TECHNICAL SEMINAR HANDOUT| ATRA | 2472 Eastman Avenue #23 _ Ventura, California 93003 | (805) 654-1700 The information presented in this seminar handout was prepared by the ATRA Technical Staff Royal "Rick" Rickett Dennis Madden Paul Yaklin Bob Warnke Cliff McCormick 5 Glenn Troub_ ‘This manual has been compiled and produced bythe Automatic Transmission Rebuilders Association for the benefit and improvement of the indutry, Allnformation inthis bok ie based on te latest data available at the ime of publication. While every effort is made to attain accuracy, the Automatic Transmission Rebuilders Association cannot assume responsibly for any errors, changes and omisions {that may occur nor lability for any damage 1o person to affect maiatenance or repr workieee iene a _ Pages 1-23 a Imports Technical Seminar Handout 2 @ 2 = 5 pebeneiles ep Motors Ford Electronics General Motors Honda/AcuraImports REVERSE CLUTCH, io eLUTCH ‘COASTIN ‘ONE-WAY eLuTCH1 ZZ ro tance d concen Lama & mau Page 1 LOW AND REVERSE BRAKE FORWARD ‘ToRQUE CLUTCH = 24 BRAKE S-4CLUTCH CONVERTOR PARKING hy ‘eran = i | mA S|. eunatan mo Pinion pion oanren oneway TERIAL LI maToN cutcH2 SEAR Component Application Chart | 2apRaKe | Lowe | | Forwano | COASTING | 34 REVERSE —__| reverse | one.way | one-way |ranoe| cear | cure | cuurcn' | cuuren | cuurcn lapruco| neueAseo| enake | cuuTens | cuurcH | e |- | ffs - —| : - 187 ° 2x0 ° t RO oO (Ona) o [an [0 0 2ND (One| eon 2__| so o | oO “fst [oO [3° | 1 [exo o 7 oO ® = Indicates fluid pressure to servo but band not applied due to pressure difference meeeImports Mazda G4A, Ford Probe 4EAT Pressure Tap Locations ae Locations POE ONS at |. COOLER FEED ._ SRD ACCUMULATOR FEED (LINE PRESSURE) 3. T/C RELEASE T/C APPLY 3-4 CLUTCH COOLER RETURN 2. THROTTLE PRESSURE 3. LINE PRESSURE LINE PRESSURE THROTTLE PRESSURE RANGE D241 R AT IDLE 6-13 PSI, IN DRIVE AT IDLE 47-71 PSI 87-137 PSI DURING STALL 78-85 PSI, IN DRIVE DURING STALL 127-151 PSI 242-292 PSIPage 3 Feed Hole Locations REVERSE FORWARD CLUTCH CLUTCH OVER RUN CLUTCH 3RD LOW/REVERSE ‘ACCUMULATOR’ one 3RD CLUTCH we RELEASEer sey sis i Ontice 2 ee See toe Bae ite ca cau ue ie TP Edd ORIFICE # SIZE FUNCTION 1 034 3-4 CLUTCH FEED ORIFICE # SIZE FUNCTION 2 077" 2-4 SERVO (3-4 SHIFT) 3 077" FORWARD CLUTCH FEEDa ‘Osihee Lecatiget ana ronction Ca ae Ee Orifice e Location and | | Function Cont tinue eae IES nore cet donee ae eee ae 7 ORIFICE # SIZE FUNCTION 4 .031" 2-4 SERVO (1-2 SHIFT) ORIFICE # SIZE FUNCTION 5 116" LOW/REVERSE BRAKE (In Manual Low)capa rifice Location a ORIFICE # SIZE FUNCTION 6 .039" OVER-RUN CLUTCH FEED 7 .059" REVERSE CLUTCH FEED 8 .o77" LOW/REVERSE CLUTCH EXHAUST (WHEN SHIFTING OUT OF REVERSE) ‘Some manuals show checkballs at these locations, DO NOT put them there.PMO conn se cennnnnnnnninnnnnnneh ®927 Mazda G4A, Probe 4EAT Sprag Rotation ween _ ee OL ae (11 See the Photos Below for Proper § PES NS fy OSE re ‘syoduyy THE INNER HUB FREE WHEELS. ICOUNTER-CLOCKWISE| int hel PHOTO OF FORWARD SPRAG - The forward sprag should free wheel counter-clockwise and hold clockwise. THE OUTER SUPPORT MUST FREE WHEEL CLOCKWISE PHOTO OF LOW ROLLER - The low roller clutch support should free wheel clockwise and hold counter clockwise.vs cn cities U1 lB Thy Aleaking lock-up circuit can cause the body. Apply air to the valve body as show torque converter clutch to remain in the picture below to check for leaks. applied *. To correct this problem, 1st check the lock-up solenoid for leakage. The lock-up solenoid is normally closed. When appling air it should not leak. The * This condition will cause the engine to next thing to do is air check the valve stall when placing transaxle in gear. Make sure there are no leaks at the plug or between the valve body & separator plate.Imports _ If everything checks ok, dril the lock-up solenoid feed hole in the separator plate to. Main Separator Plate ENLARGE THIS HOLE TO .040 IE THE TORQUE CONVERTER CLUTCH KILLS THE ENGINE AT A STOP. SeonPage 10 Make sure you change ALL THREE sealings plus the "O" ring. Reverse Clutch Make sure the Belleville spring is NOT broken.Page 11 Mazda G4A-EL/Ford 4EAT Repeated Reverse Clutch Failure You can help avaid repeated reverse clutch failure on G4A-EL’s AND 4EAT’s by following three simple steps. « 1. Always use factory sealing rings on the pump. Ford rings will work on both units. The part # is E92Z-7D019-A. * 2. Drill a 030 hole in the reverse piston. (Figure 1) This is just like the T-35 that would cross leak in the valve body and drag the reverse band. The .030 hole creates an exhaust so the clutch won't come on while driving forward. ‘* 3. Enlarge the reverse feed orifice (Figure 2) by .020 to compensate for hole you drilled in the piston. Figure 1Imports Page 12 Enlarge The Reverse Feed By .020 Figure 2Imports Pump Assembly Place the solic ing ont top| Place the | three pump seals bevelled side down here. The bevelled corner of the pump vanes face the upper center of the rotor. | EARLY TYPE The flat side of the valve faces the spring. (SEE NEXT L PAGE) |Mazda G4A-EL/Ford 4EAT Low Pump Pressure The spool valve in the pump on the G4A-EL/4EAT has been updated. The purpose of the update was to create a seat for the spring. The old valve had no seat and sometimes the spring would snag in it’s bore causing low line pressure. The Ford part # is FO2Z-7Z306-A. The Ford valve will work in the Mazda as well. [_ The Late Valve Has A Spring SeatImports Mazda G4A, Ford Probe 4EAT Valve Body “RRS a ae ay sonia Sea j 1-2 SHIFT 3 SOLENOID a ee | a 2-3 SHIFT tp SOLENOID Note: The 2-3 shift solenoid is connected to both the #1 & #5 pins, *LOCK-UP SOLENOID *3-4 SHIFT SOLENOID *Note: Some manuals snow ‘the 3-4 shift and lock-up solenoids reversed. GEAR 1-2SHIFT 2-3SHIFT 3-4SHIFT LOCK-UP 2 SOLENOID SOLENOID SOLENOID SOLENOID 1STGEAR OFF ON ON 2NDGEAR ON ON ON 3RD GEAR OFF OFF OFF 4THGEAR ON OFF ON *LOCK-UP ON *LOCK-UP CAN COME ON IN ANY GEAR,Mazda - G4A-EL Page 16 “Yeni |" —~“Conntion to ‘Sparaion Vorage! 