CUO) POU) inar |Sem 8 c 3 - : LZ ee Soe udTechnical Seminar Automatic Transmission Rebuilders Association 2472 Eastman Avenue, Suite #23 Ventura, CA 93003 TEL (805) 654-1700 + FAX (805) 654-0970 ‘The information presented in this seminar handout was prepared by the ATRA Technical Staff Glenn Troab Dennis Madden Paut Yaklin Clif, MeConmick Iu Gers Weldon Barnett Faited By Glenn Troub & Dennis Madden Design & Layout By Kelly Echewoth Thie manual has been compiled and produced by the Automatic Transmission Rebuilders Association forthe benefit and improvement of the industry. Alt information inthis Souk Based on the atx dats evaableat the ine of publiestion, While every elf is made to tain accuracy the Avtomaic Transmission Kebulldow Association caaot assume responsibility for any errs, changes and omissions that may occur nor ability for any damage to person to affet mainnanoe oe repair workTable of Contents Electronics 1 Hydraulics 27 Imports 45 Ford 79 General Motors 103 Chrysler 125 Glossary 1 A a eer ore forra) Coad eeInside or Outside That Is The Question The purpose of the following section is to help you pinpoint the answer to the question of, "Is the problem you're trying to figure out being caused by something inside the transmission? Or is the cause of the problem in the external control system?" This question MUST be accurately answered before going any further in your diagnosis. There are many diagnostic testers and scan tools available to you today. The aftermarket manufacturers have done an excellent job providing you with ways to ‘look into’ a control system to see what's happening. And, of course, the auto manufacturers all have their own dedicated diagnostic equipment designed for their specific make. But what if you don't have the scan tools yet? Or maybe you want a ‘second opinion’ of your scan tool results? That's what this section is about. A method of answering that all important ‘Inside or Outside’ question. PeeYELLOW 8007 YELLOW WIRE Computer Signal Monitor This computer signal monitor will save you hundreds of hours troubleshooting electronic- ally shifted transmission complaints. Easy to build, easy to hook-up, and fairly inexpensive, this tool is sure to pay for itself many times over. Best of all, since current draw is only .025 amps, it won't damage sensitive computer circuits the way old fashion test lights can, Make one TODAY, you'll probably need it tomorrow! WniTE YELLOW LACK RED BACKSIDE VIEW (OF MOUNT PLATE RED 8007 RED WIRE GREEN Boor WITH BLACK BAND BLUE WIRE GREEN B0oT GREEN WIRE BLACK BOOT BLACK WIRE YELLOW BOOT WITH BLACK BAND WHITE WIRE PARTS LIST or 3 ‘Jumbo LED 276-086, 2 @per pack) 4700 Resistor 2rr019 4 (10 per pack) Aligatoe Clips or 270378 Bed of Nalls Gps (See beow) 1 28,8 Conductor Prone Cord 279-422 1 Radar Detector Mount Pia 270-034 1 Shvink Tubing zresezt 1 ‘Small Wire Te Stop Solder TOOLS REQUIRED SOLDERING IRON WIRE CUTTER/STRIPPER DRILL 25/64" DRILL BIT & 3/16" DRILL BIT INSTRUCTIONS 1. Drill three 25/64" holes in mount plate for LED's (Location A). Drill two 3/16" holes for te strap (Location 8) 2. Trim long leg (+) of LED's to a Qa 1/2" and solder resistors to each TT of the cut legs. | Ip “+ ''// UKE THIS, 3. Cut end off phone cord and strip grey jacket back 2" Strip colored insulation back 3/8" 4. Snap LED's into holes and solder wire as shown in diagram, Cut 1" long pieces of 1/16" shrink tubing and put over wires before you solder them. After soldering, slip tubing over bare wires. 5. Cut hamess length to approximately 12' 6. Strip grey jacket back 2' from end. Place the Red, Green & Yellow wires in one length of 1/8" shrink tube, and Blue, Black and White wires in the other piace. 7. Cut two 1/4” Jong pieces of 1/4” shrink tube, and place on one Yellow boot and one Green boot. These Black bands will be wire identification markers, 8, Place boots over wires as shown and solder clips onto wires. Be sure to put the boots over wires before you solder clips on. 8. Paint the backside of the LED's Black to prevent ‘sunlight from shining through them. HOOK Hook-up instructions are on the next page. Bod ofa pe Mratacured by 48, POPPER, NC. P.O. Bor 12 200 Loony Stet Le Ferny M764 (201) 6413082 FAK 01 #404289, =) QeComputer Signal Monitor (Continued) WHEN THE COMPUTER SENDS VOLTAGE TO THE SOLENOIDS, IT WILL ALSO BE SENDING VOLTAGE TO THE MONITOR LIGHTS. 12 Volt Controlled TRANS. MosT COMPUTER IMPORTS Ground Controlled MosT DOMESTICS | _ TRANS. COMPUTER 1. RED BOOT (+) TO LED #1 2. YELLOW BOOT (#) TO LED #2 3. GREEN BOOT (+) TO LED #3 4. BLACK BOOT (-) TO LED #1 5. YELLOW BOOT WIBAND (-) TO LED #2 6. GREEN BOOT WIBAND (-) TO LED #3 #2 45 44k #6 SS Aara Sona WHEN THE COMPUTER SUPPLIES A GROUND FOR THE SOLENOIDS, IT WILL ALSO BE SUPPLYING A GROUND FOR THE MONITOR LIGHTS. 8 NOTE: Remember, the positive (+) LED lead must be attached to a voltage source. The negative (-) must be attached to a ground source. eeeMitsubishi KM175/6/7 The KM Series solenoids have a full time GROUND at the valve body, and the computer switches 12V POWER signals to the solenoids to activate them. Watching the Shifts ll Reb vaRE © J Early ety, Swe wre: 2=pDcsV 3=S0LB 4=SOLA ‘SOLENOID PATTERN 3rd 4th ist 2nd oes sovan | CO|[OK0][O00] Kory 2nd Sol. B 3rd None Lock-Up a Soup Beha | QQ) meting the shits ae m 7 — a 1st 2nd m fo - + ee 3rd 4thMitsubishi Trouble Codes When an analog voltmeter is connected to the ELC-AVT terminal, the needle will swing from 0 volts to 12 volts. The timing of these pulses from the TCU (seconds on) (seconds off) determines the trouble code. CONNECTOR LOCATION CONNECTOR TYPE a | | | L ‘GROUND ELC-AIT GROUND ELC-AT 1985-86 1987-031989 Codes Fault Fault | Faut code (or voltmeter) Cause Remedy “Abnormal increase af TPS output | « Check the throttle position sen 1» Check ine tote postionsen- forte «# Aajustte tote positon sen 2 ‘AbnoimeldecreaseatTPSouput |” s0r pe +» Check the accelerator switch {No.28" ouput ornot +» Chace th tots positonsen —}— Sor output rout homens w Incorrect aquatmant of tha {rote postion sensor system 2 a Damaged or disconnected wiring | © Check the ol temporature sen | olthooltemperaturesensorsys- |" sorceutharnass ‘ann + Ghee he temperature son ea + Bred oemperiue son Sorts “28 Daraped ar dscancactod ing | © Check he ckdounsvo ofthe ickdown sen swich ye | * swatch output ecu hamess. FO a tem: orampropar contact + Gres fekdon sero Sevich connector ——— 1 Check he hiekdown servo 26 Shon ckeut of he kickdown eno | ° switchisel, 2 ‘amagedor disconnected wiring | © Check the gnition pulse signal cltheigtion pulse pickup cable |" line systers 7 | ———=—~—~~~S*«*Y Showtcucutof the aceolarator | © Check te accelerator switch Swish systom orimpropet adust- |” output creuthamess, ment 1» Check the accelerator switch ‘sonnector. Tr + hack he accelerator swith 1 Aajust the accalerator switch at ‘Malfunction ofthe microprocessor | « Replace the contol unit re 32 "[Fisigea conmandduingtion: |» Repace the contol ut speed diving WL a "| Damagedr disconnected winng | © Check the pulse generator} ofthe pulse goncratorB systom output ceuthaness. ‘cell, 1» Shack pulse generator B its ANP Chock the vehicle speedrosd Swatch for chatorngh1989 Codes (Continued) Fault Fault code for voltmeter) cause Remedy a Sprapsiocmmmearintcg | * Gustto wincaihc or TU system ‘© Check shitt control solenoid Sosss crmm, [ose kaa @ Damagedor disconnected wiring | ® Check the solenod valve con- A, ‘system ‘© Check shitt contro! solenoid af Damagedor disconnected wiring | # Check the solenoid valve con: i ee + Bilge pera conctle corer — e + Babee emulate a Teaicaaioreepmsnracawal|* Saiesee eee | a7 ‘Damaged or disconnected wiring | @ Check the solenoid valve con- sree | seo + Bee eecnpercschcoe eee eee generate @ Seipehaoaiepc ann |* Semler nce ol ‘Malfunction of the damper clutch | # Check the damper clutch control aaa Susbesa setae ToT ns + Berea Stee chen page + Bele cenmen ST '* Check pulse generator A and ise generator &thomsoWos « Rictdswn brake sippage. Electronics1989 Codes (Continued) Fault code Fault code lor volumeter) Couse Romedy An ‘Second gear non synchronous '© Chock the pulse ganoratorA eutputcweult harness. 