2020 Blue Manual Optimized PDF

2020 Blue Cover
Transtec - IFC
"ATSG's 2020 Technical
Training Seminar"
Introduction
Forbes published an article entitled the “Top 10 Advanced Car Technologies by 2020;” which
are: 1. Partial Autonomous Vehicles, 2. Driver Override Systems, 3. Biometric Vehicle Access,
4. Comprehensive Vehicle Tracking, 5. Active Window Displays, 6. Remote Vehicle Shutdown,
7. Active Health Monitoring, 8. Four-Cylinder Supercar, 9. Smart/Personalized In-Car
Marketing and 10. Reconfigurable Body Panels. Then you read about what the manufacturers
are talking about for the future. The World Automotive Conference was held in Istanbul on
October 17, 2019. Over 800 representatives from the automotive industry gathered to hear from
fifty speakers. Topics such as future trends, managing economic challenges and overcoming
changing industry demands. High band width connectivity, greener cars, smart infrastructure,
innovative ride share solutions to traffic jams and pollution problems were discussed.
Automotive innovations are here and no plans of seeing less of it any time soon. Yet as time
marches forward, there are some innovations that have held its own for a number of years. On
August 13, 2019, the three point seat belt invented by Volvo celebrated its 60th anniversary. It is
believed to have saved over a million lives since 1959. Likewise, as time marches forward, there
is one company since its inception that helps businesses to be profitable . Past, present and
already looking at the future, ATSG is here to stay to keep the automatic transmission and
automotive industry on the cutting edge. We thank you for your attendance of ATSG's 2020
Technical Training Seminar.
No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or
by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise,
without written permission of Automatic Transmission Service Group. This includes all text illustrations,
tables and charts.
The information and part numbers contained in this booklet have

been carefully compiled from industry sources known for their
reliability, but ATSG does not guarantee its accuracy.
Copyright © ATSG 2020
AUTOMATIC TRANSMISSION SERVICE GROUP

WWW.ATSG.COM
(800) 245-7722
Lubegard - 2
"2020” SEMINAR INFORMATION 3
INDEX
Imports
Hyundai/Kia A5HF1 (F5A51) Binds in Reverse & No 4th Gear.......................................... 4
KIA A6MF2H Hybrid Engine Stalls in Drive....................................................................... 6
Honda CRV Light Throttle Vibration.................................................................................... 9
Honda Six Speed General Information.................................................................................. 10
Honda Odyssey BYKA 3rd Clutch Piston Seal Failure......................................................... 20
Honda Ridgeline BJFA Bind in Reverse and Moves Forward in Neutral............................. 22
Mazda FW6A-EL Stored Pressure Switch Codes.................................................................. 24
Nissan RE0F11A (CVT7) Flared 1-2 & 2-1 Shift................................................................. 26
Nissan RE0F11A (CVT7) Speed Sensor Codes.................................................................... 32
Toyota U660-E No Shift Above 4th Gear................................................................................ 35
Toyota/Lexus U140E/F Sudden Loss of Reverse.................................................................. 37
Toyota U660-E Delayed Drive Engagement......................................................................... 40
Toyota U660-E End Cover Replacement Bearing................................................................. 42
Toyota U660-E Pressure Switch Usage................................................................................. 44
TF80SC Generation I 2-3 Flared Shift.................................................................................. 47
TF80SC Generation II Transmission Improvements............................................................. 49
AISIN TF80SC/A40-6 Transmission Fluid Drain & Fill Procedures.................................... 56
Audi OCK (DL382-7F) Shifter Returns To Park................................................................... 63
Land Rover LR3 No Shift Out of First Gear......................................................................... 65
ZF8HP45 Neutral Condition Above 10MPH......................................................................... 68
Mercedes Benz 722.9 Transmission Pan, Fluid & Filter Compatibility................................ 72
Mercedes 9G-tronic (725.011) Factory Information.............................................................. 76
Mercedes 7G Dual Clutch Transmission Preliminary Information....................................... 96
ADVERTISERS
Many thanks to the following advertisers for subsidizing seminar costs making your fees to attend affordable.
Transtec.......................................................... IFC Exedy............................................................... 39
Lubegard....................................................... 2 European Exchange........................................ 54&55
H&A Transmissions....................................... 11 Raybestos........................................................ 57
Transtar Industries.......................................... 15 WIT (Whatever It Takes)................................. 71
Sonnax............................................................ 27 ETE Reman..................................................... 108
EVT................................................................ 29 ALTO.............................................................. IBC
Hayden........................................................... 31 Teckpak/Fitzall................................................ BC
AUTOMATIC TRANSMISSION SERVICE GROUP

WWW.ATSG.COM
(800) 245-7722
4 "2020” SEMINAR INFORMATION
HYUNDAI - KIA A5HF1 (F5A51)
BINDS IN REVERSE & NO 4TH GEAR
COMPLAINT: After overhaul a Hyundai or Kia equipped with the A5HF1 (F5A-51) Transmission, binds up
in reverse range and does not have fourth gear.
CAUSE: The Failsafe Valve “B” keeper fell out of the valve body unnoticed, refer to figure 1. That will
allow the valve and sleeve to move out far enough to create this complaint.
The keeper can easily fall out because the Failsafe Valve “B” and sleeve have no spring in the
valve lineup.
CORRECTION: Install the Failsafe Valve “B” and sleeve keeper in the location shown in figure 1 and grease it
in place to prevent it from falling out.
Automatic Transmission Service Group

HYUNDAI - KIA A5HF1 (F5A51)
BINDS IN REVERSE & NO 4TH GEAR
MAIN VALVE BODY
FAILSAFE VALVE
“B” KEEPER CAN
EASILY FALL OUT
5
FAILSAFE VALVE
“B” SLEEVE
73
FAILSAFE VALVE “B”
Copyright © 2020 ATSG

Figure 1

KIA A6MF2H HYBRID
ENGINE STALLS IN DRIVE
COMPLAINT: A 2012 Kia Optima Hybrid equipped with a 2.4 Liter Engine and the A6MF2H Transmission has
a complaint of the engine stalling as soon as the shifter is pulled into the drive position. When the
transmission was disassembled for inspection, the engine clutch friction plates were found to be
burnt and welded together, refer to figure 1.
The transmission was rebuilt with new engine clutch and line pressure control solenoids and
installed back into the vehicle, it was then taken for three short road tests during which the
transmission would slip and flare up upon engagement of the engine clutch. The transmission
was removed once again and inspected only to find the engine clutch friction plates burnt again.
CAUSE: The oil pump sealing ring sleeve had shifted inward as seen in figure 2 causing sealing ring
leakage and the failure of the engine clutch friction plates. The sleeve should be flush with the
pump cover, it is not. If you look closely you can actually see two sets of sealing ring wear
patterns, the second set was created after the sleeve moved. After the sleeve moved one of the
three Teflon® sealing rings is not even riding in the sleeve refer to figure 3.
CORRECTION: A new oil pump was installed into the transmission with a new set of engine clutch friction plates.
The vehicle was road tested and operated normally throughout the extensive road test.
SUMMARY: This Hybrid system uses an electric motor machine located in between the engine and
transmission to start moving this vehicle from a stop (forward or reverse) to a speed of 12kms
(7.5mph) then the engine starts and the transmission applies the engine clutch to take over. There
is no torque converter in this vehicle, if the engine is running while the vehicle is stationary its
charging the hybrid battery. The engine clutch must release while in drive at a stop. The clutches
in the vehicle when it came into the shop were burned and welded together. This caused the car to
stall aggressively when drive was selected (engine running only). If the engine was off during a
start things would appear to be fine until you let off the brake pedal, then it would chug like a
converter clutch was stuck on.
SERVICE INFORMATION:
Engine Clutch Disk Set...........................................................................................45575 3D000
Many thanks to Carlos from Transmission technology for sharing his experience and photos with ATSG.

KIA A6MF2H HYBRID
ENGINE CLUTCH FRICTIONS BURNT
Figure 1
OIL PUMP SEALING

RING SLEEVE IS
BELOW FLUSH
Figure 2

KIA A6MF2H HYBRID
SEALING RING WEAR PATTERNS

ARE NOT IN THE RIGHT PLACE
SEALING RING SLEEVE

HAS MOVED INWARD
Figure 3

HONDA CR-V
LIGHT THROTTLE VIBRATION
COMPLAINT: A 2012 to 2014 Honda CR-V may have complaints of a surge, shudder or vibration while driving
under light throttle.
CAUSE: Software part number 37820-R5A-305 is faulty.
CORRECTION: Update automatic transmission software and change the transmission fluid using DW-1 fluid.
Fluid capacities are 2.2 Liters (2.3 Qts.) for the 2 Wheel Drive models and 2.6 Liters (2.7 Qts.) for
the All Wheel Drive models. Torque drain plug to 49 N~m (36 lb. ft.).
Use the chart below in figure 1 to determine the correct updated software version.
YEAR/MODEL PROGRAM IDENTIFICATION (or later) PROGRAM PART NUMBER (or later)
2012 AWD 5A3160 37805-R5A-3160
2012 2WD 5AA250 37805-R5A-A250
2013 AWD 5AA150 37805-R5A-A150
2013 2WD 5AA050 37805-R5A-A050
2014 AWD 5AA350 37805-R5A-A350
2014 2WD 5AA250 37805-R5A-A250
Figure 1

HONDA SIX SPEED
GENERAL INFORMATION
The Honda six speed transmission was first introduced in the 2011 Odyssey and then made its way into the Accord,
Crosstour, Pilot and Ridgeline. The information seen here will relate to a 2015 Accord equipped with the BB7A
designation. The six forward speeds and one reverse is accomplished through the use of six clutch packs, a one-way
clutch and a selective fork assembly. This transmission arranges all the drive components on five shafts, input shaft,
main shaft, secondary shaft, third shaft and an idler shaft.
All four clutch pressure control solenoids are mounted in the secondary valve body which is externally mounted
along with the line pressure control solenoid and shift solenoids A and B. Shift solenoid C is also mounted externally
in the torque converter housing in close proximity to the secondary valve body for a total of eight solenoids.
This transmission also utilizes six pressure switches for each clutch except the first clutch and a there is a line
pressure switch as well.
The line pressure solenoid controls line pressure at idle to 97 - 104 psi and at 2000 rpm about 163-170 psi. The CPC
solenoids control clutch pressure and apply feel.
There is also an externally mounted mainshaft and countershaft speed sensor, a park neutral switch and a fluid
temperature sensor.
A Powertrain Control Module is used to control all engine and transmission functions and converter clutch
application can occur in first through sixth gears. Checking transmission fluid is accomplished with a filler tube and
dip stick and requires Honda DW-1 fluid or an authorized substitute. Dry fill capacity is 7.2 Liters (7.6 Quarts) and
service fill is 3.1 Liters (3.3 Quarts).
Figure 1
H & A - 11
HONDA SIX SPEED
GENERAL INFORMATION
3RD CLUTCH
PRESSURE SWITCH
TRANSMISSION
RANGE SENSOR
6TH CLUTCH
PRESSURE SWITCH
SHIFT CPC “D”

SOLENOID SOLENOID
A
CPC “A”
SHIFT SOLENOID
SOLENOID
B
CPC “B”
LINE SOLENOID
PRESSURE
SOLENOID
CPC “C”
SOLENOID
LINE
SHIFT PRESSURE SWITCH
SOLENOID
C
Figure 2
5TH CLUTCH
PRESSURE
SWITCH
4TH CLUTCH
PRESSURE SWITCH
2ND CLUTCH
PRESSURE
SWITCH
Figure 3 Figure 4
HONDA SIX SPEED
GENERAL INFORMATION
3 WIRE HALL EFFECT SENSORS 5 VOLT SUPPLY
1.8 VOLTS @ NORMAL OPERATING TEMPERATURE
COUNTERSHAFT ATF TEMP SENSOR