1c mpm 12 poo eae 1G OFF o S| Grown = 0, (GT tackup Bata mp ‘3 —_[Greune. = 0 ig OW oxi? | Solencia vate batery ack se ‘Above TOC OA o F | Pasa temperature swith eae Tae eA eters "ange S00 12 H | 2 elena vane be > tango ange: ° ee nema Prange meee aaa | seeds range roan ip oceup canditon approx 12 | bein siete East eg Soon ee Buton aa (No up ha io “F 2 | Ovecarve OFF cater Busan in (Up nia“ {sopra TJ especiog Code of EAT Tester Cade No, No _| tor veubleshootng) Cais Ne { el > lear ew 9 _| Water temperature sich th [rickaowe ua | 1] Overcive switch apo 1 | Avcanetione ect rlay 1 | ie switch [ero 12] ° apo 1 Brake ght sch (Crise cont unt epee oe abo BS| toptoe 05 [aaron 12 mae $—| prise generar 2 pulses 2 wv [Spee sensor TesFord 4EAT Trouble Codes Using the Vom Equipment Hookup Set the VOM on a DC voltage range to NOTE: Refer to the illustration on this read from 0-20V. page for Quick Test connector pin orientation and STAR Tester or VOM 2, Ground the VOM (-) lead. hookup. 3. Connect the VOM (+) lead to the red 1. Turn ignition key off. wire (6-pin 4EAT STO connector). 2. Locate the service connector. 4, Ground the single-pin 4EAT STI connector with jumper wire. Defective System | Possible Cause | Diagnosis Indication Mode _| Code No. | vom St SPE S| Vehicle Failed sensor on 06 Speed Sensor —_| Faulty Wiring SWUM ore {Throttle Position _| Failed sensor 12 |Sensor Faulty wiring ll |Pulse Generator [Failed sensor = 55 Faulty wiring VS | | 1-2 Shift Solenoid _| Failed solenoid 60 Faulty wiring MNS 2-3 Shift Solenoid | Falled solenoid nnn 61 3-4 Shift Solenoid [Failed solenoid | ary 62 Faulty wiring a Lockup Solenoid | Failed solenoid ANTAL 63 i onImports __ Page 18 N4A-EL rect | op | 00, | ,tiah | ier. | Forma | tow Fle Sn | sprag | Bana | Reverse | m a atch | Serea tuten’ | "Bana | CMe | SPAT Ciuc ELL Applied or holdingThis harness goes to the shift Turbine solenoids. speed sensor / approximately 7 245 OHMS @ oe i The modulator controls solenoid gear shift feel and line Cooler 15-25 OHMS oll tap pressure, not shift timing. * The line pressure (forward clutch) tap is located on the right rear of the case. PRESSURE SPECIFICATIONS IDLE STALL 43-57 128-156 * 78-92 213-242 Check pressure for all forward ranges using the tap on the right rear of the case. Check reverse pressure using the 3rd gear oil tap on the left front area of the main case.THROTTLE, PRESSURE RELIEF BALL SPRING size ACTUAL |YEAR___|YEAR___|YEAR___YEAR__ | state n |sizes ae 9 SERVICE OBSERVED |ORIFICE#| FUNCTION MANUAL _|IN UNITS. Forward 071 .097 {Clutch Feed Pian) 059 | 087 cournulator Ex_ _ '3-2 Control | 043 039 (Servo Release) | intermediate p39 | 038 = [Servo Feed : Direct 071 078 x Clutch Feed 4-3 Control “087 [Reverse Control. | Solid | Solid | Plug Plug | | * Not all models use an orifice in location 6. The orifice sizes contribute to calibration and may vary from modal to ‘model. Use the additional columns to record the orifice sizes in your valve bodies and the year and model of the Vehicle if you like. This will help you sort one out later if you get one scrambled.Green wire 1-2 solenoid Black wire White wire 3-4 solenoid —_, | Be sure to flat sand this cover during V.B. o/haul. When the cover warps it causes cross leaks. N-D Accumulator All 4 solenoids are normally closed. Resistance - 15-30 ohms 1-2 solenoid 3-4 solenoid Page 21 Blue wire 3-2 a control solenoid co accumulator N-R/2-3 High quality o-rings instead of scarf-cut teflon rings on all the accumulator pistons stop soft shifts and poor engagements. O-rings should have some drag when installed in the bore but not bind. GEAR 12 23 +4 - Solenoid | Solenoid | Solenoid tst ‘ON oN ‘ON land OFF ON ON 2-3 3rd | OFF OFF ON. solenoid ath OFF OFF OFF * The 3-2 control solenoid controls the rate of apply of the band during a 3-2 3-2 control downshift. Itis nota solenoid kickdown solenoid. AccumulatorPage 22 The oil distributor requires only 2 rings in the grooves closest to the park gear teeth. These two rings seal forward clutch z i r : Poor sealing of oil fed to the aut y these rings will spit hole which Fe cause low line lubes the pressure, speedometer ; delayed forward gears aa = a engagement and slipping or soft housing Pecanatata bushing. "I upshitts. To air check the seal of these rings cover the spit hole with your finger and blow into this port. AALD rubber governor rings provide the best seal of all the rings we have tested.Drum Support The valve in this bore is blocked. It performs no function. .250 Steel Plastic : Ball Restrictor Overdrive Sprag Rotation When properly installed the overdrive sprag will allow the ring gear to rotate clockwise and 7 lock counter. Clockwise | clockwise. | Counter- A ClockwiseNOTESChrysler Page 1 A-604 Fully Electronic FWD 4-Speed Automatic Transaxle CLUTCH SOLENOID GEAR] L&R | 2-4 | O/D | uD | REV |/LR/LU ]2-4/LR |UD poChryster Page2 Component Identification ‘SHAFT RETAINER RETAINER Input Hua swe’ FING OVERORWEIREVERSE chAP——_UNDEROANVE snare PISTON ING ‘cuUTCH SPRING INPUT SHAFT, HUB, PISTONS AND RETAINER REVERSE ‘OVERORIVE CLUICH reverse von CLUTCH DISCS REACTION SEPARATOR REACTION OSCS PLATE UNDERORIVE CLUTCH DISCS RING SEPARATOR \ oomev PRESSURE sue PLATE separaTorR RING TAPERED SNAP RING a INPUT CLUTCHESChrysler _ a eects eae NES Ces eereeere oe ‘There have been (10) ten controllers used on Chrysler A-604 equipped vehicles. The following is a brief summary and description of improvements. Part #’s 6234623, 5234649, 5234678 These are early 1989 controllers used on all models. these controllers would