1» Chace the pulse ganeratorA sonnector. Chock pulse gonorator its Kiekaown brake sippoge. Tie gear non synchronous © Chock th pulse goneraiorA Sutputereut artes. «+ Chuck he pulse ganeratoccon- fect. «+ Check puso generator A and le yan 8 erases ont Rares sippage. ANN Fourth gear non synehvonaus © Chock the pulse ganeraiora ‘utput ecuitharness.. «© Check the puse generator Sonnector. Eheck pulse gonerator A itsel, Kickdown brake sippoge,1989 Codes (Continued) A FAIL-SAFE ITEM 3 Pi Output code Description Fattsate {ea | output pattern or voimeten " ut code) ae Malfunction of the | 3rd gearhoid ‘When code No.31is| rmicoprocessor ‘generated 4th tie, ov nf Fst gear command | 3:4 g69r(D) 2nd | When code No 3216 n Guingivgh peed” | goat Una Senoried atntie no 13 Sid gear(O) or2nd | When code No 33% | n gear, Uno Goneratea athtine 4 Damagedordiscon | Sid gear hold ‘When code No. ator ected wing, oF ‘is generated th n Shorteveui efit Gentolsolenad valve R 15 Daragedor discon. | 3rd gearhald When code No. 430 nected wieng. or ‘Aisgrerated ah i. ‘shor circuit, of shift time, contol solenoid valve 5 16 _ ‘Darrayedordscon- | 31d 900 (O)or 2nd | When code No, 45 or = necedienger” | pov hak ‘Bis generated ath Short eral atthe time pressure conto sole: oid valve 7 Shift steps non- 3id gear (O}or2nd | When ether code Syrenonous georte, U hold No'Si,52890r04 ‘donersted athtime.10 Component Testing & Behavior If trouble codes were present during the last step of preliminary testing, you would then go directly to that component for verification of the fault. Keep in mind that a trouble code does not mean, “replace that component’, it means "check" that component. If no trouble codes were present, you may have to check several components {o find the malfunction, Either way, checking components is easy if you have the right tools. Te really test well you should have two tools, a scan tool and a digital multimeter such as a Fluke 87. By comparing the scanner reading with the Digital Multimeter (DMM) reading, you are checking the computers capability of processing the sensor signal. This is one of the few ways of actually checking the computer. Electrical Input Component Behavior Most Electrical Input Components can be put into three basic categories. Voltage generators, switches, and variable resistors. These categories can be broken down even further. We'll do this be referring to the number of wires they have. 90% of the sensors/switches you encounter will fall into one of these categories. voltage generators 2wire switches 4 wire 2wire variable resistors 4 wire 2wire 3 wire The key to diagnosing electrical input components is understanding their behavior. Onc this is done, a simple wiring schematic will usually be all that is needed to diagnose the input components used in todays computer controlled transmissions Some input components have more than three wires. In these cases, you'll find one or more ‘components built into one housing. This is usually the case with throttle position switches, manual lever (neutral safety) switches and temperature sensors. NOTE: The test and behaviorial observations made in this section are with the switch/sensor stil connected to the circuit and operating normally. To check the operation of the circuit you'll want to backprobe the computer harness connector or use a break-out box. Most computer systems use five volts or battery voltage to operate the switches/sensors. Weill refer to this as source voltage or reference voltage.Component Testing & Behavior (Continued) EXAMPLE: Below is a wire schematic of a 1990 Hyundai Sonnata with a KM175 transaxle, the computer system uses 18 input sensors/switches. All of these (with the exception of the tach signal) inputs fall into one of the three categories of electrical input components. @ Votage Generator © ore wie switch © to wire suitch © ore wire variable resistor © Two wire variable resistor © three wie variate rosistor * Compound switch (The number tthe right of the asterisk ‘denotes how many stches) Tach signal nNVoltage Generators - Two Wire Two wire voltage generators are nothing more than a magnetic rod with wire wrapped around it. When ferrous metal (something that will attract a magnet) is passed by the end, it produces an AC Symbols Description electrical signal. The most common application for this is a VSS or turbine shaft sensor. Commonly Used [ >] Test/Behavior This sensor produces an AC (alternating current) signal when the shaft it monitors is rotating. This can be measured with a voltmeter. The voltage will increase as the shaft speed increases. The range will usually be 0-10 volts AC. In some cases it will go higher. Because some sensors will peak before maximum shaft RPM is obtained (e.g. 1992 Ford truck with VSS on the differential), it is often more accurate to check the sensors frequency (Hz). Common Applications 4L80-E input and output sensors Ford 7.3L Diesel RPM Sensor ‘A604 turbine shaft and output sensors KM175 pulse generators A and B AXOD-E turbine sensors AOD-E output sensor 4T60-E VSS G4A-EL turbine sensor 12GM Voltage Generator Vehicle Speed Sensors (VSS) ADDITIONAL INFORMATION The main job of the Vehicle Speed Sensor (VSS) is to tell the computer how fast the vehicle is going. There are two main types of VSS systems. The early type used an L.E.D. and a photocell Simply put, the speedometer cable would spin a reflective blade and light from the LED would be reflected to the photocell. The photocell would pulse a transistor on and off each time the blade passed by. The computer would simply count the pulses and compare them to an internal clock to calculate vehicle speed. The later type doesn't have a speedometer cable. A permanent magnet generator (kind of a little alternator) is mounted to the transmission, This PM generator produced AC voltage as the vehicle started to move. The voltage would rise as vehicle speed increased but the computer doesn't look at the voltage. AC voltage switches between positive and negative forming a wave called a sine wave. The number of times (cycles) per second that it switches is called