521

2002 TECHNICAL SEMINAR
Automatic Transmission Rebuilders Association

2400 Latigo Avenue Oxnard, CA 93030 Phone:(805) 604-2000 Fax:(805) 604-2005 http://www.atra-gears.com
This manual has been developed by the Automatic Transmission Rebuilders Association (ATRA) Technical Department to be used by qualified transmission technicians in conjunction with ATRAs technical seminars. Since the circumstances of its use are beyond ATRAs control, ATRA assumes no liability for the use of such information or any damages incurred through its use and application. Nothing contained in this manual is to be considered contractual or providing some form of warranty on the part of ATRA. No part of this program should be construed as recommending any procedure which is contrary to any vehicle manufacturers recommendations. ATRA recommends only qualified transmission technicians perform the procedures in this manual. This manual contains copyrighted material belonging to ATRA. No part of this manual may be reproduced or used in any form or by any means graphic, electronic or mechanical, including photocopying, recording, electronic or information storage and retrieval without express written permission from the ATRA Board of Directors. Public exhibition or use of this material for group training or as part of a school curriculum, without express written permission from the ATRA Board of Directors is strictly forbidden. ATRA and the ATRA logo are registered trademarks of the Automatic Transmission Rebuilders Association. Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service Technology Group. 2002 ATRA, Inc. All Rights Reserved. Printed in USA.
2002 ATRA. All Rights Reserved.
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Program Contents
General Motors ..................................................... 1 Ford ................................................................... 75 Saturn ............................................................. .147 Chrysler .......................................................... .165 Mitsubishi ....................................................... .197 Volkswagen ..................................................... .229 Reference ......................................................... 253
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ATRA Technical Team
Dennis Madden Chief Exsecutive Officer
Lance Wiggins Technical Director
Creating a Great Seminar For most of you, a technical seminar is maybe half-a-dozen or so hours of intense technical information and then, as quickly as it begins, its over. But a lot of effort goes in ahead of time, researching, developing and designing a seminar, long before its ready to play your town. Long days late hours frayed nerves all part of the process to put a clean, carefully-choreographed presentation in front of a discriminating audience. The folks involved in developing this years seminar are the leaders in the transmission repair industry. With over 200 years of combined technical experience, theyve poured their heart and soul into every page and slide in this program. Whether their contribution involved technical expertise or organizational skills, the culmination of their efforts was an extraordinary educational experience that were proud to call the ATRA 2002 Technical Seminar. We hope your experience is as rewarding as it was for us to develop it.
Evelyn Marlow Technical Supervisor
Randall Schroeder Senior Technical Advisor and Seminar Speaker
Steve Garrett Technical Advisor and Seminar Speaker
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ATRA Technical Team(continued)
Kelly Hilmer ATRA Online
Cliff McCormick Senior Technican and Network Administrator
David Skora Technical Advisor
Bill Brayton Technical Advisor and Seminar Speaker
Mike Baird Technical Advisor and Seminar Producer
Mike VanDyke Technical Advisor
Mike Brown Technical Advisor
Pete Huscher Technical Advisor
On behalf of the entire ATRA Technical team and myself I would like you to sit back and enjoy the 2002 ATRA Technical Seminar.
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ATRA Technical Team ATRA Staff

Its difficult enough getting the seminar book researched, written, pictured, edited, and printed let alone getting it out to the seminar attendees. This is where the ATRA Staff comes in. Cheif Executive Officer: Executive Director: GEARS Publishing: GEARS Magazine: Dennis Madden Steve Gray Rodger Bland Frank Pasley Jeanette Troub Valerie Mitchell Paul Morton Seminar and Trade Show : Accounting : Traci Mackey Jody Wintermute Nancy Skora Amy Marsh Bookstore: Membership: Mike Helmuth Shaun Velasquez Vanessa Metzner Chris Klein Julia Garcia Robin Birdsong Joanna Book Jim Spitson Without the ATRA team, it would be very hard to accomplish the task at hand. Please enjoy the seminar. Lance Wiggins ATRA, Technical Director
GENERAL MOTORS
General Motors
Contents
T-Truck 4WD Fails to Properly Release ....... 3 4T40E Updates ......................................... 5 TCC Surge/Chuggle/Slip At .......... 19 45-60 MPH 4T65E 2002 Updates ................................ 20 Harsh Reverse Engagement Cold ... 24 Erratic Shifts Wiring Problems ............................ 25 P0741 TCC Stuck Off .................... 28 Will Not Move Forward................... 33 Reverse Okay 4T80E / 4T65E No Start After Transmission .......... 34 Repair 4L60E P1870 ........................................... 36 Severe Low/Reverse Clutch ........... 37 Failure No Cooler Flow During Lock-up ..... 40 Hard 1-2 Shift ............................... 41 P0118, P1115 Set Intermittently, ... 46 TCC Fails P1781 DTC Set .............................. 47 Growl/Ring Noise with .................. 48 TCC Applied 4L80E No Engine Breaking in ................... 49 Manual Second ETS Systems ETS Off Indicator ...... 50 Light On Allison LCT 1000 Lack of Stall Speed in 4WD ............ 51 4T40E / 4T45E Ratio Charts .................................. 52 4T65E Ratio Charts .................................. 58 4T80E Ratio Charts .................................. 65
2002 ATRA. All Rights Reserved. Printed in U.S.A.
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Notes:
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General Motors T-Truck

4WD Fails to Properly Release
The operation of the front axle for the Chevrolet, GMC and Oldsmobile T-Truck has changed on some 1999 and later vehicles. The primary difference deals with how the front axle receives vacuum. Vehicles with RPO (Regular Production Operation) code NP1 use the previous design while vehicles with RPO code NP8 use the new design system. The NP8 systems use an electric vacuum solenoid which is mounted to the bulkhead/fender area. The TCCM energizes and deenergizes the vacuum solenoid, to control the flow of vacuum to the front axle actuator. Concern: The vehicle will not come out of 4wd or it delays coming out of 4wd. This concern may likely be linked to previous engine compartment work (engine repairs, tune-ups etc.). Common Cause: The vacuum lines on the vacuum solenoid are mixed up. This restricts atmospheric pressure from entering the system to release the front axle vacuum actuator. Repair: Reinstall the hoses in their correct position on the vacuum solenoid valve.
RPO Locations: Center console Glove box Trunk Under hood Spare tire cover
RPO Tag
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General Motors T-Truck (continued)

