperature and the shifter placed in Drive
idling @ 700 rpm; Input speed should measure approximately 353 Hz.
If the input speed signal is less than 600 rpm for 5 seconds or more code P0715 will
be set in memory and the Malfunction Indicator Light (MIL) will be illuminated.
Turbine/Input Shaft Speed Sensor (ISS)

3 Wire Hall Effect
Located at top middle
part of case near
Retianing
Selector Switch
Bolt
Souza
o-ring
1 2 3
In drive at 700 rpm / input speed approx. 353 Hz
Connector pin identification

1 = Ground provided by TCM
2 = Signal Voltage from TCM
3 12 Volts from A/T Control Relay
Conditions for setting code P0715

Idle Switch off
Vehicle speed more than 40 km/h (25 mph)
Engine speed more than 1600 r/min.
Input shaft speed sensor signal; less than 600 r/min (5 seconds)
OBDII drive cycle pattern
At normal operating temperature, shift to 3rd gear or higher at more than 40km/h
(25 mph) for at least 10 seconds.
Speed Sensors continued
In the drive range at normal operating temperature with the vehicle speed at 30
km/h (19 mph) the Output Shaft speed sensor should measure approximately 588 Hz.
The TCM will set a code P0720 in memory and the MIL light will be illuminate; when
the vehicle speed is more than 20 km/h (12 mph) an there is no input signal from the
Output Shaft speed sensor.
Output/Vehicle Speed Sensor (VSS)
3 Wire Hall Effect Located at right side of case

above axle next to oil cooler
Retianing
Bolt
o-ring
2 “Mitsubishi”
1 3
Connector pin identification

1 = Ground provided by TCM
2 = Signal Voltage from TCM
3 12 Volts from A/T Control Relay
Conditions for setting code:

Ÿ Vehicle speed more than 20 km/h (12 mph)
Ÿ Rapid drop in vehicle speed: less than -20 km/h/0.05 second. (2 seconds)
OBDII drive cycle pattern:

Ÿ Engine running in drive for 5 seconds, while in 1st gear (1st gear in sport mode), at more
than 20 km/h (12 mph) with more than 50% throttle opening.
Ÿ Stop the vehicle, and follow the same procedure.

Park/Neutral Position Switch
The Park/Neutral Position Switch (Range Switch) is located at the top left side of the
case next to the solenoid case connector.
The Range Switch receives system voltage from the ETACS-ECU IG 1 Relay at pin 3.
Voltage is sent out through the Transmission Range switch by each designated pin for the
individual gear range selected (see chart below).
Range Switch Function

Located at top left side of case
Range Sensor Pin ID next to solenoid connector
1 2 3 4 5 6
Souza
7 8 9 10
Pin identification is model specific
Pin ID PARK REVERSE NEUTRAL DRIVE Drive S

(tiptronic)
Range
Pin 3 Voltage 12 Volts 12 Volts 12 Volts 12 Volts 12 Volts

from ETACS-
ECU IG 1 Relay
Pin 1 to TCM 0 Volts 0 Volts 0 Volts 0 Volts 12 Volts

Park/Neutral Position Switch continued
To adjust the Range Switch; align the Manual Control lever in the Neutral position,
loosen the shifter control cable adjustment nut. Then loosen the two Retainer Bolts and
align the End Hole in the manual control lever with the Flange Hole in the transmission
range switch. Tighten the two retainer bolts to 5.9-1.0 Nm (52” lb.).
The range switch positions can be check by either monitoring scan tool data or with a
multi meter using the chart provided below.
Adjustment & Continuity Check
Transmission Retainer
Bolt
Range Switch
Transmission
Connector View
Range Switch
1 2 3 4 5 6
7 8 9 10
P
R Manual
Control
N
Retainer
Bolt
Lever
D
End Hole
Continuity Check
Pin 3 1 2 5 8 9
Transmission
Flange Hole Range Switch
P Body
Ds

Valve Body Removal
Remove “C” Clip shown (right)
before removing valve body
Internal
Harness
Connector
Only the bolts shown below

are required for valve body removal
Souza
A A B B A
“Mitsubishi” A B B A
Bolt Identification: A B
Shank Length mm (in) 71.5 (2.82”) 58.0 (2.28”)
Number of Bolts 5 4
Case Air Checks
2-6 High
Clutch Clutch
Low Clutch
Center
Converter To Low/Reverse Support
Cooler/Warmer Brake Clutch Lube
to Lube Circuit
Converter
Apply 3 - 5 Reverse
Converter Clutch
Release
Air checks should be done with no more than

30 psi. of regulated air pressure.
Blow Gun
Regulator
70
80
60
90
40 50
100
0
30
5
20
10

Pressure Testing
The Low clutch pressure tap is located just below the Range and Input Speed
sensors. With the engine at operating temperature (approx. 70-90C/158-194F) pressure
should measure approximately 55 to 76 psi. in the drive “D” range at idle and 222 - 230
psi. at stall (brakes applied).
Pressure readings found in scan tool data for Mainline, Converter Apply and Release
are derived from monitoring the five on/off pressure switches. These pressures are not
actual they are calculated by the Transmission Control Module (TCM).
Adapter
“Mitsubishi” MD998332-01
Adapter
Souza
MB992127-01
Fitting
Range Sensor
Input Speed
Sensor
Not A
Low Clutch Pressure Port
Pressure

Pressure Testing continued
There are no pressure specifications listed for the 2-6 Brake, High and 3-5/Reverse
clutch in any factory manuals for Mitsubishi models. Pressure when monitored with a
gauge should rise from approximately 55 to 230 psi. depending upon engine load.
Pressures should measure no less than 5 to 7 psi. lower than mainline pressure.
2-6 Brake & High Clutch Pressure Ports

2-6 Brake Clutch
From
Side Cooler
Cover
Rear
Case Cover
High Clutch
To
Cooler
3-5 / Reverse Clutch Pressure Port
3-5 Reverse
Clutch
Side
Cover

Transmission Fluid Warmer / Cooler System
The transmission cooling system is made up of three components. A Thermal Check
Valve, a Fluid Warmer/Cooler and an Auxiliary Cooler. The Auxiliary Cooler is attached to
the transmission with brackets and the cooler lines connect directly to the rear cover. The
Warmer/Cooler is attached to a flange on the right rear side of the case just above the axle.
Transmission oil from the torque converter; travels through the valve body, case then into
the Warmer/Cooler back into the case out through the rear cover to the Auxiliary Cooler
and back into the rear cover to the lube circuit.
Engine coolant runs through the Warmer/Cooler out through the Thermal Check
Valve to the upper radiator tank.
The Thermo Check Valve uses a wax element to move an internal valve to restrict the
flow of engine coolant. The Thermo Check Valve maintains the ATF temperature within an
operating range between 75º C (167º F) and 88º C (190º F).
Engine Coolant
To Radiator
Engine Coolant
To Engine
Souza
Fluid
Warmer
Cooler
Flow
Cooler Attached
By Brackets
Thermal Check To Transmission
Valve
“Mitsubishi”
Auxiliary
Cooler
Transmission Fluid Warmer / Cooler System (continued)
The Fluid Warmer / Cooler is located on the right side of the transmission towards the rear
of the case just above the axle. It is attached to a flange with 4 mounting bolts and requires
one large oring seal.
Fluid Warmer / Cooler
In
Oring Seal
Out
Mounting
Flange
Axle Seal

Thrust Bearing and Washer Locations
Souza

E-Torx Shallow Head Case Bolts
This transmission uses three different size E-Torx shallow headed bolts. The Main
case half uses E-20, the rear cover uses E-16 and the center support uses E-18 bolts
(figure 1).
E-Torx shallow head sockets may be hard to find, if so an E-Torx deep socket can be
modified to fit the shallow head bolts by grinding down the socket until there is very little
bevel left to the socket (figure 2). There are some sockets available where this may not be
necessary.
Some bolts are difficult to access and will require the use of an E-Torx wrench.
Figure 1
E-Torx
Shallow Head
Case Bolts
E-Torx Deep Head Socket
Grind Socket Some Bolts Are

Down Flush Difficult To Access
Until There Is & May Require The
Very Little Use Of An E-Torx
Bevel Left Wrench
Figure 2
Mult-Information Display
“Mitsubishi”
Souza
Service Required: this screen is displayed Slowdown: this screen is displayed when
along with the Check Engine Light when the ATF temperature reaches 140°C (284°F)
the transmission is operating in “failsafe” to warn the driver of the condition. The screen
and a code is stored in the TCM and PCM. will clear when the ATF drops to a temperature
below 135°C (275°F). The transmission cannot
be operated in the Sport Mode when this screen
is displayed.

DTC’s / Failsafe / Backup Function
“Mitsubishi”
When a malfunction of a main sensor or actuator is detected by the PCM, the
transmission is controlled by the preset control logic to maintain safe conditions for driving.
The following tables show how the “Failsafe / Backup” function affects vehicle
drive-ability and operation.
DTC Code Number Detection Item Failsafe Function

P0705 Transmission Range Fixed in the D range Manual Mode
Switch. is prohibited Lockup is prohibited.
P0712 Transmission fluid Not present.
temperature sensor
system (short circuit).
P0713 Transmission fluid Fixed to 5th gear during driving,
temperature sensor and to 3rd gear after a vehicle stop.
system (open circuit).
P0715 Input shaft speed sensor Fixed to the driving gear position
system. during driving and to 3rd after a
vehicle stop.
P0720 Output shaft speed sensor Fixed to the driving gear position
system. during driving and to 3rd after a
vehicle stop.
P0729 6th gear incorrect ratio. The current shift position is
continued and gear is fixed to 3rd
after a vehicle stop.
p0731 1st gear incorrect ratio. At engine run up detection: fixed to
5th gear after a vehicle stop.
At gear ratio abnormally detection:
fixed to 2nd, 3rd or 4th gear.
P0732 2nd gear incorrect ratio. The current shift position is
continued and gear is fixed to 5th
gear after a vehicle stop.
P0733 3rd gear incorrect ratio. The current shift position is
continued and gear is fixed to 6th
gear after a vehicle stop.
continued and gear is fixed to 3rd
or 5th after a vehicle stop.
continued and gear is fixed to 2nd
after a vehicle stop.
P0736 Reverse gear incorrect ratio. Controlled by making the line
pressure to maximum.
P0741 Torque converter clutch Lockup is prohibited.
system (stuck off).
P0742 Torque converter clutch Lockup is prohibited.
system (stuck on.)
P0743 Lockup and Low reverse Fixed to 5th gear during driving and
brake linear solenoid valve to 3rd gear after a vehicle stop.
system.
DTC’s / Failsafe / Backup Function (continued)
DTC Code Number Detection Item Failsafe Function

P0748 Line pressure linear solenoid Controlled by making the line
valve system. pressure to maximum.
P0753 Low clutch linear solenoid Fixed to 5th gear
valve system.
P0758 2-6 Brake linear solenoid Fixed to 5th gear during driving and
valve system. to 3rd gear after a vehicle stop.
P0763 3-5 Reverse clutch linear Fixed to 5th gear during driving and
solenoid valve system. to 3rd gear after a vehicle stop.
P0768 High clutch linear solenoid. Fixed to 5th gear.
P0815 Paddle shift switch (up) The manual mode operation during
system. the driving cycle in question is
prohibited.
P0816 Paddle shift switch (down) The manual mode operation during
system. the driving cycle in question is
prohibited.
P0826 Shift switch assembly system. The manual mode operation during
the driving cycle in question is
Souza
prohibited.
P0841 Low clutch pressure switch Control is continued with switch
system. always on.
P0846 2-6 Brake pressure switch Control is continued with switch
system. always on.
P0871 3-5 Reverse pressure switch Control is continued with switch
system. always on.
P0876 High clutch pressure switch Control is continued with switch
system. always on.
P0893 Interlock detection. Fixed to a feasible shift position.
P0988 Low-Reverse brake pressure Control is continued with switch
switch system. always on.
P1705 Throttle position sensor Controlled with the throttle position
information (engine). fixed to 2/8 position.
Lockup is prohibited.
P1706 Accelerator peddle position Controlled with the throttle position
information. fixed to 2/8 position.
Lockup is prohibited.
P1731 1st engine brake detection. The low-reverse brake is released.
P1753 Low clutch shift solenoid Not present.
valve system.
P1758 Low-Reverse brake shift Fixed to 5th gear during driving and
solenoid valve system. to 3rd gear after a vehicle stop.
P1773 ABS information (ASC). The lockup during the deceleration
and when vehicle speed is 40 km/h
(25 mph) or less is prohibited.
P1794 Ground return. Fixed to 5th gear.
U0100 CAN bus off. Fixed to 5th gear during driving and
to 3rd after a vehicle stop.
U0121 ECM time out. No action.
U0141 ETACS-ECM time out. Judges as brake on/ cont. control.
PCM Adaptive Memory Learned Value Reset
“Mitsubishi”
Beginning with model year 2004 on any CAN-Bus equipped vehicles, the PCM
Adaptive Learned Memory can no longer be erased “Reset” by just disconnecting the battery
or pulling the fuse to the PCM of TCM. The Adaptive Learned information is now stored in a
non volatile memory. The memory can only be reset using a factory Scan Tool and
performing an “All Learned Value Reset” which will reset the Fuel management system and
Transmission adaptive learned values back to the factory default settings.
The adaptive memory must be reset after DTC’s are erased, PCM or TCM is re-flashed
programmed and any fuel system or transmission maintenance repairs or unit replacement
are performed. If the adaptive memory is not reset, any erased DTC’s may reset
immediately while performing the final road test. The replacement transmission may also
perform worst than the original unit.
All K-Line “Non CAN-Bus” equipped vehicles (except Montero and Outlander) the
adaptive memory can still be reset by disconnecting the battery or pulling the fuse to the
PCM, even those built after 2004.
After performing any “Adaptive Learned Value Reset” the vehicle should be driven
through a series of light, medium and heavy throttle upshifts and downshifts before
returning it to the customer. This will jump start the learning process over again.

AWD Left Axle Stub Shaft Removal
The left side axle stub shaft must be removed from the transmission before removing
the transfer case. The left stub axle has an 8mm x 1.5mm hole bored into the end of the
axle. Using a slide hammer or puller, remove the axle from the transmission case. Any
attempt to pry the transfer case from the transmission case may damage the mounting
flanges.
Souza
Center Differential Front Differential
8mm x 1.25mm
Threaded Hole
Transfer Case
Retainer Clip
“Mitsubishi”
AWD Left Axle Stub Shaft Removal
After removing the transfer case check the small rubber vent oring. The vent oring
may still be stuck to the case. Replace during overhaul.
Vent Oring
Transmission Case
to Transfer Case Oring
“Mitsubishi”

Transfer Case Oil Replacement
1: Remove the oil drain plug and drain transfer oil.
2: Install the oil drain plug and tighten to 32 Nm (23 ft. lb).
3: Remove the oil filler plug and fill transfer oil up to the lower edge of the filler plug hole
with brand name Hypoid gear oil API GL-5 SAE 90.
4: Install the oil filler plug and tighten to 32 Nm (23 ft. lb).
Filler Plug
Souza
Drain Plug
Front Exhaust Pipe
Filler Plug
Hole
Transfer Oil
Filler Plug
“Mitsubishi”

Transmission Fluid Level Check
1: Drive the vehicle until the transmission fluid temperature reaches the normal operating
temperature 70-80 C° (158-176°F).
Note: transmission fluid temperature should be measured using a capable scan tool
to verify the correct transmission temperature.
2: Park the vehicle on a level surface.
3: Move the shift selector through all positions to fill the torque converter and the hydraulic
circuits, then move the selector lever to the “N” position.
4: Remove the dipstick wipe clean, then reinsert dipstick. Remove dipstick and check the
level and condition of the fluid. (see chart below)
Note: if condition of the fluid is contaminated with particles of bushing or friction
material the transmission will require and overhaul. If the fluid seems just
discolored it may require a change or service.
Recommended Fluid: Mitsubishi DIA-QWEEN J-1
Fluid Level mm (in.)