its frequency. Frequency is measured in hertz (Hz) which means cycles per second. As vehicle speed increased the frequency would also increase, The computer would simply compare frequency to a clock and get vehicle speed much like the photocell pulses. The easiest way to check a VSS is to compare your scanner MPH reading to the dashboard speedometer. They need to be the same. The next way, which is not as accurate is too measure the frequency at the VSS. You would either need a scope to do this or a DMM that had frequency capability like the Fluke 87 or 88. Set the meter to AC volts then push the Hz button. Put the two leads of your meter to the two wires of the PM generator. Now as vehicle speed goes up, you'll; see a rising frequency on your meter. Up until 1987, GM used 1.112 Hz per MPH which means MPH times 1.112 should equal your meter reading. Beginning in 1987 GM now has PM generators operating at about 10 times higher frequency. The least effective method of testing a VSS (But better than nothing) is to measure the AC voltage and expect it to rise as you go faster. At some point it will stop rising and there is no direct comparison of voltage to MPH ‘Electrical O-Ring 7 < @ S01LOWSPEED HIGH SPEED 4 a bp 3 $ = 5 @ 5 TIME Magnetic 2 rotor PKU SPEED SENSOR 13Converting Hz into RPM © count the tabs (or holes in cases like a sun gear shell of a KM transaxle) on the rotating shaft. ©® Measure the frequency (Hz) of the rotating shaft. © (hz + Number of tabs) x 60 = RPM EXAMPLE: A 4L80-E has 31 lugs on the forward clutch drum. If the frequency was measured at 819.2 Hz, the drum RPM would be (819.2 + 31) x 60 = 1585.5. 4Switches - One Wire Description This switch is a normally open (N.O.) or normally closed (N.C.) grounding switch and changes states when certain conditions are met. This switch can be used to monitor pressure, temperature or mechanical position (e.g. neutral safety, KM servo switch) Commonly Used Symbols ss ¢ COMPOUND SWITCH Test/Behavior ‘Temperature: Check the signal wire for source voltage when the engine is cold. It should change states when the engine warms up, Pressure: Check the signal wire for source voltage with the engine off, ignition fon. Start the engine, run the transmission through the ranges or gears that are required to pressurize the switch (ie. if it's a fourth gear switch, let the transmission upshift to fourth), it should then change states. Mechanical: This can be somewhat confusing because the test will be unit specific. In this example welll use the servo switch on a KM175, This switch changes states when the servo is pressurized (second and fourth). Check the signal wire for source voltage while shifting from first fo second. It should change states when it shifts, Common Applications Temperature: Mitsubishi - coolant temperature switch (compound switch) Toyota - coolant temperature switch. Pressure: 2004R - fourth gear switch AXOD - N-D - switch 4L80-E PSM switch (compound switch). Mechanical: KM175 - servo switch rte 5Switches - Two Wire Description This switch operates in the same manner as the single wire switch. The difference is, the switch is not self-grounding. This being the case it can be used to provide a ground signal or a voltage signal This switch is most commonly used as a pressure switch or a mechanical switch. Commonly Symbols uy ‘COMPOUND ‘COMPOUND ‘SWITCH ‘SWITCH Before the behavior of this switch can be checked, the signal to the switch must be checked first. I's important to know whether the : switch is used to provide a ground or voltage signal. This is where Test/Behavior understanding the wire schematic comes in handy. 700R4 3rd gear switch Common 44074 Temperature switch ans ‘A604 PRNDL switch (compound switch) Applications G4A-EL Manual lever switch (compound switch) 16Variable Resistor - One Wire The switch is currently used only as a temperature sensor. It provides a varying ground signal, ~ ee Test/Behavior Check the voltage on the signal wire. The voltage should vary between .5v - 4v (approximately) Common Applications Nissan ATF temperature sensor 44074 ThermistorVariable Resistor - Two Wire Description In most cases, this sensor works just like the one wire sensor. In most cases the ‘extra’ wire is connected to ground. This is usually used as a temperature sensor. Ford also uses a ‘ganged’ resistor as manual lever position sensor. Commonly Used Symbols —@e— [ete Check the voltage on the signal wire. It should vary Temperaturs with temperature (.5v - 4v approximately). Test/Behavior Common ATF temperature sensor . Coolant temperature sensor Applications 18GM 2 Wire Variable Resistors Coolant Temperature Sensor (CTS) ADDITIONAL INFORMATION The coolant temperature sensor (CTS) is also a variable resistor but it only has 2 wires. The wires on every GM vehicle I've ever seen are yellow and black. The CTS has a negative temperature coefficient which is a fancy way of saying as temperature goes up, resistance goes down. The following chart will compare temperature with resistance. RESISTANCE TEMP. - F TEMP. -C 100,000 -40 40 25,0002 0 18 13,5000 20 7 7.5002 40 4 3,500 70 20 1,800 100 38 4500 160 70 1850. 212 100 (Boiling Point of water) The computer supplies 5 volts on the yellow wire, which is trying to go to ground on the black wire. If the CTS resistance is high, the 5 volts can't go to ground and the computer reads high voltage on the yellow wire which means the motor is cold. As the CTS warms up it's resistance goes down and more of the volts can go to ground, The computer see's the drop in voltage on the yellow wire as an increase in temperature. The easiest way to test this sensor is with your scanner. If the car has sat all day (or night) without tuning then call up the CTS on your scanner. The temperature on the scanner should be the same as the ambient temperature (air temp.). When you start the vehicle the temperature on the scanner should begin going up. To be really precise you could also compare the scanner reading to the reading of a thermometer inserted in the radiator. If the readings are wrong, first check for 5 volts on the yellow wire. If you don't have 5 volts then suspect the computer or the wire. If you get 5 volts then unplug the CTS. With the CTS unplugged none of the 5 volts can go to ground so the computer thinks the engine is very cold, Expect a scanner reading around -40. Next use a jumper to connect the yellow and black wires together which sends all 5 volts to ground. Expect a scanner reading around 150°C. Those two tests would show that the computer is capable of interpreting the CTS correctly so suspect the CTS as faulty. It could then be checked with an ohmmeter and a thermometer. a 19Variable Resistor - Three Wire This is one of the most common ‘types’ of sensors used in todays computer controlled systems. It consists of: A voltage reference signal (usually five volts), a ground signal, and a return signal. The Symbols Description retum signal is varied by way of some ‘outside force’. This can be mechanical (TPS), Vacuum (MAP), or Atmospheric pressure (BARO). Just to name a few. Commonly Used If there was ever a sensor that needed