4WD Fails to Properly Release (continued)
Part Number 15706341
Vacuum Hose
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4T40E/4T45E
Updates 1997 model year
The channel plate under went some changes for the 1997 model year. This change involved increasing the diameter of the channel plate sleeve from 1.103 (28.01mm) to 1.128 (28.65mm).
Old
Part # 24223045
New
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4T40E/4T45E
Updates (continued)
The driven sprocket support was updated by adding a check ball capsule to the support assembly. The check ball capsule is to help control the 3-2 downshift release timing of the direct clutch.
Old
New
Part # 24207143
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4T40E/4T45E
Updates (continued)
The final drive Torrington bearing was updated on all units manufactured in May of 1998 or later. The new design bearing can be identified by its color and size. The new bearing is Silver and the outside diameter is larger. The new bearing can be installed in previous design applications.
Part Number 8631362
Old
New
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4T40E/4T45E
Updates (continued)
An additional roller was added to the low roller clutch. The roller clutch outer cam was cracking, leading to failure of the roller clutch assembly. The updated roller clutch can be installed as an assembly in previous year transaxles.
Roller clutch assembly Part # 2421271 1
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4T40E/4T45E
Updates (continued)
Forward clutch inner seal update was made to reduce the engagement time for the forward clutch. The outside diameter of the inner seal was filled with bakelite, so the volume of fluid necessary to fill the clutch is less. The new design seal can be used in earlier model applications.
Old
New
Part # 24208642
10
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4T40E/4T45E
Updates (continued)
The input carrier pinion diameter was changed to reduce spalling concerns with the pinion needle bearings. In addition, another needle bearing was added to the carrier assembly. This change first took place with the 4T45E and is compatible with the 4T40E.
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11
4T40E/4T45E
Updates (continued)
This change was designed to address hard downshifts into 2nd gear on 1996/97 models. The previous design plate used a slotted exhaust hole while the update design uses a round hole.
Exhaust passage
Spacer Plate # 24205050
12
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4T40E/4T45E
Updates (continued) 1999 model year
A wider chain and sprockets were added to the 4T45E application to increase its torque capacity. These sprockets are not interchangeable.
4T40E chain has eleven links
4T45E chain has thirteen links
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13
4T40E/4T45E
Updates (continued) 2001 Model Year
The TCC solenoid filter (#17) in the spacer plate was removed in late 2001 and all 2002 applications. This was done because it was determined that the screen was not necessary as the TCC PWM solenoid already had a screen.
# 17 Filter
Note: Remove screen from plate when using a solenoid with a screen to allow maximum feed to the solenoid.
14
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4T40E/4T45E
Updates (continued) 2002 Model Year Valve Body
The 2-3 accumulator valve train was eliminated from the valve body, there is no valve in this location.
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4T40E/4T45E
The Pressure regulator valve was previously cross drilled. The updated valve body no longer uses a cross drilled pressure regulator valve. An updated spacer plate is required for the new valve body. The valve body was not designed to retrofit previous model transmissions. 2002 and later with new design PR valve and no 2-3 accumulator valve train use plate kit 24214699 1999-2001 with PR update included but with no changes to the 2-3 accumulator valve train use plate kit 24221953 1998 and earlier: Use plate kit 24205050 with the round hole design change
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4T40E/4T45E
No balance hole
2-3 Accumulator valve train
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17
4T40E/4T45E
Added balance hole
2-3 Accumulator valve eliminated
18
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4T40E/4T45E
A new design pump shaft has been introduced for all models. The shaft change was done because of shaft sleeve breakage. The new design shaft will retrofit previous model transmissions.
Old
Sleeve New
Part Number 8684255
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19
4T40E
TCC Surge/Chuggle/Slip at 45-60 MPH
Some 2001 Chevrolet Cavalieras and Pontaic Sunfires have customer complaints of Surge/Chuggle/Slip while cruising between 45-60 mph. The driver may notice a fluctuation between 20-300 RPM on the tachometer. This condition maybe caused by variation in the torque converter clutch slip speed. In order to test for this condition, this vehicle must have no codes, be at normal operating temperature, with TCC applied, cruising between 45-60 mph. Monitor TCC slip on the scanner. If the TCC slip fluctuates between 20-300 RPM with a duty cycle between 25-50% then command TCC full apply (99% PMW). If this eliminates the concern, re-calibrate the PCM with the appropriate calibration.
New Calibration Part Number 12216203 12216193 12216213
Description NC1/NF7 Federal/Cal NM Leaded Gas K29 Unleaded Export
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4T65E
2002 Updates Fluid Leak
Concern: Leaking from vent. Common Cause: Gasket blow out leads to leakage from the vent. Repair: Replace with updated gasket part number 24206391 NOTE: Will retrofit to earlier model 4T65Es.
Area of concern
Old design gasket
Added gasket material
New design gasket
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21
4T65E
2002 Updates (continued)
Updated Transmission Fluid Pressure (TFP) Switch Some 2002 4T65Es will receive the updated design TFP while others will use the previous design switch assembly. The updated TFP was altered by eliminating 3 of the switches previously used. In addition, the wiring harness has been changed to accommodate the updated design. A new switch known as the, Internal Mode Switch (IMS) was added. The IMS is a mechanically controlled manual valve position sensor that is mounted internally on the manual valve shift linkage. Neither the new design TFP nor the IMS can be retrofitted to previous years.
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4T65E
2002 Updates (continued)
Several updates occurred for the 2002 model year on 4T65Es. An updated 4th clutch pack Bonded spacer plate and gaskets An updated Channel plate gasket Altering the transmission fluid pressure (TFP) switch and adding an internal mode switch (IMS)
Updated 4th Clutch The update was implemented to eliminate a ticking noise at idle in park or neutral that was prevalent on 4T65E applications. The updated clutch assembly can be installed in earlier model transmissions. Pressure Plate 24208013 Steel plate 24208014 Clutch discs 24218248
Old
New
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23
4T65E
2002 Updates (continued) Updated Spacer Plate and Gaskets
The gasket are bonded to the spacer plate assembly and require that the plate and gasket be changed as an assembly.
Bonded gasket to separator plate
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4T65E, 1999 and Later

Harsh Reverse Engagement Cold
Concern: This condition is most common when shifting into reverse, then to drive and then back to reverse. Generally the second shift to reverse will be the one that is harsh. Common Cause: The main cause of this concern is a calibration error in the vehicle software. To separate the cause of this concern from a faulty Pressure Control Solenoid (PCS), note the commanded PCS amperage when the vehicle is shifted into reverse. If the commanded amperage is around .1 amps, calibration may be causing the concern. Repair: Calibrations known as POGS (power on garage shift) adapts have been released for all applications with the exception of the W and X body vehicles. Refer to the GM calibration web site http://calid.gm.com/vci/ for your correct calibration numbers. On X and W body applications a quick learn of the Reverse garage shift adapt will have to be preformed. To perform the quick learn place the transmission in reverse for at least 15 seconds.
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4T65E
Erratic Shifts and Multiple DTCs Wiring Harness Problems
Concern: Several different concerns may develop such as: P0716, P0717, Shift Solenoid, Pressure Control Solenoid, transmission Fluid Pressure, and or Transmission Fluid Temperature codes. The Transmission may exhibit shift related concerns, such as dropping out of the commanded gear, not shifting to the commanded gear and or hard shifts. Any of the above concerns may occur in conjunction with each other and may be intermittent.
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4T65E
Erratic Shifts and Multiple DTCs (continued)
Wiring Harness at Transmission side cover
Common Cause: Several vehicles, especially the 1997-01 W-bodys have a problem with the transmission harness. The harness is too short, causing the harness to be under tremendous stress as engine torque moves the transmission in its cradle mounts. Many times this leads to harness damage as it rubs on the ribs of the side cover. In addition, the connector may be difficult to latch so be sure it is fully latched at the top and the bottom of the connector. The connectors are under severe stress and the receiving pins in the connectors may be damaged leading to pin tension concerns. In addition it may prevent the weather tight seal on the connector from being properly positioned, which may allow water to penetrate the connector. This may lead to corrosion of the pins. The harness was lengthened on 2002 vehicles to address these concerns.
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4T65E
Erratic Shifts and Multiple DTCs (continued)
Wiring Harness at A/C A ccumulator
Common Cause: The harness is not fully shielded with conduit in this area allowing the harness to rub on the A/C accumulator on some applications. This is the main PCM harness, so various symptoms can occur including transmission related symptoms. The symptoms or DTCs present will depend on which wires have rubbed through. Pontiac Aztec models had the harness improperly routed behind the A/C accumulator, which increases the probability of a harness problem. Testing: A quick check for this concern includes a visual inspection for damage in the suspect area. Monitor input speed on your scanner as you wiggle the harness and the transmission connector with the engine running in park range. If input speed dramatically changes as you move the connector and/or harness inspect the harness, the connector female terminal tension and the terminal crimps for possible problems. Repair: Address any pin tension, crimp or harness rub through concerns that may be present. Install additional conduit on the harness in the A/C accumulator area and reroute the harness to relieve the stress on the harness.
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4T65E
P0741 TCC Stuck Off
Concern: 4T65E applications may exhibit a concern that causes a P0741 DTC to set. In addition a P0730 DTC may also be set. The parameters for setting a P0741 are: No TP, ISS, VSS, TFP DTCs are set. The manual valve is in OD, D or M2 range. TFT is between 68-266F (20-130C). TP is between 4-35%. TCC is commanded to maximum apply. P0742, P1860, P1887 DTCs are not set. TCC slip speed is calculated to above 180 RPM for more than 7 seconds two times within the same ignition key cycle.
If P0741 is set the PCM will respond by: Inhibiting TCC. Inhibiting 4th gear if in hot mode. Freeze shift adapts. Turn on the MIL (SES) light on the second consecutive trip in which a failure occurred.
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29
4T65E
P0741 TCC Stuck Off (continued)
Common Cause: Several items may cause P0741 to set. Failure of the drive sprocket support bearing TCC regulator valve and valve bore side loading and wear TCC control valve sticking TCC PWM solenoid TCC solenoid filter plugged Faulty torque converter Check ball number 1 missing or not sealing properly
Turbine shaft O-ring or sealing rings
30
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4T65E
Failure of the drive sprocket support bearing When the bearing first starts to fail, metal particles from the bearing can restrict the TCC solenoid and screen. As the bearing continues to fail, the TCC seal rings on the turbine shaft will be unable to seal properly on the channel plate sleeve. Ultimately the shaft looses the support in the bearing. This allows the TCC apply pressure to escape, leading to the DTC. The sleeve in the channel plate may be damaged by the turbine shaft, as it moves around in the bearing. Depending on the extent of the bearing failure the unit may have a noise associated with the DTC.
Note any wear or debris in bearing or sprocket.

