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RE0F10A - JF011E - RE0F06A Repair Part1 PDF
RE0F10A - JF011E - RE0F06A Repair Part1 PDF
D
aimlerChrysler has joined the cedure follows along the same lines • Trailer towing.
ranks of many manufactur- as the NAG (722.6) and even the new • Taxi, police or delivery service
ers offering a Continuously 62TE. There’s no dipstick; customers (commercial service).
Variable Transmission (CVT). The are encouraged to take their vehicle to • Off-road or desert operation.
2007 Jeep Compass, Patriot, and Dodge a repair facility every 15,000 miles to • Heavy loading
Caliber come equipped with an option- have a trained technician check their
al CVT produced by JATCO. According fluid. A special tool, Miller part number Mechanical: External
to a local Dodge dealership, they can’t 9336, is used to check the level, which A quick look at the CVT reveals
keep the CVT Calibers in stock. This depends on fluid temperature. Since the two Hall Effect speed sensors (ISS
dealer sold the first fifty Calibers with- fluid level can change almost 12mm and OSS), a transmission range sensor
in a month and is anxiously waiting for from 70ºF to 190ºF, the level must be (TRS), a water-to-oil cooler, and a mul-
more. checked with the 9336 dipstick and titude of pressure taps. The components
This CVT isn't new technology; cross-referenced to a chart or table. are labeled on the following pictures
in fact, the unit is similar to the CVT From the bottom of the internal stop the (Figures 1, 2 & 3, see next page).
found in many Nissans since 2002. In fluid level should be: There are pressure taps all over this
this article, we’ll focus on the mechan- transmission, but don't just plug any
ical and hydraulic operation of the Temperature High Low pressure gauge into these ports. Use a
JATCO CVT used in DaimlerChrysler 77ºF 38mm 25mm gauge that’s rated for at least 1000 psi.
vehicles. In the next issue, we’ll look 138ºF 42mm 29mm Typical operating pressures can eas-
into the electronic and computer con- 191ºF 46mm 34mm ily approach 800 – 900 psi to ensure
trol systems. necessary side force on the CVT belt
It all begins with the basics, and The fluid is expected to last the life (Figure 4, see page 40).
nothing gets more basic than check- of the vehicle, but maintenance sched- When montoring pressures, you’ll
ing fluid, right? The CVT uses a spe- ule B (which pertains to most vehicles) see the secondary variator pressures
cial fluid, designated CVTF+4, which would require the fluid to be changed peak momentarily when rolling to a
is specifically designed for the CVT. every 60,000 miles. According to stop. This lowers the effective ratio
According to DaimlerChrysler, the unit DaimlerChrysler, schedule B includes before the vehicle comes to a com-
requires this special fluid because of the vehicles driven under any of these con- plete stop. Once the transmissions stops
“higher pressure, special metal alloys, ditions: rotating, the CVT can’t change ratios,
and the critical need to prevent belt • At temperatures below 32ºF because the variators need to rotate to
slippage.” For ID purposes, the fluid is (0ºC). change ratios; more on that later.
green and, according to the manufactur- • Stop and go. Refer to Table A for typical pres-
er, even a small amount of regular ATF • Extensive engine idling. sures.
will cause severe damage to the CVT. • Dusty conditions.
The one-quart bottle is part number • Short trips of less than 10 Mechanical: Internal
05191184AA and the five-gallon jug is miles (16 km). The secrets of the CVT are found
part number 05191185AA. • More than 50% at sustained within the transaxle. Here you will
Checking the fluid in the CVT high speeds during hot weath- find two variators (pulleys), a steel
isn’t straightforward. In fact, the pro- er, above 90ºF (32ºC). belt, a high-pressure oil pump, a valve
JATCO CVT ID
1. Line Pressure
2. TCC Release
3. Primary Variator
4. Forward Clutch
5. TCC Apply
6. Input Speed Sensor
7. Water-to-Oil cooler
8. Pass-Through Electrical Connector
9. Secondary Variator
10. Reverse Clutch
11. Trans Range Sensor Figure 2
12. Output Speed Sensor
Figure 3
Figure 5
Powerflow
Powerflow comes down to the
basic concept of “a small gear driving a
big gear equals underdrive” and so on,
except in this case, there are no gears
ATRA is much more
to speak of. Sure, there’s a planetary
gearset, but it’s only used to get the
sheaves to rotate in the opposite direc-
than just a HelpLine...
tion for reverse.
In reverse, the forward clutch is • Nationwide Inter-shop Warranty • Point of Sale Support
released and the reverse clutch applied, • ATRA Online's Tech Center • Consumer Complaint Arbitration
holding the carrier to the case. Power • Technical Seminars • Health Insurance Services
flows clockwise through the input shaft • Testing & Certification • Garage Liability Services
to the annulus gear. Since the car- • GEARS Magazine • Shipping / Freight Services
rier is held, the sun gear will be forced • Customer Referral Services • Web page Design / Hosting
to rotate counter-clockwise. The sun • Bankcard Services • Industry EXPO
gear is connected to the primary varia- • Check Verification Services • Technical BookStore
tor and, as simple as that, you have • Consumer Financing Services
reverse.
The pulley ratio is locked in reverse
to prevent overacceleration. This is
necessary since the potential is there
for the engine to remain at a constant
speed while the transmission changes
ratios. A customer may not realize it,
but the vehicle could (if allowed) accel-
erate faster in reverse than in forward www.atraonline.com (866) GO-4-ATRA
range. This is why they lock the ratio
in reverse: to prevent highway speed
COMPLAINT
SECONDARY COMPLAINTs
Low/high line pressure, soft/harsh shifts
• Clutch and band failures • Low converter pressure • Loss of lube
COrrection
Valve
Washer
Pressure
Regulator Valve Reamer
Boost Assembly
1 Valve
1 Spring
R
D
EQ
UIRE
1 Spacer
Note the location of the key in the
Bore Sizing Tool adjustable steps prior to disassembly! Key
89010-TL
1 Reamer
1 Reamer Jig The continuous oscillation of the pressure regulator valve in A540E units
1 Bore Sizing Tool wears the valve body bore. If severe wear occurs at the balance line circuit, the
pressure regulator valve won’t stroke to reduce line pressure and feed the
converter/lube circuits. This can result in high line pressure, harsh shifts, reduced
converter pressure and loss of lube. Severe wear at the other pressure regulator
valve circuits can allow line pressure to exhaust or go to sump, resulting in low
line pressure, soft shifts, and burned clutches and bands. The Sonnax oversized
valve 89010-04K is made from hardened steel for better wear resistance and the
kit includes a new spring to maintain proper pressure specifications. The
required tool kit 89010-TL also works with existing Sonnax kits 89010-03K
(A140E, A240E, A540E '88-'93) and 97855-24K (A340E).