a good ground this is it, This sensor is more often than not, used to sense engine ‘load’. In most cases voltage will increase as load increases. What is important to recognize, however, is voltage will vary with load. In some cases (Jeep w/AW4), voltage will decrease with increased throttle angle Test/Behavior (load). Do not be too concemed with voltage specifications. Be aware that voltage will normally vary from .5v - 4.5v. NOTE: A bad ground will cause a high voltage return signal. Common TPS, MAP, BARO, MAF Applicati , MAP, : 20GM 3 Wire Variable Resistors ‘ADDITIONAL INFORMATION There are many types of 3 wire sensors such as: Throttle Position Sensor, Manifold Absolute Pressure, Vacuum Sensor and Barometric Pressure. Luckily they all test the same way. All the above 3 wire sensors are really just variable resistors or potentiometers. When voltage is applied to one end of a resistor, less voltage will come out the other end. This is called a voltage drop. If the resistor is variable then the voltage drop will be variable. This variable voltage is sent back to the computer on a wire called signal retum. The computer reads this variable voltage as variable sensor positions and now knows exactly what the sensor is doing, A a These sensors have 3 wires. One wire is signal retum as already discussed. Signal retum on a GM vehicle (our example vehicle) is usually the center wire of the three. Of the other two wires, one is voltage feed and the other is ground. A ground wire eventually goes to the battery negative post which is zero volts so in a perfect condition the sensor ground wire will read zero volts. Perfection is hard to achieve so in an actual system we will allow no more than 0.1 volts. The ground wire on a sensor, grounds in the computer and is called sensor return. Don't confuse this with signal retum which is the center wire. The last wire is the voltage feed wire. On a GM vehicle, it is fed five volts from the computer and is called VRef (Voltage Reference). 213 Wire Sensors (Continued) If you understand everything just discussed then testing the 3 wire sensor will be very simple. Get your DMM and set it to DC volts, On many meters, that will be a V with a straight line above it. (The wavy line is AC) Place the negative lead of your meter on the negative post of the battery. Place the positive lead of your meter to one of the outside (not center) wires of the sensor. This will be done with the sensor still plugged in so you will be back probing or you will have to scrape some insulation off the wires. Tur the key on but don't start the engine. You will either be on \VRef or sensor return. Let's suppose your on VRef, your meter should read 5 volts. If it doesn't then either the computer or the wire to the computer is at fault. Now place your lead to the other outside wire, your meter must read no more than 0.1 volts. If you have more than .1 then you have a bad ground, probably in the computer or the wire to the computer. If the problem ground was elsewhere it should have been caught during the Preliminary Checks TEV Supply Signal Now you can check the signal return wire which is the center wire. IMPORTANT! If either of the outside wires, VRef or sensor return is bad, there is no way the center wire, signal return, can be correct. You must correct the VRef or ground problem before the center wire can give an accurate and usable reading. As you already know, the signal retum will be variable, so what should the reading be? 223 Wire Sensors (Continued) The reading will vary between approximately .5 volts and 4.8 volts, The actual reading will be based on what the sensor is doing. When a scan tool is plugged into the diagnostic connector, then any sensor voltage reading it gives you should be the same as the center wire. At this point | usually plug in a scan tool AND put my DMM on the center wire. As long as the readings are the same, then the computer is properly reading the signal. if the readings are different by more than a few hundredths of a volt then the computer has a problem. But what should the reading be? A a TPS - The Throttle Position Sensor reading will be approximately .5 volts at closed throttle and 4.5 volts at wide open throttle. It is VERY important to move the throttle from the closed position to the wide open position S-L-O-W-L-Y to make sure the voltage rises smoothly. Any spikes or dips in the voltage reading is a short or open in the sensor, meaning the sensor must be replaced. MAP - The Manifold Absolute Pressure Sensor will have a Red (Carburated), Green (Fuel injected), or White (Cadillac) connector. The signal return reading should be approximately 4.8 volts at zero vacuum and drop to about 1.0 - 1.5 volts at high vacuum. Turbo MAP - identified by an orange connector will have about 2.5 volts at zero vacuum. Applying vacuum will drop the reading to as low as approximately 1.0 volts. Apply pressure (like turbo boos!) will raise the reading to nearly 5 volts. Vacuum Sensor identified by a gray connector will be exactly opposite of a regular MAP sensor. Approximately 1 volt at zero vacuum and increasing to 4.5 to 5.0 at high vacuum, BARO Sensor - The Barometric Pressure Sensor has a blue connector and is used to tell the computer the altitude the vehicle is at. At Sea Level the reading should be at least 4.6 volts and decrease as altitude increases. NOTE: Fuel injected cars (other than early Cadillac) don't use BARO sensors. When the key is first tumed on but before the engine cranks the computer takes a quick look at the MAP reading. If the engine isn't cranking or running the Manifold Pressure will be barometric pressure. Do You BACK-PROBE? Use The Tool Designed For The Job X JP.29591 TEST PROBE Manure by 1.0 Box ai2 200 Ube Soot Lie Fory Ru 743 (a01)o41-3252 FAX Gr) 440-428 23 JP.29491 TEST PROBE24<> @ CHAI B dtydraulics26 NotesHydraulic Principles Before we look at each hydraulic control component, you will need a basic understanding of the principles of hydraulics. The first principle is that liquids resist compression. To put it arother way, if you were to try to compress a liquid, the container would leak around any seals, and if enough pressure were applied the container could break. z FLUIDS DO NOT COMPRESS 2728 Hydraulic Principles (Continued) When you think of pressure, think of a fluid filled cylinder with a piston at one end. When you apply a force or weight to the outside of the piston, there is a pressure on the liquid inside the container. Pressure is usually measured in pounds per square inch (PSI). Pounds per square inch tells you that the piston is pushing on every square inch of fluid with the same in every direction If the apply force on a one square inch piston is 100 PSI, the pressure on the walls and opposite end of the cylinder will also be 100 PSI, The pressure is the same throughout the cylinder because of the first law of hydraulics. Pascal's Law, the first law of hydraulics, states: Pressure on a confined fluid is transmitted equally in all directions. F = Force A=Area P = Pressure umm xe >uLY mouou 71>Hydraulic Principles (Continued) The formula to get leverage