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31
4T65E
Side Loading/wear
TCC Regulator valve
TCC Control valve
Check solenoid for clogged filter screen.
32
GENERAL MOTORS
4T65E
Check ball number 1 missing or not sealing properly
#1 #2 #3 #4 #5 #6 #7 #8 #9 #10
Converter Clutch Release/Apply 2nd Clutch Input Clutch/PRN 3rd Clutch/Lo-1st Reverse/Reverse Servo Feed D-4/Servo Apply Lo/Lo-1st D2/Manual 2-1 Servo Feed 3rd/3rd Clutch Line/4th Clutch
GENERAL MOTORS
33
4T65E
Will Not Move Forward, Reverse Okay
Concern: 1997 and later 4T65E transmissions may exhibit a condition where the vehicle will not move forward in any range, but it will move backward. Common Cause: The weld attaching the sun gear to the reaction sun gear drum is breaking. Porosity in the weld causes the weld to fracture. This allows the sun gear to spin in the reaction drum as torque is applied to the gear set. Testing: To identify if a broken sun gear is responsible for the concern, unplug the transmission electrical connector (failsafe is 3rd gear), place the transmission in OD range. If the vehicle now moves forward, the sun gear weld is broken. Repair: Replace the reaction sun gear drum assembly.
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GENERAL MOTORS
4T80E/4T65E
No Start After Transmission Repair Replacement
Concern: This condition may occur while using transmission test boxes/tools to diagnose the unit or if the incorrect transmission was installed in the vehicle. Common Cause: Several late model 4T65E/4T80E models utilize an internal mode switch (IMS) mounted within the transaxle. One of the functions of the IMS is to act as a neutral safety switch. When the transaxle is unplugged or when the IMS or its wiring is damaged/faulty a NO START condition will occur. All IMS model units utilize a feature known as PCM controlled start which means if the voltage sequence created by the IMS is not correct, the PCM will inhibit operation of the starter relay. Repair: Check the Transaxle connector, make sure it is plugged in securely. If the transaxle was replaced by another unit, check the model code to be sure it is the correct model for your application. To diagnose the IMS, monitor the IMS voltage values with a meter or with a scan tool. Use the chart to isolate the cause.
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35
4T80E/4T65E
No Start After Transmission Repair Replacement (continued)
Gear Selector Position Park Park/Reverse Reverse Reverse/Neutra Neutral Neutral/OD OD OD/D D D/M2 M2 M2/M1 M1 INVALID INVALID INVLAID Range A Circuit 771 LOW LOW LOW HIGH HIGH HIGH HIGH LOW LOW LOW LOW HIGH HIGH HIGH LOW HIGH Range B Circuit 772 HIGH LOW LOW LOW LOW LOW LOW LOW LOW HIGH HIGH HIGH HIGH HIGH HIGH HIGH Range C Circuit 773 HIGH HIGH HIGH HIGH HIGH LOW LOW LOW LOW LOW LOW LOW LOW HIGH HIGH HIGH Range P Circuit 776 LOW LOW HIGH HIGH LOW LOW LOW HIGH LOW LOW HIGH HIGH LOW HIGH HIGH LOW
LOW= Low voltage at appropriate PCM pin HIGH= High voltage at appropriate PCM pin Range A Pin K, Range B Pin F, Range C Pin H, Range P Pin J, Ground Pin G at connector C115 Transmission Pass through
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GENERAL MOTORS
4L60E
P1870
Concern: P1870 and or, intermittent no TCC Common Cause: There are several things that were covered in the seminar in previous years that may lead to a P1870 DTC. One additional condition that may cause TCC to be inoperative is the converter clutch valve apply spring. Several springs have been found to be improperly wound. An improperly wound spring can catch in the bore, which may prevent the TCC apply valve from moving into the applied position. Repair: The valve should move upward freely for about . When pressure is removed the valve should return to the released position. If the valve does not operate as described, the spring may not be properly wound or the valve and or bore may be damaged. Another method is to simply remove the valve and inspect the spring. Look closely at the ends where the spring is wound correctly. If it is not properly wound, replace the spring.
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37
4L60E
Severe Low/Reverse Clutch Failure
1993-95 4L60Es can develop cracks in the case between main line and the park/ reverse (PR) circuits. With the manual valve in the OD position the PR circuit has no exhaust. The manual valve traps this leaking fluid, causing the low/reverse clutch to partially apply while driving forward. Later units may still develop cracks in the case, however in 1996 the valve body and manual valve were redesigned, adding an exhaust passage for the PR circuit while in the OD range. Because of this added exhaust passage the failure may not seem as severe on 1996-on units that develop cracks in the case. The case should always be inspected for cracks regardless of production date. The 1996 valve bodies do not retrofit due to changes such as the 3-2 control valve changing to a switch valve rather than a modulating valve. The 1996-on manual valve can be used effectively with an earlier valve body when an exhaust hole is drilled in the valve body casting. Concern: Low/Reverse clutch failure (can fail on short test drive). Common Cause: Crack in case passage between main line and the PR circuit. Repair: Inspect case for cracks, replace as required. Modify early valve bodies and change the manual valve to avoid repeat failures.
Park/Reverse
Reverse oil
38
GENERAL MOTORS
4L60E
Severe Low/Reverse Clutch Failure (continued)
NOTE: Check closely in bottom of channel, some cracks may not be this obvious.
GENERAL MOTORS
39
4L60E
Severe Low/Reverse Clutch Failure (continued)
1996 - ON
1993-95
The low/reverse clutch is applied in park on all 4L60Es. Additional material was added to the manual valve to prevent the Park-Reverse circuit from leaking through the added exhaust hole in the 1996-on valve body casting.
Vent for 1996-on valve body
1993-95 valve body, when installing a 1996-on manual valve, drill an 1/8 inch hole through the center of the recessed area.
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GENERAL MOTORS
4L60E
No Cooler Flow During Lock-up
Installing a lock-up valve from a 4L60 or non-pulse width modulated 4L60E into a pulse width modulated 4L60E will cause a no cooler flow condition in lock-up. Concern: No cooler flow in lock-up Cause: Non-pulse width modulated lock-up valve installed in a pulse width modulated pump. Repair: Install correct valve for application.
4L60E PWM
4L60 4L60E NON PWM
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41
4L60E
Hard 1-2 Shift
Concern: Some 4L60E applications may exhibit a hard 1-2 shift condition. Cause: This concern may be caused by any of the following conditions. #8 check ball may not be sealing properly on the spacer plate or it may be missing. This check ball has a tendency to severely peen the spacer plate. Several DTCs may result in increased line pressure. These include slippage, ratio error and several of the solenoid DTCs. Broken, damaged or incorrectly installed 1-2 accumulator spring/piston. Sticking, damaged or incorrectly installed accumulator valve or spring. Drill and tap a 2-4 servo cover and note the pressure at the cover while making a 1-2 shift. If pressure is present, inspect the 4-3 sequence, 3-4 relay valves. Clean and repair the valves as required. Calibration was released to address this concern on some 4L60E applications. Check the GM web sight (http://calid.gm.com/vci/) for possible flash calibrations that may be available. On non-flash calibrations, refer to GM and ATRA bulletins on the subject. 4-3 sequence, 3-4 relay valve train sticking
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GENERAL MOTORS
4L60E
Hard 1-2 Shift (continued)
The most common problem is the spacer plate being damaged by the #8 check ball. Replace or repair the damaged spacer plate.
Check for damage to the separator plate
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43
4L60E
Hard 1-2 Shift (continued)
#1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #12 3-4 Accumulator 3rd Accumulator Reverse Input 3-4 Clutch Exhaust Overrun Clutch Feed Overrun Clutch Control 3rd Accumulator Exhaust 1-2 Upshift TCC Apply Low/Reverse Clutch Apply Forward Clutch Accumulator
44
GENERAL MOTORS
4L60E Trucks
1-2 Shift Complaint
Concern: Some Bravada, Trailblazer and Envoy 4L60E applications may exhibit a 1-2 shift complaint, (Harsh, Erratic shift patterns). In many instances this concern is intermittent. In addition to transmission related concerns, the vehicle may exhibit any of the following concerns; lost Radio presets and time , dash gauges erratic, other electrical components operate erratically. Cause: Several items can cause a hard 1-2 shift. On the above applications one additional item has been shown as a possible cause of the concern. A loose battery connection or a loose connection at the UBEC (Under Bus Electrical Connector) can lead to the concern. This concern has proven to cause drive ability and/ or transmission concerns, but generally does not effect vehicle starting system operation. Repair: Prior to attempting to repair the transmission for the concern, check for Loss of communication DTCs. If a loss of communication DTC is set, inspect the battery connections for being loose or cross threaded. In addition, inspect the UBEC battery connections for possibly being loose or damaged.
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45
4L60E Trucks (continued)

1-2 Shift Complaint
46
GENERAL MOTORS
4L60E
P0118, P1115 Set Intermittently, TCC Fails to Operate Properly 4.8,5.3, 6.0L Engines
Concern: Some GM full size trucks and vans may set a P0118 and or P1115 DTC (coolant temp). This concern is generally intermittent although in some cases it may be present all the time. If P0118 is displayed on the scan tool as failed this ignition cycle a hard failure is present. Common Cause: A bad crimp at the coolant temp sensor connector is the most common cause for this concern. In most instances this is due to harness routing. The harness may be routed in such a way that it is under stress as the engine moves in its mounts with engine load changes.
Repair: Remove the terminal from the connector. If the wire has separated from the terminal, replace the terminal and reroute the harness as needed.
Front of Engine Drivers Side
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47
P1781 DTC Set