only alow 43-1 closed throttle downshift which caused a harsh coastdown shift. Part #4557120 ‘This was introduced as a running change on 1989 models. It features smoother coasting closed throttle downshifts because it shifts 3-2-1 instead of 3-1, like the previous controllers. It also has new logic for improved high altitude operation. Another improvement incorporated in this controller is less 3-4 shift business when under load at highway speeds. This controller will replace #’s 5234623, 5234649 & 5234678 on all models. Part #4557585 This controller replaced the #4557120 controller as a running change for 1990. It has further refinements of the logic to eliminate 3-4 shift busy ness when under load at highway speeds. This controller will allow the TCC to unlock in 4th gear for more available engine torque when required. This will retrofit to all years and models. Part #4672104 New for early 1991 for all models and will retrofit to 1989. Part #4672002 Released in late 1991, for all models, this will retro-fit back to 1989 vehicles, all models. It will not fit 1992 years. [Part #4672105 | This is the latest service replacement controller for all 1989-1991 models. It has 1992 features but operates on a different C2D bus system. Therefore, it will not fit 1992 vehicles. This controller is preferred over all other controllers for 1989-1991 model years. Part #4672203 New for 1892 all models except New Yorker, Sth Avenue and Imperial, will not retrofit to any earlier model years. Part #4672216 New 1992 calibration for New Yorker, 5th Avenue and Imperial only. This controller will allow partial lock-up in 2nd gear for improved fuel economy. It will not retro-ft to any earlier model years.Common Complaints and Failures 4. Stuck in 2nd after service (fluid and filter change) - A complaint of 2nd gear only (failsafe mode) after service may be caused by airinthe hydraulic system which cancause improper pressure switch operation, resulting in fallsafe (2nd gear only). Always run the Vehicle in park unt fd levels completely fll before attempting to road test the vehicle. 2. No reverse, shits from first to neutral, then won't move unti ignition is turned off Upon restarting engine, will again shift from 1stinto neutral then not move. This may be causedby abrokenweldonthesun gear. BROKEN WELD 3. After overhaul or/valve body service a complaint of shifts from ist to neutral then won't move.until engine isturned off andrestarted may be caused by amissing2-4 clutch sealin the valve body. Reverse will not be affected by this seal being missing. See complaint #2 above. 2-4 CLUTCH SEAL ———___Chrysler A-604 oe Modification Guide Le “Spacer Plate Moaific ification Guide. dee ¢ Modify all spacer plates as shown for all years and models. «Later models already have the holes enlarged to the sizes shown. : 105 OVERDRIVE ITCH FEEDBurned Overdrive and/or Reverse Clutches Burned overdrive and/or reverse clutches may be caused by the screened orifice being missing from the overdrive/reverse piston. Ifthe orifice is missing replace it with part #4531903 and stake it in place.Chrysler Update Information In late 1989, the A-604 input assembly was updated to help prevent damage caused by cross leaks between the overdrive and underdrive clutch circuits. Several parts were changed to accomodate this update. There is an update kit available from Chrysler under Part #5241088 which includes: New 4-ring pump assembly New input clutch hub New input clutch hub o-rings New spacer plate ‘Anew input retainer is also required on some models, which is not included in the update kit. (See figure 3 for details) Chrysler also recommends replacement of the controller if it is part #5234623 or #5234649, STATOR EARLY 1989 LATE 1989 OPEN TO VENT,INPUT HUB Ring bore is deeper to accept 4 ring stator New input hub has wider (.125) o-ring grooves than previous models, and new larger (.103) cross-section o-rings. RED O-RING #6502269 BLUE O-RING #6502271RETAINER Page 9 If your retainer has no bump then you can re-use it. If it has a bump, you must either replace it or have the bump machined off. NEVER use a retainer with a bump on it. NEW RETAINER (NO BUMP)....#4431609 EARLY 1989 LATE 1989 aM NO BUMP .Chrysler 1989 to 1990 Update In 1990 the input assembly was changed to increase the overdrive clutches from three lined plates and two steel plates to four lined plates and three steel plates. This required several parts to be modified. Refer to the component identification and the following figures. CHANGES 1. INPUT RETAINER -Topring groove moved down .040. The outer lip seal groove is. 040 shallower. Figure 1. 2. LIP SEAL - Base section .040 smaller to fit shallower groove. Figure 2. 3. TAPERED RING - (#1 in component ID) made .010 thinner. 4. Overdrive clutch thickness reduced to .072 (#2 in component ID). Overdrive steel thickness reducedto.070 (#3in component!D). 5. Overdrive/underdrive reaction plate (#4 in component ID) made thinner. This plate is selective and comes in four different sizes to adjust underdrive clutch clearance to: 218-.219- #4531570 -284-.238- #4531569 253-257 - #4531568 .273-.277- #4531567 1989 1990 Lass 5 125, 080 BETWEEN BETWEEN GROOVES GROOVES sora aszvos CROSS-SECTION VIEW OF SEAL NEW SEAL + . Figure 1Page 11 1990 - 1990 1/4 In 1990 1/4 the A-604 input assembly was again updated. The changes involved the input clutch hub and o-tings, the overdrive/reverse piston, the overdrive/reverse pressure plate and the input clutch retainer. 1. INPUT CLUTCH HUB--The grooves are wider to acceptlarger o-rings. The cross section of the o-rings that ftin these groovesis larger. Figure 1. es 2. The overdrive/reverse piston nowhas 4slots instead of 8 slots to make it stronger. é Figure 2. : & 3. The overdrive/reverse pressure plate now has 4 lugs instead of Btofit the new 4 slot 3 piston. Figure3. 