works like this. Apply two pounds of force on a pump piston that has one square inch of surface and you can get 100 pounds of force from a piston with 50 square inches of surface. er Since the average oil pressure of an automatic transmission is only 75-100 Ibs. per square inch, we will have to use a large apply piston in order to increase the apply force against the clutch plates. In other words, if we have a clutch piston with 100 Ibs. per square inch, and we have 8 square inches of piston area, then we would have a clutch apply force of approximately 800 Ibs. This information will show you the importance of good sealing, and will be of value to you when you are diagnosing slippage conditions. Piston area 8 9, Inches 100 pst ol pressure ©, 8 5q inches x 100 pel = 80 bs. apply force 2930 Hydraulic Principles (Continued) To get an automatic transmission to shift gears, we must have fluid flow. To get any flow we must have a pressure difference within the system. To get pressure differences we use a system of valves and orifices. With a valve we can start, stop, or regulate the flow of oil. With an orifice we may only create a fixed pressure differential. VALVE 50 psi ORIFICE 50 psiValve Types Valves used in automatic transmissions will fall into one of three categories, servo, switch or regulator. Some valves will serve more than one function. Servo This valve is used to move other valves. The most common use for these are pressure regulator boost valves. ‘Switch This valve is used to direct oil to shifting elements or other valves. The most common use for these are shift valves. Regulator This valve is used to control how much pressure is used in a given circuit. The most common use for these are pressure regulator valves. 31Valves Let's take a look at the valves used in most automatic transmissions. These vaives all work on the basic hydraulic principles that we covered earlier in this book. In general there are two types of control valves used in automatics. The first is a valve that regulates oil pressure and flow. The other is a type that directs flow. A valve that regulates oil pressure and flow can be as simple as an orifice. An orifice creates a back pressure on the pump side of the system. On the other side of the orifice the pressure drops to lower amount, depending on the size of the line. Orifice drilled into casing Pump side or separator plate Pressure regulator valves are used in all automatic transmissions. There are two types, on being a straight forward regulator. Line pressure is regulated by a fixed rate spring. From pump — Valve Spring Yflas Yi VL Drain off tosump To system A variation on this valve is a variable regulator. This system allows a second oil pressure to control the primary pressure. Piston Valve Trans. pump Contra pressure =| LOT, Ls Spring Drain’ ” To system 32Valves (Continued) A system of valves is used to direct the oil flow to the various clutches, brakes, servos, and lock-up units. These valves are cylindrical and usually have at least two lands. Between the lands there is. a groove or valley. Ded SPOOL VALVE In automatic transmissions most of the valves are located in the valve body assembly. They are fitted in their bores to very close tolerances, so care must be taken when handling them. The valves can be positioned to block flow to one port, thus deverting the flow to another port. Flow in 33Valves (Continued) If we move the valve to the left, it would block the one port and open the other. Now how do we move the spool valve? We could use some sort of mechanical linkage. YMA We could also have a second oil pressure source push on the face of the spool valve. A spring at the other end of the valve would push it back when the second pressure was released. Uo | Secondary pressure —= Spring = Vent | Ls Some spool valves have lands with different diameters. The pressure is applied between the lands to position the valve. The larger land get the harder push, thus moving to that side to open the port. Ys rr 1 as 34Check Balls Check balls are small steel or rubber balls that allow fluid to flow in only one direction. When fiuid is flowing in one direction, it pushes the check ball out of the way and into the open position. The fluid then flows around the ball. If the fluid begins to go in the opposite direction, it pushes the ball into its seat blocking the flow of fluid. RESTRICTION ORIFICE ‘A APPLICATION eine APeTy PRESSURE, cLuTcH RELEASE 35Governors The governor is a hydraulic speedometer which uses centrifugal force to change mainline pressure to governor pressure according to vehicle speed. Govemor pressure usually matches road speed. In other words, govemor pressure is about 20 PSI when the vehicle is traveling at 20 MPH and about 30 PSI at 30 MPH. Governor pressure will eventually equal mainline at high speeds. Govemor pressure works against TV pressure. The two pressures work on opposite ends of the shift valves to control upshift and downshift timing. There are three basic styles of govemors. Ford, Chrysler and some imports attach the govemor to the output shaft. Oil feed is through the govemor support and into the governor housing through one hole. Then, depending on the speed of the vehicle, oil metered by the govemor feeds into another hole called the govemor oil setur circuit. This oil is governor pressure whicn feeds the large end of each shift valve. Many manufacturers use two different size valves inside the govemor housing. The heavier valve is the primary valve. The primary valve moves when the vehicle's speed is below 10 MPH. The lighter valve inside the governor is the secondary valve. This valve moves after the primary valve has opened. The secondary valve is an orificing valve which increases governor pressure as road speed increases. Centrifugal force and a spring control the secondary valve, 36Govemors (Continued) The vehicle's governor pressure should show an even, smooth increase in pressure as ‘oad speed increases, The chart shows normal govemor output pressure. if the governor pressure does not rise with road speed the transmission will shift very irregularly, GOVERNOR PRESSURE OUTPUT 3 Cees PS. 50: 0 5 10 15 2 25 30 35 40 50 Miles per hour 3738 Throttle Valve When a driver steps on the accelerator, engine torque increases. This means that the engine is under load, Transmission pressure should change with engine load, so the transmission can handle the increased torque. To do this the transmission must know the position of the accelerator pedal. To send this information to the transmission, the car manufacturer uses either a vacuum line and modulator or linkage. The modulator or linkage moves a valve in the valve body. We call this valve a modulator or throttle valve and it controls TV pressure. This valve acts as a regulator valve which changes line pressure into TV pressure according to throttle opening. Vacuum operated transmissions use a modulator. A modulator changes vacuum signal into a mechanical force. This force moves the throttle valve. The diagram shows the modulator, pin and modulator valve. When the engine is idling, vacuum is high. The high vacuum pulls