Possible P0700 Set SES/MIL Light On
Concern: Some GM pickup/truck applications equipped with the Allison Transmission (RPO code M74) may experience a condition where the SES (Service Engine Soon) light or the MIL (malfunction indicator lamp) comes on. This condition is most common on the 8.1L gas engine applications (RPO code L18). P1781/P0700 indicates a problem with the TCM MIL request circuit. If the voltage is incorrect, the PCM will set a P1781 DTC and the MIL will be illuminated on the second consecutive failure (Type B DTC). The P1781 DTC will be stored with the Engine DTCs even though it is a transmission related concern. The technician may be instructed when following the procedures in the shop manual to replace the TCM (Transmission Control Module) to correct the condition. Before replacing the TCM, check the following: Common Cause/Repair: Several items may cause code P1781/P0700. Low charging system output Faulty battery or low battery state of charge Short to ground in the TCM/PCM MIL request circuit Open in TCM/PCM MIL request circuit If checking the circuit does not lead to the root cause of the concern you may want to consider reprogramming the PCM before replacing the TCM or the PCM. The concern can be caused by a programming problem with the PCM, which leads the PCM to incorrectly interpret the voltage value on circuit 2687. Faulty TCM/PCM
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GENERAL MOTORS
4L60E
Growl/Ring Noise with TCC Applied
Concern: Some 2000-up trucks with the 4L60E (M30 RPO) and the 4.8L V-8 (LR4 RPO) may exhibit a drive shaft ringing or growling noise when the TCC is applied at low road speeds. The noise is most prevalent when the engine rpm is between 1000-1500 rpm and the TCC is applied. This condition is most common on the standard cab, manual transfer case models but it can also occur with other vehicles. Common Cause: The concern is caused by engine firing impulses which are transferred and magnified by the drive train. Repair: A revised PCM calibration is available to repair this condition. The new calibration raises the TCC apply point by about 10 mph. Installing the updated calibration will lower the vehicles fuel economy so the customer should be informed of this prior to installing the new calibration. Use the chart below to identify the correct calibration for your application.
Axle Ratio RPO
Engine Size RPO
Model Year 2000 Cal #
(GU6) 3.42
(LR4) 4.8L
9358360
9358363
9358366
(GT4) 3.73
(LR4) 4.8L
9358361
9358364
9358367
(GT5) 4.10
(LR4) 4.8L
9358362
9358365
9358368
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49
4L80E 1999-On
No Engine Braking In Manual Second After Rebuild
Concern: No engine braking in M2 range with the vehicle loaded. Common Cause: The front band was updated as part of a durability package for the 1999 model year. If the wrong band and/or servo pin is used, slippage in manual second may result. If the band is updated, the servo piston and pin must also be updated. Repair: Install the correct band, servo piston and pin for the application. 1991-1998 model years use: Band part number 24202631 Servo piston and pin part number 24200418 1999-2002 model years use: Band part number 24210080 (2mm wider) Servo piston/pin part number 24223081 (.200 longer)
50
GENERAL MOTORS
Models with ETS system

ETS OFF Indicator Light On
General Motors Vehicles with Enhanced Traction System Concern: Enhanced Traction System (ETS) light on, no codes present Cause: The (ETS) indicator light will be ON and the Enhanced Traction System will be disabled whenever a scan tool is connected to the diagnostic connector with the ignition switch in the RUN position.
GENERAL MOTORS
51
Allison LCT 1000