SPEED SENSOR SENSOR
MAINSHAFT
SPEED SENSOR
Figure 5 Figure 7
TRANSMISSION RANGE SENSOR TRANSMISSION RANGE SENSOR CONNECTOR ID
4 3 2
5 1
10 6
9 8 7
Figure 6 Figure 8
TRS CONTINUITY CHART

CONNECTOR
TERMINAL 1 2 3 4 5 6 7 8 9 10
TRS
ATPFWD ATPN ATPSTS ATPRVS ATPS ATPD ATPR ATPP PG*
SWITCH
P
R
N
D
S
*Common
** Ground Figure 9

HONDA SIX SPEED
GENERAL INFORMATION
SOLENOID APPLICATION CHART
SHIFT LEVER D, L D
POSITION P R N 1ST 2ND 3RD 4TH 5TH 6TH
SHIFT SOLENOID
A ON OFF ON ON ON OFF OFF OFF OFF
SHIFT SOLENOID
OFF OFF OFF ON ON ON ON/OFF ON/OFF OFF
B
SHIFT SOLENOID
ON ON OFF ON/OFF ON/OFF ON/OFF ON/OFF ON/OFF ON/OFF
C
LINE PRESSURE
SOLENOID ON/OFF ON/OFF ON/OFF ON/OFF ON/OFF ON/OFF ON/OFF ON/OFF ON/OFF
CPC SOLENOID
A OFF OFF OFF OFF ON OFF OFF ON OFF
CPC SOLENOID
OFF OFF OFF OFF OFF ON OFF OFF ON
B
CPC SOLENOID
OFF OFF OFF OFF OFF OFF ON OFF OFF
C
CPC SOLENOID
D OFF ON OFF ON/OFF ON/OFF ON/OFF ON/OFF ON/OFF ON/OFF
Shift Solenoids A, B, C And The Line Pressure Solenoid Measure 13.8 To 17.1 Ohms.
CPC Solenoids A, B, C, and D Measure 4.7 To 5.9 Ohms.
Figure 10
CLUTCH APPLICATION CHART

1ST 2ND 3RD 4TH 5TH 6TH ONE-WAY CONVERTER
RANGE
CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
1 ON* ON ON
2 ON ON
3 ON ON
D/S
4 ON ON
5 ON ON
6 ON ON#
R REV ON^
*When shifting to the D or S position the reverse selector is meshed with the sixth gear on the 3rd shaft for
all forward gears.
^When shifting to the R position the reverse selector is meshed with the reverse gear on the 3rd shaft and the
fourth clutch is applied.
#Converter clutch can be applied in first through sixth gears when accelerating. Converter clutch can be
applied in first through fifth gear on deceleration.
Figure 11

Transtar - 15
HONDA SIX SPEED
GENERAL INFORMATION
FEED TUBE CIRCUIT IDENTIFICATION
11
10
9
8
7
6
5
4
3
2
1
1. Filters circuit between AT Clutch Pressure Control Solenoid Valve C,

Solenoid Valve C Accumulator and Shift Valve C
2. Filters circuit between AT Clutch Pressure Control Solenoid Valve C and the Shift Fork Shaft
3. Filters circuit between Line Pressure Solenoid Valve A, Line Pressure Switch, Regulator Valve
and the Lock-Up Shift Valve
4. Filters circuit between Shift Valve B and Shift Valve C
5. Filters circuit between Shift Valve B, Transmission Fluid Pressure Switch B and the 3rd Clutch
6. Filters circuit between Shift Valve B, Transmission Fluid Pressure Switch E and the 6th Clutch
7. Filters circuit between AT Clutch Pressure Control Solenoid Valve A, AT Clutch Pressure Control
Solenoid Valve B and the Manual Valve (Pressure Supply)
8. Filters circuit between Shift Valve A, Transmission Fluid Pressure Switch A and the 2nd Clutch
9. Filters circuit between AT Clutch Pressure Control Solenoid Valve D, Line Pressure Solenoid A,
Shift Solenoid Valve A, Shift Solenoid Valve B and the Manual Valve (Pressure Supply)
10. Filters circuit between Shift Valve A, Transmission Fluid Pressure Switch D and the 5th Clutch
11. Filters circuit between AT Clutch Pressure Control Solenoid Valve D and the Lock-up Shift Valve
Figure 12

HONDA SIX SPEED
GENERAL INFORMATION
FEED TUBE LOCATION IN THE HYDRAULIC CIRCUITS
8 10 5 6
2
11 4 9
1
3
7
Figure 13
11 PLASTIC FEED TUBES ARE KEYED THE O-RING SEAL CLOSEST TO THE
END OF THE FEED TUBE FACES IN
Figure 14 Figure 15
HONDA SIX SPEED
GENERAL INFORMATION
ALL FEED TUBES HAVE SCREENS THE “X” STAMPED INTO THE
IN THEM THAT MUST BE CLEAN WASHER FACES THE NUT
Figure 16 Figure 19
COUNTERSHAFT
RIGHT HAND THREAD
3RD SHAFT 41MM - 12 POINT
LEFT HAND THREAD 2ND CLUTCH 3RD CLUTCH
34MM - 12 POINT
5TH CLUTCH 6TH CLUTCH
1ST CLUTCH 4TH CLUTCH

3 SNAP RINGS MUST
BE RELEASED TO
SEPARATE CASE HALVES
Figure 17 Figure 20
DIRECTION OF ARROW
INDICATES WHICH DIRECTION CLUTCH CIRCUIT
LOOSENS THE 3RD SHAFT NUT AIR PURGE BOLTS
ONE FOR EACH CLUTCH
Figure 18 Figure 21
HONDA SIX SPEED
GENERAL INFORMATION
THE COUNTERSHAFT HAS A LEFT THE SLEEVE HAS TWO O-RING
HAND THREAD BOLT INDICATED SEALS THAT REQUIRE SERVICE
BY AN ARROW
Figure 22 Figure 25
THE 3RD SHAFT HAS A SLEEVE REMOVE THE STATOR SHAFT FROM THE
INSIDE THE SHAFT RETAINED SUPPORT TO SERVICE THE O-RING SEALS
BY A SNAP RING
Figure 23 Figure 26
REMOVE THE SNAP RING AND PULL UNLIKE PREVIOUS MODELS, THE STATOR
THE SLEEVE OUT OF THE SHAFT SHAFT HAS THREE O-RING SEALS
Figure 24 Figure 27
HONDA ODYSSEY BYKA
3RD CLUTCH PISTON SEAL FAILURE
COMPLAINT: A 2012 Honda Odyssey equipped with the BYKA six speed transmission has complaints of
erratic shifts. The transmission had an intermittent and inconsistent 2-3 shift. Sometimes it would
have a slight 2-3 flare and bump, and sometimes it would have a more serious flare and a large
bump. On other occasions it shifted into third, then neutral and back to third. In addition a P0776
code was stored for “Clutch Pressure Control Solenoid B Stuck Off”.
A solenoid pack was replaced but the complaint remained. The solenoid pack was removed so the
clutch feed ports could be exposed and the third clutch was air checked, refer to figure 1. The air
check had poor results due to a leak in the third clutch drum, the location of which can be seen in
figure 2.
CAUSE: The third clutch outer piston seal had failed. The type of failure is referred to as a “spiral failure”
as seen in figure 3.
CORRECTION: Replace the piston seal.
SUMMARY: This type of failure is typically seen on long stroke hydraulic piston seals when some segments of
the o-ring slide while other segments simultaneously roll. This can happen with eccentric
components, wide clearance combined with side loads, uneven surface finishes, inadequate
lubrication, o-ring material is too soft or stroke speeds are too slow. There were no visible signs
seen that would point to the cause.
It would be interesting to see if this vehicle comes back with the same failure. Based on the failure
explanation above it would seem that the drum would be at fault.

HONDA ODYSSEY BYKA
3RD CLUTCH PISTON SEAL FAILURE
3RD CLUTCH
FEED PASSAGE
3RD CLUTCH

Figure 1 Figure 2
THIRD CLUTCH DRUM AND PISTON

Figure 3

HONDA RIDGLINE BJFA
BIND IN REVERSE, FORWARD IN NEUTRAL
COMPLAINT: A 2006 Honda Ridgeline equipped with the BJFA Transmission has a complaint of a bind up in
reverse and moves forward in neutral after overhaul. The truck would roll freely with the engine
off and the transmission in neutral. Since this complaint occurred after overhaul, it was thought
that a clutch was mechanically jammed on due to a mis-assembly issue but all clutch packs were
assembled correctly and clutch hubs rotated freely. At this time a decision was made to inspect
the valve body.
CAUSE: The Torque Converter Check Valve and the Lubrication Check Valve located in the main valve
body had their locations switched, refer to figure 1.
CORRECTION: Install the Torque Converter Check Valve and the Lubrication Check Valve in their correct
locations in the main valve body as seen in figure 2. Once the transmission was reassembled with
the Torque Converter Check Valve and the Lubrication Check Valve in their correct locations, the
complaints were no longer present.
Many thanks to Steve at Waterbury Transmissions for sharing his experience with ATSG.

HONDA RIDGLINE BJFA
BIND IN REVERSE, FORWARD IN NEUTRAL
INCORRECT
TORQUE CONVERTER
CHECK VALVE
MAIN VALVE
BODY
LUBRICATION
CHECK VALVE

Figure 1
CORRECT
LUBRICATION
CHECK VALVE
TORQUE
CONVERTER
CHECK VALVE MAIN VALVE
BODY

Figure 2
MAZDA FW6A-EL
STORED PRESSURE SWITCH CODES
COMPLAINT: A Mazda with the “SKYACTIVE” FW6A-EL Transmission has a complaint of the “Check
Engine” and “A/T Warning” Lamps illuminated with the following trouble codes stored in TCM
memory:
P0842 “Oil Pressure Switch #1 (pressure switch B) Stuck ON”.
P0847 “Oil Pressure Switch #2 (pressure switch A) Stuck ON”.
P0872 “Oil Pressure Switch #3 (pressure switch A) Stuck ON”.
P0877 “Oil Pressure Switch #4 (pressure switch B) Stuck ON”.
P0780 “Gear Shifting Malfunction”.
P1738 “Automatic Transmission Internal Malfunction”.
CAUSE: This is caused by contamination getting into the valve body mounted oil pressure switches which
are very susceptible to this condition. In addition the TCM software may be overly sensitive to
pressure switch code storage.
NOTE: If the vehicle in question has delayed engagements, this bulletin does NOT apply.
CORRECTION: Replace oil pressure switches A and B, refer to figure 1, and replace the transmission fluid filter.
Program the A/T Control Module with the latest software updates.
Oil Pressure Switch A............................................................................................FZ01-21-2C0
Oil Pressure Switch B.............................................................................................FZ01-21-2J0
Transmission Oil Filter..........................................................................................FZ01-21-500
The following vehicles apply to this bulletin:

2012 - 2013 Mazda3
2014 - 2018 Mazda3 (Japan Built with VIN starting with JM1)
2014 - 2018 Mazda3 (Mexico Built with VIN starting with 3MZ)
2013 - 2018 CX5
2014 - 2018 Mazda6
2016 - 2018 CX3
2016 - 2018 CX9

MAZDA FW6A-EL
STORED PRESSURE SWITCH CODES
Oil PRESSURE SWITCH IDENTIFICATION
Pressure Switch LC HC Pressure Switch

Manifold A Manifold B
Low High
Clutch Clutch
2-6 R-3-5
R-3-5
Brake
2-6
Brake
Pressure Switch # 1 is built into the Pressure Switch "B" Manifold - Low Clutch
Pressure Switch # 2 is built into the Pressure Switch "A" Manifold - 2-6 Clutch
Pressure Switch # 3 is built into the Pressure Switch "A" Manifold - R-3-5 Clutch
Pressure Switch # 4 is built into the Pressure Switch "B" Manifold - High Clutch
When engagement pressure is supplied to the applicable clutch and brake, the oil pressure switch
contact point closes. The TCM detects that clutch engagement pressure is supplied to the applicable
clutch/brake by opening/closing the oil pressure switch contact point.
NOTE: Use caution when removing Oil Pressure Switch Manifold “A” to avoid damaging the ATF
Temperature Sensor.
Figure 1

NISSAN RE0F11A (CVT7)
FLARED 1-2 & 2-1 SHIFT
COMPLAINT: A Nissan equipped with an RE0F11A (CVT7) has a complaint of a flare on the 1-2 upshift and the
2-1 downshift.
CAUSE: The high clutch bonded piston was compromised, refer to figure 1.
CORRECTION: Replace the high clutch piston.
SUMMARY: A number of CVT transmissions would not be capable of a flared shift due to design which may
use a clutch for forward and reverse engagement but use only pulleys for gear ratio changes.
The CVT7 is unique in that it uses a low brake and a high clutch to make an actual 1-2 shift then
reverts to pulley operation for higher gear ratio changes. This is why the CVT can have a flare on
the 1-2 or 2-1 shift as the pulleys range from a low wrap to a high wrap and vice versa.
The flare has been mistaken for a pressure problem which could lead the technician to suspect a
slipping pulley or the pump flow control valve seen in figure 2. The valve is well known to wear.
A worn secondary regulator valve in the valve body can also cause these symptoms due to the fact
that this valve shown in figure 3 is also prone to wear.