back the diaphragm inside the modulator. When the valve is in this position, it reduces pressure within the TV circuit. When you depress the accelerator pedal, vacuum decreases. Reduced vacuum allows the spring inside the modulator to push the pin and vaive back to their original position. When the valve moves back, TV pressure increases. Passages direct the TV pressure to the pressure regulator and shift valves. When you open the throttle, the throttle valve plunger pushes the throttle valve into the bore. Then, depending on how far you depress the pedal, main line pressure bleeds into the TV circuit TV oil works on several valves including the backside of the TV plunger, the pressure regulator valve and the shift valves. ATMOSPHERIC PRESSURE MANIFOLD THROTTLE PRESSURE ACU THROTTLE VALVE (CASE) eo CONTROL PRESSUREShift Valves A shift valve is a hydraulic on-off switch that is either open or closed. TV pressure and govemor pressure control most shift valves. TV pressure acts on one end of the valve while governor pressure acts on the other end of the valve. These pressures work against each other to move the valve, Govemor pressure moves the valve to the upshift position while TV pressure moves the valve to the downshift position. There is also a spring on the TV end of the shift valve. This spring works against governor pressure to return the valve to its downshift position. z ‘When govemor pressure is working against the 1-2, 2-3 and 3-4 shift valves, the 1-2 shift valve will always move first. The reason is simple Shift valves have different diameter faces. A 1-2 shift valve usually has a larger diameter face than the 3-4 shift valve. This means that more force is working against the 1-2 shift valve than there is against the 3-4. Also, the spring behind the 1-2 shift valve may have less tension than the spring behind the 3-4 shift valve The diameter of the face combined with the tension of the spring, makes the 1-2 shift valve easier to move than the 3-4 shift valve. Soy uir 0333 onuas: 39Hydraulic vs. Computer Shifted Systems The following is a comparison of hydraulic vs. computer shifted systems. HYDRAULIC COMPUTER Governor Pressure = road speed VSS = road speed pushes the valve against TV & spring Tries to upshift TV Pressure = engine load TPS, MAP = engine load * Opposes upshift EXAMPLE: ECM calculates VSS & TPS then sends a signal to the solenoid which pressurizes the govemor side of the shift valve overcoming spring pressure. * Some units use TV pressure but only for shift feel. It is not used to control shift timing.Electronic Pressure Control There are two main types of electronic pressure control systems currently in use. 1. Variable force solenoids also known as force motors, and 2. Pulse width modulation also known as duty cycle. Think of variable force solenoids as electronic modulators. A modulator puts a variable force on a valve to control the valves position which in tum controls pressure. The variable force solenoid does exactly the same thing. The computer sends a variable current to the solenoid. Since the current varies, the electromagnetic field in the solenoid also varies. Its this varying magnetic field that allows the solenoid to exert a variable force on a valve. = Pulse Width Modulation (PWM) usually doesn't operate a valve. It just opens or closes a passage to either bleed off pressure or let pressure into a circuit, A PWM solenoid usually operates at a fixed frequency while controlling pressure. In other words it pulses the same number of times per second whether its raising or lowering pressure. Each pulse consists of an "ON" time and an "OFF" time. If the ON/OFF times are equal of 50/50 then the solenoid is operating at a 50% duty cycle. If the ON time is more than the OFF time then the percentage of duty cycle is higher like 70%. By changing the duty cycle or pulse width it will change how often the solenoid opens the passage to control pressure. Exhaust armature spring Frame valve | f ees for oun) Ay \ SRR signal s ma Fiud —oamper (orouT) —speing coat Purge assembly FORCE MOTOR PULSE WIDTH MODULATION 4err =- Notesec RE4ROTA/R4A-EL Component Application Chart e BRAKE BAND over. [rwo row [row Selector rev [a [are [OD High | Fwo | Running| One-way and Rev | One-way Positon| Gear_| ciuten | Apps | Release | Appsed | Guten | ctuten | ciutcn | cuten [arake [cut rev | O lo ist miee| ©) e 2nd D ole ad en |e e oD eo le [oO 4 |nal «le e 2nd ° eile ard en le ele = ler orlel ‘and Oo ) e Hydraulic pressure is applied to both 2nd applied side and 3rd released side of band servo piston. However, because the area of the 3rd released side is larger than the 2nd applied side, the brake band does net operate, Hydraulic pressure is applied to OD applied side, plus condition “1 above. Brake band is applied, Operates. Operates when throttle opening is less than 1/8, Engine braking effect available, Operates when throttle opening is less than 1/8. Engine braking effect not available. Operates when the EC-AT control unit receive OD inhibit signal from the cruise control unit and throttle ‘opening less than 1/8. Engine braking effect available, ‘Operates when the EC-AT control unit receive OD inhibit signal from the cruise control unit and throttle opening less than 1/8. Engine braking effect not available. Operates but does not transmit power. Operates during acceleration and cruising.RE4ROTA/R4A-EL Pressure Tap Identification FORWARD CLUTCH TO COOLER COOLER RETURN GOVERNOR (RLARO1A)RE4ROIA/R4A-EL Pressure Specifications Line pressure specs vary from model to model. Below are 4 charts to represent the different models and manufacturers specifications. MAZDA MPV-2WD_ —IDLE STALL Dst 68-74 175-186 REVERSE 88-04 219-230 MAZDA MPV-4WD IDLE STALL DSL 87-74 148-159 REVERSE 102-108 206-218 NISSAN 240SX IDLE: STALL Dst 68-74 148-159 REVERSE __95-101 206-218 NISSAN PATHFINDER IDLE STALL. DSL 63-68 175-186 REVERSE __97-102 219-230 47RE4ROTA/R4A-EL Valve Body Removal and Installation Use this picture as a guide for placement of sensors, clamps, etc. = Short Bolt s L = Long Bolt TO REMOVE VALVE BODY — REMOVE ONLY BOLTS MARKED. S$ AND L. PHOTO SHOWN WITH FILTER REMOVED FOR CLARITY NOTE: No pipes need to be removed for valve body removal.RE4ROIA/R4A-EL Checkball Functions and Locations VALVE BODY CHECK BALLS Overrun Clutch Forward Clutch Band Apply (2nd) Band Apply (4th) Reverse Apply 3rd Apply ‘3rd Exhaust 3-2 Control Low & Reverse Shuttle C@NAKRYON= ALL BALLS ARE STEEL AND .218 DIAMETER SPRING & ORIFICE 49RE4ROIA/R4A-EL Air Check Points/Solenoid Information andapety Tene ane 2 Ghaween yy MELEE ry a cenrsUles etrase fie REAR OF crate | Pa nnn st Nor Leak a avo brine ak nae oneen ows wo reverse ae ‘CLUTCH ovennun Cuurcn evense ronwaro uuren | Tcloren ” Te. SOLENOID APPLICATION GEAR |SOLA | SOLB reeerares peonces saan) LOCKUP SOLENOID OnoER ven nc IN DRIVE ERE a. 2 | ofr | on 3 | ofr | ore Lr ae LINE PRESSURE SOLENOID -N.C.2.550 SHIFT SOLENOID "8" NO. 20400 N.C. = Normally Closed 'N.O. = Normally Open ‘SHIFT SOLENOID “A” NO. 20400 ovennuw cure THERMO SUITCH SINGLE WIRE SOME MODELS) LENO dp To worbeonees f= OPEN OVER 302 DEGREES LOsED 