Lack of Stall Speed in 4WD Range
Concern: Many technicians have commented regarding the operation of the Allison transmission on both the 6.6L Dura Max diesel and the 8.1L gas engine applications. It has been noted that the torque converter stall speed is much lower when the transmission is in reverse range and the transfer case is in 4wd range. It is common to see stall speed between 1000-1300 rpm while in reverse and 4wd range. Common Cause: The 6.6L and 8.1L applications can supply too much torque to the front drive axle due to the transmission planetary torque multiplication available in reverse range. This excessive torque could cause the front axle to fail. Repair: No repair should be attempted, as the vehicle is operating as designed. The 8.1L and 6.6L applications torque manage the engine torque output when the transmission is in reverse while in 4wd. This is accomplished by controlling the spark timing and or fuel delivery systems.
52
GENERAL MOTORS
4T40E/4T45E
Ratio and Application Chart
The 4T40E/4T45E utilizes several different final drive, drive and driven sprocket combinations. Installing the wrong transmission, drive and driven sprockets or final drive can result in several different ratio error or slip DTCs . If a ratio error or maximum adapt DTC is present, and the unit has been previously repaired or replaced, final drive and drive to driven sprocket ratio could possibly be incorrect for the application. Refer to the chart to determine what final drive and sprockets should be used for the application. The engine, transmission and final drive ratio information for your specific vehicle model is located on the RPO label. The RPO label should be used exclusively to determine which transmission fits in which vehicle body style and application.
Ratios RPO Code FW6 FY1 F83 FX2 FR9 FR3 Description 3.05 Final drive 3.05 Final drive 3.05 Final drive 3.29 Final drive 3.29 Final drive 3.29 Final drive
Engine RPO L61 LN2 LD2 LD9 L81 Description 2.2L Engine 2.2L Engine 2.3L Engine 2.4L Engine 3.0L Engine 3.1L Engine 3.1L Engine 3.4L Engine
Transmission RPO MN4 MN5 Description 4T40E Transmission 4T45E Transmission
L82 LG8 LA1
GENERAL MOTORS
53
4T40E/4T45E
Ratio and Application Chart (continued)
Application J-Body (LD2) Daewoo Daewoo J-Body (LD9) J-Body (LN2) J-Body (LD9) Daewoo (1.5L SOHC) Daewoo (1.5L SOHC) Daewoo (2.0L DOHC) J-Body (LD9) J-Body (LD9) J-Body (LN2) J-Body (LN2) N-Body (L82) N-Body (LD9) Daewoo (2.0L) Year 1995 1995 1996 1996 1996 1996 1997 1997 1997 1997 1997 1997 1997 1997 1997 1998 Model Codes 5WLR 5WAR 6WAR 6WBR 6WKR 6FDR 7WAR 7CBR 7ANR, 7ZZR 7WBR 7AAR 7WKR 7ACR 7WCR 7WHR 8ANR, 8ZZR Drive/Driven Sprockets 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 32/38 35/35 33/37 32/38 Final Drive 3.29 3.29 3.29 3.29 3.05 3.29 3.29 3.29 3.29 3.29 3.29 3.05 3.05 3.05 3.05 3.29 SRTA Part # 24205524 24211463 24211463 24205524 24205525 24205524 24211463 24211463 24211465 24210083 24210083 24210085 24210085 24211598 24208699 24211595
54
GENERAL MOTORS
4T40E/4T45E
Application Daewoo (1.5L) Daewoo (1.5L) J-BODY (LD9) J-BODY (LN2) N-Body (L82) N-Body (LD9) N-Body (LA1) N-Body (LA1) (GT Only) N-Body (LG8) N-Body (L82) N-Body (LD9) J-Body (LN2) J-Body (LD9) TOYOTA (LD9) Daewoo Daewoo Year 1998 1998 1998 1998 1998 1998 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 Model Codes 8YYR 8WAR 8WBR 8WKR 8WCR 8WHR 9WXJ 9MXJ 9WCR 9WCR 9WHR 9WKR 9WBR 9WBR 9XXR 9YYR Drive/Driven Final Drive Sprockets 32/38 32/38 32/38 32/38 35/35 33/37 35/35 35/35 35/35 35/35 33/37 32/38 32/38 32/38 32/38 32/38 3.29 3.29 3.29 3.05 3.05 3.05 3.05 3.29 3.05 3.05 3.05 3.05 3.29 3.29 3.29 3.29 SRTA Part # 24211597 24211463 24213609 24211599 24211598 24211600 24212745 24213614 24211598 24211598 24212744 24213611 24213609 24215872 24213606 24213607
GENERAL MOTORS
55
4T40E/4T45E
Application Daewoo (2.0L) J-Body (LD9) J-Body (LN2) N-Body (LG8) N-Body (LD9) N-Body (LA1) N-Body (LA1) (GT Only) TOYOTA (LD9) SATURN (L61) Z Body Saturn (L81) Daewoo 1.5/1.6L Daewoo 1.5/1.6L Daewoo 2.0L J-Body (LD9) J-Body (LN2) N-Body (L82) Year 1999 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2001 2001 2001 Model Codes 9ZZR 0WBR 0WKR 0WCR 0WHR, 0WHR 0WXJ 0MXJ 0WBR 0PCR 0FDJ 0XXR 0YYR 0ZZR 1WBR 1WKR 1WCR Drive/Driven Sprockets 32/38 32/38 32/38 35/35 33/37 35/35 35/35 32/38 32/38 33/37 32/38 32/38 32/38 32/38 32/38 35/35 Final Drive 3.29 3.29 3.05 3.05 3.05 3.05 3.29 3.29 3.29 3.29 3.29 3.29 3.29 3.29 3.05 3.05 SRTA Part # 24213608 24215872 24215873 24213613 24215875 24215876 24215877 24215872 24215280 24215281 24216342 24216343 24216344 24218104 24218102 24218103
56
GENERAL MOTORS
4T40E/4T45E
Application N-Body (LD9) N-Body (LA1) N-Body (LG8) N-Body (LA1) (GT Only) TOYOTA (LD9) SATURN (L61) SATURN (L81) Year 2001 2001 2001 2001 2001 2001 2001 Model Codes 1WHR 1WXJ 1WCR 1MXJ 1WBR 1PCR 1FDJ 1YYR, 1XXR, 1ZZR 2WKR 2PCR 2WCR 2PCR 2WCR 2WXJ 2MXJ 2WBR Drive/Driven Final Drive Sprockets 33/37 35/35 35/35 35/35 32/38 32/38 33/37 3.05 3.05 3.05 3.29 3.29 3.29 3.29 SRTA Part # 24218104 24218109 24218103 24218111 24218101 24218105 24218110 24210489 24210409 24212163 24218115 24218118 24218116 24218118 24218116 24218121 24218123 24218114
Daewoo
2001
32/38
3.29
J-Body (LN2) J-Body (L61) N-Body (LG8) N-Body (L61) N-Body (L82) N-Body (LA1) N-Body (LA1) (GT Only) TOYOTA (LD9)
2002 2002 2002 2002 2002 2002 2002 2002
32/38 32/38 35/35 32/38 35/35 35/35 35/35 32/38
3.05 3.29 3.05 3.29 3.05 3.05 3.29 3.29
GENERAL MOTORS
57
4T40E/4T45E
Application J BODY Saturn (L81) J BODY Saturn (L61) Daewoo Year 2002 2002 2002 Model Codes 2FDJ 2PCR 2XXR, 2ZZR Drive/Driven Final Drive SRTA Part # Sprockets 33/37 32/38 32/38 3.29 3.29 3.29 24218122 24218118
58
GENERAL MOTORS
4T65E
The 4T65E utilizes several different final drive and drive to driven sprocket combinations. Installing the wrong transmission, drive/driven sprockets or final drive can result in several different ratio error or slip DTCs . If a ratio error or maximum adapt DTC is present, and the unit has been previously repaired or replaced, final drive ratio and/or drive and driven sprocket ratio could possibly be incorrect for your application. Refer to the chart to determine what final drive and sprockets should be used for the application. As with other GM vehicles the engine, transmission and final drive ratio information for your specific vehicle model is located on the RPO. The RPO label should be used exclusively to determine which transmission fits in which vehicle body style and application.
Ratios RPO Code FQ3 FR2 F83 FR9 FV4 Description 2.86 Final drive 2.93 Final drive 3.05 Final drive 3.29 Final drive 3.71 Final drive
RPO LB8 L46 LG8 LA1 LQ1 LX5 L36 L67
Engine Description 2.5L Engine 3.0L Engine 3.1L Engine 3.4L Engine 3.4l DOHC Engine 3.5L DOHC Engine 3.8L Engine 3.8L Engine Super charged
Transmission RPO MN3 MN7 M76 M15 Description 4T65E Transmission 4T65E HD Transmission 4T65E AWD Transmission 4T65E Advanced Electronic
GENERAL MOTORS
59
4T65E
Application C-Body (L36) (MN3) G-Body (L36) (MN3) C-Body (L67) (MN7) G-Body (L67) (MN7) W-Body Buick/Pontiac (L67) (MN7) W-Body Chev (LQ1) (M15) H-Body Olds/Pontiac (L36) (MN7) C-Body (L36) C-Body (L67) G-Body (L67) W-Body Olds (LX5) (MN3) H-Body (L67) (MN7) H-Body (L36) (M15) H-Body (L36) (MN3) W-Body (L67) (MN7) W-Body (L36) (M15) Year 1997 1997 1997 1997 1997 1997 1997 1998 1998 1998 1998 1998 1998 1998 1998 1998 Model Codes 7BDB, 7FHB 7BDB, 7FHB 7BMB, 7FBB 7BMB, 7FBB 7HKB, 7XAB 7YSB 7MAB, 7YWB 8FFB 8FCB 8FCB 8YCB 8FDB 8TPB 8YFB 8XAB 8THB Drive/Driven Final Drive Sprockets 35/35 35/35 37/33 37/33 37/33 33/37 37/33 35/35 37/33 37/33 35/35 37/33 35/35 35/35 37/33 35/35 3.05 3.05 3.29 3.29 3.29 3.05 3.29 3.05 3.29 3.29 3.29 3.29 3.05 2.86 3.29 3.29 SRTA Part # 24210250 24210250 24210249 24210249 24210251 24207980 24210252 24210801 24210802 24210802 24211353 24211172 24211173 24211350 24211351 24211352
60
GENERAL MOTORS
4T65E
Application W-Body (L36) (M15) W-Body- Police Package (L36) (M15) C-Body (L36) (MN3) C-Body (L67) (MN7) H-Body (L36) (MN3) H-Body (L67) (MN7) H-Body (L36) (M15) W-Body (LX5) (MN3) W-Body (L36) (MN3) W-Body (L67) (MN7) W-Body (L36) (M15) W-Body (L36) (M15) W-Body (L36) (M15) W-Body (L46) (MD7) W-Body (LB8) (MD7) W-Body- Police Package (L36) (M15) Year 1998 1998 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 1999 Model Codes 8TNB 8KAB 9FFB 9FCB 9YFB 9FDB 9TNB 9YCB 9APB 9XAB 9CRB 9THB 9BCB 9FMB 9FAB 9KAB Drive/Driven Sprockets 35/35 35/35 35/35 37/33 35/35 37/33 35/35 35/35 35/35 37/33 35/35 35/35 35/35 35/35 33/37 35/35 Final Drive 3.05 3.29 3.05 3.29 2.86 3.29 3.05 3.29 3.05 3.29 3.05 3.29 3.29 3.29 3.29 3.29 24213649 SRTA Part # 24210743 24211354 24213640 24213641 24213644 24213645 24213643 24213651 24213653 24213650 24213652 24213648 24213646 24213647
GENERAL MOTORS
61
4T65E
Application U-Body (LA1) (M15) G-Body (L67) C-Body (L36) (MN3) C-Body (L67) (MN7) H-Body (L36) (MN3) H-Body (L36) (MN3) (Y56 On some models) H-Body (L67) (MN7) W-Body (LX5) (MN3) W-Body (L36) (MN3) W-Body (L67) (MN7) W-Body (LA1) (M15) W-Body (L36) (M15) W-Body (LG8, M15) W-Body (L36) (M15) W-Body (L36) (M15) W-Body- Police/TAXI Package (L36) (M15) Year 1999 1999 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 2000 Model Codes 9BCB 9CMB 0FKB, 0FFB 0FDB, 0FCB 0PPB, 0PAB 0PCB, 0PBB 0CHB, 0FHB 0YHB, 0YCB 0ARB, 0APB 0XBB, 0XAB 0RLB, 0RDB 0BRB, 0BCB 0RWB, 0RNB 0LPB, 0LBB 0LMB, 0LDB 0LNB, 0LCB Drive/Driven Sprockets 35/35 37/33 35/35 37/33 35/35 35/35 37/33 35/35 35/35 37/33 35/35 35/35 35/35 35/35 35/35 35/35 Final Drive 3.29 3.29 3.05 3.29 2.86 3.05 3.29 3.29 3.05 3.29 2.86 3.29 3.05 3.05 3.29 3.29 SRTA Part # 24213646 24213642 24216459 24216465 24216462 24216463 24216466 24216460 24216464 24216467 24216468 24216469 24216470 24216471 24216472 24216473
62
GENERAL MOTORS
4T65E
Application U-Body (LA1) (M15) C-Body (L36) (MN3) C-Body (L67) (MN7) H-Body (L36) (MN3) H-Body (L36) (MN3) (Y56 On some models) H-Body (L67) (MN7) W-Body (LX5) (MN3) W-Body (LX5) (MN3) W-Body (L36) (MN3) W-Body (L67) (MN7) W-Body (LA1) (M15) W-Body (L36) (M15) W-Body (LG8, M15) W-Body (L36) (M15) W-Body (LG8, M15) W-Body- Police/TAXI Package (L36) (M15) Year 2000 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 Model Codes 0BRB 1FFB 1FCB 1PAB 1PBB 1CHB 1YCB 1YMB 1APB 1XAB 1RDB 1BCB 1RNB 1LDB 1LBB 1LCB Drive/Driven Sprockets 35/35 35/35 37/33 35/35 35/35 37/33 35/35 35/35 35/35 37/33 35/35 35/35 35/35 35/35 35/35 35/35 Final Drive 3.29 3.05 3.29 2.86 3.05 3.29 3.29 3.05 3.05 3.29 2.86 3.29 3.05 3.29 3.05 3.29 SRTA Part # 24216469 24217188 24217195 24217192 24217193 24217196 24217190 24217191 24217194 24217197 24217198 24217199 24217200 24217201 24217223 24217202
GENERAL MOTORS
63
4T65E
Application B-Body (LA1) (M76) B-Body (LA1) (M15) U-Body (LA1) (M15) G-Body (LX5) (MN3) G-Body (LX5) (MN3) C-Body (L36) (MN3) C-Body (L67) (MN7) H-Body (L36) (MN3) H-Body (L36) (MN3) (Y56 On some models) H-Body (L67) (MN7) W-Body (LX5) (MN3) W-Body (LX5) (MN3) W-Body (L67) (MN7) W-Body (LA1) (M15) W-Body (L36) (M15) W-Body (L36) (M15) Year 2001 2001 2001 2001 2001 2002 2002 2002 2002 2002 2002 2002 2002 2002 2002 2002 Model Codes 1CXB 1BCB 1BCB 1DGB 1DCB 2FFB 2FCB 2PAB 2PBB 2CHB 2YCB 2YMB 2XAB 2RDB 2BCB 2LBB Drive/Driven Final Drive Sprockets 35/35 35/35 35/35 35/35 35/35 35/35 37/33 35/35 35/35 37/33 35/35 35/35 37/33 35/35 35/35 35/35 3.29 3.29 3.29 3.29 3.29 3.05 3.29 2.86 3.05 3.29 3.29 3.05 3.29 2.86 3.29 3.29 SRTA Part # 24217205 24217199 24217199 24217189 24217183 24217207 24217214 24217209 24217210 24217215 24217211 24217212 24217216 24217219 24217218 24217223
64
GENERAL MOTORS
4T65E
Application W-Body (LG8, M15) W-Body- Police/TAXI Package (L36) (M15) B-Body (LA1) (M76) B-Body (LA1) (M15) U-Body (LA1) (M15) G-Body (LX5) (MN3) Year 2002 2002 2002 2002 2002 2002 Model Codes 2RNB 2LCB 2CXB 2BCB 2BCB 2DCB Drive/Driven Final Drive Sprockets 35/35 35/35 35/35 35/35 35/35 35/35 3.05 3.29 3.29 3.29 3.29 3.29 SRTA Part # 24217220 24217221 24217224 24217218 24217218 24217208
GENERAL MOTORS
65
4T80E
The 4T80E utilizes several different final drives. Installing the wrong transmission or final drive can result in several different ratio error or slip DTCs. Refer to the chart to determine what final drive and converter should be used for your application. As with other GM vehicles the engine, transmission and final drive ratio information for your specific vehicle model is located on the regular production option label (RPO). The RPO label should be used exclusively to determine which transmission and/or final drive fits in which vehicle body style and application.
NOTE All 4T80E applications use the same drive/driven sprocket tooth counts.
Ratios RPO Code FP3 F79 F17 FW2 FV3 F13 FR9 FV4 Description 2.73 Final drive 2.97 Final drive 2.84 Final drive 3.06 Final drive 3.11 Final drive 3.48 Final drive 3.29 Final drive 3.71 Final drive
Engine RPO LD8 L37 L47 L67 Description 4.6L Northstar 4.6L Northstar 4.0L Northstar 3.8L Supercharged
Transmission RPO MH1 Description 4T80E Transmission
To determine the final drive ratio, add the ring gear tooth count to the sun gear then divide that total by the sun gear.
66
GENERAL MOTORS
4T80E
Application V-Body 4.6L E-Body-ETC-4.6L E/K/V Body-STS-4.6L E/K/K Special-4.6L K/V-Body- STS-4.6L E/K Export-4.6L (L37) E/K/K Special-4.6L (LD8) E/K/K Special-4.6L (L37) G-Body-4.0L (L47) Year 1992 1993 1993 1994 1994 1995 1995 1995 Model Codes 2AJN 3AAN 3AJN, 3ARN 4AAN 4BCN, 4AJN 5BCN 5AAN 5MKN 5BMN, 5AKN, 5MDN 5BBN, 5ZYN, 5MSN 6AAN 6AJN 6MLN 6MDN 6MSN 7AAN Converter TCC VCC TCC VCC TCC TCC VCC VCC Final Drive 3.71 3.11 3.71 3.11 3.71 3.71 3.11 3.71 SRTA Part # 08684918 08684919 08684920 08684956 24201795 24201796 24211478 24211479
1995
VCC
3.48
24204808
G-Body-4.0L (L47) E/K/K Special-4.6L (LD8) E/K/K Special-Export 4.6L(L37) E/K-Body 4.6L (L37) G-Body-4.0L (L47) G-Body-4.0L (L47) E/K/K Special-4.6L (LD8)
1995
VCC
3.71
24204809
1996 1996 1996 1996 1996 1997
VCC TCC VCC VCC VCC VCC
3.11 3.71 3.71 3.48 3.71 3.11
24211487 24204805 24211488 24204808 24204809 24205299
GENERAL MOTORS
67
4T80E
Application E/K Export-4.6L (L37) E/K Body 4.6L (L37) G-Body-4.0L (L47) G-Body-4.0L (L47) E/K/K Special-4.6L (LD8) E/K Export-4.6L (L37) E/K Body 4.6L (L37) G-Body-4.0L (L47) G-Body-4.0L (L47) E/K/K Special-4.6L (LD8) E/K Export-4.6L (L37) E/K Body 4.6L (L37) G-Body-4.0L (L47) G-Body-4.0L (L47) E-Body-S5S- 4.6L (LD8) E-Body-S5S- 4.6L (L37) Export Year 1997 1997 1997 1997 1998 1997 1997 1997 1997 1998 1998 1998 1998 1998 1998 1998 Model Codes 7AJN 7MLN 7MDN 7MSN 8BBN 8AAN 7AJN 7MLN 7MDN 7MSN 8BBN 8AAN 8CMN 8AJN 8CTN 8MLN 8DCN, 8MDN 8DFN 8MSN 8BSN 8ABN 8CRN 8ACN Converter TCC VCC VCC VCC VCC TCC VCC VCC VCC VCC TCC VCC VCC VCC VCC TCC Final Drive 3.71 3.71 3.48 3.71 3.11 3.71 3.71 3.48 3.71 3.11 3.71 3.71 3.48 3.71 3.11 3.71 SRTA Part # 24205300 24205301 24205302 24205303 24213654 24205300 24205301 24205302 24205303 24213654 24213655 24213656 24213657 24213658 24213659 24213660
68
GENERAL MOTORS
4T80E
Application E-Body-S5S- 4.6L (L37) E/K/K Special-4.6L (LD8) E/K Body 4.6L (L37) G-Body-4.0L (L47) G-Body-4.0L (L47) E-Body-S5S- 4.6L (LD8) E/K-Body-S5S- 4.6L (L37) Export E/K-Body-S5S- 4.6L (L37) E-Body- 4.6L (LD8) E-Body- 4.6L (L37) E-Body- 4.6L (L37) E-Body- 4.6L (LD8) Year 1998 1999 1999 1999 1999 1999 1999 1999 2000 2000 2001 2001 Model Codes 8CLN 8ADN 9MCN 9MHN 9MDN 9MSN 9AAN 9AJN 9MLN 0MCN 0MHN 1VHN 1MHN 1VCN 1MCN 1VSN 1MPN 1MSN 1VAN 1AAN 1VJN 1AJN 1VLN 1MLN 2VCN Converter Final Drive VCC VCC VCC VCC VCC VCC TCC VCC VCC VCC VCC VCC 3.71 3.11 3.71 3.48 3.71 3.11 3.71 3.71 3.11 3.71 3.71 3.11 SRTA Part # 24213661 24213686 24213688 24213689 24213690 24213691 24213687 24213692 24216026 24216027 24222036 24222035
G-Body-4.0L (L47)
2001
VCC
3.71
24222040
K/K Special S5S (LD8) K-Body-S5S- 4.6L (L37) Export K/K Special S5S (L37) E-Body- 4.6L (LD8)
2001 2001 2001 2002
VCC TCC VCC VCC
3.11 3.71 3.71 3.11
24222037 24222038 24222039 24222396
GENERAL MOTORS
69
4T80E
Application E-Body- 4.6L (L37) G-Body-4.0L (L47) K/K Special S5S (LD8) K-Body-S5S- 4.6L (L37) Export K/K Special S5S (L37) E-Body- 4.6L (L37) E-Body- 4.6L (LD8) Year 2002 2002 2002 2002 2002 2001 2001 Model Codes 2VHN 2VSN 2VAN 1VJN 2VLN 1VHN 1MHN 1VCN 1MCN 1VSN 1MPN 1MSN 1VAN 1AAN 1VJN 1AJN 1VLN 1MLN 2VCN 2VHN 2VSN 2VAN 1VJN 2VLN Converter VCC VCC VCC TCC VCC VCC VCC Final Drive 3.71 3.71 3.11 3.71 3.71 3.71 3.11 SRTA Part # 24222398 24222401 24222397 24222399 24222400 24222036 24222035
G-Body-4.0L (L47)
2001
VCC
3.71
24222040
K/K Special S5S (LD8) K-Body-S5S- 4.6L (L37) Export K/K Special S5S (L37) E-Body- 4.6L (LD8) E-Body- 4.6L (L37) G-Body-4.0L (L47) K/K Special S5S (LD8) K-Body-S5S- 4.6L (L37) Export K/K Special S5S (L37)
2001 2001 2001 2002 2002 2002 2002 2002 2002
VCC TCC VCC VCC VCC VCC VCC TCC VCC
3.11 3.71 3.71 3.11 3.71 3.71 3.11 3.71 3.71
24222037 24222038 24222039 24222396 24222398 24222401 24222397 24222399 24222400
70
GENERAL MOTORS
A utomatic Transfer Case