4. The input clutch retainer has had the radius changed on the outer diameter to prevent lipseal damage duringassembly. Figure4 (#6502271-.103 THICK BLUE O-RING £#6502269-.103 THICK RED O-RING Those grooves aro wider (125) Figure 1Chrysler 4SLOT oo PISTON Figure 2 4LUGS Figure 3 NEW RADIUS. HERE Figure 4Chrysler Page 13 Assorted Assembly Tips and Information mmm Se ny — —e UNDERDRIVE CLUTCH CLEARANCE - .036 - .058 Adjust with selective plate O/D CLUTCH CLEARANCE - .042 -.096 - No Adjustment REVERSE CLUTCH CLEARANCE - .042 - .096 - Adjust with selective snap ring L/R CLUTCH CLEARANCE - .042 - .085 - Adjust with selective plate Eee 2 2/4 AND UR plates look the same bi 2/4 clutches are .085 thick 2/4 steels are .100 thick UR clutches are .070 thick UR steels are .070 thick ‘The Low/Reverse reaction plate goes "step down" on assembly. eee eter tetera ete ens bo Mansaxle End Play ee en are e z Turbine Sha There are 2 different turbine shaft spline counts - 22 spline - 2.5L engines 24 spline - 3.0 & 3.3 engines EERE AN Si eone fe TRANSFER ] OVERALL SHAFT SHAFT ‘TRANSFER RING GEAR GEAR SHAFT GEAR 155 Tooth 58 Tooth | 17 Tooth 59 Tooth 155 Tooth 58 Tooth 16Tooth 60 Tooth 159 Tooth 54 Tooth 16Tooth 60 ToothPage 14 Part Numbers eo psnNEbeS es )PartNumbers _ 5241088 - EARLY 1989 UPDATE KIT 4431609 - LATE 1989 INPUT RETAINER 6502272 - LATE 1989 INPUT HUB ORANGE O-RING - .070 6502270 - LATE 1989 INPUT HUB GREEN O-RING - .070 4412875 - NEW INPUT HUB AND OVERDRIVE/REVERSE PISTON SEAL (FF CODE) “ecru Sea 4505629 - O/D CLUTCH PLATES 4377183 - O/D STEEL PLATES 4505623 - 1990 INPUT CLUTCH REI AINER 4531408 - UNDERDRIVE CLUTCH OUTER SEAL (.115 BASE) 4531411 - UNDERDRIVE/OVERDRIVE TAPERED SNAP RING 1990 MODEL OVERDRIVE/UNDERDRIVE REACTION PLATES .215-.219 - THICK 4531570 -234-.238 - THICK 4531569 -253-.257 - THICK 4531568 .273-.277 - THICK 4531567 1990 1/4 Part Nu 4566310 - 4 SLOT PISTON & PRESSURE PLATE 6502271 - 1990 1/4 BLUE .103 O-RING 6502269 - 1990 1/4 RED .103 O-RING 4531637 - 1990 1/4 INPUT CLUTCH HUB MISC. 4531903 - OVERDRIVE/REVERSE PISTON SCREENED ORIFICE 4505579 - 22 SPLINE INPUT SHAFT 4412210 - 24 SPLINE INPUT SHAFTPage 15 Identification Application SE ee 1 hrysler Asda sis The A-500 is a four speed unit used in three Dodge truck lines. These include the mid-size Dakota, full size pick-up and the full size Van The A-518 is a larger unit resembling the case size of a TF-8. Besides the visual size difference the 518 did not have the lock-up convertor clutch installed until ‘92. The valve body previously lacked the TCC solenoid and valve line-up. The 518 has more direct clutches than the 500. GOVERNOR PRESSURE TAP O.D. PRESSURE 4 SPEED TAP SERIES |B-RamWagon/Van D - Ram Charger, Pick up, 4x 2 W- Ram Charger, Pick up, 4 x 4 N - Dakota, Pick upPage 16 Chryster THaSRON wren wea ean cares ms TS esmon fat Faoxt [wean | onvemne [oovur | xo aont_[ neveszzmcan | oo | waunwns [ome] Pa Raewss |2z0[ 2 I x x coy Ft | 276 x] ox x [x Secs | 15e i x Hie tas] too} x | x x x | k oo [‘es] x | x x x 25eeaed Fit | 276 x} ox x |x Seca | 1:56 x cele x |x| Tow [274 x1 Z xx ‘The 500 series units both use conventional 3 speed powerflow in the front section.. Output is now transferred into the O.D. unit through an intermediate shaft. INTERMEDIATE SHAFT OVERDRIVE CLUTCH (APPLIED) A OVERDRIVE PISTON DIRECT CLUTCH (RELEASED) SLIDING HUB OVERRUNNING CLUTCH ouTPUT SHAFTPARTS INDEX: D.C. CLUTCH SPRING THRUST PLATE (O.D. THRUST BEARING THROUGH (6) 0.0. PLANET AND OVERRUN RACE ASSEMBLY (Q.D. THRUST BEARING CLUTCH ASSEMBLY 0.D. ANNULUS GEAR ‘SNAP RING ‘SNAP RING DIRECT CLUTCH DRUM DIRECT CLUTCH SNAP RING DIRECT CLUTCH SPRING DIRECT CLUTCH HUB .D. CLUTCH THRUST BRG. DIRECT CLUTCH PRESSURE PLATE# #4461026 #4461014 #4461014 #4461015 #4461012 #5/14' OD. 600. #4461040 23/16 0. (800 LBS) #4461027 #4461072 #446724 4461030Chrysler Page 18 500 - 518 Parts Identification Application (Continued) 18 DIRECT CLUTCH FIBER 19 DIRECT CLUTCH STEEL 20 DIRECT CLUTCH REACTION PLATE #4461031 21 SNAP RING, Direct Clutch Wave 22 SNAP RING 17/8" Round 23 PISTON RETAINER FILTER (ORIFICE) #4412583, 29 SELECTIVE THRUST PLATE(S) #4431585 ‘A500 &ASI8 : #4431731 1183-155 #4431586 168-170 #4431732 183-185 #4431587 198-200 #4431733 213-215 #4431588 (228-230 #4431794 249-245, #4431590 30 INTERMEDIATE SHAFT SELECTIVE SPACER 158° #4431916 175" #AASIONT 193" #4431918 ait" #4431919 31 0.0. CLUTCH PRESSURE SNAP RING (ROUND) 982-95 O.D. CLUTCH PACKChrysler Page 19 Overdrive Hydraulic/Electronics The lower valve body attaches to the existing three speed valve body. There is very limited parts compatability to earlier units. The case connector as viewed from the top: 1. "Black" O.D. solenoid wire faces case front 2. "Red", +, common to both solenoids 3. "White" - TCC solenoid wire faces rear ELECTRICAL TEST: 30-32 ohms 1 to 2 30-32 ohms 2 to 3 60-64 ohms 1 to.3 ground to any pin = infinityChrysler - A500 Burnt overdrive clutches may be caused by a missing screened orifice located in the intermediate shaft support. Anew orifice is available from Chrysler under part #4412583. When installing the orifice be sure to stake it in place. Early 1989 units did not have the orifice staked in place from the factory. Beginning in mid-1989 the factory started staking the orifice and as a result they are less likely to blow out.Page 21 Overdrive Service Procedures ‘SCREWDRIVER LOAD-RETAINING ‘SNAP RING: ‘PLANET NEEDLE CARRIER. BEARING In order to dis-assemble the direct clutch a spring press with travel of at least 3" must be used and with capability of over 800 Ibs. After compressing the hub with a sturdy fixture, remove the large drum snap ring first. Next remove the sun gear snap ring and carefully release the