Sonnax - 27
HIGH CLUTCH
MOLDED PISTON

Figure 1
HIGH VOLUME PUMP
PUMP VOLUME
CONTROL VALVE

Figure 2
EVT - 29
PRIMARY PULLEY
REGULATOR VALVE
Figure 3

Hayden - 31
SPEED SENSOR CODES
COMPLAINT #1: All Nissan vehicles using the RE0F11 (CVT7) CVT Transmission may have a complaint of
P2765 “Input Speed Sensor B Circuit” stored.
COMPLAINT #2: All Nissan vehicles using the RE0F11 (CVT7) CVT Transmission may have a complaint of
P0715 “Input Speed Sensor A Circuit” stored after overhaul.
CAUSE #1: The input speed sensor “B” exciter wheel is pressed onto the upper sheave of the secondary
pulley. The exciter wheel can become loose and start to spin around freely. This will create an
erratic signal which will result in the P2765 code being generated.
CAUSE #2: The input speed sensor “A” exciter wheel is attached to the primary pulley sheave and is
comprised of a number of fingers that are made of soft metal. The fingers can be easily bent
from handling during the disassembly or reassembly process, refer to figure 2. If the fingers
are bent enough to increase the allowable air gap between the exciter wheel and the tip of the
speed sensor, then trouble code P0715 will be stored.
CORRECTION #1: Gently tap the secondary speed sensor exciter wheel down on the pulley sheave. Then solder
the exciter wheel to the pulley sheave in equally spaced areas as seen in figure 1, do not use
excessive or prolonged heat to avoid pulley damage. This will prevent the exciter wheel from
coming loose again.
CORRECTION #2: Using a dial caliper, take a measurement from the exciter wheel finger to the speed sensor
mounting area of the transmission case as shown in figure 3.
Then measure the speed sensor from its mounting surface area to the tip of the sensor as seen
in figure 4. Subtract one measurement from the other. The distance should be not more than
.040” (1.016mm).
If the measurement is greater than .040” (1.016mm) the finger will have to be bent into
specification. This procedure will have to be performed with each exciter wheel finger that is
out of specification.

SPEED SENSOR CODES
SECONDARY PULLEY
SECONDARY SPEED
SENSOR EXCITER WHEEL
SOLDER POINTS Copyright © 2020 ATSG

Figure 1
PRIMARY PULLEY
PRIMARY SPEED
SENSOR EXCITER WHEEL
FINGERS CAN EASILY BE BENT

Figure 2
SPEED SENSOR CODES
MEASURE FROM SPEED SENSOR

ROTOR FINGER TO SPEED SENSOR
MOUNTING SURFACE
5 6 7 8 9 1 2 3 4 5 6 7 8 9 in E L E C TRO N I C
5 6
D I GI TA L CALI P ER
120 130 140 150
mm

Figure 3
6
7
8
9
100
4
1
2
3 4
110
5
6
120
7
8
9
5
130
1
2
3 4
140
5
6
7
8
150
9
6
in
mm
EL
EC DIGI
T R TA
ON L C
IC ALI
ERP
SUBTRACT ONE MEASUREMENT

FROM THE OTHER. MEASURE SPEED SENSOR FROM
THE DISTANCE SHOULD BE ITS MOUNTING SURFACE
NOT MORE THAN .040” (1.016MM). TO THE TIP OF THE SENSOR

Figure 4
TOYOTA U660E
NO SHIFT ABOVE FOURTH GEAR
COMPLAINT: A 2008 Toyota Camry equipped with the 3.5 Liter Engine and the U660E Transmission has a
complaint of not shifting past fourth gear. A scan tool was connected to the vehicle and trouble
code P0318 was retrieved. The scan tool gave a code definition of a knock sensor fault. The
technician began a search for diagnostic information for this code and found that Toyota does not
support this code.
A generic search for this code revealed a definition of “Rough Road Sensor A”. The knock sensor
codes supported by this vehicle are:
P0327 “Knock Sensor 1 Circuit Low”.
P0328 “Knock Sensor 1 Circuit High”.
P0332 “Knock Sensor 2 Circuit Low”.
P0333 “Knock Sensor 2 Circuit High”.
It is commonly known that most Asian computer control systems will prevent a transmission
from shifting into its higher gears when a knock sensor code is present. It is uncertain as to why
the P0318 code was assigned to the knock sensor but the symptoms indicated that the vehicle did
have a knock sensor problem.
A P0318 could be caused by a crankshaft position sensor failure, an ABS module failure, a PCM
failure or a wiring issue.
CAUSE: A rodent had chewed through a wiring harness leading to the knock sensor, refer to figure 1.
CORRECTION: The wiring harness was repaired, the code P0318 was cleared and vehicle operation returned to
normal.
To prevent wire damage due to rodents, rodent resistant electrical tape is available as seen in
figure 2. This tape is infused with Capsaicin which is the equivalent of extremely hot peppers
which rodents dislike.
Rodents also dislike the smell of peppermint which can be bought in spray applicator containers
at local hardware stores.
Many thanks to Bill Harris from Deltrans Transmission for sharing his experience with ATSG.

TOYOTA U660E
NO SHIFT ABOVE FOURTH GEAR

Figure 1
RODENT RESISTANT TAPE
Figure 2

TOYOTA/LEXUS U140E/F
SUDDEN LOSS OF REVERSE
COMPLAINT: A 2002 Lexus RX300 with 3.0 Liter Engine and the A140F AWD Transmission developed a
sudden complaint of a loss of reverse and no upshift out of first gear. Fault code P0750 “Shift
Solenoid SL1 Performance Malfunction” was set.
Scan tool data did indicate that the transmission range sensor was operating properly and a shift
into second was commanded even though the transmission remained in first gear. The
transmission case connector was disconnected resulting in the same no reverse condition as well
as stuck in first gear.
The pan was dropped and an air check procedure was performed with good results. With the
valve body removed and inspected no problems were found however the SL1 Solenoid was
replaced. With the valve body installed back into the vehicle, the same complaints remained. At
this time the transmission was removed for inspection.
CAUSE: The direct clutch sun gear had broken away from the clutch hub as seen in figure 1.
CORRECTION: With the direct clutch sun gear hub replaced the transmission returned to normal operation.
Many thanks to Harold from Grisham Transmission Center for the photos and sharing his experience with ATSG.

TOYOTA/LEXUS U140E/F
SUDDEN LOSS OF REVERSE
DIRECT CLUTCH SUN GEAR HUB
SUN GEAR HAS

BROKEN OUT OF HUB
Figure 1

Exedy - 39
TOYOTA U660E
DELAYED DRIVE ENGAGEMENT
COMPLAINT: A Toyota equipped with the U660E transmission has a complaint of a delayed engagement into
drive and a flare when downshifting to second, third or fourth gears from fifth or sixth gears.
These complaints relate to the times the C1 Clutch is in use.
CAUSE: The C1 clutch housing sealing ring has cut a groove in the sealing ring bore inside the end cover
below the caged needle bearing as seen in figure 1. The delay into forward is a result of the leak in
the C1 clutch caused by sealing ring groove as well as the flared 5-4 coast down shift when the C1
clutch has to apply.
CORRECTION: Replace the end cover and reset the clutch adaptations to avoid engagement and down shift
issues.
Toyota U660E End Cover..........................................................................................35102-3306

TOYOTA U660E
DELAYED DRIVE ENGAGEMENT
Figure 1

TOYOTA U660E
END COVER BEARING REPLACEMENT
COMPLAINT: A Toyota equipped with the U660E Transmission has a complaint of a whining noise coming
from the rear of the transmission.
CAUSE: After disassembly of the transmission, the C1/C2 Clutch Housing shaft support bearing in the
end cover is found to be damaged.
CORRECTION: Rather than buy an expensive end cover, the bearing is available for replacement. Using an
appropriate blind bearing puller, remove the damaged bearing as shown in figures 1 and 2. Then
press the new bearing in place.
U660E C1/C2 Clutch Housing Shaft Support Bearing..........................................90080-36120

TOYOTA U660E
END COVER BEARING REPLACEMENT
Figure 1
Figure 2

TOYOTA U660E
PRESSURE SWITCH USAGE
COMPLAINT: A 2010 Toyota Venza equipped with the 3.5 Liter Engine and the U660E Transmission has a
complaint of setting trouble codes P0872 “TFP Switch C” and P0877 “TFP Switch D”. The
pressure switch assembly was ordered from the dealer. As a side note, the car came from a used
car dealer. The transmission appeared to function normally.
CAUSE: The location of the pressure switch assembly can be seen in figure 1.When the pressure switch
assembly was removed from the valve body, it was noticed that the assembly contained only one
pressure switch, refer to figure 2. The pressure switch assembly from the dealer contained three
pressure switches, refer to figure 3.
This vehicle being a 2010 model, should have three pressure switches. This is so from it’s
introduction in 2007 up to and including the 2011 model year. From the 2012 model and later,
only one pressure switch is required.
Further inspection of the valve body revealed that a valve body plate had only one feed passage,
refer to figure 4. To operate three pressure switches the valve body plate would require three feed
passages as seen in figure 5. The pressure switch feed plates for one and three pressure switches
can be seen in figures 6 and 7. Therefore it would seem someone installed an entire valve body
assembly from a 2012 or later vehicle, this is what caused the codes to set due to the fact that the
TCM had circuitry for all three pressure switches. The internal wire harness had only three wires
instead of five, one for the pressure switch and two for the transmission temperature sensor.
This means that only pressure switch 3 was connected to the TCM while pressure switches 1 and
2 were open circuits.
CORRECTION: The correct valve body assembly was installed into the vehicle and the codes were cleared.
During the road test the pressure switch codes did not return.
Many thanks to Jon from Wilson Transmissions for sharing his experience with ATSG.