Chatter/Slippage
Concern: Some GM compact trucks, vans, full size trucks and sport utility vehicles equipped with the NV 136, NV 236 or the NV 246 auto transfer case, may have a complaint of a chatter concern when turning if the transfer case is in the Auto range. (Note: The NV 136 is in the auto range all the time) The chatter concern tends to get worse as the transfer case fluid temperature increases. This is especially noticeable after the vehicle has been left sitting for a few minutes at full temperature. In addition, some customers may have an additional or different symptom, such as front wheel slippage when the transfer case is in auto or 4wd range. Causes: Several items can cause the above concerns such as: The wrong fluid was used in the transfer case. All auto transfer case applications require AUTO TRAC II FLUID ONLY. Do not use regular ATF! Clutch pack clearance is incorrect or damaged clutches Front axle drag, causing damage to the transfer case clutches when the unit is operated at very cold temperatures in 2wd range. Misassembled or internal damage Drive motor binding/damaged Shift fork binding/damaged Repair: Depending on the extent of the concern, the unit may be repaired by draining the fluid and then refilling it with Auto Trac II fluid( Part # 12378508 Canada Part # 10953626). Drive the vehicle in a figure 8 pattern several times with the unit in auto mode. Operate the vehicle until the transfer case reaches full operating temperature. Drain and refill the unit with Auto Trac II fluid. In addition you may want to consider upgrading the fluid being used in the front axle to Castrol Synthetic fluid (Part # 12378261 or in Canada Part# 10953455) (75w-90) or equivalent.
GENERAL MOTORS
71
A utomatic Transfer Case