20 (0.8)
10 (0.4)
H
0 (0)
-10 (-0.4)
-20 (-0.8) Dipstick

40 50 80
(104) (140) (175)
Fluid Temperature C (F)
Front Side View
H
Back Side View
C
Dipstick Views
“Mitsubishi”

Transmission Fluid Change / Service
“Mitsubishi”
If a transmission fluid changer is available replace the transmission fluid. If a
transmission fluid changer is not available; replace the fluid by the following procedure.
1: Disconnect the upper hose going to the cooler from the fitting at the transmission. Place
a container under the hose to collect the discharge (figure 1).
2: Start the engine with the shifter lever in the “N” position, at idle let the transmission
fluid drain out. Approximately 3.7 quarts of transmission fluid should be removed.
Note: The engine should be stopped within one minute after started. If all the
transmission fluid has drained out before then, the engine should be stopped.
3: Remove the drain from the bottom of the transmission case allow as much fluid to drain
as possible (figure 2).
4: Install the drain plug with a new gasket and tighten to 32 Nm (23 ft. lb.).
5: Add new DIA QWEEN ATF J-1 transmission fluid through the filler tube (approx. 5.4
liters/5.8 quarts)
6: Repeat the procedure in Step 2: to pump out the rest of the fluid.
7: Add new fluid (approx. 3.5 liters/3.7 quarts).
Souza
8: Reconnect the hose which was disconnect in Step 1:.
9: Start and run engine at idle for 1-2 minutes.
10: Move shift selector lever through all gear positions and check fluid level in the “N”
position. If level is below the “C” mark on the dipstick add as necessary (figure 3).
Note: A fluid service would only require a drain and refill.
Drive Shaft
Transmission Fluid Cooler
Drain Plug
Figure 1 Front Side View Figure 2
H
Back Side View
C
Dipstick Views Figure 3
Recommended Fluid: DIA-QWEEN J-1
Valve Body Information
Inner Valve Body
“Renault”
2 Check balls
3 Check balls 0.311” (7.91mm) (steel) 0.218” (5.54mm)
2 Check balls 0.218” (5.54mm) (steel) no spring
2 Check balls
0.311” (7.91mm) w/light spring
0.333” (8.47mm) X 0.279” (7.11mm) X 0.12” (0.31mm)
1 Check ball
0.311” (7.91mm) w/heavy spring
0.664” (16.87mm) X 0.314” (7.98mm) X 0.047” (1.19mm)
NOTE: Valve body pictures shown are from a Renault AJO transmission.
Inner Valve Body
Souza
B
Spring dimensions:
A = 1.915”(48.64mm) X .430”(10.93mm) X .55”(1.39mm)
B = 1.244”(31.60mm) X .476”(12.11mm) X .35”(.91mm)
C = .973”(24.72mm) X .398”(10.12mm) X .43”(1.10mm)
D = 1.369”(34.78mm) X .509”(12.94mm) X .043”(1.10mm)
Inner Valve Body
A A
Spring dimensions:
A = 1.413”(35.87mm) X .630”(16.00mm) X .095”(2.42mm)
B = 1.404”(35.66mm) X .425”(10.80mm) X .063”(1.60mm)
Inner Valve Body To Center Valve Body Spacer Plate
Spacer Plate Inspection
Souza
Check For Worn Check Ball Seats
Normal
NOTE: Valve body

pictures shown are
from a Renault AJO
transmission.
No Valve Body Gaskets

Center Valve Body
There Are No Small Parts In This Section

Of The Center Valve Body
Center Valve Body
4 Check balls 0.311” (7.91mm) (steel)
4 Filters (screens)
NOTE: Valve
body pictures
shown are from
a Renault AJO
transmission.
4 Check balls
Souza
0.311” (7.91mm) w/light spring
0.333” (8.47mm) X 0.279” (7.11mm) X 0.12” (0.31mm) 1 Yellow Filter
3 Black Filters
Open end must face (up) towards spacer plate

Center Valve Body
F
A
C
D
B
E
Spring dimensions:
A = 1.551”(39.40mm) X .337”(8.57mm) X .037”(.95mm)
B = .703”(17.86mm) X .270”(6.87mm) X .023”(.60mm)
C = .951”(24.46mm) X .263”(6.70mm) X .027”(.70mm)
D = .951”(24.46mm) X .263”(6.70mm) X .027”(.70mm)
E = .703”(17.86mm) X .270”(6.87mm) X .023”(.60mm)
F = 1.263”(32.10mm) X .310”(7.89mm) X .026”(.67mm)
Center Valve Body
Souza
Spring dimensions:
A = .694”(17.64mm) X .297”(7.55mm) X .026”(.67mm)
B = 1.235”(31.37mm) X .343”(8.73mm) X .023”(.60mm)
C = .951”(24.46mm) X .344”(8.73mm) X .025”(.64mm)
D = 1.302”(17.88mm) X .263”(6.70mm) X .025”(.64mm)
E = .703”(17.88mm) X .270”(6.87mm) X .027”(.70mm)
F = .717”(18.22mm) X .299”(7.61mm) X .026”(.67mm)
Center Valve Body To Outer Valve Body Spacer Plate
No Valve Body Gaskets
NOTE: Valve
body pictures
shown are
from a
Renault AJO
transmission.
There Are No Small Parts In This Section Of The Outer Valve Body
Retainer Installation
Center Valve Body
This Retainer Sitting Above Valve Body Is Normal
Souza
Valve Body Plate Is Notched Outer Valve Body Is Notched
Clutch Clearances Available From Factory Manual
“Mitsubishi”
Low Reverse Low 3-5
Brake Clutch Clutch Reverse
Clutch
2-6 Brake
Clutch
High
Clutch
Low Reverse Brake Clutch

Standard Clearance A
1.9-2.2 mm (0.07-0.09 in)
A
Snap Ring
One Way
Clutch A1
Piston
Snap Ring
Retaining
Plate
1. While compressing the drive plates, driven plates and retaining plate, measure the
thickness of the pack this will be measurement A1.
Clutch Clearances
“Mitsubishi”
Low Reverse Brake Clutch continued........
2. Measure thickness of the one-way clutch this will be measurement A2.
One Way Clutch

A2
Souza
3. Measure the distance from the end the case to rear cover face to the low-reverse brake
piston this will be measurement A3.
A3

Clutch Clearances
“Mitsubishi”
Low Reverse Brake Clutch continued........
4. Temporarily assemble the snap ring, one-way clutch and snap ring into the transaxle.
5. Measure the distance from the end the case to rear cover face to the one-way clutch,
while pulling up the one-way clutch this will be measurement A4.
6. Remove the snap ring, one-way clutch and snap ring from the transaxle case.
7. Calculate the clearance using the following formula. Subtracted the total measurements
of A1 + A2 + A4 from the total measurement of A3 to obtain the total clearance
measurement A. The standard clearance of measurement A should be 1.9-2.2 mm (0.07
0.09”).
A4
1.9-2.2 mm (0.07-0.09 in)
8. Select the correct retaining plate to obtain the specified clearance.
Available Retainer Thickness mm (in)
2.9 mm (0.11”)
3.1 mm (0.12”)
3.3 mm (0.13”)
3.5 mm (0.14”)
3.7 mm (0.15”)
3.9 mm (0.16”)
4.1 mm (0.17”)

Clutch Clearances
“Mitsubishi”
2-6 Brake Clutch
1. While compressing the drive plates, driven plates and retaining plate, measure the
thickness of the pack this will be measurement A1.
Snap Ring
One
Way
Clutch
Souza
Retaining Plates
1.9-2.2 mm (0.07-0.09 in)
Retaining
Plate
Drive
Drive Plates
Plates
A1
Available Retainer
Thickness mm (in)
2.0 mm (0.08”)
2.2 mm (0.09”)
2.4 mm (0.09”)
2.6 mm (0.10”)
2.8 mm (0.11”)
3.0 mm (0.12”)

Clutch Clearances
“Mitsubishi”
2-6 Brake Clutch continued........
2.Install the One Way Clutch and retaining snap ring.
3. Measure the distance from the end the case to rear cover face to the snap ring this will
be measurement A2.
A2
3. Measure the distance from the end the case to rear cover face to the 2-6 brake piston
this will be measurement A3.
A3
4. Calculate the clearance using the following formula. Subtracted the total measurements
of A1 + A3 from the total measurement of A2 to obtain the total clearance
measurement A. The standard clearance of measurement A should be 1.9-2.2 mm (0.07
0.09”).

One Way Clutch (sprag) Rotation
The One Way Clutch is held stationary in the case. The planetary gear set should freewheel
when turned counter clockwise and lock when turned clockwise.
“Lock To The Clock”
FREEWHEEL
HELD
TURN
Souza
LOCK

One Way Clutch (sprag) Rotation
Shown Installed Into The Case
FREEWHEEL
CASE

Pump Assembly
ID Marks Face Up
Souza
Recess Faces Down

NOW YOU HAVE A CHOICE...
Make IT A SUPERIOR ONE!
Choice is what it’s all about, and until now you didn’t have one!
The New 5R55W/N/S Shift
Correction Package™ developed
in conjunction with TransLab
Engineered & Superior
Transmission Parts, Inc. is finally
the Simple Solution to this
problematic unit!
Due to the factory design of no cooler flow cold, it
is extremely temperamental to fill and get a correct
level, as well as running extremely hot compared
to others without flow control systems. We finally
broke thru with our Sure-Cool™ Full Time Cooler
Flow Valve along with enhanced Lube system
that nearly Triples the Flow thru the cooler
and parts, especially the O.D. Planetary.
These Flow Control Upgrades virtually
eliminate front Planetary Burn-up due to
lack of Poor /No lube. This new system
also furnishes a built in cooler bypass
system that if the unit is extremely cold
(fluid starts to gel) or in the event the
cooler is blocked/restricted, flow to
the parts still occurs – protecting
your investment.
This New 5R55W/N/S Shift Correction Package™ includes:

• Our Ever Popular K060 “No Stick” Line Pressure Relief Valve Kit
• New Lock-up upgrade system that allows an On-Off Type Apply that is proof the lock up apply does not have to be firm and harsh to be fixed
• 3-4 Drum Piston return springs replace the often found fatigued originals, due to band and drum burn up
• Addresses several TCC error & shift solenoid error codes as well as P0740
• Keeps Solenoid Blocks, Parts and Components Cooler and well lubricated
“Make The Shift To...”™ Superior Transmission Parts, Inc.

Henney
TOPIC FOCUS: ZF6HP26 - FORD MODEL 6R80
The 6R is a six-speed automatic transmission for longitudinal

engine placement in rear-wheel drive vehicles. It is based on the ZF 6HP26
transmission and is built under license by the Ford Motor Company at
its Livonia Transmission plant in Livonia, Michigan. The 6R debuted in 2005
in the 2006 model year Ford Explorer and Mercury Mountaineer.
Ford 6R80 version Zf6hp26

Applications: Applications:
2006–present Range Rover Sport
2008-2010 Ford Expedition 2007–present BMW E70 X5
2008-2010 Lincoln Navigator 2003–present Jaguar XK8/XKR
2008-2010 Ford Explorer 2007–present Maserati Quattroporte
2008–present BMW F01/02 7 Series (except
2007-2010 Ford Explorer Sport Trac
760i/Li and Hybrid 7)
2008-2010 Mercury Mountaineer 2008–2011 Kia Mohave
2009-2012 Ford F-150 2009–present Hyundai Genesis V8 4.6L
2011 Ford Territory (SZ-series TCDi model) 2009–present Jaguar XF
2011-2012 Ford Mustang V6, GT 2003–2009 Audi A8 (D3, Typ 4E)
2003–present Bentley Continental GT
2005–present Bentley Continental Flying Spur
2006–present Audi S6 (C6, Typ 4F)
2008–2010 Audi RS6 (C6, Typ 4F)
Gear ratios
GEAR 1 2 3 4 5 6 R FINAL DRIVE
6HP26 4.17:1 2.34:1 1.52:1 1.14:1 0.87:1 0.69:1 3.40:1 3.65
6R80 4.17:1 2.34:1 1.52:1 1.15:1 0.86:1 0.69:1 3.40:1 3.55
What's important is the mechatronic unit made by bosch.
Later we will look at the mechatronics in more detail

But first we must understand the transmission.
Henney
Simple Planetary
(3 Planets)
3 Planetary
Ravenaux (Planets)
4 Planetary
1st Gear Power Flow
Henney
2nd Gear Power Flow
Designators
• 4X4 For Audi AL 600 6W
• ZF 6HP26 A61
• GNT - V8 3.7L
• GNU - V8 4.2L
• GKY – 4.0L TDI
• Max Torque 650 Nm (320Kw/5800 rpm)
Torque Converter Specifications

• 2WK Means 2 Lining clutch
• W 280S 2WK 650 Nm
• W 260S 2WK 440 Nm
• W 260S Fitted to V8-V5 4.2/3.7L
• W 280S Fitted to TDI 4.0L and W12 6.0L
Component Location
Henney
Cooling oil pump for transfer cases built in
the transfer case
Location of Cooling oil pump for transfer

cases built in the transfer case
Hydraulic Diagram
Comparisons to the ZF5HP..
Henney
• The 6HP26 is around 13% lighter in weight
• The acceleration is 5% faster and uses 7% less fuel
• The 5 Speed unit has in the region of 660 parts whilst
the 6 Speed has only 470
• The 6 Speed transmission is 5 centimetres shorter
• The torque limits are as follows :

6HP19 max. torque 400Nm
Output Speed Sensor
Mechatronic G195
G217
Temperature Sensor
G93
Input Speed Sensor
G182
Manuall lever
l S
Sensor
F125
Selector – V- CAN
Henney
VB to Clutch Ports
Henney
Check
Measurement
Henney
Communication over CAN
Electronic Control Module
The Mechatronic is constructed from Substrate Base on
Ceramic.
Temperatures above 120 deg C will have a detrimental effect
on performance.
At 150 deg C component damage will occur.
******
3 Stage function of temperature control.
Stage 1: At 126 deg C, Shift points are higher and Lock-up
range is extended.
Stage 2: At 141 deg C, Engine torque is reduced by up to 40%
Stage 3: At 147 deg C, Solenoid power is de-activated
Henney
ZF uses what is known as a Mechatronic module to
control this transmission. There are two versions of this
known as “M” and “E”
The difference between the two is that “M” uses a

conventional gearshift comprising of a Manual valve.
The version “E” uses a shift by wire strategy with no
manual valve.
The Mechatronic controls the shift in and out of Park

using the MV2 and MV3 Solenoids.
Park is engaged when the ignition key is removed.
Jaguar “M” Lower Valve Body
EDS Solenoids
1 2 3 5 4 MV1 6
Holding Valve A MV1 Solenoid

Damper
Holding Valve B Shift Valve 2
Shift Valve 1
Solenoid Feed Limit
Valve Holding Valve D1
Jaguar “M” Lower Valve Body

Pressure Regulator
TCC Switch Valve Valve
TCC Regulator Valve
Lubrication & Cooler Valve
Holding Valve
E
Manual Valve Clutch Valve E
Clutch Valve
A
Jaguar “M” Valve Body Parts Locations
EDS Limit Valves 6mm Balls Large Small
Dampers Screen Screen
Henney
Jaguar “M” Upper Valve Body
Holding Valve D2 Clutch Valve

D1
Clutch Valve Clutch Valve

D2 C
Clutch
Valve B
Solenoid Identification
The MV Solenoids have Black plastic covers. When energised the
inlet is open to the outlet port and the exhaust is closed. When de-
energised the inlet is closed and the outlet is open to exhaust.
EDS 1, 3 & 6 have Green or Yellow plastic covers. At 0mA output

pressure is 0 bar. At 700mA output pressure rises to 4.6 bar
EDS 2, 4, & 5 have Black or Blue plastic covers. At 0mA output

pressure is 4.6 bar. At 700mA output pressure falls to 0 bar.
EDS Solenoids measure 5 Ohms approx at 20 C
Clutch and Solenoid Logic (Electronic)

Clutch and Solenoid Logic (Manual)
Fixing Bolt Locations
Henney
Tightening Sequence and Torque
Clutch & Brake Application

Range A B E C D
Clutch Clutch Clutch Brake Brake
Park
X
Reverse
X X
Neutral
X
D - 1st
X X
D – 2nd
X X
D – 3rd
X X
D – 4th
X X
D – 5th
X X
D – 6th
X X
Clutch & Brake Air Test Locations
C
E Brake
Clutch
D
Brake
A
Clutch B
Clutch
Pressure Locations
Henney
Jaguar 6HP26 Pin Assignment
Jaguar 6HP26/28 Pin Assignment With “Shift by Wire”

Original Pan
ZF Part No. 0501216243
Metal Pan
ZF Part No. 1068203048
Separate Filter
ZF Part No. 0501213359
Transmission Problems
Henney
Harsh shifting. (Programming)
Roll out bump. (Programming)
Squawk under load. (Additive)
Cooler. (Check for glycol)
Valve Body to Case Bridge Seal

Wrong Size Adapter !!!
Valve Body to Case Bridge Seal
Bridge Seal
ZF Part No. 0501215718
The following changes have been made to the C & D Brakes to
improve shift quality :
Brake C Brake D
Cylinder C-D Lip sealing ring D outer
Piston C
Disc spring C
Lip sealing ring C inner
Lip sealing ring C outer
Upgrade Pack 6HP28 to 700Nm
Henney
BMW Strategies
• Warm-up program
• Reverse Interlock
• Adaptive Control
• Curve Recognition
• Brake Evaluation
• Constant Driving Evaluation
• Winter Program
• Hill Recognition Function
• Shift Adapt Control
Torque Converter Problems
P0741 Torque Converter Stuck Open
Premature Clutch Failure
Harmonic Vibrations – Noise on warm-up

in 4th gear Requires TCM Re-flash
Loosening of Converter bolts

TCC Hydraulic Circuit
Premature Clutch Failure
Henney
Torque Converter Specifications
The 6HP Torque converter is similar to the 5HP as it also has a
captive clutch design.
Pilot Diameter 1.375”

Overall Stack Height 5.510”
Internal Clearance 0.015”
Lock-up Lining Removal

Use a 0.050” Parting tool to cut a groove with a 2.930” OD. Do not
machine into the 3 holes. Various techniques can be used when re-
welding depending on the individuals preference.
Mechatronic and E-Module
Henney
Typical Mechatronic Failure
Typical Voltage Variations Monitored on a
Person with No Wrist Strap
Feet 1550
Raised V(max)
Operator
Operator Operator Sat Down
Operator Sat Down Stands Up
Walking Feet 1400 V(max)
1500 Lowered
Voltage
Pulse 1000 850 V(max)
Height 3200 V/s
5000
V/s 3800 V/s
500
Time
SOLUTIONS
Henney
• Work surface Materials
• Flooring Materials
• Wrist Straps
• Shoe Grounding
• Ionization
Common faults with the
Transmissions & Mechatronics
1. Drive & Change Shudder

2. Loss of Launch Control
3. Delay Engagement
4. Converter Shudder.
Check for Software Updates.

Fixed by software update
Heavy Shifting
This problem is Usually Associated

with GAS (Petrol) Engine Vehicles.
a. Replace Mechatronic Unit

b. Update Software
c. Fit New Transmission.
Same fault???
Heavy Shifting
No Codes But Still Heavy Shifts.
Solution:-
a. Check Service History

b. Check TPS
c. ‘REPLACE THE SPARK PLUG’S’
Henney
Flash reprogramming the tcu
Protocol is sae j2534
Compliant device
Oe subscription
Flashing is just part of the Story
Tuning the Mechatronic control to the

Solenoids is Paramount
Replacement Solenoids can be fitted

But ‘Basic setting’ must be performed
Or there will be ‘Driveability’ problems.
The flash reprogramming procedures

must conform to SAE J-2534-1
To Perform On or OFF board Programming
J-2534 or J-2534-1 Pass-Thru tool
This tool allows for EEPROM Communication
You can visit OE websites and pay the licence

Fee.
Henney
What is in the EEPROM?
Files contain information for

• Torque converter settings
• Shift points
• Up Shift Control
• Down Shift Control
• Shift Strategy
Also contains:-
1. Software version
2. Vin Number
3. Diagnostics log
TCU file example
Testing via K-line

6hp initialisation sequence code
3-2 gear shift code
Henney
How are solenoids
driven? Through
drivers etc. curent
drawing ? Ceramics,
EE171788792 A1JJc121
FFAB18BC 24FFa1DE1121EE
‘A Look Inside the 6HP Mechatronic Unit’
Henney
Mechatronic testing with can bus
• Transmissions Relies on CAN BUS Messages when in the Vehicle.
• We can record the CAN messages from the vehicle and play back on the bench
but we have to set the Voltage Initialisation Sequence first or we get
emergency mode.
• Example of emergency mode can message. Appears when TCM ‘Does Not’ Have
the required can sensor information.
• We ‘Can Not’ double up can messages therefore sensor needs to be

disconnected first using can firewall or removing the wire from the sensor
Testing sensors on the can bus such as speed sensors, temp sensor and
selector switch
The Speed Sensors and other components Are