TOYOTA U660E
LOWER VALVE BODY
3
U660
PRESSURE SWITCH AND
20
TFT SENSOR ASSEMBLY

Figure 1
ONE PRESSURE SWITCH ASSEMBLY THREE PRESSURE SWITCH ASSEMBLY
PS1
O
PS2 SO
NS N
DE DE
PS3 PS3
TRANSAXLE FLUID TRANSAXLE FLUID

TEMPERATURE SENSOR TEMPERATURE SENSOR
Copyright © 2020 ATSG Copyright © 2020 ATSG

Figure 2 Figure 3

TOYOTA U660E
PRESSURE SWITCH PRESSURE SWITCH

FEED PASSAGE FEED PASSAGES
Figure 4 Figure 5
P1
(SL1)
PS1
P2
PS2 (SL2)
P3 P3
PS3 (SLU) PS3 (SLU)

Figure 6 Figure 7

TF80SC GEN 1
2-3 FLARED SHIFT
COMPLAINT: A 2005 Volvo XC90 equipped with the TF80SC GEN 1 Transmission has a complaint of a 2-3
flared shift. During the overhaul process a brand new valve body from the dealer was installed
only to find on the initial road test a 2-3 flared shift still existed. The adaption procedures were
performed but the complaint persisted.
It was thought that there may be a friction plate incompatibility issue but that was dismissed due
to the fact that original equipment friction plates were installed yet the 2-3 flared shift remained.
CAUSE: The factory calibration setting for the C3 Clutch Control Valve was not correct for this vehicle
application.
CORRECTION: Since turning the C3 Clutch Control Valve adjusting screw out increases pressure, the screw was
turned out 1½ turns, refer to figure 1. This eliminated the 2-3 flared shift complaint.
SUMMARY: The technician stated that this 2-3 flared shift complaint has since been corrected three more
times by using the same procedure all with brand new OEM valve bodies.
There are clutch control valve adjusters for the B1, C1 and C2 clutch control valves in addition to
the C3. Turning these screws out one quarter of a turn will increase clutch pressure
approximately four (4) psi. It is suggested that turning the screw out one half turn to begin with
and then see what the result of that adjustment produces. The chart in figure 2 indicates which
solenoid controls which clutch.
Builder Note: Always mark the original clutch control valve adjustment screw position in the
event it must be returned to the original setting.
Many thanks to Matt at John Meenan Transmission Service for sharing his experience with ATSG.

TF80SC GEN 1
2-3 FLARED SHIFT
SLU
SOLENOID
SLC1
B1 ADJUSTMENT
SOLENOID
SCREW
SLC3
C2 ADJUSTMENT SOLENOID
SCREW
SLC2 C3 ADJUSTMENT
SOLENOID SCREW
SLB1
SOLENOID
SLT
SOLENOID
C1 ADJUSTMENT
SCREW
S2
SOLENOID
S1
SOLENOID
Figure 1
SOLENOID CONTROL CONTROLLED CLUTCH

SLC1 C2
SLC2 C3
SLC3 B1
SLB1 B2
SLT LINE PRESSURE
SLU CONVERTER CLUTCH (CONTROL)
S1 CONVERTER CLUTCH (ON/OFF)
S2 C1
Figure 2
TF80SC GENERATION II
TRANSMISSION IMPROVEMENTS
CHANGE: Late in the 2010 model year Aisin AW made changes to various transmission components to create a
second generation version of this transmission. Volvo began installing this transmission into some
vehicles for the 2011 model year.
REASON: To increase fuel economy.
PARTS AFFECTED:
(1) The tapered bearings in this transmission have been manufactured to reduce inner friction losses.
Some of the tapered bearings now have larger diameter and shorter length bearing rollers.
(2) The torque converter in order to reduce noise and vibration when converter clutch applies at lower
engine rpms now is equipped with a Long Travel Dampener which has an inner circle of dampening
springs.
(3) The Transmission Control Module has the same hardware configuration as the first generation TCM
but the software is different.
(4) Clutch pressure control solenoids now create faster shifting by making all linear solenoids more
effective. The was achieved by removing the hydraulic part of the solenoid. Magnetic flow in the
solenoid has been increased and the gap between the piston and the coil has been reduced.
(5) Sealing rings have smaller sealing surfaces which reduces friction. The sealing ring surface is tapered
and pressure on the sealing surface is reduced.
(6) Friction plate pads reduce the impact of drag losses between the friction pads, this created optimum oil
flow between the friction surfaces and the steel plates.
INTERCHANGEABILITY:
None of the above mentioned components should be used in a generation one transmission.
Figure 1 shows clutch and solenoid application.
Figure 2 TF80SC Generation II Transmission.
Figures 3 and 4 show the clutch pressure port locations.
Figure 5 shows the reduced friction bearing with larger diameter and shorter length rollers.
Figure 6 shows the internal torque converter clutch with dampener and the circle of dampener springs.
Figure 7 shows the Transmission Control Module which appears the same as the previous design but
contains all new software.
Figure 8 identifies the eight linear and shift solenoids all of which have been relocated.
Figure 9 shows the re-engineered solenoids that allow faster shifting.
Figure 10 shows the taper in the sealing rings which are also thinner to reduce friction.
Figure 11 show the new friction plates that have less drag for a quicker release.
Figure 12 shows the pad design in the friction plates for better oil flow between the plates.
Transmission provided by ETE Reman

CLUTCH APPLICATION CHART
GEAR C1 C2 C3 B1 B2 F1 S1 S2 SLC1 SLC2 SLC3 SLB1 SLU
P ON ON ON
Below
R 7 km/h ON ON ON ON
R 7Above
km/h ON ON ON ON ON
N ON ON
D-1ST ON ON ON ON ON ON
D-2ND ON ON ON ON ON ON ON ON*
D-3RD ON ON ON ON ON ON
D-4TH ON ON ON ON ON
D-5TH ON ON ON ON
D-6TH ON ON ON ON ON ON
MAN LO ON ON ON ON ON ON
*The lockup clutch can be applied in 2nd through 6th gears.

There are two lockup modes:
Locked Lock-Up which can take place at relatively low speeds in order to reduce fuel consumption.
Slipping Lock-Up which ensures smoother engagement with reduced vibration and noise when engaged. In
this mode the converter clutch is engaged but not fully locked up.
All SL Solenoids measure 5.0 to 5.6 Ohms

Shift Solenoids 1 and 2 measure 11.0 to 16.0 Ohms. Copyright © 2020 ATSG
Figure 1
The Transmission Control module activates emergency mode when certain malfunctions are detected. The
TCM cam activate emergency mode in two different stages:
EMERGENCY MODE 1:
Adaptations cannot be performed.
Lock-up is inhibited.
Neutral check function is disabled.
The transmission has only third and reverse ranges.
EMERGENCY MODE 2:
The transmission has only third and reverse ranges.
Automatic
AutomaticTransmission
TransmissionService
ServiceGroup
Group
Figure 2
C1
CLUTCH C2
CLUTCH
C3
CLUTCH
B2
CLUTCH
B1
CLUTCH
Figure 3 Figure 4
Clutch pressure in Drive at the C1 Clutch pressure port at idle: 372 to 422 kpa (54 to 61 psi).
Clutch pressure in Reverse at the B2 Clutch pressure port at idle: 575 to 690 kpa (83 to 100 psi).
Clutch pressure specifications at stall is not available.

SLU
SLC1 S2
LARGER SLT
DIAMETER
SHORTER SLC2 S1
LENGTH
ROLLERS SLC3
SLB1
Figure 5 Figure 8
CIRCLE OF LONG TRAVEL SOLENOIDS HAVE FASTER FLOW RATE

DAMPENING DAMPENER
SPRINGS
Figure 6 Figure 9
TCM CONTAINS NEW SOFTWARE
TAPERED
THINNER
SEALING
RINGS
Figure 7 Figure 10
FRICTION PLATES HAVE LESS DRAG FOR QUICKER RELEASE
Figure 11
BETTER OIL FLOW

BETWEEN FRICTION PADS
Figure 12
European - 54
European - 55
AISIN TF80SC/A40-6
TRANSMISSION FLUID DRAIN & FILL PROCEDURES
The Aisin TF80SC Six Speed Transmission found in Volvo and Saab automobiles is not equipped with a filler tube
and fluid level indicator stick. This transmission uses an overflow tube located inside the transmission fluid pan with
a level check plug in the center and a fill plug located on top of the transmission as shown in figure 1.
To begin the procedure:
1 - Transmission temperature should be below 120ºF (50ºC).

2 - Remove the lower engine cover to gain access to the drain and fill plugs, refer to figure 2.
3 - Using a 40 Torx® socket, remove the center level check plug, refer to figure 3.
Caution: Some fluid will drain when the check plug is removed, exercise caution to avoid being scalded by hot
transmission fluid.
4 - Allow the fluid to stop draining as seen in figure 4.

5 - Remove the overflow tube using a 17mm Allen socket, refer to figure 5. Here again, exercise caution from hot
fluid.
6 - Allow the rest of the fluid to drain as seen in figure 6.
7 - Replace the crush washer on the overflow tube and install it with the 17 mm Allen socket. Torque the overflow
tube to 35 Nm (25 lb. ft.), refer to figure 7.
8 - Do not install the level check plug at this time.
9 - Remove the air snorkel and air filter assembly, refer to figure 8.
10 - Make certain the area around the fill plug is clear of debris. Remove the fill plug shown in figure 9 using a 55
Torx® socket.
11 - Using a clean funnel inserted into the fill hole, add two (2) Liters (2.11 Qts) of AW1 or an approved substitute
transmission fluid, refer to figure 10.
12 - Temporarily replace the air filter assembly which contains the MAF Sensor so the engine will run.
13 - Start the engine and let it run while shifting through the gears. Add two (2) more Liters (2.11 Qts.) of AW1 or an
approved substitute transmission fluid.
14 - Run the engine until the transmission is over 120ºF (50ºC) then let the engine idle in park.
15 - Check the overflow tube to see if fluid is coming out, if it is wait until it dribbles out and install the level check
plug with a new o-ring seal. Torque the level check plug to 8 Nm (70 lb. in.).
16 - If no fluid is coming out of the overflow tube add small amounts of transmission fluid until it dribbles out, the
transmission has the correct fluid level at this time.
17 - Install the lower engine cover.
18 - Install the fill plug with a new o-ring seal and torque to 8 Nm (70 lb. in.).
19 - Finish installing the air filter assembly.
20 - Road test the vehicle to ensure proper operation and return to shop for a leak check.
Note: If the transmission was overhauled and the converter replaced, the transmission fluid capacity is 7.0 Liters
(7.4 Qts.).

Raybestos - 57
AISIN TF80SC/A40-6
COURTESY OF VOLVO CARS CORPORATION
Figure 1
REMOVE LOWER ENGINE COVER
Figure 2

AISIN TF80SC/A40-6
REMOVE LEVEL CHECK PLUG WITH A 40 TORX® SOCKET
Figure 3
ALLOW FLUID TO DRAIN
Figure 4
AISIN TF80SC/A40-6
REMOVE OVERFLOW TUBE WITH A 17MM ALLEN SOCKET
Figure 5
ALLOW FLUID TO DRAIN
Figure 6
AISIN TF80SC/A40-6
INSTALL OVERFLOW TUBE WITH A 17MM ALLEN SOCKET
Figure 7
REMOVE AIR FILTER ASSEMBLY
Figure 8
AISIN TF80SC/A40-6
REMOVE FILL PLUG WITH A 55 TORX® SOCKET
Figure 9
ADD FLUID UNTIL IT DRIBBLES OUT OF OVERFLOW TUBE
Figure 10
AUDI OCK (DL382-7F)
SHIFTER RETURNS TO PARK
COMPLAINT: A 2017 Audi A4 equipped with the OCK (DL382-7F) Seven Speed DSG Transmission has a
complaint of the shifter not staying in the drive position. The shifter automatically returns to the
park position. Trouble code P17F9 “Park Lock Mechanical Malfunction” is stored and the
“Fasten Seat Belt Lamp” is illuminated, refer to figure 1.
CAUSE: The drivers seat belt was not fastened, refer to figure 2.
CORRECTION: Fasten the drivers seat belt.
Many thanks to John & Matt from John Meenan Transmission for sharing their experience with ATSG.