Chatter/Slippage (continued)
If this procedure does not correct the concern, or if the vehicle has been operating with the concern for several thousand miles proceed as follows: Refill the front axle with Castrol Synthetic fluid (Part # 12378261 or in Canada Part# 10953455) (75w-90) or equivalent. Replace the clutches per the Factory procedures. Clutch friction plates NV 246, NV 236 ........................ Part #12473054 Clutch friction plates NV 136 (RPO NP4) ................... Part #12473054 Clutch friction plates NV 136 (RPO NP4) .................. Part # 12547608 Clutch steel plates NV 246, NV 236 ........................... Part # 12547608 Shim Kit ................................................................... Part # 12474121 Apply plate ............................................................... Part # 12474070
Special Notes for Repair: Be sure to lock the motor in place using a motor positioning tool or damage to the motor/encoder may occur. Do not rotate the motor unless it is attached to the transfer case.
72
GENERAL MOTORS
GENERAL MOTORS
73
FORD
75
Ford
Contents
5R44E/55E, 5R55N/55W CD4E Case Damage from Servo .............. 77 Shift Concerns With Adaptive ....... 117 Strategy 4F27E Manual Shaft Leak ....................... 78 All Vehicles P0603, P0605 ................................ 119 Delayed or No Reverse .................. 79 AX4S Redesigned Park System .............. 80 Rear Lube Tube Cracking ............. 90 Service Case to Replace ................ 92 Past Models Accumulator Springs .................... 94 3.8L Torque Converter Pilot .......... 97 Bushing Wear TSS Exciter Wheel Bent ................ 98 4R70W Case Changes .............................. 120 Valve Body Lower Separator ......... 121 Plate Changes Valve Body Separator Plate ........... 122 Changes
AODE / 4R70W Neutrals While Taking Off ............. 126 Valve Body ................................... 127 Electrical Components ................. 128 4R44E / 5R55E Case Warping ............................... 129 New Direct Drum ......................... 99 Neutrals on the 3-4 Shift .............. 130 TCC Concerns andHow to Test ..... 100 TCC Solenoid ............................... 102 Torque Converter ......................... 103 E4OD / 4R100 Separator Plate and Valve ............. 132 Separator Plate Feed .................... 104 Body Matching Stator Support Seal ...................... 105 Pump ........................................... 106 Valve Body ................................... 108 4R100 #8 Trust Washer Missing .............. 133 Case............................................. 112 Squawking Noise in Reverse ......... 135 5R44E / 5R55E Solenoid Pack Update ................... 136 New Upgrades for 2001 ................ 114 Rattle Noise From Toque .............. 138 Stall and Shift Speed Charts ........ 115 Converter Area Shift Solenoid Failures ................. 142
76
FORD
Notes:
FORD
77
CD4E
Case Damage from Servo Blowout
A case change was made to increase durability of the Intermediate/Overdrive servo. The new case has a wide groove and must have the correct snap ring installed.
New snap ring 0.079 diameter
78
FORD
4F27E
Transmission Manual Shaft Leak
Common Cause: Manual shaft O-ring leaking, causing fluid to leak into the TRS. During early production a number of transaxles were assembled with a manual shaft O-ring thats diameter was too large. During installation these O-rings were cut or pinched causing them to leak. Repair: Install new, smaller diameter O-ring-part # XS4Z-7B498-AB.
FORD
79
4F27E
Delay or No Reverse
Concern: Delayed or no reverse all other gears normal. Common Cause: High pressure due to pressure regulator valve wear causing reverse clutch drum to side load on the rear support. Repair: Replace drum, support assembly and valve body.
80
FORD
AX4S/AX4N
Redesigned Park System 2000 Taurus with Build Dates After 8/1999
Parking System 1999 Taurus, Sable and Windstar vehicles with AX4S transaxles built August 1999 and beyond and all 2000 Taurus, Sable and Windstar vehicles with AX4S or AX4N transaxles and 2000 Continentals built 10/1999 or later have a redesigned park system.
Part # Description Application
YF1Z-7A441-AA Parking pawl YF1Z-7D070-A Park spring YF1Z-7D071-A W706012-S300 YF1Z-7G101-A 1F2Z-7D232-A 1F1Z-7D232-A YF1Z-7A256-AA YF1Z-7A115-A YF1Z-7E332-AA YF1Z-7C493-A 1F1Z-7005-AA 1F1Z-7005-BA -7G188YF1Z-7G303-A YF2Z-7A130-AA YF1Z-7A194-AA YF1Z-7G084-A N803202S
Park shaft Bolt Plate Rod Rod Rod Lever Spring Shaft Case Case Cover Gasket Support Pan Tube AX4S (only) AX4N (only) AX4N (only) Model Dependent Model Dependent Model Dependent Model Dependent AX4S (only) AX4N (only)
FORD
81
AX4S/AX4N
Redesigned Park System (continued) 2000 Taurus with Build Date After 8/1999
YF1Z-7D070-A
YF1Z-7A441-AA
Old
New
82
FORD
AX4S/AX4N
AX4N
Old
AX4S YF1Z-7D071-A Both AX4S and AX4N
New
W706012-S300 (AX4S only)
New
Old
YF1Z-7G101-A
New
FORD
83
AX4S/AX4N
1F2Z-7D232-A (AX4S) 1F1Z-7D232-A (AX4N)
YF1Z-7C493-A
84
FORD
AX4S/AX4N
YF1Z-7E332-AA
New Old
YF1Z-7A256-AA
New Old
YF1Z-7A115-A
New Old
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85
AX4S/AX4N
Lube Tube (AX4N only) YF1Z-7G084-A
N803202S
YF1Z-7A194-AA (AX4N)
Old
New
86
FORD
AX4S/AX4N
Case Assembly
-7005(Model Dependant)
FORD
87
AX4S/AX4N
Channel Casting
7G188 (Model Dependant)
88
FORD
AX4S/AX4N
YF1Z-7G303-A Note: Match channel plate and gasket to avoid reverse clutch oil lose.
YF2Z-7A130-AA (AX4S)
FORD
89
AX4S/AX4N
Redesigned Park System (continued) 2000 Taurus with Build Date After 8/1999 Old New
The positions of the roll pins changed Redesigned plate uses an additional bolt.
Roll pin.
Bolt and Plate assembly.
Old
New
90
FORD
AX4S
Rear Lube Tube Cracking
Cause: A loose fit of the tube to the case assembly allowed the tube to vibrate and move, causing it to crack at the stub area. Repair: Replace with redesigned tube and rear bracket. FORD part number 1F1Z7G353-AA.
FORD
91
AX4S
Rear Lube Tube Cracking
New bracket suppor t for the lube tube
Area that cracks
92
FORD
AX4S/AX4N
Service Case to Replace Past Models
The case on 2000 and later units with the park upgrade will service past models as complete assemblies.
FORD
93
AX4S/AX4N
Service Case to Replace Past Models (continued)
AX4S 1991-1999 also needs plug for speed sensor Replacement plug goes here XF2Z-7H398-AB
94
FORD
AX4S
A ccumulator Spring Changes
AX4S ACCUMULATOR SPRINGS
VEHICLE ALL MODELS 98-02 N-D ACCUMULATOR E6DZ-7G300-A F8DZ-7G300-BA COLOR BLUE GREEN

VEHICLE 91-95 95-97 98-02 3-4 ACCUMULATOR E9DZ-7G266-A F5DZ-7G266-A F8DZ-7G266-AA COLOR WHITE YELLOW YELLOW

VEHICLE 91-95 95-02 1-2 ACCUMULATOR E6DZ-7G267-A F58Z-7G326-A COLOR BROWN PLAIN
FORD
95
AX4N
A ccumulator Spring Changes
AX4N ACCUMULATOR SPRINGS
VEHICLE 95-02 95-96 SHO ONLY 97-01 SHO ONLY 1-2 ACCUMULATOR F5DZ-7G267-A F6DZ-7G267-A F7DZ-7D397-AA COLOR ORANGE PURPLE PLAIN

VEHICLE 95-02 2-3 ACCUMULATOR F5DZ-7F285-A COLOR LT BLUE

VEHICLE 95-02 3-4 ACCUMULATOR F5DZ-7G266-A COLOR BLUE

VEHICLE 95-97 98-02 R ACCUMULATOR F5DZ-7E485-A F8OZ-7E485-BA COLOR GREEN YELLOW (INNER)