press. The needle bearing will take the full coil spring load upon direct clutch release. Saslg.”Chrysler Overdrive Service Procedures (Continued) ourpur Chrysler Corporation suggests ‘SHAFT marking O.D. units on dis-assembly to insure proper balance upon assembly. Figures tand2. PUNCH ‘Theoverdrive clutchstackupuses the thickest plate ontop. Figurea. OVERDRIVEChryster _ Page 23 A-500 Overdrive Planetary and Bearing Failure CAUSES: _ Poor lube to planetary pinions. Bearing overload due to direct clutch thrust plate flexing from spring load, REPAIR: 1. File a 45 degree chamfer on the inside edge of the planetary. The factory began chamfering all planetarys in late 89. Most replacements are chamfered but check all of them to be sure. (Figure 1) FILE 45 DEGREE CHAMFER .050 WIDE Figure 1 2. Install a new O.D. thrust bearing #4461014Chrysler coun 292 24 A-500 Overdrive Planetary and Bearing Failure (CONTINUED) 3. Install updated direct clutch thrust plate. Early unit has no index groove... (Figure 2) New plate has a machined bevel on bearing surface. (Figure 3) The late plate which has an index groove to identity it. Part #4461120. EARLY PLATE/ NO I.D. GROOVE SZ Figure 2 LATE PLATE/ 1.D. GROOVE Figure 3A-500 ee a aa i eerie Bee Flare/4-3 Flare Te i = 3-4 and/or a 4-3 flare may be caused by a defective overdrive roller clutch. The same symptoms can occur after overhaul if the rollerclutch is installed backwards. ANNULUS GEAR (OUTER RACE) INNER RACE,Chrysler No 4th Gear No 4th gear in an A-500/A-518 may be caused by improper snap ring installation. If either the "flat" snap ring or "waved!" snap ring is installed in front (on top) of the overdrive clutch pack the overdrive piston will bottom on the snap ring, instead of applying the overdrive clutches. Refer to the following figures for proper assembly. 1. Install flat snap ring first. 2, Install the waved snap ring on top of the flat ring in the same groove. Figure 1. Figure 1Chryster_ : Page 27 3. Install the overdrive clutch pack. Make sure to install the thin backing plate first, and the thick backing plate last. Figure 2. 4. Install the "wire" snap ring on top of the overdrive clutch pack. Figure 3. 5. Make sure to measure for proper thrust plate selection. See next page. oe OVERDRIVE TWeKest pe Figure 2 Figure 3Chrysler Chrysler A-500 ee CE ENAE pate Selection Prosadu SES |" hrust Plate Selection P Proper thrust plate selection is very important to prevent 3-4 bind-up, slipping in reverse, and no "engine braking’. Use this method to choose the proper thrust plate thickness. STEP 1) Assemble entire overdrive section ‘Support extension housing upright in a vise or holding fixture. STEP 3 ) Lay a suitable straight-edge across the extension housing gasket surface. ‘STEP 4) Using a depth micrometer or a vernier caliper, measure the distance to the sliding hub bearing seat, WITH THE BEARING REMOVED. STEP 5 ) Measure in 4 places, 90 degrees apart. STEP 6_) Add all 4 measurements together, then divide this number by 4. This is the AVERAGE MEASUREMENT. STEP 7_) Measure the thickness of the straightedge, and subtract this amount from the AVERAGE MEASUREMENT. Refer to the chart for selection. EXAMPLE Measurement 1.491 1.488 1.492 1489 1.960 DIVIDE: __4 |.490-—- > (AVERAGE MEASUREMENT) MINUS - _158--> (STRAIGHT-EDGE THICKNESS) 1332-—-> Compare this number to the chart for proper thrust plate selection. 1 2. 3. 4.Chrysler A-500 (Continued) VERNIER CALIPER SLIDING HUB BEARING SEAT STRAIGHT-EDGE Measure for Overdrive Piston Shim MEASUREMENT | SPACER ‘SPACER THICKNESS (INCHES) PART NUMBER (INCHES) 1.250 - 1.264 4431730 108 - 110 1.265 - 1.279 4431585 123 - 125 1.280 - 1.294 4431731 138 - 140 1.295 - 1.309 4431586 153 - 155 1.310 - 1.324 4431732 -168 - 170 1.325 - 1.339 4431587 183 - 185 1.340 - 1.954 4431733 -198 - .200 1.355 - 1.369 4431588, 213-215 1.370 - 1.384 4431734 -228 - .230 1.385 - 1.399 4431590 243 - .245 In this example our thrust plate selection would be part #4431587, which is .183-.185 thick.NOTESSlips In 3rd Or Reverse, 2-3 Flare, Delayed Reverse, No 3rd Or Reverse & Direct Clutch Burn Up Always use the viton rubber rings on the center support. Tefion at this location can leak 10-20% of the apply oll, Metal rings can leak over 25%. Direct clutch viton rings are Ford part number ESTZ-7D429-A. Drill the three holes in the separator plate as shown. NOTE: Enlarging the direct clutch orifice more than the size shown can cause a 2-3 flare. The flare can often be corrected by removing the intermediate servo return spring. 1110-125 FORWARD 067 7 fe ‘CLUTCH Dinect S cLuTcH ma (23 SHIFD) LOW/REVERSE ‘SERVO THESE ARE NEW SPECS ON HOLE SIZES. pideFord _ : Page2 eee ee 0.) cies a. i eg Ha If you have an A4LD that lugs the engine when coming to a stop, you may have a TCC. release problem. Use the following steps to correct it. Disconnect the lock-up cancel solenoid wires. The converter clutch should not apply with the wires dis- connected. Ifit does apply, go to Step 2. Ifit does not apply, check for a shorted ground wire or a computer malfunction. STEP 2) Make sure the check ball in Figure 1 is installed. Make sure this check ball is installed. Figure 1Ford . 7 Page 3 STEP 3 ) Make sure the solenoid isn’t stuck. With the solenoid de-energized, apply air in the end, (figure 2) air should come out of hole "B". With the solenoid energized, air should come out of hole "A". Figure 2 AB Blow in here STEP 4 Enlarge the solenoid feed hole in the separator plate. Enlarge the solenoid feed to 1/16" (Figure 3). If you have a separator plate with a screen in the feed hole, leave the hole alone, just make sure the screen is clean CoH TSC Figure 3Ford STEP 5 ) Make sure the valve body is flat. This is an extremely common problem. Flat file the valve body to get rid of any high spots. STEP 6 ) Replace the shuttle vaive spring. Replace the shuttle valve spring with a spring that weighs 6 pounds at .500". Figure 4. Figure 4 Use a 6 pound spring hereA4LD ement Aer Rebuild oe . a - ae See —_ Nomove jement Aft ie oe ‘An A4LD that won't move after rebuild could be caused by no torque converter charge. The first thing to check is line pressure. If the line pressure is high you might have the wrong modulator or the modulator valve might be stuck. Figure 1 shows how to I.D. an A4LD modulator. 