AUDI OCK (DL382-7F)
SHIFTER RETURNS TO PARK
16
0
10
16
01
0
10 120
180
180
Figure 1
Figure 2

LAND ROVER LR3
NO SHIFT OUT OF FIRST GEAR
COMPLAINT: The ATSG Tech Line has received a number of calls relating to Land Rover LR3s not wanting to
shift out of first gear. In one instance the LR3 stored a code P0504 “Brake Switch Correlation”.
In the case of other LR3s no codes were stored. In most cases when the ignition was turned off
and then back on, the transmission was able to make one shift cycle and then returned to a no shift
condition.
CAUSE: In some cases it was a burned out stop light bulb, figure 1. It appears that the LR3s are sensitive to
brake light issues and will prevent an upshift.
In the case of the LR3 that stored the P0504, the brake switch was the cause, refer to figure 2.
CORRECTION: In cases where a stop light bulb was burned out, replacement of the bulb restored the upshift
capability.
In the case of the faulty stop light switch, a new switch returned the vehicle to normal
transmission operation, however, removing and installing the stop light switch in an LR3 is no
simple task.
Take a look at a new stop light switch in figure 3, this will give a better idea on how it fits in its
bracket.
Follow these steps for stop light switch removal:
Move the driver's seat all the way back to improve access. Locate the big rectangular trim
panel with the crotch cooling vent immediately under the steering column.
This panel is hinged at the bottom and held in place by two of those horrible Land Rover
spring clips, one at each top corner.
Grab the trim panel by putting a couple of fingers in the gap by the steering column and using
the other hand to pull quite hard first at one corner and then at the other until they release.
Drop it down and remove it and then spend a few minutes finding the spring clips which will
have pinged off and tried to hide from you.
You should now be able to see the brake light switch attached to it's bracket just above the
brake pedal. Note that the switch sits at an odd angle but that is how it goes.
At this point you might find it useful to loosen the lower trim panel by releasing the two turn
buttons just by using a screwdriver to turn them back about half a turn. The panel won't come
off but you can pull it down a bit in the middle.
Now reach in (small hands are a bonus here) get hold of the switch and turn it CLOCKWISE
a quarter turn until it releases from the bracket and carefully release the wiring plug from the
switch, a little bit of gentle prying with a flat blade screwdriver helps to get it started but don't
use any force.
Reverse this procedure to install the switch.

LAND ROVER LR3
BURNED OUT STOP LIGHT BULBS
Figure 1
LR3 STOP LIGHT SWITCH

Figure 2

LAND ROVER LR3
LR3 STOP LIGHT SWITCH
Figure 3

ZF8HP45
NEUTRAL CONDITION ABOVE 10MPH
COMPLAINT: A 2015 BMW X5 equipped with the 3.0 Liter Engine and the ZF8HP45 Transmission has a
complaint of a neutral condition above 10 mph as well as no reverse which happened suddenly.
When the TCM was scanned, related gear monitoring codes were stored.
The fluid pan was dropped which had no evidence of damage. When the transmission was
disassembled, nothing was found that could be attributed to the above complaints.
CAUSE: When the pan, mechatronic unit, front cover and stator are removed, the entire gear train can now
be pulled out as seen in figure 1. All components are contained in the output shell. With the
removal of two snap rings all gear train components can removed from the output shell. Once
disassembled the output shaft and P2 planetary is what is left.
Since all clutch packs air tested good, the planetary gear sets were inspected next. As can be seen
in figure 2 the input shaft and P2 planetary looks good but the planet carrier when hit with a
hammer, came loose from the input shaft as seen in figure 3. The P2 planetary is welded to the
input shaft but was seized onto the shaft. Only when some force was used did it break
free...problem found.
CORRECTION: Replace input shaft/P2 planetary assembly.

Many thanks to Jason at AMS Jet Transmission for sharing his experience with ATSG.

ZF8HP45

Figure 1
ALWAYS CHECK THE

CONDITION OF THE WELD HERE

Figure 2
ZF8HP45
P2 PLANETARY BROKEN
AWAY FROM HERE

Figure 3

WIT - 71
MERCEDES BENZ 722.9
TRANSMISSION PAN, FLUID & FILTER COMPATIBILITY
COMPLAINT: A Mercedes Benz equipped with the 722.9 7G-Tronic or 722.9 7G-Tronic Plus has complaints of
converter clutch shudder or noise coming from the front pump area.
CAUSE: The incorrect transmission fluid pan, filter or fluid was installed. The incorrect transmission fluid
pan can cause cavitation. The incorrect filter can cause oil flow noises that emanate from the
pump area. The incorrect fluid usage can cause premature converter clutch failure and shudder
complaints.
In addition the change of transmission fluid is to coincide with changes in converter clutch
material as well as software parameters to accommodate the change in friction and fluid.
CORRECTION: The fluid pan in figure 1 is the 7G-Tronic pan that uses a white taller overflow pipe that is
compatible with the 3mm deeper pan depth.
The fluid pan in figure 2 is the 7G-Tronic Plus pan that switched to a shorter green overflow pipe
that is compatible with the increased pan depth of 5mm. This extra 2mm of pan depth will permit
an additional 0.5 liters of fluid to be added.
The filter shown in figure 3 is the 7G-Tronic filter which has a shorter pickup tube as well as a
thinner body due to having only one layer of filtering media.
The filter shown in figure 4 is the 7G-Tronic Plus filter which has a longer pickup tube and a
thicker body due to multiple layers of filtering media.
The transmission fluid shown in figure 5 is Mercedes ATF-134 which is red in color. This fluid is
to be used only in the 7G-Tronic transmissions.
The transmission fluid shown in figure 6 is Mercedes 134-FE which is blue in color. This fluid is
to be used only in 7G-Tronic Plus transmissions.
Mercedes vehicles that are equipped with the 7G-Tronic Plus transmission will have an
equipment code of A89 and first appeared around June 2010 and will have a serial number of
2834527.
Be sure to reset all shift and TCC adapts after repairs have been completed.

MERCEDES BENZ 722.9
7G-TRONIC TRANSMISSION FLUID PAN
WHITE
(TALLER) 3MM
DEEPER
Figure 1
7G-TRONIC PLUS TRANSMISSION FLUID PAN
GREEN
(SHORTER) 5MM
DEEPER

Figure 2

MERCEDES BENZ 722.9
7G-TRONIC FILTER
55MM
18MM
Figure 3
7G-TRONIC PLUS FILTER
58MM
21MM
Figure 4

MERCEDES BENZ 722.9
7G-TRONIC TRANSMISSION FLUID 7G-TRONIC PLUS TRANSMISSION FLUID
134 - RED 134-FE BLUE

Figure 5 Figure 6

MERCEDES 9G-TRONIC (725.011)
FACTORY INFORMATION
The 9G-TRONIC/725.011 automatic transmission is a completely new electronically controlled transmission using
a multi-disc centrifugal pendulum torque converter. The transmission has one reverse gear and a 9.150 ratio spread
through 9 forward gears. The ratios for gear changes are implemented by 3 multi-disc brake clutch assemblies, 3
multi-disc driving clutch assemblies and 4 planetary gear sets.
The 9G-Tronic 725.011 has a W9A 700 designation. It made its first appearance as the 722.011 in the E350
BlueTEC launched in September of 2013. Model designations 212.026 and 212.226 with an OM 642.852 Engine (6
cylinder, 24 valve diesel, DOHC with direct injection).
The transmission is fitted with both an off-axis hydraulic pump and an electronic pump. The electronic pump allows
for start/stop technology as a fuel saving feature. The electric pump is also used to support working pressure,
cooling, lubrication and the emergency engaging and release of the park pawl.
As with its predecessor (the 7G-Tronic Plus/722.9), the TCM is part of the valve body assembly. The fully
integrated transmission control controller unit is connected to the CAN network receiving vehicle data it needs to
control the transmission. Integrated into this controller unit is the electrical pump, three RPM sensors (Hall type), a
Parking Pawl sensor, nine solenoids, temperature sensor, pressure and position sensor.
Following the trend seen with ZF transmissions, the 9G-Tronic has transmission filters incorporated into the pan.
One filter is for the hydraulic pump while the other is for the electric pump. According to Mercedes, the oil change
interval as per NAT2FE+ is every 125,000 km/5 years. The transmission fluid is yellow/gold in color and takes
approximately 10 Liters to fill it up.
Transmission mode selection is done electronically through the "Direct Select" lever. Economy and Sport Modes
are available by a push of the button. AMG sport packages provides a Manual mode "M" for manual tip up and tip
down shift control via steering wheel buttons.
A cooler bypass valve is used and is typically located along side the cooler. When fluid temperature is below 70° C,
the bypass valve will return the fluid back to the transmission without passing through the cooler. As the temperature
rises above 70° C, the valve begins to open. Once fluid temperature becomes greater than 90° C, the bypass valve
forces all the fluid to pass through the cooler before returning to the transmission.
Limp-Home Mode and Emergency-P:
In order to guarantee a safe driving state and to prevent damage to the transmission, the fully integrated transmission
control unit switches to limp-in mode if critical faults occur. With solenoid faults, the affected gear is blocked and no
longer actuated.
Systems are also in place to get the transmission out of park when a malfunction takes place as well as keeping the
transmission in the Park position when a malfunction occurs. The default action is determined by the malfunction at
hand.
The Transmission used in the PowerPoint to accommodate this technical piece was provided by ETE Reman.

FACTORY INFORMATION
Centrifugal A D E B C F
Pendulum B08 K81 K38 B05 B06 K27
Electronic
Oil Pump
Hydraulic
Oil Pump Courtesy of Daimler AG
A (B08) B (B05) C (B06) D (K81) E (K38) F (K27) RATIO

Neutral "N"
Reverse Gear 4.932
1st Gear 5.503
2nd Gear 3.333
3rd Gear 2.315
4th Gear 1.661
5th Gear 1.211
6th Gear 1.000
7th Gear 0.865
8th Gear 0.717
9th Gear 0.601
Figure 1
The 725.011 transmission is able to skip gears. It is possible to shift from 9th gear directly into 4th gear. In this
example only brake clutch A-B08 is switch off and brake C-B06 is turned on. In other words, the skip shift
technology is confined to only one element being released and one being applied. As a result, faster and more
direct shift operations are possible.
The torque converter clutch is engaged in all gears depending on the output speed, engine load and further
parameters such as temperature and air pressure. To minimize torsional vibration caused by the combustion
engine, additional damping elements and vibration-reducing measures are taken through the use of a torsional
damper as well as a centrifugal pendulum inside the converter.