Using CAN Messages
All Can Signals can Be Checked.
Aisin use CAN Signals on Their Speed

Sensors.
2 Wire Inductive!!! Ask For A

Demonstration
• Transmissions relies on can bus messages when in the vehicle.
• We can record the can messages from the vehicle and play back on the bench
but we have to set the voltage initialisation sequence first or we get
emergency mode.
• Example of emergency mode can message. Appears when tcu has not got the
required can sensor information.
• Cant double up can messages so sensor needs to be disconnected first using

can firewall or removing the wire from the sensor
How are solenoids
driven? Through
drivers etc. curent
drawing ? Ceramics,
Henney
Conclusion
Modern Day Transmissions and Valve Bodies

are In Fact Much Easier to Work on. As long
as You Know The Basics!!!
We Need to Build Up a Network of

Programming Stations To Help Each Other.
Welcome To Las Vegas
TEST Research Presents:

Stevie Lavallee
Ford Electronic Transmissions
Fixing It Right The First Time
BUILT WITHOUT
Lavallee
YOUR TAX DOLLARS

NOTICE OF COPYRIGHT MATERIALS
The text materials and photos contained in this

Technical Presentation are Copyright of both
Ford Motor Company and TEST Research. No
portion of this text material can be reproduced in
any form or by any means by electronically,
photocopying, recording or otherwise without the
expressed written permission from TEST
Research and Ford Motor Co. The instructor's
comments also do not necessarily reflect those of
the Ford Motor Company and / or ATRA.
This Technical Presentation Is

Based On Late Model Ford Five
p
And Six Speed Transmissions
If You Have Any Questions
Regarding This Technical
Presentation, You May Contact
Our Tech Dept By Email:
testresearch@comcast.net
This Section Will Discuss
Documents, Manuals,
Tools And Equipment
Necessary For Effective
Diagnostic Routines And
Repair Procedures
TEST Research Has NO

Financial Stake Or Gain
In Any Of The Tools Or
Products Recommended And
Shown In This Presentation.
Lavallee
Recommendations Are Solely
For The Shop's Benefit !!!
Factory Service Info
Short Term Subscription 72 Hours
For Workshop p Manuals,, Wiring
g Diagrams,
g ,
Powertrain Control And
Emission Diagnostics (PC/ED)
$10.95 For Single

g Vehicle !!!
$21.95 For All Vehicles
www.fordparts.com
Rotunda Integrated
Diagnostic System (IDS)
Includes Flash Reprogram Capability And

A Powerful Output State Control Feature !!!
Slide 1 Of 2
News Flash !!! Cost Savings !!!
Effective As Of May 2012, The
Rotunda IDS VCM Series II Was
Introduced With A NEW Cost Of
Approximately $1250.00 For The VCM
Series II Interface And Cable !!! This
Makes The IDS A Much More
Affordable Option For Independents!
Slide 2 Of 2
Drew Technologies, Inc

"CarDAQ – Plus" J2534 Tool
For Flash Reprogramming
Lavallee
Slide 1 Of 2
What To Look For When
Purchasing A J2534 Tool
1. Versatility For All Makes
2. Initial Training Support
3. Continued User Support !!!
www.drewtech.com
Slide 2 Of 2
G-TEC Cooler System Flusher

Ford Rotunda Approved
T6800 Ring Master Pliers
Designed By Adapt-A-Case
6R60 Center Support Ring
Bench Buddy™ Brushes From

Superior Trans Parts
Cleans And Significantly

Polishes Reduces
Bores With Valve
Very
V Fine
Fi Sticking
Lavallee
Abrasive Issues
Electrical Contact Cleaner
And Contact Enhancer
DeoxIT Line Of Products From
CAIG Laboratories
These products will significantly
reduce intermittent issues caused
by poor connections you can't see !!!
Prevent Electrical Concerns

During Test Routines By Using
The Correct Probing Tools !!!
Various Probes Available At aeswave.com

Any Questions On
Before We Move On?
Using The EEC-V Self Tests

Don't Just Use The Retrieve DTC's Selection!
Use The KOEO Self Test Output Circuit Checks.
Tech's Often Ask Themselves Questions Like:
 Is The PCM's Output Driver Functioning?
 Did The Output Signal Get To The Actuator?
With A DMM, Probe The Suspect Output Ckt
At Th
The PCM And
A d At Th
The C
Case C
Connector
t
Lavallee
During The KOEO Self Test Routine And Watch
For A Voltage State Of Change. Simple Isn't It?
Slide 1 Of 2
Using EEC-V Self Tests (cont'd)
A Diagnostic Routine Often Omitted Is KOER
Dynamic Self Test. This Requires Action By
Th T
The TechhT
To T
Turn The
Th Wheel,
Wh l CCyclel Th
The BOO
Switch, O/D Switch, And 'Goose' The Throttle.
The KOER Self Test Is An Important Diagnostic
Routine. Any Engine Perf DTC's Or Faults Can
Cause Trans Related Symptoms And Faults.
Faults
Example: Emission Related DTC's Can Cause
Shift And TCC Scheduling Concerns !!!
Slide 2 Of 2
TorqShift Strategy Changes

For Model Years 2008 – Up
"Trans Protection Strategy"
Causing Intermittent Reverse
Engagement Control Issues
Slide 1 Of 3
2008 – Up TorqShift 5.4L, 6.8L
Performing Repetitive Engagements
From Drive To Reverse Such As Snow
Plowing Can Initiate The Vehicle's
Engine Speed Limiter Strategy Resulting
In Reverse Issues Such As A 10 – 12
Second Delay, No Reverse Apply At All,
Low Power From Eng. Speed Limiter.
(AX4N / 4F50N Comparison Next Slide)
Slide 2 Of 3
AX4N / 4F50N Reverse Issues

Uses Similar "Trans Protection Strategy"
DTC P0340 – CMP Circuit Fault Causes
PCM To "See" Excessively High RPM.
Replace CMP Sensor As Shown And
Check The Connector For Burning Signs.
Lavallee
Slide 3 Of 3
Brake Over Accelerator (BOA)
Strategy For 2011-2013 Models
THE BRAKE OVER ACCELERATOR (BOA) FEATURE REDUCES

ENGINE POWER DURING OFF-IDLE DRIVING WHEN BOTH
THE ACCELERATOR AND BRAKE PEDALS ARE
APPLIED SIMULTANEOUSLY. PRIOR TO DIAGNOSING
THE FOLLOWING CUSTOMER CONCERNS: LOSS OF POWER,
HESITATION, ENGINE SURGE, AND/OR LACK OF
THROTTLE RESPONSE WITHOUT DIAGNOSTIC TROUBLE CODES,
REVIEW THE BOA FUNCTION WITH THE CUSTOMER.
THE CUSTOMER MAY BE CONTACTING THE BRAKE
AND ACCELERATOR PEDAL AT THE SAME TIME,
MOST COMMONLY ASSOCIATED WITH TWO FOOT DRIVING.
TorqShift Water Intrusion

2007 – 2008 MY's Can Exhibit Signs Of
Water In The Fluid. Can Be Caused By
A Poor Sealing O-Ring Between The Two
Filler Tube Sections. Replace The Upper
Filler Tube With Part # 7C3Z-7A228-A.
Instructor's Comments: Tube Joint Is

Actually Deformed. Trying To Use Sealer
As Commonly Done In AX4N Repairs
May Not Address This Concern.
ZF CFT 30 CVT Transaxle
Commonly Found In Models

Ford 500 And Freestyle. Uses
Motorcraft CVT Designated Fluid
2005 – 2007 Are Notorious For

Input Bearing and Shaft Failures
See Ford TSB 06 - 11- 4
Specialized Tools Are Needed To

Properly And Efficiently Rebuild The
CVT Assy
Assy. Your Ford Dealer May Lavallee
Loan You The Tool Kits. You
Might Even Pickup Some Work !!!
When Diagnosing Stored DTC's,
Always Address The "P" DTC's
Before
B f The
Th "U" DTC's
DTC' With The
Th
Exception Of DTC U0301 ….
See Next Slide
U0301 Software Incompatible Software incompatible with the PCM
Software is different Engine The TCM is integrated into the

than the vehicle driveability mechatronic assembly. If
configuration. No concerns. installing a new transaxle or a
amount of driving to Will run mechatronic assembly, the
'relearn' the electronic rough and / TCM will need to be checked
control system will or have low and reflashed to the latest level
resolve this issue! power. calibration available.
Instructor's Comments: It is highly recommended

to always Flash Reprogram ALL of the Ford CVT
equipped vehicles after a major repair and / or
after replacing the Mechatronic Assembly to achieve
the best driveability and longevity experience.
Various Issues Such As Shift & TCC
Scheduling, Firm Engagements,
Speed Sensor DTC's, Etc. Can Be
Caused By A Failed Mechatronics
Assembly And Strategy Issues.
The HS CAN Bus System Requires A

Base Minimum Of 11.8 Volts While
Cranking Otherwise, The MIL May
Illuminate And Bus DTC's May Set!
"Missing" Input Shaft O-Ring
Lavallee
The "missing" O-Ring is caused by
scoring inside the torque converter!
DTC P1889 Oil Pump Press Perf
This concern is usually caused by the

inability of the trans pump to keep up
with pressure demand. If you merely clear
the DTC and send the vehicle out, it will
be back with slip concerns. The time to
address
dd thi
this iissue iis while
hil it iis IN YOUR
SHOP !!! Part # 7F9Z-4C019-A
End Of CVT Tech Discussion
Discussion Continues On:

6F35 — 6F50 — 6F55
2012 ESCAPE, FUSION, 2013 EDGE, FLEX,
TAURUS, MKX, MKS, MKT, EXPLORER
EQUIPPED WITH 6F35, 6F50 OR 6F55
TRANSMISSION MAY EXHIBIT AN INTERMITTENT NO UPSHIFT

OR A PERCEIVED STUCK IN FIRST GEAR AFTER DRIVE
ENGAGEMENT WITH NO DTCS. THIS CONDITION MAY EXIST
IF THE VEHICLE WAS NOT FULLY STOPPED IN REVERSE
BEFORE SHIFTING INTO DRIVE. INSTRUCT THE
CUSTOMER TO FULLY STOP THE VEHICLE WHEN SHIFTING
FROM REVERSE TO DRIVE. IF A NO UPSHIFT CONDITION
OCCURS, STOP THE VEHICLE COMPLETELY AND PLACE
IN PARK AND THEN BACK TO DRIVE. THE VEHICLE
SHOULD RETURN TO NORMAL SHIFTING OPERATION AFTER
THE PROCEDURE IS PERFORMED. THIS STRATEGY HELPS
PREVENT TRANSMISSION DAMAGE IN 'ROCKING' MANUVERS.
6F35 Valve Body Issues

Slipping Forward, Bindup In Reverse,
Gear Ratio Error Codes, Burnt Fluid.
The likely cause of these concerns is an excessively

worn Solenoid Regulator Valve AND the valve bore.
Ford has redesigned the valve AND casting to help
address this issue. Also, Sonnax has developed an
oversized
i d valve
l and d reaming
i ttools
l tto allow
ll reuse Lavallee
of the original casting as shown in the next slide.
Slide 1 Of 2
Sonnax Sol Regulator Valve
Slide 2 Of 2
SOME 6F50/6F55 SERIES MAY INTERMITTENTLY

EXHIBIT SLIPPING DURING DRIVING,
NEUTRALING OUT, HESITATION DURING
ACCELERATION FROM A STOP FOLLOWED
BY A HARSH ENGAGEMENT INTO FIRST GEAR.
THE PRNDL INDICATOR LIGHTS MAY FLASH OR GO BLANK.
WITH BRAKES APPLIED AND KOEO, MOVE
THE SHIFTER INTO THE LOW GEAR (L OR M)
POSITION. TURN KEY OFF. REMOVE HARNESS CONNECTOR
FROM TRANSMISSION. MEASURE THE RESISTANCE
BETWEEN THE TRANSMISSION
CONNECTOR PINS (8 AND 4), (8 AND 5), (8 AND 6), (8 AND 7).
IF ANY OF THE FOUR MEASUREMENTS ARE ABOVE 5
OHMS, REPLACE THE TRANSMISSION RANGE SENSOR.
6F50, 6F55, 6F35, 6R80 AND TORQSHIFT 6
SOLENOID BODY STRATEGY AND SOLENOID BODY
ID SERVICE TAG INFORMATION:
ERROR MESSAGE AFTER ENTERED IN IDS
THE SOLENOID BODY STRATEGY AND SOLENOID

BODY ID ON THE SERVICE TAG FOR 6F50, 6F55, 6F35,
6R80 AND TORQSHIFT 6 MUST BE ENTERED CORRECTLY
IN IDS TO OBTAIN AND DOWNLOAD THE INFORMATION
TO THE PCM, THE SOLENOID BODY STRATEGY IS 13 DIGITS
THAT ARE ALWAYS NUMERIC, NEVER ANY LETTERS. THE
SOLENOID BODY ID IS 7-12 DIGITS DEPENDING ON THE
TRANSMISSION AND ARE A COMBINATION OF NUMBERS
AND LETTERS, THE LETTERS COULD BE A THROUGH F.
MOST IDS SOLENOID BODY ERROR REPORTS ARE DUE TO
A LETTER "O" USED IN PLACE OF A ZERO.
Slide 1 Of 6
Solenoid Trans
Body ID Tag
ID Tagg
Lavallee
Slide 2 Of 6
The solenoid body strategy is a file that is programmed into the
PCM to control the shift, Line Pressure Control (LPC) and Torque
Converter Clutch (TCC) solenoids to prevent harsh shifts. The
solenoid body tag on the transaxle case contains the 13-digit
solenoid body strategy and the 7-digit solenoid body identification.
Any time a new solenoid body is installed, a new solenoid body
strategy file is downloaded into the PCM using the scan tool. A
replacement solenoid body tag is supplied with the new solenoid
body which contains the 13-digit solenoid body strategy and the
7-digit solenoid body identification.
If the
th solenoid
l id body
b d strategy
t t printed
i t d on the
th solenoid
l id body
b d
connector does not match the solenoid body tag, a new solenoid
body must be installed and the solenoid body strategy must be
downloaded into the PCM or harsh shifts will result.
Slide 3 Of 6
The solenoids are calibrated from the factory and are not all
the same. The solenoids can be replaced separately, but only
with a replacement solenoid with a band that matches the
solenoid being replaced. When solenoid(s) are replaced, the new
solenoid band number must match the old solenoid band
number
number. The band number is the last digit of the number
stamped on the side of the solenoid and will be a 1, 2, 3, 4 or 5.
Slide 4 Of 6
6F35 Valve & Solenoid Body Assemblies
Slide 5 Of 6
6F35 Solenoid Body With Solenoids
Lavallee
Slide 6 Of 6
Finishing Up With The 6F35, 6F50 Series
Many Transmission Performance Concerns

Both Before AND After Overhaul Can Be
Addressed By Flash Reprogramming The
PCM Or TCM. This Includes Especially Any
Shift And / Or TCC Scheduling Concerns As
Well As Coastdown Shift Bumps And Part
Throttle Tip In Downshift Flares Or Bangs.
6R60 / 6R75 / 6R80 Series
 Six Forward Speeds

 Fully Electronically
F ll El t i ll Controlled
C t ll d
 Integrated VB And TCM Assy
 Found In Navigator, Explorer
Mechatronic Assy Concerns
2007 – 2010 6R75 / 6R80 May Experience:
 DTC P0731 Gear 1 Incorrect Ratio.
Ratio
 DTC P0735 Gear 5 Incorrect Ratio.
 DTC P0741 TCC Solenoid Circuit
Performance Or Stuck Off.
May Be Caused By A Failed Fluid Pump

Seal Which Is Evident By Large Cracks.
Slide 1 Of 3
Mechatronic Assy Concerns

VB
Seal
Area
Rubber Seal Coated Sep Plate

Fluid
Pump Lavallee
Seal
On
Case
Slide 2 Of 3
Fluid Pump Seal
Part # AL3Z-7F401-A
Do Not Attempt To Reuse The Rubber
Seal Coat Separator Plate. This Will
Lead To Pressure Cross Leaks And
Premature Friction Element Failures.
Fix It Right The First Time

Slide 3 Of 3
Valve Body End Plug Leaks Can Cause A

Variety Of Shift Quality Concerns
Recommend Installing The "Sure Seal"

End Plug Kit By Superior Trans Parts
Sonnax Zip Kit ™ For 6R60 Series Contains
Various Small Parts For Mechatronic Assy
6R80 Relearn Procedure

After Performing A Flash Recalibration
Or Repair,
p , The TCM's KAM Must Be
Cleared Before Attempting To Reset The
Trans Adaptive Tables To Baseline
Operating Strategy. Disconnecting The
Battery Will Not Clear The KAM! The
Rotunda IDS Will Be Required. To Perform
Lavallee
The Adaptive Shift Strategy Relearn, Follow
The Directions Shown In TSB 09-15-0
Finishing Up With 6R60 Series
These Series Transmissions Are Noted For Coast
Down 2-1 Bumps, 2-3 Slips, 2-3 Slide – Bang,
TCC AAnd d Shift S
Scheduling
h d li C Concerns, F
False
l
DTC's Flagged, And More. It Is Strongly
Recommended To Check The VIN And
PCM / TCM For Flash File Updates Before
Diving Into The Unit Internally. What May
Appear To Be A Deep Internal Concern Can
Very Likely Be Caused By Faulty Strategy.
This Unit Has Become Quite Popular In Shops

Primarily For Issues Such As Shifting Bumps &
Bangs, Slips, Flares, TCC Slip And More Directly
Related To Faulty Electronic Strategy In Addition
To VB Wear And Solenoid Sticking Issues.
Diagnose Trans Concerns Thoroughly Before
Removal And Disassembling The Trans
AWF-21 Features & Highlights
 Valve Body Assy Houses Eight Solenoids

 TR Sensor
S Is
I Integrated
I t t d With Th
The TCM
 Uses Two Speed Sensors For Shift & TCC
Scheduling And Torque Management
 Driver Adaptive Control "Green Modes"
 Reverse Lockout Feature For Anti-Abuse
 TCS For Canceling O/D Range Is Available
Only For Edge And MKX Models
This 'Pressure Gauge Paradise' Is

Very Useful For Diagnostic Routines
Clutch C1
Clutch C3
 Spec's On Next Slide
Clutch C2 Lavallee
Lube Ckt
Clutch B2
AWF-21 Press. Spec's & Fault Guide
Solenoids Are Known For Sticking Armature Shafts.