9/32" DeepCounter Bore _1/8" Deep Counter Bore Be a g . a Figure 1 AALD csrd If line pressure is normal, check to see if the transmission is pumping oll out to the cooler. Remove the outgoing cooler line (the bottom line) and see how much oil flows out with the engine running. You should get about one quart in 15-20 seconds. No ol to the cooler would indicate no torque converter charge. To correct this, drill a .040"-.080" hole in the valve body as shown in figure 2. Driling this hole lets line pressure feed directly into the torque converter charge circuit. Figure 2 Drill through this wall,A4LD No Reverse Some A4LD valve body assemblies do not use a check ball to cushion reverse engagement. These valve bodies are equipped with a reverse engagement control valve. Inspect your valve body for the correct assembly using the 3 drawings provided. Do not leave out the check ball on valve bodies that do not have this valve. If the reverse engagement control valve is stuck you may have no reverse. First Design KicKDOwN VALVE,Ford Second Design SQUARE RETAINER SOME VB MAY LOOK SLIGHTLY DIFFERENT BUT RETAINER STILL INSTALLS IN THIS HOLE LARGE DIAMETER PLUG. Tas PLUG HAS TWO KickDown DIEFERENT, DIAMETERS INSTALL SMALL DIAMETER Sop l pli KiCKDOWN VALVE, pie ‘SMALL DIAMETER PLUG. IF THIS PLUG HAS TWO DIFFERENT DIAMETERS INSTALL SMALL DIAMETER FIRST.Third Design SQUARE RETAINER. SOME VB MAY LOOK SLIGHTLY DIFFERENT BUT RETAINER STILL INSTALLS IN THIS HOLE, SAD KicxDown a J ‘VALVE RETAINER + RETAINER, SMALL DIAMETER. PLUG. IF THIS PLUG HAS TWO. \EVERSE ENGAGEMENT DIFFERENT DIAMETERS CONTROL VALVEFord Se Page 10 cng ive Siskin ces Meh rien nae RTIaE A burned E40D overdrive planetary may be caused by restricted lube oil feed in the stator. To check for a restriction, blow into the hole shown.Ford Air should come out of the orificed cup plug in the rear of the stator support shaft as shown below. AIR MusT EXIT HEREThere is drain back valve assembly under the orificed cup plug in the stator shaft. The valve assembly may have melted if it was subjected to severe heat. Thread a tap into the orificed cup plug, grab it with pliers and while wiggling it, pull it ‘out. Underneath the orificed cup plug is the drainback valve. Remove it and inspect the end for possible damage. THIS END GOES THIS END GOES INTO STATOR AGAINST CUP FIRST PLUG AINE GILT BAD (MELTED) If the valve assembly is damaged, stator replacement is required. The valve is not sold separately from Ford.Ford E40D Buzzing Noise A buzzing noise in all gearshift positions, that increases with engine speed, may be caused by missing orificed cup plugs in the pump body. The orifice size in both of these cup plugs is .030. Pressure Regulator Valve Balance Hole Converter Regulator Valve Balance HoleE40D Rebui id Tips 1. Enlarge orificed cup plug "A" to .075 for TCC exhaust. 2. Enlarge orificed cup plug "B" to .090 for cooler feed. 3. Always use metal rings on the center support and the forward drum, 4. Always check for restricted lube passage in the stator-see page 1. 5. On 1990 and later models, make sure that the rear case fitting, which contains a ball & spring, isn’t clogged. 6. Always install an extra ground strap from the transmission directly to the negative battery cable. This is expecially important on vehicles with extra electrical equipment installed.E40D Check Ball Locations EARLY 1989 UNITS Place balls in locations #1-#14. All balls are 5/16 diameter rubber. LATE 1989 UNITS Place balls in locations #1-#11. All balls are 5/16 diameter rubber except #10 which is 5/16 diameter steel. 1990-1991 Place balls in locations #1-#9. Allballs are 5/16 diameter rubber. To determine if you have a late 89 or early 89 look for holes (ball seats) in the spacer plate above ball locations #12, #13 and #14, Late 89 does not have holes above balls #12, #13 and #14, There are 2 balls located in the main valve body but since they have not changed locations or size since the E40D’s, introduction their locations will not be included in this bulletin. ALL MODELS EPC BALL (250 STEEL) AND SPRING (The EPC spring weighs 3.5 Ibs @ .750)Ford Terms Glossary ACC ACT BOO BP Ces ccc ccs ols ECA ECT EGO EPC EVP EVR FIPL FP IDM Isc MAF MAP MLPS NDS }OCIL }OCS PFE PIP PSPS RPM SS1 SS2 TOT TPS TSS VREF vss ax4u. AIR CONDITIONING CLUTCH AIR CHARGE TEMPERATURE BRAKE ON/OFF SWITCH BAROMETRIC PRESSURE CLUTCH ENGAGE SWITCH CONVERTER CLUTCH CONTROL SOLENOID. COAST CLUTCH CONTROL SOLENOID COMPUTED SPARK ADVANCE ELECTRONIC CONTROL ASSEMBLY ENGINE COOLANT TEMPERATURE EXHAUST GAS OXYGEN ELECTRONIC PRESSURE CONTROL, EGR VALVE POSITION EGR VALVE REGULATOR FUEL INJECTION PUMP LEVER FUEL PUMP RELAY COIL TACH SIGNAL IDLE SPEED MOTOR KNOCK SENSOR MASS AIR FLOW MANIFOLD ABSOLUT PRESSURE MANUAL LEVER POSITION SENSOR NEUTRAL/DRIVE SWITCH OVERDRIVE CANCEL INDICATOR LIGHT OVERDRIVE CANCEL SWITCH PRESSURE FEEDBACK EGR PROFILE IGNITION PICK-UP POWER STEERING PRESSURE SWITCH. DIESEL RPM SENSOR TRANSMISSION SHIFT SOLENOID TRANSMISSION SHIFT SOLENOID TRANSMISSION OIL TEMPERATURE SENSOR THROTTLE POSITION SENSOR TURBINE SPEED SENSOR REFERENCE VOLTAGE VEHICLE SPEED SENSOR 4X4 LOW SWITCHote __.Page 17 E40D Control System MECHANICAL LINK PUTS | OUTPUTS | THROTTLE, BODY MANUAL LEVER