50Nissan Trouble Codes Transmission trouble code retrieval on Nissan computer shifted transmissions and transaxles is easy and uniform. Simply have a seat, turn the key on, and move the shifter and the 'O/D OFF’ switch around and an instrument panel light will flash codes to you. Just be sure that the appropriate light comes on for a moment when you tum the key on in Park before you enter diagnostics. The following chart shows you which light to watch for: Pathfinder ~All Watch the 'POWER' Pick-up ~All or P Van -All "POWER SHIFT light g Stanza - All (except '93 Altima) z Maxima ~ All (except '93 DOHC) = 2408X ~All Watch the Quest ~All ‘OID OFF" light "93 Stanza Altima "93 Maxima DOHC 3002x ~All Watch the ‘A/T CHECK ' light Ob OFF nace Ca) power shit ineator arpNissan Trouble Codes (Continued) On alll vehicles except the '88-'89 Pathfinder and pick-up models, make sure that the transmission 'MODE' switch, (Power, Auto, Econ.) stays in the 'AUTO' position throughout the procedure. The "88-89 Pathfinder and pick-up (PF & PU) use this switch during the code retrieval procedure. ‘AUTO. ‘COMFORT GETTING CODES - ALL MODELS EXCEPT QUEST 1. Get the engine to operating temperature. 2. Tum the key off. 3. Set parking brake. From this point on, do not touch the throttle or brake pedal unless instructed to. 4, Move shifter to'D'. (Push the shift lock button, if equipped, to release the shifter with the key off.) 5, Tum OID switch ‘OFF’. '88-'89 PF & PU set power shift switch to POWER’. 6. Tum the key ‘ON 7. Wait at least two seconds. 8. Move shifter to'2' 9. Tur the O/D switch ‘ON’, '88'89 PF & PU set the power shift switch to ‘AUTO! 10. Move shifter to 't" 11. Tum the O/D Switch ‘OFF’. '88/89 PF & PU set the power shift switch to ‘POWER’. 12. Slowly push the throttle to the floor. 13. Slowly release the throttle. 14, 240SX and Van only. Tum the O/D switch ‘ON’ Watch the appropriate instrument panel light for codes. 52Nissan Trouble Codes (Continued) GETTING THE CODES - QUEST . The Quest RE4FO4A control system uses a sliding, spring loaded, momentary ‘O/D OFF" switch on the column shift lever. Get the engine to operating temperature. Tum the key off. Set the parking brake. From this point on, do not touch the throttle or brake pedals unless instructed to. 4. Move the shifter to 'D’ 5. Slide the 'O/D OFF" switch to the left and hold it there all the way through steps 6 and 7. Do not let it slip, 6. Tum the key ‘ON’ 7. Move the shifter to ‘2. 8. Release the 'O/D OFF" switch 9. Slide the ‘O/D OFF" switch to the left again. 10. Release the 'O/D OFF" switch. 11. Move the shifter to 't" 12. Slide the 'O/D OFF" switch to the left once more. 13. Release the 'O/D OFF’ switch 14, Push the throttle slowly to the floor. hard. 15. Release the throttle slowly. ena + Watch the 'O/D OFF" light for codes. CODE FORMAT The appropriate light, previously listed, will give you the codes using an 11 flash sequence. This sequence ALWAYS begins with a long (2.0 second) starter flash, followed by ten shoréer flashes. If no problem exists, all ten short flashes will be REALLY short flashes (0.2 seconds). If a problem exists, one of the ten short flashes will be a little longer (0.8 seconds) than the rest in that sequence. Your job is to count which shorter flash after the long starter flash was the 0.8 second flash, i.e. 1st, 3rd, 7th, etc. If the 1st short flash was the slightly longer one, we'll call that a code ‘1’ If the 4th short flash was the slightly longer one, we'll call that a code ‘4’. You get the idea. 4» judgement icker is longer than ners ‘stjudgement eke ie longer than others. SUM, 53Nissan Trouble Codes (Continued) CODE FORMAT (Continued) After each sequence of 11 flashes, there is a 2.5 second 'OFF' pause. Then, either the code will repeat, or the next code in line will be displayed If all your light gives you for a code is one second 'ON’, one second ‘OFF’, over and over, it's telling you that the battery is either low, or hooked up backwards, If your light worked before you entered Diagnostics, but doesn't do anything now, you've got a problem with the shift lever position (Inhibitor) switch, overdrive switch, throttle valve switch or ‘computer. CLEARING THE CODES Any codes given will clear themselves after you fix the problem and then start the engine twice. CODE UST Vehicle Speed Sensor - Transmission circuit open or shorted, Vehicle Speed Sensor - Speedometer circuit open or shorted, Throttle Position Sensor circuit open or shorted. Shift Solenoid ‘A’ circuit open or shorted. Shift Solenoid 'B' circuit open or shorted Timing Solenoid, or overrun clutch solenoid circuit open or shorted, Lock-up Solenoid circuit open or shorted, ATF Temperature Sensor circuit is open, or computer power source is insufficient. Engine RPM signal circuit open or shorted. Line Pressure Solenoid circuit open or shorted, Seenonseona 54Mazda Trouble Codes All Except ‘87 626 Trouble codes will be displayed by either the 'HOLD' light, or in some cases, the 'MIL' (check engine) light. If no problem exists, the 'HOLD' or ‘Check Engine’ light will come on for three (3) seconds after turning the key on, then it will go out. If a problem develops, the 'HOLD' or ‘Mii’ light will flash in a regular patter as long as the problem persists. This is not a trouble code, just an indication to look for them. Make certain that either this, or the ‘no problem’ flash occurs. Trouble codes will be retained in memory for later retrieval GETTING CODES, In order to get the codes, you have to locate the ‘Diagnostic Request’ lead, and using a jumper wire hook it to a good ground, oad The ‘Diagnostic Request’ lead comes in several forms. 1. A single pin, single wire Blue connector. 2. Assingle pin, single wire Green connector. 3. One of the pins in an integrated ‘Diagnostic Connector’ rep] [re] ala S Jae] se] ] tat] \ Jae] \ ]ise joa] aera) re [a Use the following chart to find out which connector you need and where it is. 323 90-91 The integrated ‘Diagnostic Connector’ located behind the battery. Ground the TAT pin. The "HOLD' light flashes your codes. 92-93 The integrated ‘Diagnostic Connector’ located behind the battery. May not have a TAT pin. Ifnot, ground TEN pin. The ‘Check Engine’ light flashes your codes. 5556 626/MX6 929 MPV Mazda Trouble Codes All Except ‘87 626 (Continued) 88-89 ALL, 90-92 Turbo Blue single pin connector. Behind dashboard to the left of the steering column, coming out of transmission computer harness. ‘HOLD’ light flashes your codes 90-92 Non Turbo Green single pin connector. Behind the left front shock tower. The ‘Check Engine’ light flashes your codes. 93 ALL The integrated ‘Diagnostic Connector in front of the left front shock tower. Ground the TAT pin. The 'HOLD' light will flash your codes. 88-91 Blue single pin connector. Next to right side hood strut. The 'HOLD' light flashes your codes. 92-93 Integrated 'Diagnostic Connector’. Near left front shock tower by air filter box. Ground TAT pin. ‘HOLD light flashes your codes. 89-91 Blue single pin connector. In front of left front shock tower. 