Can Also Occur Post Repair From Contamination !!!
AWF-21 Elec. Calibration Concerns

As Of July 2010, There Has Been Seven Flash
Recalibration Files Available For AWF-21
i
Equipped Vehicles
i For Shift
S if & TCC
CC SScheduling
i
Concerns. Field Tests And Follow-Up Have
Shown That Although Very Helpful And,
Certainly Worth The Effort, Flash Recalibration
Alone Won't Address All The Shift Concerns.
Some Ford TSB's Have Recommended A New
Valve Body Which Is Very Expensive. There
Are Viable Alternatives To A New Valve Body.
TransGo SK® AWF-21
Solenoid End Caps & VB Repair Parts
Be Sure To Install ALL The VB Parts In The Kit.

Addressing ONLY The Solenoid Issues Will NOT
Result In A Successful, Long Lasting Repair !!!
Tools & Parts To Effectively Repair

AWF-21 And Similar Solenoids.
Lavallee
Omega Machine & Tool Company

G-Tec Solenoid Tool Kit
G-Tec Solenoid Cover Template Kit

Omega Machine, G-Tec, And VB Pro
Having Replacement Solenoid Bushings
To Compliment The Repair Tools.
Don't Even Think About Reusing Solenoids

Without Disassembling Them. "Good
Used
Used" Is Also Not The Way To Go.
Fix It Right The First Time, Every Time
6R140 – TorqShift 6
SOME 2012 F-SUPER DUTY VEHICLES BUILT ON
OR BETWEEN 8/1/2011 TO 05/16/2012 AND EQUIPPED
WITH A TORQSHIFT 6 TRANSMISSION MAY EXHIBIT
PREMATURE LOW/REV CLUTCH FAILURE DUE TO
A FAILED SHIFT SOLENOID D (SSD). SYMPTOMS
MAY INCLUDE BUT ARE NOT LIMITED TO, NO
REVERSE, NO MOVEMENT, WHINING IN GEAR,
BURNT FLUID SMELL, SLIPPING, HARSH
ENGAGEMENT, LATE/HARSH 1-2 SHIFT, LOW
LINE PRESSURE
SS AT
A IDLE, DTCC CO
CODES S P0767
0 6 AND/OR
A /O
Lavallee
P2703. DURING REPAIR OF A TORQSHIFT6 WHEN A
BURNT LOW/REVERSECLUTCH IS IDENTIFIED,
REPLACE DAMAGED COMPONENTS AS NECESSARY
AND ENSURE REPLACEMENT OF THE SSD.
6R140 – TorqShift 6
Concern: Erratic Shift Scheduling, TCC Cycling,
Unexpected Downshifts At Highway Speeds, Shifts 1-
3 Or
O 2-4
2 4 When
Wh H Hot.
t
Qualify: No DTC's, Scan Tool PID's Indicate PCM

Is Commanding The Erratic Operation. Trans
Performs Good Or Better When Controlled With
Bi-Directional Control Of The Scan Tool.
Possible Cause: Engine Performance Issues
Interfering With Trans Control Strategy!
Copyright, TEST Research 2011 – 2012, All Rights Reserved
Stevie's Closing Comments

When Approaching A Diagnostic Routine,
Always Remember The Three R's ……
Review — Reason — React
Most Electrical Malfunctions Are At A Very

Basic Level. Don't Go Looking On The 10th
Floor For The Cause.
Cause Start In The Lobby
Lobby.
Don't Be So Focused On A Single Grain
Of Sand That You Lose Sight Of The Beach
Fixing It Right The First Time
12
Is Like Scoring A Touchdown !
Special Thanks To Ford Motor

Company For Cooperation
TEST Research Wishes You

The Very Best For Success
In Your Chosen Profession !!!
Lavallee
Thank You For Your Attention
Included in Seal Aftermarket Products
import application rebuild kits are extra
aftermarket fixes, enhanced component
materials, as well as key Original Equipment
Manufacturer gaskets and seals for example:
Honda kits- include a full set of drain plugs,
pressure tap washers, main shaft, secondary shaft,
and counter shaft nuts.
Jatco JF506E- include v-shaped sealing rings,
metal pump gasket, and the drain plug.
VW 09G- include molded pan gasket with torque limiters,
9 pressure sensor orings, front and rear planet washers.
AL4/DPO- include enhanced plastic sealing rings and molded pistons.
ZF6HP26- include OEM case gaskets, sealing rings, and metal clad seals
TM

Phone 954-364-2400 • Toll Free 800-582-2760 • Fax 954-364-2401
www.sealaftermarketproducts.com
015 seal.indd 2 3/26/12 11:11 AM

Mustari
Keeping your shop SAFE saves you money
CARL MUSTARI
 Safety overview
 FACT: Most accidents occur within an employee’s
first six months on a new job
 FACT: A vast amount of injuries in the work place are
due to employees UNSAFE ACTS
 In this period of instruction, I want examine 10
important safety topics from the owner all the way to
the technician on the floor

OSHA
Occupational Safety and Health Administration
OSH Act 1970
To ensure safe and healthful working conditions for working men
and women; by authorizing enforcement of the standards
developed under the Act; by assisting and encouraging the States in
their efforts to assure safe and healthful working conditions; by
providing for research, information, education, and training in the
field of occupational safety and health; and for other purposes.
YOU HAVE THE RIGHT TO A SAFE WORKPLACE. OSHA

REQUIRES EMPLOYERS TO PROVIDE A WORKPLACE THAT IS
FREE OF SERIOUS RECOGNIZED HAZARDS AND IN
COMPLIANCE WITH OSHA STANDARDS.
Mustari
 Conduct Safety Inspections
 Identify Hazards
 Establish Safety Rules
 Train Employees
 Implement thorough record keeping and reporting
systems. (With few exceptions for specific industries
an example would be low hazard retail, service,
finance, insurance or real estate, most companies
with 11 or more employees must keep injury and
illness records
 Purchase a copy of OSHA guidelines
 Read up and know what OSHA requires
 Inspect and correct ALL recognizable health and
accident hazards
 Review workplace regulations for clarity and
necessity and thoroughly train ALL current
employees and new hires
 Prominently post safety regulations and emergency
procedures
 Keep an accurate accounting of work related
incidents for each employee
Mustari
 Employees have a “right-to-know”
◦ What effects the materials they use have
on their health
◦ Precautionary measures
◦ First-aid kit / check shelf life products
 Material Safety Data Sheets (MSDS)
◦ Must be on file and available to employees
Material safety data sheets .
(MSDS) should be readily
available for use by
anyone in the area who
may come into contact
with hazardous materials.
Mustari
Eye Protection PPE
GOGGLES, FACE SHIELD, SAFETY GLASSES
FLUIDS / PPE
Automotive fluids have a wide variety of usage, they are used to cool and lubricate
automotive drive train components, they provide hydraulic pressure for transmission
and power steering and brake systems . But with this entire task, automotive fluids are
considered hazardous waste and need to be properly disposed of and the user needs to
be aware of the health risk of handling automotive fluids that would include solvents.
Automotive painting requires a minimum of a half face respirator with an organic

vapor cartridge and pre filter with a mask that should be fit tested by a respiratory
manager prior to use. The use of a N94 dust mask is only for nuisance dust and mist
and should not be used for automobile paint refinishing do to the lack of sealing and
filtering properties of the mask.
Mustari
Automotive painting requires a minimum of a half
face respirator with an organic vapor cartridge and pre
filter with a mask that should be fit tested by a respiratory
manager prior to use. The use of a N94 dust mask is only
for nuisance dust and mist and should not be used for
automobile paint refinishing do to the lack of sealing and
filtering properties of the mask.
 Wear heavy gloves while grinding, welding
 General mechanics gloves work well protecting hands
except they tend to wear out quickly if they come in
contact with oil.
 Wear latex or nitrile gloves to prevent chemical
absorption into the skin and grease buildup under your
fingernails
 Use long heavy rubber gloves if cleaning in solvent
tanks for long periods as nitrile or latex gloves tend to
swell with prolonged use.
Mustari
Mustari
Natural (latex) rubber gloves are comfortable to wear, which makes them a popular general-
purpose glove. They feature outstanding tensile strength, elasticity and temperature resistance. In addition
to resisting abrasions caused by grinding and polishing, these gloves protect workers' hands from most
water solutions of acids, alkalis, salts and ketones. Latex gloves have caused allergic reactions in some
individuals and may not be appropriate for all employees. Hypoallergenic gloves, glove liners and powder
less gloves are possible alternatives for workers who are allergic to latex gloves.
Neoprene gloves are made of synthetic rubber and offer good pliability, finger dexterity, high
density and tear resistance. They protect against hydraulic fluids, gasoline, alcohols, organic acids and
alkalis. They generally have chemical and wear resistance properties superior to those made of natural
rubber.
Nitrile gloves are made of a copolymer and provide protection from chlorinated solvents such
as trichloroethylene and perchloroethylene. Although intended for jobs requiring dexterity and
sensitivity, nitrile gloves stand up to heavy use even after prolonged exposure to substances that
cause other gloves to deteriorate. They offer protection when working with oils, greases, acids,
caustics and alcohols but are generally not recommended for use with strong oxidizing agents,
aromatic solvents, ketones and acetates.
Automotive engine , transmission and power steering fluids
Chemical and Liquid Resistant Gloves
Chemical-resistant gloves are made with different kinds of rubber: natural, butyl, neoprene,
nitrile and fluorocarbon (viton), or various kinds of plastic: polyvinyl chloride (PVC),
polyvinylalcohol and polyethylene. These materials can be blended or laminated for better
performance.
As a general rule, the thicker the glove material, the greater the chemical
resistance but thick gloves may impair grip and dexterity, having a
negative impact on safety.
Butyl gloves are made of a synthetic rubber and protect against a wide variety of chemicals,
such as peroxide, rocket fuels, highly corrosive acids (nitric acid, sulfuric acid, hydrofluoric acid
and red-fuming nitric acid), strong bases, alcohols, aldehydes, ketones, esters and nitro
compounds. Butyl gloves also resist oxidation, ozone corrosion and abrasion, and remain
flexible at low temperatures. Butyl rubber does not perform well with aliphatic and aromatic
hydrocarbons and halogenated solvents.
Mustari
SOLVENTS:
Are the main chemical used in most automotive transmission shops to
this day. Mineral spirits does a good job of cleaning internal and external
transmission parts that leaves little residue that can clog up valve bodies and
other parts in a transmission. There are other ways of cleaning transmission
parts with expensive machinery that uses heated water and ultrasonic
cleaning. The ultrasonic cleaner’s major drawback is expense. Solvents have
their drawbacks, the number one drawback is skin absorption / drying,
inhalation hazards. MAKE SURE THE WOODS METAL THERMAL
SAFETY DEVICE IS INSTALLED IN THE LID ROD.
It is of the utmost importance to wear protective nitrile or latex gloves

when working with solvents, the drying effect of the solvent can lead to
exhema which is severe drying of hands and uncontrolled itching. All
solvent tanks need to be located in a well-ventilated area, preferably under a
ventilation duct where the fumes are removed from the workplace and sent to
outside of the building. All hazardous material products hazards can be
found in a MSDS.
Mustari
Mustari
 When leaving the shop, always make sure your vehicles
batteries are disconnected if possible, use a separate battery
tender for computer memory if needed. There have been
reports of car electrical fires due to faulty wiring.
 Turn off ALL space heaters if used, if its possible turn off
the air compressor
 Make sure your flammables are stowed properly and our
not near a heat source AT ALL TIMES
 Make sure your welding equipment is stowed correctly and
any bottles not mounted on cart have the caps on them and
are chained up to prevent falling.
 Unplug drop lights when not in use
 Class A: This type of extinguisher was created for combustible materials
based on cellulose, like paper, wood or cardboard, or materials like
cloth, styro foam, trash or plastics. Its markings are a green triangle
with an A inside and a black square with burning wood and a burning
trash can.
 Class B : It involves flammable liquids and greases. Some examples are
gasoline, kerosene, oil, paint, solvent and rubber cement. It is
represented by a B within a red square and a black square with a
burning gas can.
 Class C : The Class C extinguishers are those made for electrical fires.
Represented by a blue circle with a C inside and a square with a burning
plug and socket, they were created for extinguishing fires created within
a computer, an appliance or a fuse box.
 Class D: This kind of extinguisher was designed for flammable metals,
like sodium, magnesium or titanium. They have a yellow star with a D
inside.
Mustari
Class B Fire Protection / AUTOMOTIVE SHOPS
Different extinguishers are used for different types of fires. Class B fire dangers are
those posed by flammable liquids. OSHA states that the distance from any given point
should be no more than 30 feet for smaller extinguishers or 50 feet for larger ones. For
example, in locations where there is a high danger of combustion, use 40-B
extinguishers at 60-foot intervals (giving each extinguisher a range of 30 feet) or
80-B extinguishers placed at 100-foot intervals (50 feet of coverage for each
extinguisher).
The National Fire Protection Association recommends that one Class 2-A
extinguisher is available for every 3,000 square feet of office or other contained
space. OSHA stipulates that extinguishers should be placed so that it is no more
than 75 feet from any point to the nearest extinguisher..
Mustari
FIRE EXTINGUISHERS / NFPA 10
Monthly Inspection
Fire extinguishers are primarily intended to put out small fires or used to clear a path to escape a dangerous
fire situation. NFPA 10 requires that each fire extinguisher in the shop / workplace be inspected each month
for damage, condition of hose and nozzle, broken seals, and correct pressure. At the monthly inspection, look
for proper documentation of monthly inspections and make sure you document the current inspection you
perform. A supervisor or employee should be tasked with inspecting the fire extinguishers in the shop. Daily
inspections should include checking if the safety pin is in place and there is sufficient pressure on the gauge.
If the gauge is low, take the fire extinguisher out of service immediately and replace it with a fully serviced
extinguisher right of way. Even with a fully charged unit, extinguishers can fail. If the extinguisher has been
in service for a couple years, it would wise to test it a little early to make sure it is still functioning as
designed. Make sure the instructions posted on the extinguisher are in clear view to users.
Yearly Inspection
Each fire extinguisher in the workplace is required to have an annual inspection. Annual inspection standards
required by NFPA 10 making sure the fire extinguisher is in position and at the right height and not blocked
by furniture or equipment. Make sure the extinguisher is in full view of the user and that all fire extinguisher
placards are in place. Inspection placards need to be tied to the extinguisher at all times.
Major Inspections
Fire extinguishers that store an extinguishing agent under pressure must have
the content’s completely drained or removed once every six years.
Extinguishers must be inspected inside and out for any cracks or other damage
that would indicate the unit will leak or fail to hold pressure. Initial six year
inspection periods begin on the date the unit was manufactured. After all
of the unit's components have been inspected and repaired, the extinguisher
must be labeled indicating the date this inspection was completed.
Extinguishers employing specialized chemicals such as Halon or dry chemicals
must undergo hydrostatic tests once every 12 years. Very high pressure carbon
dioxide units must be inspected and tested once every five years. Fire
extinguishers with a gross weight not exceeding 40 lbs. should be installed no
more than 5 ft. above the floor at the top of the fire extinguisher. Extinguishers
that weigh greater than 40 lbs. should be installed no more than 3 ft. above
the floor measured at the top of the fire extinguisher.
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WHATS WRONG WITH THIS
PICTURE??
WHATS WRONG WITH THIS PICTURE??
Mustari
CLEAR PATH FOR UNOBSTRUCTED EGRESS
 FIRE HAZARD - Red
4 Flash Point below 73 F (Boiling Point below 100 F)
3 Flash Point below 73 F Boiling point at / or / above 100 F
- not exceeding 100 F
2 Flash Point above 100 F, not exceeding 200 F
1 Flash Point above 200 F
0 Will not burn
 REACTIVITY (Instability) - Yellow
4 May detonate
3 Shock and heat may detonate
2 Violent chemical change
1 Unstable if heated
0 Stable
 HEALTH HAZARD - Blue
4 Deadly
3 Extreme Danger
2 Hazardous
1 Slightly Hazardous NFPA 704 FIRE DIAMOND
0 Normal Material
 SPECIFIC HAZARD – White
OX or OXY Oxidizer
W (with line through it) Use no water
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 All flammables such as gasoline, should be in a yellow flammable cabinet .The
flash point of a liquid is the temperature at which it creates enough vapor to form an air/vapor
mixture that can ignite. As defined by the Occupational Health and Safety Administration,
flammable liquids have flash points below 100 degrees Fahrenheit. These are
divided into three different classes, IA, IB and IC, in order of increasing boiling point and
flash point. All three classes need storage in your flammable cabinet. Examples include diethyl
ether and acetone, both of which are common laboratory solvents.
 Combustible liquids have flash points above 100 degrees F. They are less volatile
than the flammable liquids but they too are flammable and pose a fire risk. They come in three
classes: II, IIIA and IIIB, in order of increasing flash point. Examples include naphtha and
nitrobenzene. Just as with flammable liquids, the flash point for each and its ignition
temperature are listed on the Material Safety Data Sheet or MSDS, so you can check the
MSDS if you want to find out which category would include your chemical.
 Corrosives such as paint stripper, inorganic acids and bases are

corrosive and should be stored in a separate blue flammable cabinet.
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EXIT STRATEGY / GET TO KNOW YOUR RALLY POINT!!!
Shop exit strategy should be mapped out before new construction is going to take place.
Exit doors need to swing out upon opening on all exit doors leading from the shop. Panic
hardware needs to be installed in the doors so that a person can press on the handle to
open vice turning a knob.
Exit doors need to lead into an unrestricted area so occupants can freely leave the
building without going into a restricted / tight area. All exit doors need to be easily
accessed and NO items shall be put in place to impede exiting the building at that location.
Exit doors must be of a minimum fire rating that would be in reference to NFPA / OSHA
requirements. All employees should be briefed as to where a rally point would be outside
the shop at a safe distance away. The two main reasons is to keep the employee safe from
whatever is happening inside the building and make plenty of room so that emergency
workers/fireman can do their job without any interference from building personal
(employees). Exit routes doors must be able to handle the occupant load of that building exit
signs need to be installed on all exit doors and be seen by all points in the shop. The placement
of those signs needs to be on top of the doors.
“OSHA will deem an employer demonstrating compliance with the exit-route provisions
of NFPA 101, Life Safety Code, 2009 edition, or the exit-route provisions of the
International Fire Code, 2009 edition, to be in compliance with the corresponding
requirements in §§ 1910.34, 1910.36, and 1910.37 (incorporated by reference, see section
§ 1910.6)” (ref. OSHA.gov).
EPA 40 CFR RECYCLING NOTIFICATION
If you recycle hazardous wastes. (Recyclable materials are defined as hazardous

wastes that are recycled). If you recycle hazardous wastes. (Recyclable materials are defined as
hazardous wastes that are recycled). The recycling process itself is exempt from regulation, but
yo If you recycle hazardous wastes. (Recyclable materials are defined as hazardous wastes that
are recycled). The recycling process itself is exempt from regulation, but you must notify EPA
and obtain an EPA Identification Number prior to recycling recyclable materials.
CALIFORNIA / ONTARIO, CANADA HAVE LAWS AT THIS TIME THAT PREVENT
WASTE OIL BURNING USING WASTE OIL HEATERS you must notify EPA and obtain
an EPA Identification Number prior to recycling recyclable materials. CALIFORNIA /
ONTARIO, CANADA HAVE LAWS AT THIS TIME THAT PREVENT WASTE OIL
BURNING USING WASTE OIL HEATERS The recycling process itself is exempt from
regulation, but you must notify EPA and obtain an EPA Identification Number prior to
recycling recyclable materials.
CALIFORNIA / ONTARIO, CANADA HAVE LAWS AT THIS TIME