ELECTRONIC POSTION eNsOR PRESSURE (REGULATES PUMP: VEHICLE SPEED THROTTLE Posmion } PRESSURE) sensoness) Cian means wan ‘rn Bese OP nection Taansuision Frodesson“EcermoN une ‘TEMPERATURE CONTROL ASSEMBLY (ECA); PRESSURE SENSOR (TOT) mae TORQUE OVERDRIVE CANCEL t (DIRECTS ‘TO WHEELS swircH (ocs) —s] PRESSURE) EE cy FRICTION 1 SHIFT ELEMENT SOLENOIDS INDICATOR LIGHT (OCiL) MAP SENSOR, (MAP) [AIR CONDITIONER, ace) ENGINE RPM SENSOR BRAKE ON/OFF ‘SWITCH (B00) LOW SWITCH - 4x4 a : ae wFord Page 18 SHOSNAS ONY 'SHOLVNLOV ‘WSLSAS OUND SINOHL03 13 NOISSINSNVYL GraFora E40D Transmission Solenoid Body Terminal Identification #6 - NOT USED #5 - CC SOLENOID #4- TCC SOLENOID #3-#1 SOLENOID #2-#2 SOLENOID #1 - SOLENOID POWER LEADS BETWEEN TERMINALS 1&2 1&3 1&4 1&5 1 & GROUND 2 & GROUND 3 & GROUND 4 & GROUND 5 & GROUND 11.812 11 & GROUND 12 & GROUND 788 DEGREES F 32-58 59 - 104 105 - 158 159-194 195 - 230 231 - 266 #7 -T.O.T. SENSOR #8 - T.0.T. RETURN #9 - NOT USED #10 - NOT USED #11 - EPC GROUND #12 - EPC POWER READINGS SHOULD BE 20-30 OHMS 20-30 OHMS 20-30 OHMS 20-30 OHMS NO CONTINUITY NO CONTINUITY NO CONTINUITY NO CONTINUITY NO CONTINUITY 4.25 - 6.5 OHMS NO CONTINUITY NO CONTINUITY RESISTANCE 37K - 100K 16K - 37K S5K-16K 2.7K - 5K 1.5K - 2.7K 8K - 1.5K _Page 19 a aAXOD-E Check Ball Locations AXOD-E's are presently being made with 4 or 5 check balls in the pump. The valve bodies come with 7 checkballs. Check the pump seperator plate first.....f you have one hole in the bath tub shown, you have a type 1 set up. If you have two holes you have a type 2 set up. Check this location for 1 or 2 holes NOTE: AXOD-E'S USE ORANGE STRIPPED GASKETS.Atype 1 setup looks like this... it uses 4 checkballs.Page 22 Ford All valve bodies to date use 7 checkballs.NUMBER 1 2 3 " 12 13 AXOD-E Checkballs Reverse clutch orifice. Forward clutch orifice 1-2 Servo check. (Causes drive oil to go to the 2-3 servo regulator & gement control valve before it gets to the servo.) Overdrive servo orifice. Forward clutch control shuttle (Shuttles 1st-2nd gear oil and reverse cil, to move the forward clutch control valve.) 1-2 Servo release check (Causes servo release oil to go thru the 3-2 control valve during a 3-2 downshift) Direct clutch exhaust check (Causes the direct clutch oil to exhaust thu the #9 check ball during the 3-2 downshift.) Direct clutch shuttle (Shuttles direct clutch oil & manual low oil to feed the direct clutch) Direct clutch orifice. Servo Release check (provides an exhaust for servo release oil in 1st & reverse. Direct clutch oil shuttle (Shuttles between 3rd gear oil & 4th gear oil to feed the direct clutch.) Engagement Control Valve Shuttle (Shuttles T.V. oil & 2nd gear oll to. control the engagement control valve.) NOTE: Type 1 checkball configurations only use 2nd gear oil. Forward clutch control valve feed orifice. fyreals No Forward Or Slips Forward A condition of no forward, slips in forward, or delayed engagement may be caused by a cracked forward clutch piston. These complaints are usually worse when hot. To check for a crack, remove the outer lip seal, and insert a screwdriver into the lip seal groove. Now, twist the screwdriver and check for a crack in the bottom of the groove. Check all the way around the piston using this procedure. NOTE: A CRACKED PISTON MAY AIR CHECK GOOD. DON'T TRUST AN AIR CHECK FORWARD CLUTCH PISTON PISTON SEAL LOOK IN BOTTOM OF LIP SEAL GROOVE FOR CRACKSFord Page 25 If the forward piston is cracked replace it only with either the 2nd, or preferably the ard design. The 2nd and 3rd design will both have the same part number. When the stock of 2nd design is depleated, the 3rd design will be furnished under the same number - FADZ-7A262A. AXOD/AXODE FORWARD CLUTCH PISTON 1ST DESIGN HAS A STEP ‘STEP 2ND DESIGN HAS NO STEP IDENTIFICATION SYMBOL 3RD DESIGN HAS A STEP AND AN IDENTIFICATION SYMBOLphage Shift Quality Improve the 1-2 shift by installing a heavier 1-2 capacity modulator-valve spring. s2capacrty RETAINER MODULATOR VALVE. RETAINER SPRING UNE PRESSURE ‘BLOW-OUT CHECK BALL Find a spring that weighs approximately 1 1/4-1 1/2 pounds at .400", Many GM governor springs are very close, but weigh them to be sure.STEP 1 STEP 2 STEP 3 STEP 4 sou 92 27 2-3 Flare-Up Adjust T.V. pressure. Check line pressure & line pressure rise. Check servo travel. Should be .150" - .200" Replace the 1-2 servo spring with a spring of a lighter weight. A good example is a Torque Flight 8 front servo spring. If the flare-up stil exists use a C-3 rear servo spring. os Step 4 is not a rebuild procedure. Only do this after you have done steps 1 through 3 and the flare-up persists.TV Pressure Mismatching valve body, channel plate, pump or gaskets can cause uncontrollable throttle pressure. A loose TV cable can cause a no shift condition and make the accelerator pedal very hard if not impossible to move. To fix this, turn the engine off and tighten the cable 1/8" at a time until the TV cable can be moved with the engine ON. With TV cable mounted in engine bracket, make sure threaded shank is fully retracted. To retract shank, pull up on spring rest with index fingers, and wiggle top of thread shank while pressing shank through spring with thumbs. STEP 2 ) Rotate throttle lever to WOT position and release. Threaded shank must show movement or “ratchet* out of grip jaws. If no Movement is observed, inspect TV cable system for broken or disconnected components and repeat procedure. Adjust cable until TV pressure is 12-14 psi at an idle.Ford _ Page 29 Coast Down Clunk STEP 1_) Adjust TV pressure see page 19. STEP 2 ) Make sure minimum line pressure does not exceed specifications. STEP 3) Ona 3-2 coast down clunk, grind the 1-2 servo stop 1/16" to 1/8" as. shown. CAUTION :)step 3 is not a rebuild procedure, do this