FACTORY INFORMATION
Figure 2
Driver information • "R", reverse gear
The control and display concept is designed so that • "N", neutral and start position (no power
the driver has the best possible overview of the transmission, vehicle can move freely)
current operating condition of all relevant systems at • "D 1 to D9", all 9 forward gears are available
all times and receives all driving information
regarding the gear, gear range and transmission mode In order to switch from one selector lever position to
selections. another, the DIRECT SELECT lever must be pressed
over the actuation point (greater level of force
Gear indicator in instrument cluster in Economy required).
transmission mode "E" and Sport transmission
mode "S" Actuating the park pawl on the DIRECT SELECT
This shows the driver the gear currently engaged lever activates the park pawl at a vehicle speed of< 8
automatically "D 1" to "D9" or the other selector lever km/h.
positions "R", "N", "P" (selector lever position "D"
only if "R", "N" or "P" is engaged). Park pawl
The park pawl gear, the electro-hydraulic
Gear indicator in instrument cluster in Manual components and park pawl mechanism are located in
transmission mode "M" the rear part of the transmission housing. Their task is
This shows the driver the gear engaged manually "1" to secure the vehicle mechanically, in addition to the
to "9" or the other selector lever positions "R", "N", parking brake, in order to prevent it from rolling
"P". away.
Transmission mode display in instrument cluster In selector lever position "P", the park pawl cone
This shows the driver the mode selected on the moves between the park detent and pilot bushing. As
automatic transmission mode button: a result the park detent is pressed against the park
pawl gear. If the tooth of the park detent does not
• Economy "E" engage in a tooth space when the vehicle is stationary,
• Manual "M" but rather touches a tooth of the park pawl gear, the
• Sport "S" park pawl cone is pre-tensioned by the spring behind
the park pawl cone and positioned ready for
The following selector lever positions are recorded operation.
via the DIRECT SELECT lever:
Courtesy of Daimler AG

FACTORY INFORMATION
When the park pawl gear turns further, the park
detent engages in the next tooth gap. To prevent
damage due to incorrect operation, the intervals
9
between the tooth gaps are such that the park detent
can only engage when the vehicle is stationary or
crawling at low speed. If the vehicle moves faster,
the park detent is deflected by the oblique surfaces
of the teeth and cannot engage. The part detent
9d spring keeps the park detent away from the park
9c pawl gear in gear ranges "R", "N", "D1 to D9".
Park pawl control

There is no mechanical connection whatsoever
between the park pawl components of the
9a
transmission and the DIRECT SELECT lever (park-
by-wire). The park pawl is engaged and disengaged
9b purely by electro-hydraulic means, either through
actuation of the DIRECT SELECT lever or
depending on various factors such as opening of the
driver door, the drivetrain entering an operational
9a status or removal of the ignition key.
9d
11e 11m 9......................... Park pawl gear
11d 11f
11c 9a....................... Park detent
11g 9b....................... Pilot bushing
9c....................... Park pawl cone
11j 9d....................... Park detent spring
11o
11l
11k 11....................... Piston housing
11p 11a..................... Catch spring
11q
11r 11b..................... Park pawl lift solenoid connector
Y3/8l1
11c..................... "P" locking contour
11d..................... Notched lever
11 11e..................... Locking contour "Not P"
11d 11f 11f...................... Piston rod
11e
11g..................... Notched lever release pin
11c
11h..................... "P" pressure chamber
11b 11i...................... Spring retainer
11j...................... Park pawl cone
11m 11k..................... Link rod
11a
11l 11g 11l...................... Pretension spring
Y3/8l1
11m.................... Piston rod guide
11k 11h 11o..................... Pilot bushing
11p..................... Pressure chamber "Not P"
11i 11q..................... Piston
11j 11r...................... Catch spring
Y3/8l1................ Park pawl lift solenoid
Figure 3
FACTORY INFORMATION
Electrohydraulic (EHS) Control Unit
Y3/8 Y3/8s4 11s Y3/8l1
Components of EHS with park pawl control
11s....................... Permanent magnet
Y3/8..................... Fully integrated trans. controller unit
Y3/8l1..................Park pawl lift solenoid
Y3/8s4................. Park pawl position sensor
Emergency engagement and emergency release of park pawl

When the park pawl lift solenoid is intact, the electric transmission oil pump activates the park pawl (Not
P) hydraulically with the combustion engine off. Engagement is carried out mechanically by means of a
spring. If the park pawl lift solenoid is defective, the park pawl actuator is released hydraulically. In this
case, a request is made to the electric transmission oil pump if the combustion engine off.
Emergency release /emergency engagement is only possible towards "P" but not from "P" to "Not P".
The oil feed to the electric transmission oil pump takes place via a separate filter integrated in the oil pan.
The transmis sion oil drawn in is fed by the electric transmission oil pump into the working pressure duct
of the electrohydraulic control system.
Figure 4
FACTORY INFORMATION
Park pawl position sensor This takes place after the notched lever is raised
The park pawl position sensor is used to monitor the against the force of the catch spring through the
position of the park pawl piston (position P and energization of the park pawl lift solenoid, thus
position Not P). The position of the park pawl piston opening the mechanical lock. If there is a
is recorded by a linear Hall sensor. The sensor sufficiently high working pressure, the park pawl is
element for the sensor is a permanent magnet which only held in position "Not P" by the hydraulic
is clipped onto the piston rod. pressure. There is no contact between the piston rod
and notched lever in the axial direction. The piston
Park pawl shift position "P" rod only moves against the catch due to the force of
When the driver shifts the DIRECT SELECT lever the pre-tensioning spring if the pressure reduces
to gear range "P", the pressure in pressure chamber (pre-tensioning spring force > hydraulic pressure)
"Not P" is released. At the same time, the fully or if there is a complete pressure drop. The condition
integrated transmission control unit energizes the "Not P" is then maintained by the "mechanical
park pawl lift solenoid. This lifts the notched lever lock".
out of locking contour "Not P" against the spring
force of the catch spring and thus prevents the In shift position "Not P", the park pawl cone is
"mechanical locking" of the piston rod. Due to the positioned in front of the park detent and the park
spring force of the pre-tensioning spring, the piston pawl gear can turn freely. The park pawl lift
rod, which is coupled to the link rod, is pressed solenoid is actuated in pulses to minimize power
towards the park pawl gear and the park pawl cone is loss in the fully integrated transmission control unit
moved between the pilot bushing and park detent. or electronic ignition lock control unit if the on-
The rising profile of the park pawl cone raises the board electrical voltage is interrupted. The time
park detent and presses it against the park pawl gear. period during which the fully integrated
If the tooth of the park detent does not engage in a transmission control unit energizes the park pawl
tooth space when the vehicle 1s stationary, but lift solenoid is generally measured to ensure that the
rather touches a tooth of the park pawl gear, the park piston rod reaches its new position before the
pawl cone is pre-tensioned by the spring of the link energizing stops.
rod and positioned ready for operation.
Actuation of park pawl shift position "P" in the
When the park pawl gear turns further, the park event of defective park pawl lift solenoid
detent engages in the next tooth gap. Once the park If the park pawl lift solenoid cannot be actuated or is
pawl is in position "P", the fully integrated defective, the mechanical lock of the notched lever
transmission control unit terminates the energizing is released by the notch lever release pin. The
of the park pawl lift solenoid. When de-energized, notched lever release pin is actuated hydraulically
the park pawl lift solenoid falls back into its initial by the application of pressure to pressure chamber
position and no longer applies any pressure to the "p".
notched lever. This is pressed into locking contour
"P" by the spring force of the catch spring and thus As a result, the notched lever is raised out of locking
locks the piston rod. contour "Not P" of the piston rod and the park pawl
is engaged by the spring force of the pre-tensioning
Park pawl shift position "Not P" spring.
If the driver shifts out of gear range "P" into "R",
"N" or "D", the park pawl is moved against the Emergency-P
spring force of the pre-tensioning spring towards In the event of faults affecting the park pawl lift
shift position "Not P" through the application of solenoid, which prevent the notched lever of the
pressure to the pressure chamber "Not P".

FACTORY INFORMATION
parking lock actuator from being released by the Powerflow illustrated based on 1st gear
park pawl lift solenoid in position "Not P", the
notched lever release pin can compensate for this by Function sequence of power flow in 1st gear
opening the notched lever hydraulically. The
hydraulic pressure required for this is provided by The following multidisc brakes and multidisc
the electric transmission pump with the combustion clutches are engaged:
engine off.
• Multidisc brake B05
When the Emergency-P function is activated, the • Multidisc brake B06
locking of the piston rod by the notched lever is • Multidisc clutch K38
canceled (by the energized park pawl lift solenoid or
hydraulically by the notched lever release pin in the In 1st gear, the power flows through the following
hydraulic pressure is adequate), the lubricating gear sets:
pressure solenoid is in an energized state and the
hydraulic cylinder is not pressurized towards the • Planetary gear set P1
"Not P" position. The pre-tensioning spring is • Planetary gear set P2
supported by the piston rod guide of the piston • Planetary gear set P3
housing and thus moves the piston rod into shift
position "P". The sun gear of planetary gear set P1 is part of the
drive shaft and is driven by it. The planet carrier of
Transfer of torque planetary gear set P1 1s connected to the ring gear of
The engine torque is transferred from the crankshaft planetary gear set P2 via multidisc clutch K38.
to the torque converter, then downstream through
the automatic transmission to the drive wheels via Multidisc brake B05 brakes the sun gear of
the rear axle differential. Power is transferred in the planetary gear set P2. This increases the torque and
torque converter via the driven impeller by diverting reduces the rpm. The ring gear of planetary gear set
hydraulic fluid to the turbine wheel which is P2 has a mechanical connection to the sun gear of
connected to the turbine shaft/input shaft. When the planetary gear set P3.
torque converter lockup clutch is engaged, power is
transmitted via this mechanical connection. Via the The planetary gears roll within the ring gear of
gear wheels of the individual planetary gear sets, the planetary gear set P3, which is braked to a standstill
torques coming from the converter, depending on by multidisc brake B06, and transfer the resulting
the gear ratio and shift elements actuated, are passed increased torque and resulting reduced rpm to the
on to the output shaft with the help of the multidisc output shaft. The output shaft thus rotates with a
clutches and multidisc brakes. A reduction of the reduced transmission input speed in the direction of
output speed with high tractive forces and drive rotation of the engine.
torques at the drive wheels.
A - B08 Brake
A B C
B - B05 Brake
C - B06 Brake Elements
D - K81 Clutch D E F Engaged
T I R R R R
E - K38 Clutch PC PC PC PC
F - K27 Clutch S
PC - Planet. Carrier S S S S Elements
R - Ring Gear
Not Engaged
S - Sun Gear
P1 P2 P3 P4
4 Planetary Gear Sets Courtesy of Daimler AG
Figure 5
FACTORY INFORMATION
Torque Converter
Turbine wheel
Impeller
External plate carrier Stator
Internal plate carrier

Turbine shaft
Rivet (Input shaft)
Torque converter cover
Piston
Piston return spring

Pressure chamber
Disc Pack
Centrifugal Pendulum
Torque converter lockup clutch (WÜK) with centrifugal pendulum
The torque converter lockup clutch minimizes the power losses of the torque converter and ensures low-
slip power flow from the crankshaft to the drive shaft of the automatic transmission depending on the
engine load and vehicle speed. This allows the efficiency of the transmission to be improved. The torque
converter lockup clutch is engaged in all gears depending on the output speed, the engine load and further
parameters such as temperature and air pressure. In order to minimize the torsional vibrations caused by
the combustion engine, additional damping elements and vibration-reducing measures are required:
• Torsional damper
• Centrifugal pendulum
The torsional damper reduces the torsional vibrations caused by the combustion engine as result of
combustion jolts. The pendulum masses of the centrifugal pendulum are mounted flexibly on rollers and
produce a counter-moment due to their inertia, which minimizes the torsional vibrations from the engine
over the entire rpm range. This measure improves comfort for the driver and saves wear and tear on the
mechanical components of the transmission. A low-rpm shift program is possible, which helps to save
fuel.
Figure 6
FACTORY INFORMATION
1 1a 1b 1c 2 3 4 A D 5 E B 6 7 C 8 F 9
10
M42
11
1e
1d 13
15 15a 14 12 Y3/8
1.........Torque Converter 11........ Piston housing of electro-hydraulic

1a.......Turbine wheel park pawl actuator
1b......Stator 12........ Guide tube
1c......Impeller 13........ Oil pump
1d......Centrifugal pendulum 14........ Supporting body for VGS
1e.......Torque converter lockup clutch 15........ Cover/shift valve body
2.........Transmission housing ventilation 15a...... Pressure pipes and intake manifolds
3........Oil pump drive chain A......... B08 multi-disc brake
4.........Transmission housing B......... B05 multi-disc brake
5........Planetary gear set 1 C......... B06 multi-disc brake
6........Planetary gear set 2 D......... K81 multi-disc clutch
7........Planetary gear set 3 E..........K38 multi-disc clutch
8........Planetary gear set 4 F.......... K27 multi-disc clutch
9........Park pawl gear M42.... Electric transmission oil pump
10......Oil pan Y3/8.... Fully integrated transmission
control controller unit
Figure 7
FACTORY INFORMATION
RPM Sensor System
19
18
Y3/8n3
Y3/8n1
Y3/8n2
Internal transmission speed rpm sensor