PREVENT WASTE OIL BURNING USING WASTE OIL HEATERS
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 Must be properly stored and disposed
 Always use a licensed waste hauler
 Shop is responsible for waste even if someone else is
hired to dispose of it
 Companies such as Safety Kleen will handle all your
hazmat needs including setting the shop up MSDS
for a fee.
 Mark / Separate waste oils and antifreeze
 containers as required
Mustari
Eye Wash Stations
Every shop should have an eye wash station and shower station. In case of emergency, an
Eyewash or shower station can both relieve pain and provide a rinsing effect on either the eyes,
body or both. Eyes wash stations can be either plumbed or unplumbed units. Plumbed units
will need to be plumbed into the shops existing water lines. Unplumbed water gravity stations
have their own water supply situated in the eye wash station tank. This type of eye wash station
requires periodic maintenance so the water does not get contaminated from time spent in the
tank which usually requires chemical pellets to keep the water free from bacteria. The eyewash /
shower station needs to be situated in the shop as to provide easy access to the technicians and be
free from obstructions at ALL times. If the shop has a certain area that may require a station to
be closer to a particular hazard such as a chemical paint stripping area, make sure you locate the
station close to that particular area that would still be accessible to the rest of the shops work
area. If the eye wash station is plumed, the station needs to be flushed weekly and an eye wash /
shower checklist shall be signed off. Check with the manufacturer in regards to the
weekly flush times. ANSI Z358.1 2009 edition is the latest and most up to date regulation.
BLOCKED ACCESS
Mustari
What’s wrong here??
1/8” tool rest
IAW 29 CFR 1910.215(a)(4)
Mustari
Mustari
Safe Access
And
Fall Protection
Lifting Techniques
(Ergonomics)
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Make sure car is at the right working height
and lift locks engaged
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Lift Inspections
Periodic Qualified Inspection
Note: Some activities performed during inspections are subject to compliance with established OSHA
standards including, but not limited to: personal protective equipment, walking-working surfaces,
hazardous materials, lockout / tag out, compressed gas and compressed air equipment and; machinery
and machine guarding. Owners/employers are responsible for ensuring compliance with the
requirements of the applicable standards. Owners/employers shall establish a periodic inspection
procedure in accordance with the recommendations of the lift manufacturer.
A “Qualified” automotive lift inspector shall have the following qualifications:

Knowledge of personal safety practices necessary to perform routine and periodic inspections;
Familiarity with industry terminology;ability to read and understand equipment manuals, drawings and
parts lists knowledge of purpose and function of all components, devices and accessories commonly
employed on automotive lifts. Working knowledge of electrical and electronic control circuit principles
as applied to the operation of pumps, motors, valves and switches; Working knowledge of mechanical
principles as applied to structures, machines, mechanisms and the effects of traction on ropes, chains and
sheaves;Working knowledge of hydraulic principles as applied to the operation of valves, pumps,
cylinders (plungers) and piping.Working knowledge of pneumatic principles as applied to the operation
of valves, compressors, cylinders (plungers), pressure vessels and piping; and Knowledge of the many
and varied types and styles of automotive lifts, their uses, and any limitations or restricted applications.
Training for “qualified” inspectors must be achieved through experience in installation or
field service work for users, manufacturers, distributors or service organizations for
automotive lift products.
Documentation – record of each periodic inspection shall be prepared and maintained noting
all observations and findings, as well as, all repairs or replacements accomplished. The
owner/employer must acknowledge the findings of the inspection by signing the
inspection certificate.
Frequency – owners/employers shall follow the recommendations of the manufacturer

as to frequency. As a minimum, all inspection points must be checked and documented
at least annually.
( ref. ALI web page)

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Required Personal
HYBRID SAFETY Protective Equipment
• Required PPE:
• Safety glasses with side shields
• Class 0 insulation gloves
OSHA requires Electrical protective equipment shall be subjected to periodic
electrical tests. OSHA does not elaborate on a time frame for these tests, but ASTM F
496 does provide direction. It states that gloves being used in the field must be
electrically retested every six months.
• Class 0 insulation gloves are a protective system consisting of:

• Leather outer glove
• Rubber inner glove
• Rubber inner glove provides insulation against electrical current
• Protective leather glove shields the rubber insulation from being
altered or destroyed
• Class 0 insulation gloves create a barrier between electrical current
and user
Danger: Class 0 insulation gloves resist voltage up to 1000 volts.
Class 0 insulation gloves must be worn when servicing high voltage
systems. If they are not used, serious injury or death may occur.
Electrical
Safety
When you become part of the circuit:

Across the Body:
(MOST DANGEROUS)
Across the Hand:
Pretty Obvious
To avoid these conditions:

• Use category III rated DMM and test leads rated to 1,000 volts
when measuring the high voltage bus
• Use PPE
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Electrical
Safety
Circuits completed through grounding:

Across the Body:
(MOST DANGEROUS)
Across the Hand:
To avoid these conditions:

• Use category III rated DMM and test leads rated to 1,000 volts
when measuring the high voltage bus
• Use PPE
 Ventricular fibrillation means the
heart is twitching and there is no
blood flow to the body.
 The heart can be damaged because

it is in the path of most common
pathways:
◦ Hand to hand
◦ Hand to foot
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Recommended Personal
Protective Equipment
• Rubber soled shoes are recommended when working on high

voltage systems
• These types of shoes are non – conductive, and help isolate the
wearer from the earth ground
Personal Protective
Equipment (PPE)
• Proper guidelines and correct use of PPE

should be executed each and every time a
high voltage system is serviced
Mustari
The higher the voltage or the lower the resistance
(i.e. – sweating or getting wet); the higher the
current flow; and therefore the more severe damage
to your body if it becomes part of the circuit.
There are TWO factors of

electricity on the body,
voltage and current.
• Voltage = pressure
that causes electron
flow
• Current = flow of
electricity through a
circuit.
(which could include the
human body)
Required Personal
Protective Equipment
• Class 0 insulation glove inspection procedure must be performed prior
to servicing high voltage systems:
• Remove rubber glove from the outer leather protector

• Inflate the glove and pinch the opening tightly to seal the opening
and prevent air loss
• Press the glove to increase pressure inside the glove, and inspect
for pin holes, air leaks, wear, tear, or abrasions
• In addition to inspecting gloves, there is also a date stamp on each
glove that must be certified up to date
• Each glove must be RE – CERTIFIED EVERY SIX MONTHS
• in order to ensure proper glove protection
• If any of the criteria mentioned are not met, do NOT

use the gloves
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Recommended Before Servicing High Voltage Systems:
Precautions • Remove any jewelry that can conduct
electricity and cause shock, such as:
• Watches , Rings, Necklaces
• Remove metal objects from pockets that may
fall and create arc flash hazard, such as:
• Mechanical pencils
• Tools
• Remove or cover metal on clothing
Electrodes.
• Characterized by unexpected
dissipation of instantaneous power
across conductive path.
• * Arc flash is produced when current suddenly flows due to loss
* Arc flash is produced when current
suddenly flows due to loss of isolation
between two conductive objects.
First Aid
You will be faced with injuries of every kind; whether it is a simple paper cut or a severe chemical burn,
every accident must be dealt with in the right way. Most technicians have to deal with the simple cuts
and bruises, so a simple shop first aid kit can handle most of the small skin injuries. Make sure the first
aid kit stays within shelf life. Shelf life means that the contents within the first aid kit are subject
to deterioration. The items in the first aid kit may require replacement. The manufacturer of the kit
should have as handle on how long their kit should last. If things get out of hand it would be best to
have some emergency phone numbers at hand preferably close by in the office next to the telephone .
Emergencies require immediate action so response time is critical to get the injured to a medical facility
as fast as possible.
Call EMS in any case of a chemical burn. Remove the chemical from the skin or
eyes immediately by flushing the area with large amounts of cool running water until EMS
arrives. Remove any clothes with chemicals on them, and be careful not to spread the chemical
to other body parts or to yourself. Chemical burns can be caused by chemicals used in
manufacturing or in a lab, or by household items such as bleach, garden sprays or paint
removers.
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Call EMS in any case of an electrical burn. Do not go near the victim unless you
are sure the power source has been turned off. The burn itself will not be the major problem. If the
victim is unconscious, check breathing and pulse. Check for other injuries, and do not move
the victim because he or she may have spinal injuries. Cover an electrical burn with a dry, sterile
dressing. Do not cool the burn. Prevent the victim from getting chilled. There may be two
wounds, one where the current entered the body and one where it left, and they may be deep.
Electrical burns can be caused by power lines, lightening, defective electrical equipment, and
unprotected electrical outlet’s. If working on Hybrid/Electrical cars, a defibulator should be
mounted in the shop area as a precaution if a technician gets shocked. Make sure employees are
trained on the defibulator.
CALL EMS if:

the victim has sustained injuries to the head, neck or back
the victim is having trouble breathing
the victim is unable to move or use the injured body part without experiencing pain
the injury appears to be a severely broken bone.
SAFETY OFFICER AND THEIR RESPONSIBILITIES:
The shop foreman, shop supervisor or lead technician is usually responsible for conducting safety
audits. They have the responsibility to maintain the shop so that work can be performed in a safe and
organized manner so the technicians that are employed at that facility can work in a productive and safe
workplace. Safety normally is reactive rather than proactive, something bad has to occur before things
get changed or fixed . The Safety Officer’s responsibility is to have controls in place to protect the shops
main asset, employees. What is meant by controls? Set rules so technicians / employees understand.
Remove trash daily, make sure all drop lights are turned off and unplugged every night, make sure the
floor is clean and free of all oil or grease so as not to cause a slip hazard, allow no customers in shop area
without proper consent, dispose of shops hazmat properly, have PPE available for employees use that is
in a clean and serviceable condition. Make sure there is nothing on the floor that can cause a trip hazard
such as drop cords, tools ect. These are simple and basic rules that can prevent an accident and a visit
from EPA.
A monthly safety audit can be done by utilizing a safety checklist. Items on a checklist would include
fire extinguisher checks, lift inspections, eye wash shower station inspection, hazmat area inspection,
shop safety equipment / machine guarding, electrical cord inspection, ventilation equipment if
applicable, first aid kit inspection, PPE inspection. A main advantage of a safe and organized shop is the
reduction of injuries, reduced employee down time, more productivity, and a clean shop draws customers
in because of the way the shop looks including the customer waiting area.
GET ‘EM IN
GET ‘EM O UT!
ET IT FIXED, GET PAID!
G
HOTLINE
ONLINE
is a click away.
JOIN TODAY AT
ALLOMATIC
TRANSMISSION
PARTS
Allomatic is proud to be an American brand
and a preferred supplier of transmission
filters, friction plates and steel plates to
original equipment auto manufacturers
and the aftermarket industry since 1959.
A Raybestos Powertrain, LLC Brand and part of the Gearbox Group
609 E. Chaney St. • P.O. Box 267 • Sullivan, IN 47882 • USA

Toll Free: 1.800.568.0330 • Fax: 516.775.5543 • www.allomatic.com
HONDA
Raybestos Powertrain introduces the new GPX Friction Plate
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made in America, is superior to any other friction plate for
Honda. The GPX Friction Plate shifting performance matches
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Part of the Gearbox Group
711 Tech Drive, Crawfordsville, IN 47933 USA • Toll Free: 800-729-7763 Fax: 765-364-4573 • Email: raypt@raybestospowertrain.com • www.raybestospowertrain.com
2012 ATRA POWER TRAIN EXPO
6T40/45/50 Product Changes for 2012
Garrett
A special thanks to the staff at GM Service
Parts and GM Powertrain for their assistance
with the material for this presentation
No part of this presentation may be duplicated in any form or manner without the
express written permission of ATRA and General Motors Corp. Copy write ATRA
2012
Some art work within this presentation was duplicated in accordance with GM
Service Operations, ATRA licensing agreement.
1
2012 UPDATES
6T40 (RPO MH8,MHB)
6T45 (RPO MH7,MHC)\
6T50 (RPO MHK)
Three 6 speed transaxles have been introduced into the GM line, the
6T40,6T45 and the 6T50. The first car that received the transmission in the United
States was the 2008 Chevrolet Malibu, followed by the 2009 Saturn Aura and
Pontiac G6. Since then the transaxle has gone into the Chevrolet Cruze, Sonic,
Equinox, Orlando ,GMC Terrian, Buick Regal, Lacrosse as well as the new
Chevrolet Captiva and Buick Verano. The transaxle is also the primary application
for the Daewoo Tosca and the Buick Lacrosse in Asia. The 6T40/45/50 family of
transaxles is poised to become the largest 6 speed FWD applications that GM will
produce.
Known as the “global 6 speed” or “GF6” the 6T40/6T45/50 improves fuel economy
and average of 4 % while performance was improved 8% on average over its 4
speed cousins. The 6T40/6T45/6T50 share the same architecture and most of the
parts are the same. The primary difference is the 6T45 is a heavy duty version of the
6T40. The heavy duty parts in the 6T45 include:
 1.25” wide chain verses a 1” chain with the 6T40
 Input planetary is a 5 pinion assembly
 Heavier ribbed case
 Heavier Differential
2
FEATURES
RPO CODES:
* 6T40 car Fwd RPO MH8
* 6T40 car Awd RPO MHB
* 6T45 car Fwd RPO MH7
* 6T45 car Awd RPO MHC
* 6T50 car Fwd RPO MHK
* Input torque capacity 6T40 177 lb-ft (240 Nm)
* Output torque capacity 6T40 277 lb-ft (375 Nm)
* Weight 178 lbs (81kg)
Garrett
RATIOS:
1st 4.58-1
2nd 2.96-1
3rd 1.91-1
4th 1.44-1
5th 1-1
6th .74-1
REV 2.94-1
Final Drive “effective ratio” 2.89, 3.17-1 or 3.87-1
* 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)
* No dipstick, oil level checked via a plug (most applications)
* EC3 236 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 one way clutch
* 1 shift solenoid used (On/Off Design), SS1
* 6 Variable bleed solenoids, or on “most” 2012 and later applications Variable Feed
solenoids PCS1, PCS2, PCS3, PCS4, PCS5, TCC
* A Motorola (Continental) built 32 bit TCM (TEHCM) mounted internal to the
transmission on the valve body (Referred to as the “control solenoid valve
assembly”) The TEHCM incorporates the TCM, Solenoids, pressure switches, TFT
sensor and it is bolted to the valve body.
* Gerotor type oil pump, 3 selective gears thicknesses available
* Internal Mode Switch (IMS) equipped
* Hall effect input and output speed sensors
* Performance Algorithm Shifting (PAS) programming
* Performance Algorithm Lift foot (PAL) programming
* Winter mode programming
* Sport mode and TAP shift equipped
* Adaptive Strategies with fast learn capabilities
* Reverse lock out feature
3
* 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.
CHECKING FLUID LEVEL

The 6T40/45/50 utilize a thermal type element to control the oil level in the unit
similar to other GM units. Known as a “Fluid Level Control Valve” the unit is
basically a thermally controlled stand pipe. At temperatures below 60 C (140f) fluid
is allowed to drain into the sump. At temps above 60 C (140f) drain back is blocked,
allowing the side cover (valve body area) to fill with fluid. If you are changing fluid
in these units make sure the unit is cold. If you remove the drain plug in the bottom
of the case only about 50% of the fluid in the unit will drain, You will need to
remove the bottom pan as with other transmissions to completely drain the unit. To
check the fluid level, the transaxle TFT value must fall between 85-95 C (185-203 F).
Fluid temp can be checked from the “driver information center” or by using a scan
tool. It is critical that the fluid be at the correct temperature or an overfill or under
fill condition may occur. These units are very sensitive to overfill. As little as ½ qt
overfull can lead to fluid leaking from the vent. Fluid level is checked with the
engine running, fluid temp 85-95 C (185-203f), in park, via a plug (most
applications) near the axle seal area in the case.
RANGE REFERENCE 6T40/6T45