'HOLD' light Jashes your codes, 92-93 Integrated ‘Diagnostic Connector. Near left front shock tower. Ground TAT pin. "HOLD ' light flashes your codes. Van - All Blue single pin connector. Under dash to the left of the steering column, coming out of transmission computer harness. 'HOLD' light flashes your codes. CODE FORMAT When the ‘Diagnostic Request’ pin is grounded, the appropriate light, ‘HOLD’ or 'Check Engine’) will give you your trouble codes in long and short flashes. Long flashes (1.2 seconds) are the ‘tens’ digit of a two digit code, short flashes are the ‘ones’ digit of a one or two digit code. The lowest number codes will be shown first, then the higher number codes will be shown in order. There is a four second ‘OFF’ period between codes. The series of codes will repeat as long as the ‘Diagnostic Request’ pin is grounded. If no codes are present when you ground this pin, the ‘HOLD’ or ‘Check Engine’ light will remain dark.Mazda Trouble Codes All Except ‘87 626 (Continued) CLEARING CODES Disconnect the battery negative post for at least 60 seconds. All codes will be cleared. CODEUST 4. No Engine RPM signal from ECM. 6. No vehicle speed signal from the transmission VSS. 7. No vehicle speed signal from the speedometer VSS. 12. Throttle position sensor signal open or shorted. 55. No signal from ‘Drum Speed’ pulse generator on trans. 56. No signal from ATF temperature sensor. 57. No 'Shift Signal’ from transmission controller. Bad controller. 60. '1-2' or'A’ shift solenoid circuit open or shorted. 61. '2-3' or'B' shift solenoid circuit open or shorted 62. '3-4' or ‘Overrun Clutch’ solenoid circuit open or shorted 63. Lock-up solenoid circuit open or shorted, 64, Line pressure control solenoid circuit open or shorted. 65. Lock-up engagement control solenoid circuit open or shorted. forced 57Mazda R4AEL Nissan RE4ROIA Nissan RE4FO2A The solenoids have a full time GROUND at the valve body, and the computer switches 12V POWER signals to the solenoids to activate them. NOTE: Connectors wil Watching the Shifts vary in shape and size. os see) x3 0|[om0||000||ow}, Lock-up TCC Sol, ‘Making the Shifts 4st 2nd : PEED) p Te ° GEE | +] Gare lee ard 4th 58RE4ROIA/R4A-EL Bumt High Clutches/2-4 Band Bumt high clutches and/or 2-4 band may be caused by no line pressure rise. One cause may be the slide lever binding on the edge of the pump pocket. The solution is to either purchase a NEW pump, or modify the slide lever in your pump, as shown below. FILE ~.06 -.009 from the end ofthe ste lever. Dont sind ton the bench g ce that will leave a burt ‘onthe tip seal groove, which may wear out the tip seal fo Wear of the slide lever, pivot pin and the hole the pump pocket, allow the lever to contact t ‘wall in the pump, which binds ths lever in the ‘minimum output position. Try to achieve “bos =.008. clearance between the slide ever and the ‘pump body IMPORTANT: Push the fever to the et while ‘measuring te clearance. 59RE4ROIA, R4A-EL Premature Planetary Failure Several areas require extra attention when addressing a complaint of repeat or premature planetary failure on this unit #1 Clogged or Restricted Coolers #2 Mislocated Case Bushings #3 Geartrain Set-Up #4 Lube-Relief Valve #5 Filter Restrictions COOLERS The transmission coolers in the vehicles listed below are of the "Fin" Type design. These fin type coolers will trap any contaminants in the fluid. Once the cooler is plugged or restricted with these contaminants, lube oil to the transmission will be reduced. The fin type coolers cannot be properly cleaned using conventional methods. Cooler replacement will be required if the cooler is clogged or restricted. Acceptable cooler flow is 1 quart in 20 seconds retuming to the transmission. These Nissan vehicles are originally equipped with fin type coolers: MODEL YEAR 300ZX 1990-1992 Truck 1988-1992 Pathfinder 1988-1992 Mazda vehicles equipped with this transmission have not had any widespread cooler concems. CCUT-AWAY VIEW OF TRANSMISSION COOLER 60RE4ROIA, R4A-EL Premature Planetary Failure (Continued) CASE BUSHINGS Mislocated case bushing will also cause planetary failure due to lack of lube. Lube oil is fed through the hole between the case bushings, and into the mainshaft. Make sure the bushings have not moved together, covering the hole. NOTE: The rear case bushing should be flush with the rear edge of the bore. The front case bushing should be approximately .150" below the front edge of the bore. oad 61RE4ROIA, R4A-EL Premature Planetary Failure (Continued) GEARTRAIN SET-UP To help the lube reach the front planet, remove the sun shell bushing. This allows lube oil to flow freely out the end of the sun gear into the front planet. NEW replacement shells DO NOT have a bushing installed from the factory. Remove the bushing from the front sun gear. To prevent a potential loss of lube through clearance in the geartrain, limit end play to the minimum side of factory specifications. Listed below are the Nissan part numbers for the selective washers available. Factory specifications on end play are: Total end play: .010-.020 Reverse drum end play: .024 -.035 Selective Bearing Pump cover to Reverse Drum Races Selective Washor 7 Thickness, Part Thickness Part mm (in) Number mm (in) Number 0.8 (0.03%) __31429-21K00 07 (01028) __31528-21X00 1.0(0.038) 31429-21x01 0.9(0.035) _31528-21x01 4.2(0.047) 31429-24X02 1.1(0.043) 31528-21X02 1.4(0.058) 31429-21X03, 4.3(0.051) 31528-21X03 1.6 (0.063) 31429-21X04 1.5(0.059) 31528-21X04 1.8(0.071) — 31429-21X05 4.7(0.067) 31528-21X05 2.0 (0.078) _31429-21x08 1.9(0.075) _31528-21X06 62RE4ROIA, R4A-EL Premature Planetary Failure (Continued) LUBE RELIEF VALVE AND FILTER RESTRICTIONS Lube Relief Valve There is a lube blow-off ball & spring in the rear of the case that vents the lube circuit at approximately 17 psi. Remove the ball, spring and orificed cup plug. Thread the hole and install an allen head set screw to plug the hole, Be sure to apply Locktite® to the threads of the set- screw during installation. LUBE RELIEF VALVE IF THE RELIEF VALVE LEAKS PLUG IT WITH AN ALLEN HEAD SET SCREW. Filter The life of the planetary in this unit depends on a free flowing filter to supply the lube circuit with an adequate volume of oil. A restricted filter will cause the pump to suck air which is eventually fed into the lube circuit. The filter can be restricted to the point that the unit doesn't exhibit any operational complaints but still not flow enough volume to supply the lube circuit sufficiently Take the extra time to thorougly clean the valve body, and blow dust and stray fibers off new friction material. It may also be worthwhile to remove the pan and clean the filter after the vehicle has been in service for a week or two after overhaul. This will clean out any loose material that may have collected in the sump and on the filter during "break-in’ 63RE4FO2A Component Application Chart GEAR RATIOS istgear | _2.785:1 2nd gear | 1.545:1 3rdgear_| _1.000:1 ‘ath gear | 0.6941 Reverse | 2.2721 Low REVERSE CLUTCH SELECTOR POSITION GEAR ENGAGES. Low CLUTCH HIGH CLUTCH 24 BAND REVERSE CLUTCH SPRAG R D Reverse 1st gear 2nd gear 3rd gear 4th gear ist gear 2nd gear ist gear 2nd gear = APPLIED OR HOLDING