The internal transmission rpm is recorded by an
active sensor (differential Hall sensor with
integrated magnet). External plate carrier K81 is
used as a passive sensor element for the internal
Components of the RPM sensor system rpm.
18..................Turbine/Input shaft Turbine wheel rpm sensor
The turbine wheel speed is recorded by passive
19..................Output shaft sensor (differential Hall sensor). A pole wheel is
used as an active sensor element for the turbine
Y3/8n1..........Turbine wheel rpm sensor speed. It is pressed onto the planet carrier of
planetary gear set P4.
Y3/8n2...........Internal transmission rpm sensor
Output shaft rpm sensor
Y3/8n3..........Output shaft rpm sensor The output speed is recorded by an active sensor
. with rotation direction detection (differential Hall
sensor with integrated magnet). External plate
carrier K27 is used as a passive sensor element for
the output speed. It is welded to the output shaft
and is part of multidisc clutch F assembly.
Figure 8
FACTORY INFORMATION
Electrohydraulic
Y3/8n4 Y3/8y16 Y3/8y14 Y3/8y15
Control
Y3/8y20 Y3/8y13 Y3/8y17 Y3/8y18
14a
Y3/8b5
Y3/8n2
Y3/8n3
Y3/8n1
15a Y3/8y12 Y3/8s4

M42
Y3/8y19
Components of EHS
14a.............. Transmission connector Y3/8y13...... Clutch control solenoid K81
15a.............. Pressure and intake pipes Y3/8y14...... Clutch control solenoid K38
M42............ Electric transmission oil pump Y3/8y15...... Clutch control solenoid K27
Y3/8b5........ Pressure sensor Y3/8y16...... Multidisc brake control solenoid B08
Y3/8n1........ Turbine wheel rpm sensor Y3/8y17...... Multidisc brake control solenoid B05
Y3/8n2........ Internal transmission rpm sensor Y3/8y18...... Multidisc brake control solenoid B06
Y3/8n3........ Output shaft rpm sensor Y3/8y19...... Working pressure solenoid
Y3/8n4........ Fully integrated trans. control unit Y3/8y20...... Torque converter lockup clutch solenoid
Y3/8s4........ Park pawl position sensor All solenoids on VB: 5.1 Ohms @ 22° C (70°F)
Y3/8y12...... Lubrication pressure solenoid Courtesy of Daimler AG
Figure 9
FACTORY INFORMATION
Electrohydraulic
Control
14
14a
Y3/8n4
15
M42
16
17
17m
Exploded view of the EHS
14................ Supporting body of VGS 17................ Shift valve housing
14a.............. Transmission connector 17m..............Valve block
15................ Cover/shift valve housing M42............ Electric trans. oil pump
16................ Intermediate plate Y3/8n4.......Fully integrated trans. control unit
Figure 10
FACTORY INFORMATION
Cover / shift valve

housing
15b
15a
15c
Cover shift valve housing valve identification
15a.............. Working pressure regulating valve

Spring: 32.56mm x 7.95mm x .86mm x 15 coils (1.282" x .313" x .034" x 15 coils)
15b.............. Boost shift valve (supports centrifugal oil cover filling)

15c.............. Park/Not Park shift valve

Figure 11
FACTORY INFORMATION
Shift valve housing

and valve block
17a 17b 17c 17d 17e 17f 17g
17h
17k 17j
17l 17i
Shift valve housing and valve block valve identification
17a.............. WÜK (TCC) regulating valve 17g.............. Brake regulating valve B06
17b.............. Brake regulating valve B08 17h.............. No Park shift valve
17c.............. Clutch regulating valve K81 17i.............. Lubrication pressure shift valve
17d.............. Clutch regulating valve K38 17j.............. Lubricating press. sol. reg. valve
17e.............. Brake regulating valve B05 17k.............. Working pressure reg. valve
17f.............. Clutch regulating valve K27 17l.............. Lubrication pressure reg. valve
17a Spring: 12.64mm x 7.62mm x .40mm x 9 coils (.498" x .300" x .016" x 9 coils)
17b, c, d, e, f, k & j Spring: 9.98mm x 4.59mm x .35mm x 11 coils (.393" x .181" x .014" x 11 coils)
17i Spring: 33.37mm x 9.34mm x 1.11mm x 11 coils (1.314" x .368" x .044" x 11 coils)
17l Spring: 26.72mm x 8.91mm x .66mm x 16 coils (1.052" x .351" x .026" x 16 coils)
Figure 12
FACTORY INFORMATION
Shift pressure, lubricating pressure and working through the fully integrated transmission control
pressure unit.
The oil pressures are separated into:
• Working pressure The electric transmission oil pump has the following
• Lubrication pressure tasks:
• Shift pressure • Support the working pressure supply (boosting)
• Support cooling and lubrication
Working pressure • Provide start/stop capability
The oil pressure produced by the primary pump is • Emergency engagement and emergency release of
converted into working pressure by the working park pawl
pressure regulating valve.
The level of working pressure depends on the Support the working pressure supply (boosting)
position of the regulating valve and therefore on its When there are increased flow rate requirements
geometry. (e.g. during shift operations), the electric
transmission oil pump supports the mechanically
The position of the working pressure regulating driven primary pump according to demand. The
valve is influenced by the working pressure solenoid additional flow rate provided by the electric
to match the load and gear. All other oil pressures transmission oil pump counteracts working pressure
required for transmission control are derived from dips as a result of under-supply in these situations
the working pressures.
Lubrication pressure Support cooling and lubrication

At the working pressure regulating valve excess oil The electric transmission oil pump is actuated
is diverted to the lubrication pressure regulating according to demand in the event of high cooling and
valve and from there used in a regulated manner for lubrication requirements in order to provide
lubrication and cooling of mechanical transmission additional flow rate. Due to the possibility of
parts and the torque converter. In addition, the oil providing additional flow rate according to demand,
pressure in the torque converter is limited via it was possible to make the primary oil pump
regulation of the lubrication pressure. significantly smaller and thus reduce C02 emissions.
Shift pressure Provide start/stop capability

The shift pressure (oil pressure in the multidisc When the combustion engine is switched off during
clutch or multidisc brake) is derived from the the stop phase, the electric transmission oil pump
working pressure. provides the basic pressure level and thus keeps the
hydraulic ducts of the electrohydraulic control
The respective solenoid influences the position of system and the piston chambers of the shift elements
the associated regulating valve. In turn, the position filled with oil. The electric transmission oil pump is
influences the oil pressure prevailing in the operated on a current-controlled basis to supply the
multidisc brake or multidisc clutch. The shift exact quantity required to compensate for the
pressure thus depends on the geometry of the leakage of the electrohydraulic actuator. This form
respective regulating valve. of operation allows the power consumption of the
electric transmission oil pump to be reduced to the
Electric transmission oil pump bare minimum during start/stop operation.
The electric transmission oil pump provides the
hydraulic system's oil supply when the internal
combustion engine is switched off. It is actuated Courtesy of Daimler AG

SMALL PARTS LOCATION
UPPER VALVE BODY

Figure 13
SMALL PARTS LOCATION
LOWER VALVE BODY
18 Steel Check balls

and two Teflon balls
5.5mm ( 0.215")
Figure 14
CASE PASSAGE IDENTIFICATION
TC E To A D
Return (K38) Cooler (B08) (K81)
TC
Apply
B (B05)
Lube C (B06) F (K27)

Figure 15
A D E B F C
94
J Y3/8y16 Y3/8y13 Y3/8y14 Y3/8y17 Y3/8y15 Y3/8y18
G G G
Y3/8y20 15b G G G
G
H H H
Y3/8y12 17l
N
17k 15c O
M L P
Y3/8y19 17h Q
17i
K
Figure 16
13 I..................Trans. oil cooler
11n J..................Trans. oil thermostat
10e......Oil filter & pan K.................Working press. check valve
11n......Park pawl module 10e M42 L.................Check valve to electric pump
13........Oil pump M................Check valve to electric pump
15b......Boost shift valve
FACTORY INFORMATION
N.................Working pressure
15c......P/Not P Reg. Valve O................ Control pressure
17h......Not P shift valve P..................Lubrication pressure
"2020” SEMINAR INFORMATION

17i.......Lub. press. shift valve Q.................Shift pressure
17k......Working press. reg. valve M42............Electric pump

17l.......Lub. press. reg. valve Y3/8y12......Lubrication pressure solenoid
A.........Multidisc brake B08 Y3/8y13......Clutch control solenoid K81
B.........Multidisc brake B05 Y3/8y14......Clutch control solenoid K38
C.........Multidisc brake B06 Y3/8y15......Clutch control solenoid K27
D.........Multidisc clutch K81 Y3/8y16......Multidisc brake control solenoid B08
E.........Multidisc clutch K38 Y3/8y17......Multidisc brake control solenoid B05
F..........Multidisc clutch K27 Y3/8y18......Multidisc brake control solenoid B06
G.........Damper Y3/8y19......Working pressure solenoid
H.........Pressure holding valves Y3/8y20......TCC solenoid
FACTORY INFORMATION
10d
10
10a
10c
10b
10....... Oil pan

10a..... Primary pump oil filter
10b..... Magnet for metallic wear debris
10c..... Magnet for metallic wear debris
10d..... Electronic transmission oil pump oil filter
Oil level check Exchange of both oil filters in the oil pan, the oil pan
must be replaced for this as the filters are
The oil level is checked using an overflow method. permanently integrated into the oil pan every
If an oil level check is performed, a routine must be 125,000 km/5 years.
started via Xentry (Scan tool). It can then be
performed in a temperature window between 35 °C Exchange of the pressure oil filter on the front
(95ºF) and 45 °C (113ºF). integral carrier based on service sheet specification.
Use of the new automatic transmission fluid Shell

In addition, the new special tool "adapter" (W725 ATF 097 (Mercedes-Benz Specifications for
589 00 90 00) for the oil filling unit is required to f ill operating Fluids 236.16).
the oil.
The new automatic transmission fluid has the
Maintenance information following part number: A001 989 92 03.
Oil change interval as per NAT2FE+ every 125,000

km/5 years. Adapter for filling
oil into the transmission
part number:
W725 589 00 90 00
Figure 17
MERCEDES 7G-DUAL CLUTCH TRANSMISSION
PRELIMINARY INFORMATION
The newly developed 7G-DCT dual clutch transmission is being introduced together with the launch of the new
B-Class (model 246).
The dual clutch transmission with model designation 724.0 supersedes the "AUTOTRONIC" CVT transmis-
sion (Continuously Variable Transmission) used on the current B-Class.
During development of the dual clutch transmission, attention was paid to ensuring a compact design and to
integrating all transmission-relevant hydraulic, mechanical and electrical components. In particular, the electro-
hydraulically operated park pawl is a new feature on front-wheel drive vehicles with dual clutch transmission.
The dual clutch transmission has seven forward gears and one reverse gear. Both clutch operation and gear
changes take place on a fully automatic basis, providing the driver with shifting comfort and vehicle dynamics
of the highest level.
An overview of the main features of the dual clutch transmission:
• Compact transmission housing

• A cooling module with integrated pressure oil filter located on the dual clutch transmission
• Two sub-transmissions, each with multi-disk clutch
• Internal and hollow shaft, two output shafts (for design reasons, a reversing gear was not used for the reverse
gear)
• A pinion differential integrated in the transmission housing
• Multi-cone synchronization (3 cones) for transferring high frictional forces during acceleration or during
braking of the idler gears during gear changes (1st-3rd gear), dual-cone synchronization (4th-7th gear), single-
cone synchronization (reverse gear)
• A wet, hydraulically operated dual clutch (designed as a clutch module, consisting of two individual
clutches)
• A shared transmission oil circuit (hydraulic control and lubrication of gear set) with one mechanical and one
integrated electric auxiliary oil pump
• A fully integrated electric transmission control system with control and shift valves, sensors and actuators
• Electrohydraulically operated park pawl with an electrically actuated engagement device
Advantages of the dual clutch transmission:
• Short shift times

• Dynamic driving and gear-shifting
• Compact design
• Integration of all transmission-relevant hydraulic, mechanical and electrical components
• Maximum comfort through smooth shift operations
• High level of efficiency
A special thanks to long time ATSG affiliate Mario Aristides for providing us with this transmission.