COMPONENT PARK REV 1ST 1ST 2ND 3RD 4TH 5TH 6TH
BRK
NEUTRAL
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
NOTE: 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
released. This increases torque capacity under load with the vehicle stationary
4
Garrett
IMS:
The 6T40/6T45 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. 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.
5
Internal Mode Switch Logic
Gear Selector Position Signal A Signal B Signal C Signal P
Park LOW HI HI LOW
Park/Reverse LOW LOW HI LOW
Reverse LOW LOW HI HI
Reverse/Neutral HI LOW HI HI
Neutral HI LOW HI LOW
Neutral/Drive 6 HI LOW LOW LOW
Drive 6 HI LOW LOW HI
Drive 6/Drive 4 LOW LOW LOW HI
Drive 4 LOW LOW LOW LOW
Drive 4/Drive 3 LOW HI LOW LOW
Drive 3 LOW HI LOW HI
Drive 3/Drive 2 HI HI LOW HI
Drive 2 HI HI LOW LOW
Open HI HI HI HI
Invalid HI HI HI LOW
Invalid LOW HI HI HI
HI = Source voltage
LOW = 0 volts
6
Speed Sensors:
The speed sensors are “hall effect” style assemblies. The input speed sensor is
mounted externally in the case. The output speed sensor is mounted under the valve
body in the case. The TCM provides a signal voltage for the sensor operation. As
the transmission rotates the sensors will produce a square wave signal. The TCM
will monitor the frequency of the signal to determine the input or output speed.
Input Speed Sensor signals are generated by the rotation of the 3-5-R clutch
assemblies and are used to calculate gear ratio and slip rates. The Output Speed
Sensor signal is generated by the rotation of the park gear. The OSS is used for
indicating Vehicle speed for shift pattern control as well as Ratio calculations.
Garrett
Diagnosis of the speed sensors is accomplished using a signal generator and a scan
tool as with the other 6 speed applications.
7
Pressure Switches:
GEN 1 Hardware:
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
Generation 2 applications:
The pressure switches are no longer used. To accommodate the removal of the
pressure switches the TEHCM utilizes a software program known as “Clutch Pulse
Learn”.
“The TCM momentarily commands a clutch on at low pressure. The pressure pulse
commands are increased until an interruption in transmission input speed is
detected. The return spring force is the first characteristic to be learned. After the
spring force is learned, the TCM uses different pulse commands to determine the
volume of transmission fluid required to move the clutch piston to the point of
clutch apply. The TCM calculates fill time based on the learned volume. The CP
Learn is conducted during steady conditions in 3rd, 5th and 6th gear. The CP Learn
for the 4-5-6 clutch is enabled in 3rd gear. CP Learn for the 1-2-3-4 clutch and 2–
6�clutch is enabled in 5th gear. CP Learn for the 3-5-R clutch is enabled in 6th
gear. A rough road condition could give a false reading for transmission input speed
interruption. When rough road conditions are detected, CP Learn is aborted until
road conditions improve.”
8
“When a CP Learn is occurring, a slight bump or drag may be detected
momentarily. The CP Learn will occur on the average vehicle every 1250� miles
(2012�km). This is a normal condition and no repair attempts should be performed.
The frequency of CP Learn is normally determined by the number of clutch apply
cycles. The TCM will also initiate a CP Learn in advance of the clutch apply counter
if shifts are detected which indicate an improper clutch fill time.”
SOLENOIDS:
Shift solenoid and PCS operation is controlled by the TEHCM (TCM). The TCM
Garrett
regulates the feed voltage to the solenoids. The TCM then regulates the current
flow through the solenoids. The shift solenoid is an On/Off design (N.C.) with the
TCM controlling the power for the solenoid as well as the ground. The pressure
control solenoids are PWM controlled. The TCM is over current and overtemp
protected.
Motorola refers to the PWM 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 replace
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 can also be ordered separately.
The TEHCM is available in two different versions, Gen 1 and Gen 2. For the 2011
and earlier applications, the TECHM used variable bleed designed solenoids (VBS).
Different suppliers were used and this lead to several changes in solenoid colors.
The chart below denotes the progression of the solenoids as they changed.
The number of solenoids each color (Baseline or other) varies.
Number of solenoids baseline color Number of solenoids Other colors
6 0
5 1
4 2
6 0
For 2012 applications with Gen II controls the solenoids were changed to Variable
Feed Solenoids (VFS). This means the TEHCM programming must be different to
operate the different design solenoids. The 2012 chart of solenoid colors are as
follows:
Number of solenoids baseline color Number of solenoids Other colors
4 2
5 1
6 0
9
Solenoid “Cap” colors include: Black, Blue, Yellow, Natural
The cap color does not denote a difference in the solenoid, it is only used by GM to
indicate the supplier of the solenoid.
Solenoids
1-2-3-4 CL 2-6 CL PC 3-5 REV CL LOW REV 4-5-6
Shift PC SOL 5 SOL 4 PC SOL 2 CL PC SOL 3 Gear
Gear SOL 1 N.L. N.L. N.H. N.H. Ratio
Park ON OFF OFF OFF ON --
Reverse ON OFF OFF ON ON 2.940
Neutral ON OFF OFF OFF ON --
1st
ON ON OFF OFF ON 4.584
Braking
1st OFF ON OFF OFF OFF 4.584
2nd OFF ON ON OFF OFF 2.964
3rd OFF ON OFF ON OFF 1.912
4th OFF ON OFF OFF ON 1.446
5th OFF OFF OFF ON ON 1.000
6th OFF OFF ON OFF ON 0.746
Effective Final Drive Ratio - 6T40/45 - 3.17/3.87
For shift solenoid 1, "ON" = Solenoid Energized (Pressurized) "OFF" = Solenoid

De-energized (No Pressure).
For pressure control solenoids, "ON" = Pressurized, "OFF" = No Pressure
Normal resistance PCS 3-5 ohms at 70f, Shift solenoid 16-20 ohms at 70f
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
instructions on the scan tool to activate the cleaning program. This process should
be completed prior to attempting to diagnose the transmission with the DT-48616
tools as described below. If the cleaning process is unsuccessful then you should
diagnose the concern with DT-48616
Diagnostics
Like other GM transmissions, diagnosis is designed around the use of a quality scan
tool. With the 6T40/6T45/6T50 this could not be more true as the need to access
scan data is critical. Unlike other GM transmissions you have become accustomed
to working with over the years, the 6T40/6T45/6T50 internal electrical components
10
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 48616 Solenoid test plate and jumper harness DT48616-10
Remove the Control Solenoid Valve Assembly from the transmission. Install tool DT
48616 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
Garrett
Assembly using cable DT48616-10.
Command the solenoid ON/OFF air pressure should be present on the gauge and
then it should exhaust as the solenoid is cycled. If the solenoid or valve are
malfunctioning the gauge pressure will not change as you cycle the solenoid. If a
malfunction is determined to be present, replace the complete Control Solenoid
Valve Assembly.
If the solenoid checked OK, install the gauge on another solenoid port and
command that solenoid ON/OFF with the scan to repeat the process.
11
PORT ON TEST Key On, Engine Off (KOEO)
COMPONENT BLOCK Normal State
PC Solenoid 2, 35R F Full PSI flow to gage
PC Solenoid 3, R1/456 G Full PSI flow to gage
PC Solenoid 4, 2-6 B No PSI flow to gage
PC Solenoid 5, 1234 C No PSI flow to gage
Shift Solenoid D Full PSI flow to gage
Line Pressure Control
A Full PSI flow to gage
Solenoid
TCC PC Solenoid E No PSI flow to gage
NOTE: If the solenoid 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.
Do not operated the solenoids for longer than 2 minutes or damage may occur.
ADAPTIVE LEARNING:
The 6T40/45/50 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 procedures
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 or replaced
· Internal repairs were performed that could effect shift quality
NOTE: Fast learn is not required if a GM New or GM Rebuilt 6T40/6T45/6T50 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 individually
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
12
· 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
Garrett
UPDATES For the 2012 Model year
Beginning with the start of production (SOP) for the 2012 model year “MOST”
6T40/6T45/6T50 transaxles underwent massive changes that will have a “dramatic
impact” on service of the units. The upgrades will be rolled out to future models
during 2012/2014. The upgrades deal primarily with the control system (shift feel)
but it does also apply to some other areas such as the clutches.
Models Effected for 2012
* Buick Lacrosse, Regal, Verano
* Chevrolet Cruze 1.4L (RPO LUJ), Equinox, Malibu
* GMC Terrain
Models not effected for 2012 SOP, as they continue to use Gen 1 components
* Chevrolet Cruze 1.8L (RPO LUW)
* Chevrolet Sonic 1.8L (RPO LUW)
* Chevrolet Captiva
* Orlando
Component interchange is now a major issue because the updated
components for the most part, CAN NOT be interchanged with the previously
designed components. The system upgrades will be defined using the terms;
 Gen 1-- 1st design- Previous design
 Gen 2 -- 2nd design- Updated design
If the transmission is a stock built unit, you can identify the generation by looking at
the coded information stamped on the TEHCM (TCM). A code with a 1, 2 or 3 in
the identifier is a Generation 1, while a code with a B, C or D in the identifier is a
Generation 2
Generation 2 Changes include:

 Manual valve (Shorter)
 Clutch Select Valve (No ring, larger lands), Bore Plug ( Larger), Retainer
(Larger) and Spring (Purple)
13
 1-2-3-4 Boost Valve (No ring, Longer, May contain oil grooves), Retainer
(Larger) and Spring (Dark Green), Added bore and valve to valve body
 Reverse 4-5-6 Clutch Regulator Valve (Added Grooves, Larger land
diameter), Bore Plug (Larger), Retainer (Larger) and Spring (Shorter)
 2-6 Clutch Regulator Valve (Center land eliminated), Bore Plug (Larger),
Retainer (Larger) and Spring (Shorter)
 1-2-3-4 Clutch Regulator Valve (3 grooves no center land), Bore Plug
(Larger), Retainer (Larger) and Spring (Shorter)
 1-2-3-4 Clutch wave plate
 Clutch Piston Dam Feed Regulator Valve (No grooves, land size changes),
Bore Plug (Added a bore plug), Retainer (Larger) and Spring (White)
 TCC Regulator Apply Valve (Grooves and cutouts added), Bore Plug
(Larger), Retainer (Larger) and Spring (Added)
 3-5 Reverse Clutch Regulator Valve (3 grooves, no center land, Added a
shuttle valve to the valve train), Bore Plug (Larger), Retainer (Larger) and
Spring (Shorter)
 Actuator feed accumulator pistons/springs added to valve body
 Variable clutch housing check ball added to valve body
 Control valve channel plate check ball and spring added to valve body
 Updated spacer plate and gaskets
 3-5 Reverse clutch friction material change
 3-5 Reverse clutch wave plate
 3-5 Reverse return springs
 4-5-6 Clutch piston (Pocket changes for new return spring design), Fluid
Piston Dam, Return springs, Snap ring (Stepped)
 4-5-6 Piston seal relocated in housing
 1-2-3-4 Clutch friction material (Internal teeth cutouts for id of 2nd design)
 2-6 Clutch friction material (Internal teeth cutouts for id of 2nd design)
 2-6 Clutch return spring (Internal teeth cutouts for id of 2nd design)
 2-6 Clutch Wave plate
 Pump, Bushing, Front Seal, Pressure Regulator Valve and Spring
 Input shaft support and support seal rings, for the 3-5-reverse and 4-5-6
clutches (Changed from 4 seals on support to 3 seals, Support diameter is
smaller)
 TEHCM Solenoids changed from a VBS (Variable bleed solenoid) to a VFS
(Variable feed solenoid) (Includes the need for a major TEHCM
programming change)
 TEHCM (TCM ) has been modified to remove the fluid pressure switches
and their associated DTCs. The following pressure switch DTCs are not
applicable for Gen 2: DTC P0842/P0843, P0872/P0873, P0877/ P0878, and
P0989/ P0990.
 Filter Plate, Filters removed for the pressure switches since the pressure
switches were removed.
 BAS (Belt Alternator Starter) System added for the 6T40 (RPO MHH) in the
Hybrid Malibu, Lacrosse and Regal applications. This update includes a
14
new case, the addition of an auxiliary pump mounted to the outside of the
case, Valve body, piping, programming and hybrid vehicle hardware similar
to the 4T40E BAS equipped applications.
TEHCM UPDATE ID
Garrett
15
2-6 Clutch Update
2-6 Clutch Update
16
3-5-Reverse Update
Garrett
3-5 reverse 4-5-6 housing
update
17
4-5-6 Clutch Update
4-5-6 Clutch Update
18
4-5-6 Clutch Update
Garrett
1-2-3-4 Clutch Update
19
Wave Plate Updates
20
Pump Update
Garrett
Pump Update
21
Seal and Support Update
Valve Body Updates
22
Valve Body Updates
Garrett
23
Valve Body Updates
Valve Body Updates
24
Valve Body Updates
Garrett
Valve Body Updates
25
Valve Body Updates
26
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shop Talk
“W e had a 2008 Range Rover
diesel 157,500km with
drivability issues. We stripped the
v/b and fitted all components from
the Zip Kit, reinstalled v/b, new ATF
and new filter, then road tested the
vehicle home. Well done, boys,
this Range Rover drives 100%.
I didn’t even reset the
adaptation, it drives real good.”
S. O’Connor
A & M Gearbox Centre
Dublin, Ireland
“I installed our first Zip Kit on a

U140F, nice kit and additional
information. What was really
nice: to have at your fingertips
the vacuum testing locations
and the effects of the wear in
that bore. Without this info,
I might not have vacuum tested
and missed this problem.
Nice kit, Sonnax.”
K. Mumie
The FirsT sTep

Foran’s Transmissions
Minersville, Pa.
in correcting common shift problems

Discover the newest Zip Kits at
www.sonnax.com
Simple, Drop-In Parts
Install Quickly & Easily Without Special Tools
Stops Hydraulic Leaks

Scan code with your smartphone. So the Valve Body Works the Way It Should
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In-Depth Tech Booklet
For Installation, Testing & Diagnostics;
© Sonnax Industries, Inc. Helps Determine if Further Repairs are Needed
800-843-2600 • 802-463-9722 • www.sonnax.com
Sonnax is an Employee-Owned Company
HYDRAULIC vs. ELECTRONIC
DIAGNOSTICS
Compiled by:
Warnke/Moreau
Bob Warnke
&
Robert Moreau
ATRA’s Powertrain Expo

October 27th, 2012
©2012 Sonnax Industries, Inc. Page 1 of 47

ATRA’s Powertrain Expo
October 27th, 2012
HYDRAULIC vs. ELECTRONIC DIAGNOSTICS
Unit Topic Page

Theory of Electronics Voltage, Amperage, Resistance 3-6
Ohm’s law
Comparison to Hydraulics Pressure/Voltage , Flow and Resistance 7-9
ZF 6 HP and Ford 6R60 Isolating Hydraulic Issues 10-13

Electronic Issues 14-17
GM 6T40/45 Isolating Hydraulic Issues 18-22
Solenoid Issues 23-25
AW 6: 09G/TF60SN, Isolating Hydraulic Issues 26-31
AF21/TF80SC Solenoid Issues 32-34
5R55W/S/N Isolating Hydraulic Issues 35-47
Solenoid Issues

Warnke/Moreau

Warnke/Moreau

Warnke/Moreau

Warnke/Moreau

ZF 6HP19, Ford 6R60 (Gen I, ’02 to ’06)
Complaint:
TCC Control Issues
Harsh shifting (up & down)
Cause:
Hydraulic Issues:
• Valve body dampers have lost their resilience.
• Loose end plugs, which reduce solenoid control
• Valve body bore wear at the bypass clutch control and/or converter release valve bore.
• Converter clutch lining failure, due to stress or water contamination
Electronic Issues:
• Solenoid contamination or loss of control
• Reflash may be available, depending on occurrence and vehicle.
Bore Inspection & Vacuum Test Locations

Warnke/Moreau

Illustration from Ford Motor Co.

ZF6HP 19-32
CONVERTER PRESSURE TESTING
Complaint:
Cycling TCC and/or harsh up and down shifts
AUF-WK
The only pressure/flow ports on the
ZF 6HP or Ford 6R60E are cooler
lines and converter apply oil.
Warnke/Moreau
Verifying converter release pressure is a time affective “one stop” test. It qualifies the filter, pump, primary
pressure regulator, converter regulation, TCC control system as well as flow past or seal of the TC friction face.
Low release pressure creates converter drag at idle and harsh shifts. Note; This converter can apply after 1-2 shift
and remains in partial slip through most of the drive cycle. Rarely will turbine RPM match input speed.
Published internal converter pressure:
TCC OFF/released – 85 psi- (6 bar) w/800 ma. @ solenoid 6WK
TCC ON/applied – 100 psi-(7 bar) w/50 ma. @ solenoid 6WK
Actual AUF-WK pressure port:
Release of 26 psi. (1.8 bar) at idle
Release of 70 psi. ( 4.8 bar) at W.O.T.
Cooler flow must show a deflection as lock-up occurs. With 26 psi. flow will be low. ZK, lower port is converter
outlet to the cooler. The Ford 6R60 unit has an internal thermal bypass at ZK/lower port. Flow will not occur until
converter fluid reaches 125-135f.
Normal TC friction plate, turning torque (at the bench) is 5-12 Nm. with a wet clutch. The lining is loaded to the
cover as in prior ZF units. This piston uses a Borg Warner friction material, which Sonnax supplies to the
aftermarket.
Glycol or water test kit; ESP Chemicals Inc. 888-522-3472. www.espchemicals.com # HI 3859.
SOLENOIDS
EDS MV
Fig. 7a Fig. 7b
The connector insulator can be pried off (indicated by arrows) to inspect the solder joint at the coil.
Screens can be pried off to flush them from the inside.
The MV solenoid (Fig. 7b) screen retains a ball and spring.
DEMAGNETIZE
Fig. 8
A typical solenoid service includes demagnetizing the assembly.

The canister above has been cut off to expose the parts below.
EDS EXPLODED VIEW

Cut for
illustration
Early EDS
Warnke/Moreau
Late EDS
Button
Fig. 9
This illustrates the difficulty in machine flushing or hand cleaning the internal parts.
The button is pressed into the canister to adjust the calibration. This press fit is minimal and results in setting
solenoid output pressure. The typical measurement of this button to canister range is .040” to .060” (1.016 mm –
1.524mm)
Solenoid coil/pintle movement and the resulting flow are learned by the TCM. Relocating or altering will require a
relearn procedure or drive time interval.

CM Board (M type, 6HP 26)
Fig. 10 Fig.11
Fig. 12

Warnke/Moreau
Illustration from Ford Motor Co.