only if you have a 3-2 clunk and have done steps 1 & 2 first,Ford Page 30 Late Planet Change Ford has made a change to the front planet. They machined the front of the shaft so only the rear bushing of the front sun gear would be supported. The picture below shows both early & late planets. Machined Portion Note: These planets willinterchangeTo increase lube flow, enlarge the two feed holes in the separator plate and, if necessary, trim the rear lube chedk-valve spring until the check valve sits about 1/16" above flush. TIC CHARGE Planet Failure REAR LUBE (Converter regulator bypass) _Enlarge to .076 or 5/64" Enlarge to 1/16"Page 32 AXOD-E Solenoid Application Chart PRNDL GEAR ENGINESSi SS2_SS3 BRAKING op 1 NO OFF ON OFF 2 YES ON ON OFF 3 NO OFF OFF = ON 4 YES ON OFF ON D \1 NO OFF ON OFF | 2 YES ON ON OFF - 3 YES OFF OFF OFF 4 NOT ALLOWED BY STRATEGY 1 1 YES OFF ON OFF 2 YES OFF OFF OFF. 3 NOT ALLOWED BY HYDRAULICS 4 |NOT ALLOWED BY HYDRAULICS | R |R NO. OFF ON OFF PIN PIN _|NO__OFF_—_—ON OFF AXOD-E Clutch & Band Application Chart GEAR oveR Low | Direct | inteR. Low Drive |ForwaRD |ONE-way |piREcT /ONEWay | MEDIATE | REVERSE| INTER. | RATIO. BAND |cLUTCH [oLUTCH |cLUTcH |cLUTcH | cLUTcH | CLUTCH | BAND |manuat Low appuco [How [APPLIED | HOLD. ‘appuen | 27:1 DRIVE 1st GEAR APPLIED — | HOLD ‘apPUED | 27:1 DRIVE 2nd GEAR APPLIED OM | APPLIED ‘APPLIED | 1.54331 DRIVE 3rd GEAR, jApPuED | HOLD APPLIED ‘0001 DRIVE ath GEAR | APPUED| APPLE | O/R APPLIED 59431 | | REVERSE JapeucD | HOLD | ‘APPLIED 22681NOTESFord Electronics ie Ford Electronic Engine Control Trouble Codes IMPORTANT POINTS PARTICULAR TO FORD: Fords Electronic Engine Control (EEC) system does not have the ability to be “read" as other systems do. (Example - watching TPS voltage on a scan tool,) After the codes are retrieved, the system is best diagnosed with a too! called a break-out box. This ties inta the computer system and checks the sensors and ground circuits using a Digital Multi-Meter (DMM). Voltmeter hook-up 1. Locate the diagnostic 2. ‘Connect "Analog voit- cennecter and the Self meter as illustrated in Test Input (STI) gray Figure 1 if the vehicle connector (Examples on is an “83 1.6L the schematic in Page 2) figure 2 must be used, K) ge Ef "a solu. ourpur {PIN 4) VEHICLE BATTERY Figure 7 Figure 2Ford Electronics Page2 Typical ST| Locations Loe ee eter a ROME. WME EL DRIVE CAs cesconnrn Exe, TEMPOTTOPAZ) wan00 neamweres. onne.cans (TRNDERIIADIEOUGH LTDAMAGUIS MSTAMDEAPE) ontiinon Et aw vy, weer moron FUEL Pu ano, west etc POWER PELAYS. COWENTONAL FriaME, REARWMMEEL 7 ave cas TUNGGLN FORD CROWN VIETORIARGRAND MARQUIS) eseries FSemESFord Electronics Page 3 {Always perform this test first) KOEO - Key ON engine OFF test: (After hook-up of analog voltmeter) STEP 1_) Turn the key ON ... If diese! powered, depress the throttle to the floor for entire test! The processor will run its own self diagnostics and ‘output “hard codes" on your voltmeter. (Figure 4) Bin -sunacygen me EEGEne Puce METHEN DS Ny i232 me ee] aE) | ‘MERLE ED, + HMCEER MAE EMEEM + 1 MECKEORBECOMEED = BERR rast Figure 4 STEP 2) Count the needle sweeps and write down the cades in order. Watch for a seperator code 11 and code 10. These aré not faults but indicate "no a codes" and divisions between pracessor memory. Figure 5 is an example 3] of 'No Codes". If there were codes present, they would be displayed in the 4 second pause location. SELF TEST OUTPUT coos copes coon cone Figure §Ford Electronics Page 4 KOER - Key On Engine Running Test Do this after KOEO tests. Start the engine, the first meter display will be the Engine |.D. code, (2 pulses - 4 cylinder 3 pulses - 6 cylinder 4 pulses - 8 cylinder \ Spulses-7.3 diesel _ (Verifies processor installed for proper engine.) 2nd output will be code 10 which is a single pulse on the meter. This indicates it is time for the operator to complete the "Dynamic Tests". These tests check items listed as they are actuated. ist STEP Perform WOT (Wide Open Throttle). Turn steering 1/2 turn. 3rd STEP Perform BOO (Brake On/Off). 4th STEP Cycle O.D. cancel switch if equipped (E40D). After completing steps 1 to 4, the analog voltmeter will present codes. (Figure 6) O0E 2a, Om 40 CCE cook coo : , : , ec sxobos seen \ / sect pane maagntaronae sae {OREN THROTTLE NOW Figure 6 NOTE: To erase codes ... disconnect "STI" jumper DURING code output.Ford Electronics __Page § E40D - Drive Cycle Test Erase all existing codes by disconnecting STI connector while: codes ‘are being emitted, ‘Check transmission fluid level. Engine must be at operating temp- erature. ‘Transmission in *D" range ... Press ©.D. cancel switeh (light on)... moderately accelerate from 0 to 40 mph and allow 3rd gear shift. Hold speed and throttle steady for 15 seconds, Press O.D. switch (light off). Moderately accelerate from 40 to 50 and allow 4th gear upshift. Hold speed and throttle steady for 15 ‘seconds. ‘When transmission is in 4th gear ... lightly apply and release the brake ... hold speed and throttle steady for 15 seconds. STEP 6 Brake to a stop, stand stationary for 20 seconds in "D", Repeat ‘steps 3 to 6 a minimum of 4 times. STEP 7 PERFORM KOEO (as per page 3) to retrieve any codes. sauos}o9i3 piedPage 6 Ford Electronics WOM % pue Aouanbay} HOeyD * ads 0 Ne AoUanbay sOsues eunssaud ouoWOEG ‘emp % pue ouenbay) yoauD "eds jo no Aauenbay sOsues aunsseud einjosge PIOPLEN “WO 03 ;ndul aBeyoA yOaYQ 389} Jes BULNP Dads Jo Jno euNyeredwway yuR|OOS auiBU ‘suo@UUOD JaMod DUB abieyor 80u8I0}6) 494 peeds 9Ip] wnusyU pue 9g|4994D. 7501 J!8s BULND pal “pepunos6 ynov9 LINGUS 40 “sOWUOW OasouBe)p uoI famod (s@,ndww09) YS mo] 00) paddoip Waly By ‘anneBeu [Oo wos} jeUBis jo $So7 wa (god ynaHd Yypum e/Bue 1255 “Byp! 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