724.002/003
The K1 and K2 drum assembly is a self contained non-serviceable wet clutch with 4 frictions for each clutch
module providing 350 Nm of maximum transferable torque. Having seven speeds and reverse, this 3 shaft dual
clutch transmission can be shifted both automatically and manually. It has a gear ratio spread of 7.14 for the
724.002 version and a 7.99 for the 724.003 transmission.
The manual gear box is controlled by an Electro-hydraulic unit (TCM/Valve Body unit). Plugging into the
transmission are power and ground wires along with CAN BUS network wiring. No linkages are required as
Park, Reverse and all forward drive ranges are computer controlled via solenoids referred to as "valves". Sport
and Economy modes can be selected by the driver as well.
The 7G-DCT uses a common sump for the gear box and pinion differential. Filling capacity is 5.9 liters using
Shell DCT M I fluid. Transmission oil change interval is 100,000 kilometers as per Daimler service information.
Transmission provided by Mario Aristides from Independent Transmissions.

Limp-home mode
If individual components of the electric transmission control system fail, the transmission control unit switches
to a limp-home program stored in the characteristics map. The primary purpose of this is to protect the
components and give the driver the opportunity to drive to the nearest Mercedes-Benz work shop despite the
failure. Depending on the particular fault, measures can be implemented by the engine control system to prevent
damage or excessive stress on the dual clutch transmission e.g. reduction of torque.
If a shift-relevant component can no longer be actuated or operated, an entire sub-transmission will no longer
be available due to the defective component. The driver is informed of this visually by the multifunction display
and acoustically by a gong. Furthermore, the driver will experience a reduction in shift comfort and, depending
on the particular malfunction, may no longer be able to engage reverse gear.
In general, limp-home mode can be broken down as follows:
Transmission limp-home mode due to malfunction of a sub-transmission

Transmission limp-home mode due to interrupted power flow
Transmission limp-home mode due to transmission over-temperature
Transmission limp-home mode due to defective park pawl system
Transmission limp-home mode due to malfunction of a sub-transmission
If a sub-transmission fails, the following gears are no longer available:
Sub-transmission 1 :Gears "1-3-5-7" and reverse gear "R", because 1st gear also has to be engaged for power
transmission in reverse gear
Sub-transmission 2: Gears "R-2-4-6"
Transmission limp-home mode due to interrupted power flow
If the power flow of both clutches fails, e.g. due to a system pressure drop in the dual clutch transmission or due
to a defective actuation system /clutch operation system, the vehicle coasts without power transmission and no
longer has any traction.
If the fault in question is a sporadic fault, the vehicle can be driven on without any limitations after the next
ignition sequence (the transmission control unit must "go to sleep" with the ignition off and the fault status
stored in the fault memory must change from "ACTIVE" to "STORED"). If the fault is still present, the vehicle
can no longer be driven.
If a gear control valve fails, one of the sub-transmissions will no longer be available depending on the
defective/inoperative control valve. The vehicle can still be driven to the nearest repair facility.

ELECTROHYDRAULIC CONTROL SYSTEM
4th Gear 5th Gear

Electric Aux Feed Pipe Feed Pipe
Oil Pump
Input Shaft 1
(M42)
Speed Sensor
Pickup
7th Gear
Shift Fork Position
Feed Pipe
Sensor 1 Pickup
6th Gear Park Pawl

Feed Pipe Position Sensor
Pickup
Shift Fork Position

System Pressure
Sensor 3 Pickup
Control Valve
(Y3/14y6) K2 Clutch
Control Valve
Shift Rod (Y3/14y8)
Control Valve A
(Y3/14y1) K1 Clutch
Control Valve
(Y3/14y7)
Shift Rod
Control Valve B
(Y3/14y2)
Shift Rod
Clutch Control Solenoids: 5.7 Ohms @ 22° C (70°F)
Control Valve C
All other solenoids: 5.4 Ohms @ 22° C (70°F) (Y3/14y3)

Figure 1

ELECTROHYDRAULIC CONTROL SYSTEM
Input Shaft 1
Speed Sensor
Pickup
Input Shaft 2
Speed Sensor
Pickup
Shift Fork Position

Sensor 4 Pickup
Park Pawl Engine RPM

Switchover Valve Sensor Pickup
(Y3/14y5)
Gear Cylinder Shift Fork Position

Press. Control Valve Sensor 2 Pickup
(Y3/14y9)
Shift Rod
Control Valve D
(Y3/14y4)

Figure 2

CASE PASSAGE IDENTIFICATION
Heat Exchanger
Return
To Heat
Exchanger
3rd Gear
7th Gear
6th Gear
Rev. Gear
K1 Clutch
Lube passage for
K2 Clutch Output Shaft 1 & 2
and Input Shaft 1
Clutch case bearing
Cooling/Balance
Pump Out
(Pressure)
Pump In
(Suction)
Park Engage
Park Release
4th Gear
2nd Gear 1st Gear
5th Gear
Broken Case

Figure 3

INTERNAL COMPONENT IDENTIFICATION
Input Shaft 2 Input Shaft 1

RPM Sensor RPM Sensor
(Y3/14n2) 4 3 (Y3/14n1)
Hollow Shaft Solid Shaft
Even Gears Odd Gears
(2,4,6,R) (1,3,5,7)
Park Pawl
Position
Sensor
Engine Speed (Y3/14s5)
Sensor
(Y3/14n3)
Park Pawl
Lift Solenoid
(Y3/I4I1)
3.5 Ohms
@ 22° C (70°F)
2 1
Broken Case
1 Shift Fork Position Sensor 1 (Y3/14s1) controlled by Shift Rod Control Valve A (Y3/14y1 Solenoid)
2 Shift Fork Position Sensor 2 (Y3/14s2) controlled by Shift Rod Control Valve B (Y3/14y2 Solenoid)
3 Shift Fork Position Sensor 3 (Y3/14s3) controlled by Shift Rod Control Valve C (Y3/14y3 Solenoid)
4 Shift Fork Position Sensor 4 (Y3/14s4) controlled by Shift Rod Control Valve D (Y3/14y4 Solenoid)
Figure 4
UPPER VALVE BODY
18
12 16
5
1
8
9 19
17
2 6 20
10
13
21
11
7
14
3
4 15

Figure 5
UPPER VALVE BODY
35 39
32 37
22 26 28
38
33 36
23 27
40
34
29
24
25 31
30

Figure 6
LEGEND FOR UPPER VALVE BODY VALVE AND SPRING I.D.
1. 2nd/4th Shift Fork Switch Valve 21. Retainer

2. Spring: 1.135" x 0.330" x 0.026" x 11.5 coils 22. 3rd/7th Shift Fork Switch Valve
3. Cover Plate 23. Spring: 1.196" x 0.432" x 0.028" x 7 coils
4. Cover Plate Retaining Bolts (5 Required) 24. Cover Plate
5. Shift Fork Pressure Control Valve 25. Cover Plate Retaining Bolts (6 Required)
6. Shift Fork Pressure Control Rod 26. 6th/Rev. Shift Fork Switch Valve
7. Spring: 1.370" x 0.307" x 0.029" x 15 coils 27. Spring: 2.027" x 0.394" x 0.038" x 14 coils
8. Pressure Regulator Valve 28. K1/K2 Switch Valve
10. Aluminum Valve Plug 30. Cover Plate
11. Steel Retainer 31. Cover Plate Retaining Bolts (11 Required)
12. Auxiliary Electric Pump Valve 32. Solenoid Regulator Valve
14. Cover Plate 34. Pressure Adjustment Screw
15. Cover Plate Retaining Bolts (4 Required) 35. Park/Lock Valve
16. Cooler Return Control Valve 36. Spring: 1.134" x 0.350" x 0.027" x 7 coils
17. Spring: 1.266" x 0.327" x 0.028" x 11 coils 37. Park/Lock Exhaust Valve
18. Clutch Cooling Control Valve 38. Spring: 1.418" x 0.295" x 0.028" x 13 coils
19. Spring: 1.051" x 0.364" x 0.034" x 9 coils 39. 1st/5th Shift Fork Switch Valve
20. Aluminum Valve Plug 40. Spring: 1.213" x 0.431" x 0.027" x 7 coils

Figure 7
UPPER VALVE BODY
1 2
1. Shift Fork Pressure Relief Valve
2. Auxiliary Electric Pump Directional Check Valve

Figure 8
LOWER VALVE BODY
1
3
2
}
1. Pressure Regulator Exhaust to Pump Suction Funnel
2. Heat Exchanger Return Pressure Relief Valve
3. Clutch Cooling Flapper Valve

Figure 9
ETE Reman 108
IBC
BC

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2020 Blue Cover

The information and part numbers contained in this booklet have

Copyright © ATSG 2020

AUTOMATIC TRANSMISSION SERVICE GROUP

Lubegard....................................................... 2 European Exchange........................................ 54&55

H&A Transmissions....................................... 11 Raybestos........................................................ 57

Transtar Industries.......................................... 15 WIT (Whatever It Takes)................................. 71

Sonnax............................................................ 27 ETE Reman..................................................... 108

EVT................................................................ 29 ALTO.............................................................. IBC

AUTOMATIC TRANSMISSION SERVICE GROUP

Automatic Transmission Service Group

FAILSAFE VALVE “B”

Copyright © 2020 ATSG

Automatic Transmission Service Group

Automatic Transmission Service Group

Copyright © 2020 ATSG

OIL PUMP SEALING

Copyright © 2020 ATSG

Automatic Transmission Service Group

SEALING RING WEAR PATTERNS

SEALING RING SLEEVE

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Automatic Transmission Service Group

CAUSE: Software part number 37820-R5A-305 is faulty.

Automatic Transmission Service Group

SHIFT CPC “D”

COUNTERSHAFT ATF TEMP SENSOR

TRANSMISSION RANGE SENSOR TRANSMISSION RANGE SENSOR CONNECTOR ID

TRS CONTINUITY CHART

Automatic Transmission Service Group

CLUTCH APPLICATION CHART

Automatic Transmission Service Group

1. Filters circuit between AT Clutch Pressure Control Solenoid Valve C,

Automatic Transmission Service Group

5TH CLUTCH 6TH CLUTCH

1ST CLUTCH 4TH CLUTCH

CORRECTION: Replace the piston seal.

Automatic Transmission Service Group

Copyright © 2020 ATSG

THIRD CLUTCH DRUM AND PISTON

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Automatic Transmission Service Group

Automatic Transmission Service Group

Copyright © 2020 ATSG

Copyright © 2020 ATSG

The following vehicles apply to this bulletin:

Automatic Transmission Service Group

Oil PRESSURE SWITCH IDENTIFICATION

Pressure Switch LC HC Pressure Switch

Automatic Transmission Service Group

CORRECTION: Replace the high clutch piston.

Automatic Transmission Service Group

Copyright © 2020 ATSG

HIGH VOLUME PUMP

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Automatic Transmission Service Group

Automatic Transmission Service Group

SOLDER POINTS Copyright © 2020 ATSG

Copyright © 2020 ATSG

MEASURE FROM SPEED SENSOR

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SUBTRACT ONE MEASUREMENT

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