GM 6T40/45
Complaint:
• Neutral on forced or coast downshift
• Flare on 5-4 or 4-3
• Delay forward or reverse
• Intermittent solenoid function codes
Cause:
Hydraulic Issues:
• Bore wear at the solenoid modulator valve
Electronic Issues:
• Solenoid switch pressure loss
• Contaminated solenoid or circuitry
FORD GM
No TCU W/TCU
6F50 6T70/75
FORD GM
No TCU W/TCU
6F35 6T40/45

GM 6T40/45
Warnke/Moreau
GEN. 1
Series 2:
GEN. 1,
Series 3
GEN. 1
Series 1
Series 3
2011 vintage with
white pressure
switch seats

6T45
Gen I Series 3, 2011
Each Tee is a check ball location. (6 Tees total)

7
8
9
10
11
Note:
Bore #1, Warnke/Moreau
per ATRA 2012,
is not in GEN 1
series 3
6 5 4 3 2

INDEX for 6T45
Spring Spring
Valve Updates in GEN II
L/OD/Wire Coil
1 Low reverse, 4, 5, 6 Boost N.A. N.A Eliminated
valve
2 Low reverse, 4, 5, 6 1,266”/370”/.030” 9.5 As pictured
Regulator
3 1,2,3,4 Clutch boost .725”/.352”/.035” 6.5 New retainer w/bent tab in center
4 1,2,3,4 Regulator 1,266”/370”/.030” 9.5 Eliminated narrow spool
5 2-6 Regulator 1,266”/370”/.030” 9.5 Eliminated narrow spool
6 3-5 Reverse Regulator 1,266”/370”/.030” 9.5 As pictured
7 Default override 1,275”/.329”/.032” 11.5 As pictured
8 TCC Regulator .812”/.275”/.032” 8 Eliminated middle spool (picture
has spool)
9 Clutch Select 1,266”/370”/.030” 9.5 Eliminated the I.D. band
10 Actuator Feed 1.850”/.523”/.055” 9.5 As Pictured
11 Manual Valve N.A. N.A. Shorter than GEN 1 which is
4.105”

6T40/45 TEHCM
GEN 1: ’07 to 2011

Several stages of generation one exist with variations in the color of the solenoid cap, switch and TEHCM
numbers. The color of the cap does not identify an application, but a different supplier to GM. The cover plate
code is the most affective means of identification. (Refer to photos) The Gen 1 with code starting with 3, will have
updated switches and the elimination of 1,2,3,4 boost valve.
The TEHCM cannot be exchanged between vehicles, but vintages can be reprogrammed to fit newer or latter
vehicles. (by GM at this point).
At date of printing (7-12-12) GM will not release the Gen II for service. Problem units must be returned through
tech support. The Gen II service package is available # 24260702, which includes two separator plates and
accumulators for the channel plate. Most of the changes are covered by the instructions under part # 24260706.
Warnke/Moreau
The author could foresee a procedure where a remanufacture removes the TCU module from a damaged
TEHCM and place it on a known good assembly. The conformal coating/ resin could be stripped, which exposes
the termination points. The TCU bolts onto the TEHCM.
Solenoids are not complicated nor confined on this unit which lends to flushing or rebuilding them. Internal
contamination is a problem, often accelerated when the 3-5 Rev. cushion plate fails and debris migrates.
GEN II: 2012 current

Most of the alterations in the Gen II were initiated for BAS (Boost Alternator Start Assist) system and to reduce
the duration of the shift. This TEHCM will not retro back as it coincides with other pump and calibration changes
such as the electric prime motor attached due to BAS. The accumulators serve the purpose of circuit priming to
reduce bleed down after clutch exhaust and shut down.
The Gen II does not use pressure switches, but relies on engine, turbine and output speed sensors to calculate
and adjust for clutch fill and exhaust. GM refers to this as Clutch Pulse Learning. Other manufactures (ZF, AW,
Allison, Mercedes) have been using this, due to the increased data speed and ability to control hydraulics. (Refer to
the AW torque phase illustrations in previous information).
Remember with such precise control and adaptability, all factors must remain within OE design. This includes
clutch surfaces, friction elements, clearance and fluid.
Clutch Pressure Learn Process:

1. TCM brings up solenoid pressure until a drop in Turbine RPM is recognized. This is just prior to the point
of clutch overlap and bind up.
2. As RPM drops, the exhausting clutch has a controlled reduction in psi. until it free-wheels, at which time the
TCU recognizes and ramps up apply rate on application.
3. During each learn process the TCU tests the fill rate by checking resistance to fill or fill time required to
slow input RPM. This is actually flow rate, required to compress the clutch springs and overcome
centrifugal force and torque input.
4. CP is learned for each clutch during steady state conditions for 3,4,5,6.
5. CP occurs at a specific time interval dependant on clutch applications or approximately every 1250 miles
(2012k). It may be felt as a slight bump or bind. CP is aborted on rough roads.

GEN I
Early w/black solid switch seats
GEN 1 Early #1 & #2 GEN 1 Late #3

Removable white switch seats
GEN II (not pictured)

No switches

Solenoids can be removed
after horse-shoe clips are
pulled out.
Warnke/Moreau
Shift Pressure Control
solenoid
Line Pressure solenoid

AW 6 SPEEDS
09G/TF60SN, TF81SC/AF21, 09D/TR60SN
Complaint:
• Flare up shifts
• Coast down, bumpy shifts
• Shift quality changes over 90c/185f.
• Harsh up/down shifts (also relates to TCC issues)
Cause:
Hydraulic Issues:
• Solenoid regulator bore wear
• TCC control bore wear
Electronic Issues:
• Linear solenoid contamination
• Solenoid bushing failure

Warnke/Moreau

09G/TF-60SN
Correction:
1. Visual inspection, WAT or vacuum test the TCC control bore at the inboard end and the outboard sleeve. If
worn ream or replace the valve body. Aftermarket valve body rebuilders generally have these in stock.
(The dotted areas indicate vacuum test points. Circles indicate visual bore wear).
Warnke/Moreau
TF-80/AF40/AM6

TF-81SC/AF21

Warnke/Moreau

09D/09G Linear Solenoids

Aisin Linear Solenoids:
Sub-components:
#1-Canister:
The crimp secures the coil end frame to the manifold. A poor crimp, “will affect” output pressure. The assembly
should not be able to rotate, as the weight of the coil and duty cycle will eventually cause the output pressure to
change.
Removal of the end cap from the canister is an aftermarket form of service. If this process is used, the canister
must be trimmed to the inner ledge of the canister id. If this is irregular, the distance of armature travel will be
affected.
The OE end cap can trap contamination, slowing armature travel. Adding exhaust slots to this cap can reduce
that build up. Once dis-assembled this canister should be demagnetized. Adding exhaust holes does not appear to
have a negative affect on reaction time.
Warnke/Moreau
#2- Armature:
Look for cracks extending from the center where the pintle attaches.
Polish the pintle shaft and verify it is not bent.
#3- Brass washers:

The washers are known to deform and become flat at the center. This will increase the travel of the armature.
#4- Coil bushings:

These bushings have an ID coating, which imbed with contamination. Aftermarket repairs often replace these
bushings. If/ when doing so, they should be precision line bored. A twist drill will remove that coating, but often
results in irregular surface finish.
To verify fit, place the armature in the coil and tip it end for end. The pintle should stroke under its own weight.
Preference is to check this travel with a heated coil and prior to attaching the manifold.
#5- Coil:
Coils supply the magnetic field to move the armature. That field is captured within the canister and draws the
armature toward the coil. Fluid pressure and the spring are the opposing force to that travel. Check the coil
resistance and/or current at operating temperature.
#6- Control valve:

The control valve has a close tolerance to the manifold. Bore to valve tolerance can get a visual check by
inserting the valve into the solenoid and checking it for wiggle or deflection.
#7- Balance spring:

The spring and valve force are toward the coil, moving the pintle. These springs can become fatigued. Insure
the spring is positioned properly on the end cap, or it will coil bind and affect calibration.

#8- Manifold:
The manifolds are known to crack where they meet the canister. Bore wear is also common, which affects
output pressure. The manifold must return flat to the coil and be held secure by the crimp.
The manifold with the installed valve can be vacuum tested. On the AW 55 series, vacuum is pulled at the small
orifice. On the AW 6 series, the snout needs to be placed in a test fixture, such as a valve body casting.
#9- End cap, spring seat or adjuster:

This cap must fit tight onto the snout. It is a seal from clutch signal oil as well as a spring seat. The pin punch
marks hold the cap onto the manifold. Once it is removed by prying it off, the press will be lost. It will require a 3-
4 point repress. If a lathe is available, a groove can be cut into the end of the manifold to help retain the cap.

5R55W/S
Spent Solenoids
The 5R55W/S has a solenoid assembly with an aluminum base plate that can be removed. This base plate can be
made into a test plate very easily see (figure 1). The feed circuits identified in (Figure 1) have irregular slots, but if you
pre-drill with a 3/16” bit and countersink or use a #5 centering drill, they conform to your rubber-tipped air nozzle
perfectly. As with any tool, the more you use it, the more consistent your results. In this case, it not only saves
time but identifies how functional the valve body is before you remove it!
Warped valve bodies, stuck valves, blown gaskets, worn bores and loose bolts could be missed unless you test the
unit before removal. On both of these units, the solenoid circuit test tool can be used while the transmission is still
in the vehicle. Within minutes you have the information you need to make a decision on whether the unit has to be
pulled or whether you ought to include a valve body in your rebuild estimate.
The 5R55W/S pictured, has problems with slip codes, TCC shudder and delayed engagement. The common
Warnke/Moreau
practice is to remove the valve body, disassemble the valves and look at the bores. When we do this, we remove the
evidence from the case.
The 5R55W/S uses a shift solenoid to stroke the shift valve and then uses Variable Force Solenoids (VFS) to
control clutch feed rate and line rise. Shift Solenoid oil is dead-ended when you use the test plate. To test, use ATF
and regulated air of 30 psi. (referred to as Wet Air Test or W.A.T.)
5R55W/S Shift solenoids circuits, normal function, while supplying air to manifold as indicated:
• SSA: Intermediate select valve strokes (bore 6); direct clutch control valve strokes (bore14).
• SSB: Intermediate control valve stroke (bore 13).
• SSC: OD servo control strokes bore 15).
• SSD: Coast clutch control strokes (bore 11); reverse servo control strokes bore 5). When correct, only these
stroke with a minimal leakage at reverse modulator. (bore 15)
5R55W/S VFS solenoid circuits, normal function:

• VFSA-1: Modulator valve and boost valve stroke.
• VFSB-2: Reverse engagement control, boost valve, VFS-2 modulator valve and forward engagement
control valves stroke.
• VFSC-3: Reverse modulator valve strokes. There must be fluid in this circuit to seat the “A” bathtub check
ball.
• TCC: Converter pressure modulator and converter control valve strokes.
When correct, you can slowly throttle up and down, your air psi and the valves follow. Oil loss at any location is a
loss of the VFS oil force. The amount of oil loss depends on how much air pressure is used, the ATF in the circuit
and severity of bore wear. If you practice with known good and high mileage units, you’ll be able to recognize the
problem areas.

Complaint:
High line psi. all ranges, cannot be reduced with scanner control
Code PO745, PO775, PO795, PO797, PO975
No 4-5 or 4-5 slip
Slip during shift
Cause:
Broken pressure control solenoid valves.
Note: Although the molded solenoid boards are specific to N,W,S, the
VF solenoids could be swapped.
Correction:
Replace solenoid assembly or possible salvage of VFS from core. The time to disassemble one, will be
approximately 20 min.
Note: broken PCA, VFS valve

Duty cycle pressure control solenoids:
PCA - Influences overall line rise.
PCB - Forward and Reverse engagement and line rise in reverse.
PCC - Direct clutch and line pressure control
Note: Due to various valve positions and multiple solenoids, the list below should be examined for other PC
solenoid influences.
PCA: Solenoid is fed from the line pressure circuit. Solenoid output oil reacts on PCA modulator valve. PCA
modulated output then controls the rate of L-Reverse servo, Intermediate clutch and Intermediate servo apply
pressure. PCA modulated oil also raises line psi. at pressure regulator boost valve. The PCA solenoid and its circuit
can be tested at the line pressure port. As PCA is controlled up, line should rise as well. The correct Scanner can
step these pressures by 15 psi. increments.
Warnke/Moreau
PCB: Solenoid is fed from line pressure circuit. Solenoid output oil reacts on PCB modulator valve, reverse
engagement control, forward engagement control and the line boost valve.
Diagnostics for delayed forward or reverse engagement should start with this solenoid and circuit. The PCB
solenoid and its circuit can be tested at the line pressure port. As PCB is controlled up, line should rise as well. The
correct Scanner can step these pressures by 15 psi. increments. Perform PCB and PCA pressure steps, so the
opposite solenoid is set at minimum psi. step.
PCC: Solenoid is fed from line pressure circuit. Solenoid output reacts on the direct clutch circuit line rise, reacting
on Press. Mod. Reverse, Engagement control reverse, Direct/Reverse engagement control valve and 4-3 ISR
control. Insure the end plug at RS/ISA select valve is tight in the bore, as feed to PCC must be sealed here.
The PCC tap is located on the passenger side of transmission behind the intermediate servo.
PCC psi. increase occurs in Reverse and 4th , 5th gear.
PCC is approx. 9 psi. in Park, stays at 9 psi through 1st, 2nd, 3rd, ramps quickly to 35-42 at 3-4 shift and then follows
engine load up to 115 psi. in 4th and 5th gear.
PCC rises to 35 when Reverse is “selected” and follows engine load up to 115 under load. Notice; the specifications
above would be altered by a defective TRS, MAF, PCC solenoid or valve body bore wear. This test port can
provide helpful diagnostic information!

COMPLAINT RELATED TO PC SOLENOID
Delay forward, no forward PCB Slips in Man 2 PCA,PCB

Delay reverse, no reverse PCC Slips in Man 3 PCA, PCB
Harsh reverse engagement PCC, PCA No 2nd or 5th PCA, PCB
Low pressure forward PCC No 3rd, 4th, or 5th PCA, PCB
No forward and no reverse PCB Harsh 2-3 PCA
Missing a gear range PCA, PCB, PCC Harsh 3-4 PCC
Soft shift in any range PCA,PCB, PCC Harsh 4-5 PCB
No 1st gear in M1 PCB, PCA Harsh 3-2 or 2-1 PCB
Transmission overheat PCA, PCB, PCC No or soft 1-2 PCB
No engine braking in Man 4 PCB No or soft 2-3 PCA
No engine braking in Man 3 PCA, PCB No or soft 3-4 PCC
No engine braking in Man 2 PCA No 4-5 or soft PCB
No engine braking in Man 1 PCA, PCB
SHIFT SOLENOIDS
Solenoid: Resistance Value: Control:
SSA 16-45 On-off
SSB 16-45 On-off
SSC 16-45 On-off
SSD 16-45 On-off
TCC 9-16 Modulated, low frequency
PCA-PCB 3-8 Duty cycle, high frequency
TSS-ISS-OSS Resistance
21 degrees C. / 70 degrees F. 150 degrees C. / 302 degrees F.
325-485 ohms 492-738 ohms

10
11
8
12
Warnke/Moreau
7 13
6 14
15
5
16
A
B
4 3 2 1
1
3 2
Note: Circled areas on valve body surface indicate critical inspection

locations.

9
Warnke/Moreau
7

10
11
12
13
14
15
16

Valve and Spring Identification Chart
Bore Valve/Spring O.D. Wire Free Coils Color
Dia. length
1 VFS 1 Modulator .278” .022” .955” 10.5 Plain
2 Main Pressure Reg. & Boost Sleeve - Large Outer .725” .037” 1.378” 3.5 White
2 Main Pressure Regulator & Boost Sleeve - Inner .381” .036” 1.537” 11.5 White
3 Solenoid Limit - Inner .286” .034” 1.334 12.5 Plain
3 Converter Limit - Outer in cap .365” .036” 1.392” 10.5 Plain
Warnke/Moreau
4 Manual Valve
5 Reverse Servo Control .281” .026” .825” 7.5 Plain
6 Intermediate Servo Select .242” .026” .841” 9.75 Plain
7 Forward Engagement Control .320” .029” 1.080” 7.0 White
8 Overdrive Servo Control .214” .026” .703” 9.5 Plain
9 Converter Apply Pressure Modulator .206” .015” .882” 11.5 White
10 Thermostatic By-Pass Valve Large - Outer .633” .035” .984” 3.5 Yellow
10 Converter Control Valve - Inner .244” .024” .905” 10 Yellow
11 Coast Clutch Control - Outer .320” .028” 1.184” 10 Plain
11 TCC Piston Release Pressure Control- Inner .320” .030” 1.305” 10.5 White
12 VFS-2 Modulator .278” .023” .975” 9.5 Brown
13 Intermediate Control .317” .031” 1.310” 10.5 White
14 Direct Clutch Control .320” .031” 1.429” 12.5 Red
15 Reverse Pressure Modulator .316” .025” .938” 7.5 Plain
16 Reverse Engagement Control .316” .029” .949” 7.75 Orange
17 Reverse Servo Area Control .329” .039” 1.604” 14.5 Plain
Check ball A: Divides VFS3 oil from D321 oil. Critical to operation on reverse engagement and 4th,
5th gear shift quality.
Check ball B: Controls lube flow to rear of case. Affected by cooler by pass valve in bore 10.
Separates oil from main regulator lube and cooler return.

5R55W/S/N
Solenoid Operation, Testing
VFS1= PCA , VFS2= PCB, VFS3= PCC

PCC is used for Direct and Reverse clutch control pressure in Reverse.
PCA, PCB are used to control line rise and clutch/ servo apply rates.
VFS Electronics:
All of the VFS solenoids will have maximum output pressure with -0- amps/ no current flow, inversely
proportional.
VFS power is pin 3 on W/S/N.
VFS ground/control variation of W/S vs. N.
PCA is pin 11 on W/S and pin 1 on the N
PCB is pin 1 on W/S and pin 4 on the N
PCC is pin 4 on W/S and pin 11 on the N
VFS solenoids operate at 200Hz.
Duty cycle % is optimal between 38 & 14%
Typical amperage control on the vehicle swings between .91 to .23 amps.
Coil resistance is 4.7 Ohm +/- 0.5 ohm @ 76 f.
Accuracy of VFS driver must be +/- 3mA.
Notes:
VFS solenoids are not submersed while positioned in the unit so operating temperature and vibration were design
factors.
Solenoids stored or received in parts with the VFS’ lying horizontal can drain fluid from manifold/pintle area and
the valves seize. You should pull a vacuum across all new solenoids to pull fluid through them.
Earlier Mercon V ( prior to May 2005) fluid reacted with the solenoid and created solder corrosion. An additive
XL-11, was released by Ford to eliminate this with service package # 4L2Z-19B546-AB. If the fluid within a
system was not completely flushed this failure can become a re-occurring event!
Always clean mass air flow and ECU ground, check battery voltage, insure fuel system has correct psi.
VFS Hydraulic Testing:

VFS input pressure is not regulated! High psi. can overpower the solenoid or cause excessive line psi.when in
failsafe. High VFS pressure will multiply line pressure, over 500 psi., in Reverse and brake servos, which are charged
at their release side.
Internal leakage should be less than 1700 cc/minute or 0.449 gal/min. between the inlet and outlet ports, with
solenoid de-energized and 145 inlet psi.
VFS should be tested from a minimum of 50 psi. inlet to 350 psi. inlet. In cold climates, maximum solenoid feed
could reach 465 psi.
After a hot run test of varied duty % control, the output should be within 5.0 psi. of the initial test.
VFS fluid flow should be measured at 100 psi. inlet and should result in greater than 1250 cc/min or 0.3302
gal/min.

Shift/ TCC solenoids, are powered at pin 3. (12 volts)
SSA ground is 16
SSB ground is 15
SSC ground is 6
SSD ground is 5
TCC ground is 14
All W/S/N are wired the same.
All shift solenoids are N/C normally closed= no flow with no ground.
TCC solenoid is N/C, a PWM operating at 62Hz,
Notes:
N- SSB is On to inhibit reverse.
W/S- SSA is OFF to inhibit reverse
RP switch on the N, utilizes pin 12 as the return and pin 13 as the input.
Thermal sensor on both units utilizes pin 12 as the return and pin 2 as the input
Warnke/Moreau
6
16
1 11
OUTSIDE
Shift / TCC Solenoid Hydraulics:

Shift solenoids and TCC have a regulated input of 72 psi.

5R55W/S Operation on VBT test stand:
Reverse:
PCC is required to control direct clutch pressure. One concern of erratic PCC pressure is the “A bathtub” check
ball and two end plugs at 211 and 203. (Ford #). PWM modulation must seat and hold this ball immediately to
obtain Reverse.
PCC pressure is dependant on PCB. If PCB is 80 psi, C will not go over that.
PCA and PCB can be modulated to raise overall line pressure and prepare for forward engagement. They have
limited affect on Reverse other than at boost sleeve. If A-B, do not have current, Reverse pressure will be high.
First and Forward engagement:

PCA oil pressure is elevated to move VFS-1 modulator valve, which then feeds a regulated forward oil to the
Forward engagement control valve.
PCB controls the position of that engagement valve. No amperage causes full line pressure to the forward clutch.
Higher amperage causes the VFS1 oil and PCA pressure to regulate forward apply. Forward engagement is a
balance act between PCA-B.
PCC is not utilized or has high amperage.
Second:
PCA prepares the pressure at VFS1 modulator valve for Direct clutch apply on 2-3 shift.
PCB and VFS2 modulator valve are the control pressure for the OD servo apply
SSC must close properly to stroke OD control valve.
PCC will have high current flow to avoid output pressure.
Third:
PCA controls VFS1 Modulator output pressure for the Intermediate servo.
PCB is readied for a 3-2 downshift.
PCC will have high current flow to avoid output pressure.
Fourth:
PCA is controlling Intermediate servo apply pressure.
PCB is readied for a 4-5 OD servo apply and is affecting line rise at boost sleeve.
PCC is the critical control circuit affecting Reverse pressure modulator and Direct clutch control valves.
Fifth:
PCA is controlling Intermediate servo apply pressure and line rise.
PCB is controlling the Overdrive servo apply pressure.
PCC is controlling Direct clutch pressure.

TCC control:
The converter modulator valve should start to move at 10 psi. of TCC solenoid output psi. This modulator valve
ramps up yet control maximum available line to TCC control valve and TCC piston.
TCC control valve should stroke to full TCC apply at approx. 25 psi.
Maximum converter release pressure is limited to 130 psi. regulated by converter regulator valve. Maximum
converter apply pressure is affected by line pressure AND the diameter of the modulator sleeve. Note some
modifications result in 200 psi. plus and deform the piston! Backpressure valve retains 12 psi. on release side of
converter to control apply feel and slip rate. Blocking this valve results in harsh TCC apply and coast down release.
If testing results in low TCC apply pressure, reduce the PCA output.
5R55N Solenoid control on VBT test stand:
Park:
Warnke/Moreau
As PCA & PCC duty % are ramped down to less than 36 psi. the Direct clutch will start to apply. TCC pressure also
affects Direct psi. at this point.
3rd Gear:
PCA modulated below 30% duty will start to bring up 2nd clutch pressure.
4th Gear:
PCC must be at 19% minimum to bring on apply of the Direct clutch.
PCC psi. follows direct clutch psi.
PCA must be at 34% or greater to eliminate intermediate clutch psi.
5th Gear:
PCA controls Intermediate clutch psi.
PCB affects PCA, which in turn affects Intermediate clutch.
PCC controls direct clutch psi. and can be controlled independently.
PCB control OD servo apply psi. 35% duty and above results in –0- OD psi.
PCB up to 32% duty, will step up OD servo pressure.
TCC Apply:
PCA raises apply pressure. TCC apply psi. is controlled by TCC duty% and the rate of modulator sleeve travel.

HEV Propulsion Systems
Chapter Six
Course Handbook
Growing Opportunities in the Aftermarket:
Hybrid Electric Vehicle

Transmission Diagnostics
Dr. Mark Quarto

Chief Technical Officer
Automotive Research & Design, LLC
© Automotive Research and Design, LLC.

1
Presentation Agenda Topics
Quarto
1. Transmission Trivia
2 Electric Transmission Revenue Streams
2.
3. Present Day Hybrid Electric Vehicle Production
Programs
4. Electric Machine and Drive System Failure Mode
Symptoms
5. Electric Machine Testing & Electric Testing Properties
6. Results of OEM Study – Evaluating Electric Machine
Testing/Testers
7. Q & A

2
Copyright AR&D. All Rights Reserved. 1

Chapter Six
Course Handbook
Let’s Play……HEV Transmission Trivia
 How many Hybrid Electric Vehicles (HEVs) were in production in

2002?
2002?.........and
d now in
i 2013?
SAE Hybrid List
 Why are HEV electric motors defined as electric machines?
 All HEVs use electric machines inside of the transmission (T / F)
 All HEVs use two electric machines. (T / F)

3
Let’s Play……HEV Transmission Trivia
 The serial data (scan tool) can identify all of the electric
machine problems (T / F)
 How many different electric machine configurations are

currently used in HEV?
 What is the cost of a new electric transmission or electric

machine system?
 What is the cost of a used electric transmission or electric

machine system?

4

Chapter Six
Course Handbook
Do You Think It is Important to Know….??
 The functions of engine systems…
g
 Engine mechanical systems
y
 Fuel System (fuel injection, fuel pump, etc.)
 Ignition System
 Transmission (Automatic & Manual)
 HVAC System
 Brake System
 Suspension
S i System
S t
 Vehicle Electrical Systems

5
Do You Think It is Important to Begin Learning About…..
Quarto
The functions of Hybrid Electric Vehicle (HEV) systems…
– Electric Machines
H
How d
do I answer
– Power Inverters customer questions
about these systems
– dc-dc Converter on their car???
– High Voltage Battery Packs

What happens if my
– HEV System Controllers customer asks me to
perform a diagnostic
– Blended Braking Systems (regen + standard) check on their hybrid
car???
– Electrically Driven Air Conditioning
– High Voltage Safety
What happens if I need
– Electrically Driven Power Steering to make a repair on a hybrid
car…how do I make the
(high or intermediate voltage level) vehicle safe to work on it
even if the repair is not on
the hybrid system??

6

Chapter Six
Course Handbook
Series Hybrid Electrical Layout
Generator
Engine
Generator
Control
Trans
Motor
100%
Motor
Control
Battery Pack
State of Charge Level
0%
Battery Pack Animation

7
Parallel Hybrid Propulsion System

Engine Hybrid Trans
Controller Controller Controller
AC Power
P/S ABS
Outlet
Controller Controller
Controller
Accessory Battery Pack A/C
Power Controller Controller
Module IP
Controller Controller
+ Battery
Pack
Engine
Power Inverter
Motor/Generator
-
& Controller
Trans
Animation
Motor/Generators

8

Chapter Six
Course Handbook
Electric Transmission
Revenue Streams

9
Who are Probable Customers for Electric

Transmission Service?
Quarto
$
Out of Warranty Owners
Sub--Contracting from
Sub
OEM Dealers
In--Warranty Owners
In
Provide “second
opinion”
analysis/diagnosis
service
Fleet Customers
Co--op agreements with

Co
other non-
non-dealer service
Used Car Sales Orgs. companies
Salvage Operations /
Secondary Parts Market

10

Chapter Six
Course Handbook
Present Day
Electric Vehicle
Programs

11
Ford Escape Hybrid

12

Chapter Six
Course Handbook
GM 2-
2-Mode Hybrid – Cadillac Escalade

13
Quarto
Honda Civic Hybrid

14

Chapter Six
Course Handbook
Honda Insight Hybrid

15
Honda Accord
Hybrid

16

Chapter Six
Course Handbook
Lexus RX400h
Hybrid

17
Quarto
Toyota Prius

18

Chapter Six
Course Handbook
Toyota Highlander Hybrid

19
Production GM Allison Hybrid Bus

20

Chapter Six
Course Handbook
GM 2
2--Mode Hybrid
Cadillac Escalade

21
2ML70 RWD Hybrid Transmission
Quarto

22

Chapter Six
Course Handbook
2-Mode Transmission

23
2-Mode Transmission Internal Components
Motor 2
Motor 1

24

Chapter Six
Course Handbook
GM 2-
2-Mode Electric Machine

25
Ford Escape
Quarto
Hybrid

26

Chapter Six
Course Handbook
Ford Escape Hybrid
Motor/Generator
and Power Inverter
Assembly

27
2005 Ford Escape Hybrid (Electric) Transaxle

28

Chapter Six
Course Handbook
Power Inverter Assembly

Ford Escape Hybrid
Drive Control Logic
Gate Drive Card
dc-dc Converter
Electrical Connector
DC Link Capacitors
Final Dri
Drive
e
Gears
Liquid Cooled
IPEM
(Integrated Power
Engine Damper Electronics Module)
Plate Planetary Gear Set

29
Quarto
Honda Civic
Hybrid

30

Chapter Six
Course Handbook
Honda Accord
Hybrid

31
2003 - 2009 Honda Civic Hybrid
PM Motor/Generator

32

Chapter Six
Course Handbook
Honda Civic Hybrid

Stator Coil
Rotor with
Surface Mount
Magnets

33
2003 Honda Civic
Quarto
3-Phase Power
Hybrid
Connector
Stator
Rotor

34

Chapter Six
Course Handbook
Lexus RX400h
Hybrid

35
Toyota Highlander Hybrid

36

Chapter Six
Course Handbook
2006 Lexus RX400h Hybrid Front Transaxle Assembly

37
2006 Lexus RX400h Hybrid Front Transaxle Planetary & Final Drive Gears
Quarto

38

Chapter Six
Course Handbook
2006 Lexus RX400h Hybrid Front Transaxle Planetary & Final Drive Gears

39
2006 Lexus RX400h Hybrid

Rear Motor Assembly
Top
View
Front
View
Bottom
View

40

Chapter Six
Course Handbook
2004
Toyota Prius

41
2004 Toyota Prius Hybrid Engine and Electric Transaxle
Quarto

42

Chapter Six
Course Handbook
2001 Toyota Prius Power Inverter and Transaxle
Final
Drive
Chain MG2 Drive
MG1
(Electric) Transaxle
Power Inverter
43
Toyota Prius Transaxle

Engine Damper
MG2 MG1
Engine
Oil Pump Drive Chain
Planetary Gear Set Final Drive Assembly

(Gear Reduction and
Differential)

44

Chapter Six
Course Handbook
Toyota Prius Final Drive

and Intermediate
Differential Gears
Differential Components
Final Drive Gear
Input Shaft
from Engine
Damper
Generator
Coupling
Gear
Drive Chain
Gear (driven
By MG2)
Drive Chain

45
2001--2003 Toyota Prius

2001
Quarto
Generator mounted
in the transaxle

46

Chapter Six
Course Handbook
Production GM Allison Hybrid Bus

47
Hybrid Powertrain Configurations
Electric Machine Mounted

Between Engine and
Transmission System
Belt Alternator Transmission w/Internally

Starter System Connected Electric
Machine System
= electric machine

48

Chapter Six
Course Handbook
Electric Machine Components
Stator Assembly
Rotor Assembly

49
Electric Machine Failure Mode Symptoms
Quarto
 Electric Machine Symptoms When Failed/Failing
 Loss of Propulsion (Isolation Fault,

Fault Inverter Overtemp,
Overtemp etc.)
etc )
 Drivetrain modulation (torque imbalance/ripple, shudder, fishbite,

hunting, etc.)
o Bearing
o Phase winding failures / imbalances (shorting, resistance, etc.)
o Rotor imbalances (housing or rotor bar cracks, magnet strength

imbalance, etc.)

50

Chapter Six
Course Handbook
Electric Machine Failure Mode Symptoms
 Symptoms When Failed/Failing

 Power Inverter failure modes can exhibit similar symptoms as
electric machine failure and therefore,, techs must be able to
determine if a failure is the power inverter or electric machine
system
 Marginal Battery Pack state-of-health can cause erratic electric
machine and power inverter operation that can be mistaken for
electric malfunction (or vice-versa)
 Few Serial Data (scan tool) PIDs available to determine electric
machine state-of-health (Motor Temp, Current, rpm)
o Motor control switching occurs in microseconds…….scan
tool information transmitted in milliseconds (too slow)
o Motor current and rpm provide minimal data to help

51
Electric Machine Testing

&
Electrical Properties

52

Chapter Six
Course Handbook
“Traditional
Traditional”” Field Testing of Electric Machines
 Visual Inspection
 Insulation Test
 Ohmmeter (standard DVOM and milli-ohmmeter)
 rpm Monitoring
 Voltage Monitoring
 Amperage Monitoring (equipment dependent)

53
Advanced Field Testing Models

for Electric Machines
Quarto
 Electrical Signature Analysis
 Dynamic testing
 Voltage & Amperage (scope based)

 Waveform analysis using current probe and voltage input
 “Back drive” machine to capture current signature
 Motor Circuit Analysis

y – Static and dynamic
y testing
g
 Fourier (Spectrum) Analysis

 Dynamic testing (scope based)
 Power vs. Frequency analysis (db vs. Hz)

54

Chapter Six
Course Handbook
Generator PM Rotor
and Stator Assembly

55
STATOR LAMINATIONS

56

Chapter Six
Course Handbook

57
Quarto
2-Mode Hybrid distributed stator design with
rectangular wire and coated with enamel insulation

58

Chapter Six
Course Handbook
Stator Failure Modes

(Copper--to
(Copper to--Copper, Capacitive Energy Transfer &
Partial Discharge, etc.)
Turn-to-Turn
Phase-to-Phase
Coil-to-Coil
Coil-to-Back-Iron
(Ground)
Open Circuit
Stator
Equivalent Circuit
Slot or Coil
Nomex-Mylar
Insulation
59
Induction Machine
Open Slot Rotor
Rotor Bar
Shorting Rings

60

Chapter Six
Course Handbook
Permanent Magnet Rotor

with 10 Interior Magnets
4”

61
Quarto
Magnet Set
(10 total)

62

Chapter Six
Course Handbook
Methods of Testing Electric Machines
 Electric Machine Areas of Failure:
 Cables to the transmission or transaxle

 Connections to, and in, the transmission/transaxle
 Winding Shorting (turn-to-turn, coil-to-coil, phase-to-phase)
 Winding Grounds (to back-iron)
 Winding Contamination
 Rotor-to-Stator Air Gap Faults
 Rotor Faults (Induction or Permanent Magnet)

63
How Can the Electric Machine

Failures be Accurately
y Analyzed
y
& Diagnosed in the Aftermarket?
An OEM Study that Evaluates

Five (5) Diagnostic Technologies
for Field Use

64

Chapter Six
Course Handbook
Methods of Testing Electric Machines
 OEM Study: Electric Machine Testing Methods and

Tools Were Tested for Testing Capability
 Methods evaluated are technologies currently being

utilized or endorsed for field use:
 Light bulb
 MilliΩ / Impedance (LCR) / Insulation Ω Meter Combination
 ALL TEST Pro 33EV
 ALL TEST Pro IV 2000
 SKF Baker AWA-IV

65
Light Bulb (194)
Quarto

66

Chapter Six
Course Handbook
Milliohmmeter / Impedance/ Insulation Ω

Combination Meter Set
Impedance Insulation Ω
Milliohmmeter Meter Meter

67
ALL--TEST Pro
ALL Pro®
® – ATIV

68

Chapter Six
Course Handbook
ALL--TEST Pro®
ALL Pro® – AT33EV

69
SKF Baker – AWAIV 2kV
Quarto

70

Chapter Six
Course Handbook

71
© Automotive Research and Design, LLC. 72

Chapter Six
Course Handbook

73
Evaluation Summaries & Comments
Quarto
Light Bulb Milli-Impedance-I ATIV - 2000
nsul Res.
AT33EV SKF-Baker AWAIV

2kV

74

Chapter Six
Course Handbook
Winner of the Motor

Testing Evaluation
Is???

75
AT33EV

76

Chapter Six
Course Handbook
Electric Machine
&
HV Cable Tests
 Resistance (Ω)
 Impedance (Z)
Electric  Inductance (H)
Machine  Capacitance (C)
Tests  Phase Angle (ψ)
Performed  Current/Frequency Ratio (I/F)
 Insulation Test
 Dissipation Factor
77
Quarto

78

Chapter Six
Course Handbook

79

80

Chapter Six
Course Handbook
Electric Transmission/Machine Testing

Summary
 Electric Machines failure modes are wide and varied
 Electric Machine failure modes can result in symptoms that resemble

engine mechanical, fuel, or ignition systems
 OEM Study evaluated electric machine analysis processes and tools

and determined the optimum tool for field diagnostics (AT33EV)
p revenue streams ((out-of-warranty,

 Multiple y, fleets,, etc.))
 Customers and technicians may be/are unaware that electric

machines can effect vehicle driveability and overall performance –
similar to engine, fuel, and ignition systems

81
Quarto
Thank You!

82

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Normal Base Oil

Wax crystals without PPD Wax crystals with PPD

Pour Point Depressant

Heavy Duty Diesel Oil (HDEO) Single Grade 12 -18 --

Automatic Transmission Fluids (ATF) Multigrade 6 -12 3-14

Automotive Gear Oil (AGO) Single Grade 5 -12 --

Manual Transmission Fluid (MTF) Single Grade 5-12 --

Tractor Hydraulic Fluids (THF) Single Grade 6-9 --

Industrial Gear Oils (IGO) Single Grade 0.5 -1.5 --

Greases NLGI Grades 2-6 Contains a

 Detergents Friction control, neutralize oxidation

 Dispersants Friction control, solubilize sludge

 Anti-wear Reduce wear on gears

 Seal swell agents Prevent seal failure

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Chemically Inert Chemically Active

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Plate Clutch Band Clutch

• The fluid serves to lubricate the elements, carry away

Composite Friction Material

Steel Reaction Plate

• Strength of Interaction Depends on Friction Material composition

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-Make sure FM does not harm corrosion, seal degradation, or

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– Dispersants provide increased dynamic friction and

– Special Detergents stabilize static and dynamic friction

• Surface saturation and high thermal stability of friction

• Better dispersants and detergents lead to more stable

• Enhanced performance in anti-shudder, torque capacity

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• Break-in - Removal of Gases and Water

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Iron sulfide reaction

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• Increased acid formation;

• Premature seal leakage

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• Corrosion is the surface damage that results from