VEHICLE ALL EXCEPT 94 TAURUS 94 TAURUS/SABLE ALL EXCEPT 94 TAURUS N-D ACCUMULATOR F5OZ-7G300-A F4DZ-7G300-A F5OZ-7G301-A COLOR GREEN (OUTER) PLAIN (OUTER) BROWN
96
FORD
AX4S/AX4N
A ccumulator Spring Changes (continued)
AX4S ACCUMULATOR SPRING IDENTIFICATION PART NUMBER COLOR O.D. DIAMETER LENGTH WIRE DIAMETER 1-2 ACCUMULATOR E8DZ-7G358-A E8DZ-7G326-A E8DZ-7G267-A F58Z-7G326-A PINK (Middle) PURPLE (Inner) BROWN (OUTER) PLAIN 1.200" 0.905" 1.575" 1.208" 1.460" 1.620" 1.435" 1.480" 0.099" 0.075" 0.125" 0.105"
3-4 ACCUMULATOR E9DZ-7G266-A E6DZ-7F288-A F8DZ-7G266-AA WHITE (Outer) GREEN/WHITE (Inner) YELLOW 1.175" 0.875" 1.185" 1.760" 1.450" 1.770" 0.099" 0.080" 0.098"
N-D ACCUMULATOR E6DZ-7G301-A E6DZ-7D300-A F8DZ-7G300-BA BLUE (Outer) ORANGE (Inner) GREEN 1.485" 1.020" 1.475" 1.790" 1.725" 1.218" 0.135" 0.099" 0.101"
AX4N ACCUMULATOR SPRING IDENTIFICATION PART NUMBER COLOR OUTSIDE DIAMETER 1-2 ACCUMULATOR F5DZ-7G267-A F6DZ-7G267-A PLAIN PURPLE (SHO ONLY) 1.324" 1.510" 1.540" 1.390" .112" .120" LENGTH WIRE DIAMETER
2-3 ACCUMULATOR F5DZ-7F285-A ORANGE/BLUE 1.300" 1.225" .110"
3-4 ACCUMULATOR F5DZ-7G266-A BLUE 1.312" REV. ACCUMULATOR F5DZ-7E485-A F8OZ-7E485-BA GREEN YELLOW 0.965" 0.960" N-D ACCUMULATOR F5OZ-7G300-A ALL EXCEPT 94 TAURUS/SABLE F4DZ-7G300-A 94 TAURUS/SABLE F5OZ-7G301-A ALL EXCEPT 94 TAURUS/SABLE GREEN (OUTER) PLAIN (OUTER) BROWN (INNER) 1.475" 1.218" 0.101" 1.405" 1.405" 0.091" 0.091" 1.482" .112"
1.369"
1.218"
0.091"
1.172"
1.218"
0.083"
FORD
97
AX4S
3.8L Torque Converter Pilot Bushing Wear
Concern: When a replacement transmission or engine is necessary make sure to visually check the torque converter pilot bushing in the crankshaft for excessive wear.
Note: All 3.8L require this bushing.

Cause: Pilot bushing in the crankshaft worn, allowing the torque converter to run off center.
Repair: Replace the bushing and check the run out.
New
Used .007 wear
98
FORD
AX4S/AX4N
TSS Exciter Wheel Bent
Concern: Damage to the exciter ring on the driven sprocket, (primarily on 19961997 model years). Common Cause: The exciter ring may cause the PCM to control line pressure higher then normal. Repair: Straighten or replace sprocket.
NOTE: Measurement from the exciter ring to the tip of the sensor is .050-.055.
FORD
99
4R44E/5R55E
New Direct Drum
As of 1999 a new direct drum was available for the 4R44E/5R55E. This drum will interchange as an assembly. Do not MIX old parts and NEW parts! (Piston, Retainer, Etc.)
Old Drum
97GT-7D044-A1E/A2E/A2F
Match with Case numbers

97GT-7D014-GA/HA/KA/LA
Old drum is not indented and requires a smaller inside diameter bearing New Drum
XL2P-7D044-AA/CB/DB
Match with Case numbers

XW4P-7F374-CA/DA/EA/FA
Old
New drum is indented and requires a bigger inside diameter
New
100
FORD
4R44E/55E and 5R44E/55E

TCC Concerns How to Test the system
The easiest way to test the TCC circuit is to know whats happening when the computer is ready to apply the TCC. Once all parameters are met, and the computer is ready to apply the TCC, the TCC solenoid is energized by the computer. Hydraulically, the line pressure is supplied to the coast clutch regulator valve. The coast clutch regulator valve charges the TCC solenoid and now the TCC solenoid pulses the TCC regulator valve to apply the torque converter clutch. To determine whether or not the converter, solenoid or both are causing the problem simply energize the TCC in the stall on the lift, or stationary. This test is simply checking the integrity of the converter and the circuit. If the engine Stalls: The converter is capable of locking-up and the valves definitely moved and the problem may be in the regulation of the valves and the performance of the PWM circuit. If the engine doesnt Stall: The first thing to check is the solenoid if the solenoid is working then the TCC charge has a leak in the system. This leak can be in a number of different areas. Using your scan tool, locate the parameter that says TCC% and TCCAMACT or TCC RPM on your data screen. These parameters will give you a quick look at the system. TCC% is the amount of duty cycle the computer is commanding the TCC solenoid to pulse, usually this parameter runs between 90% and 100% on your scanner. TCCAMACT is the amount of slip RPM the computer is detecting. GOOD Reading: TCC % TCCAMACT BAD Reading: TCC % TCCAMCAT Varying between 90% and 100% Varying higher then 10 RPM and as high as 200 RPM Varying between 90% and 100% Varying between 0-10 RPM
FORD
101
4R44E/55E and 5R44E/55E

TCC Concerns (continued)
Torque converter concerns on 4R44E/4R55E/5R55E have been a constant concern. In recent years there have been a number of concerns related to torque converter apply as well as No cooler flow, Harsh TCC and Soft TCC engagement, No Lock-up or loss of TCC when hot. Diagnosing torque converter problems can be troublesome. The following pages have tips you can use to determine the fix. Here are the common codes you will get: Codes Discriptions 628: P0740: P0741: P0742: P0743: P1740: P1741: P1742: P1743: P1744: Torque Converter Clutch Slip or Error Torque Converter Clutch System Problem Torque Converter Clutch System Performance or Stuck Off Torque Converter Clutch System Stuck Off Torque Converter Clutch System Electrical Torque Converter Clutch Malfunction Torque Converter Clutch Control Error Torque Converter Clutch Solenoid Failed On, MIL Lamp On Torque Converter Clutch Solenoid Failed On, TCIL Lamp ON Torque Converter Clutch Mechanical Noise or Stuck in Off Position
102
FORD
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Damaged TCC Solenoid
Concern: A no TCC apply on 1995 trough 1998 with a flashing overdrive light, DTC 628, P0741, P1740 or P1744. Common Cause: TCC solenoid (there were certain TCC solenoids that were poorly designed and the result was the tip blowing out and the brackets were cracking. Repair: Replace solenoid. Note: Make sure not to reuse lot numbers between 769 and 771, these solenoids are defective.
Check the crimped area for cracks.
Lot number location
FORD
103
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Torque Converter Clutch Failure
Slip codes are very common. Make sure to diagnose converter codes correctly before replacing converter. Concern: No converter clutch apply. Common Cause: Torque converter lining burnt or flaked off. Repair: Replace converter.
104
FORD
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Separator Plate Feed Hole Modification
Modify the Separator plate to increase cooler flow. Cooler flow should be a minimum of 1 quart in 20 seconds. Make sure line pressure is within specification, high line pressures can cause low cooler flow. Concern: TCC slip, or insufficient cooler flow. Common Cause: The separator plate may have the wrong size feed holes. The converter feed holes are normally between 0.032 and 0.048. Repair: Drill the converter feed hole in the separator plate to 0.060 for increased cooler flow.
0.060
FORD
105
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Butt-cut Seal Damaged
Concern: Slip or no TCC apply. Common Cause: Seal broken or stator shaft worn or cracked. Repair: Replace seal and check stator support for shaft wear or cracking around the seal area. If crack is evident replace stator.
Check seal for damage.
106
FORD
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Inner Pump Gear Seal Damaged
Concern: TCC slip Common Cause: Installing A4LD pump gears that dont have an O-ring, or correct pump gear inner O-ring damaged or missing. This will allow converter charge oil to leak into the converter bushing lube or drain back passage creating low converter charge. Repair: Install correct pump gears and O-ring. Inspect converter hub and lubricate prior to installation.
NOTE: Must have gear with o-ring.
FORD
107
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Pump and Spacer Plate Damage
Always inspect Pump assembly for damage, note any wear marks or warping and replace if necessary.
To cooler
CC/BP CCL CCL Lube Conver ter
Conver ter
To Coast Clutch
Conver ter
Converter
108
FORD
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Valve Body Damage
The valve body can cause many different TCC related problems. There are a number of valves involved: Torque Converter Regulator Valve Torque Converter Modulator Valve Coast Clutch Shift Valve Thermostatic Bypass Valve Converter Relief Valve
Anyone of these valves can cause a TCC failure. Concern: Slip or No TCC apply. Common Cause: Wear in the Valve Body. Repair: Repair or Replace Valve Body.
FORD
109
4R44E/55E and 5R44E/55E

Always check valve body surface for warping
110
FORD
4R44E/55E and 5R44E/55E

Release/Apply Cooler
Solenoid Feed oil
Tcc Solenoid, valve and bore
To Front Band
Thermostatic Bypass valve and bore
FORD
111
4R44E/55E and 5R44E/55E

Coast Clutch Regulator Valve and Bore
Solenoid Feed Oil
TCC Feed Oil Line Oil
112
FORD
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Case and Bellhousing Warpage
To Cooler Converter To Coast Clutch
Conver ter
To Converter
FORD
113
4R44E/55E and 5R44E/55E

TCC Concerns (continued) Case and Bellhousing Warpage
To Cooler
To Coast Clutch Conver ter Conver ter
114
FORD
5R44E/ 5R55E
New Upgrades for 2001-On
The 5R44E is a new transmission that will replace the 4R44E. Some of the parts upgrades consist of: New Intermediate Shaft Speed (ISS) sensor for 5R44E/5R55E New Case, to accept the ISS Sensor New input shell trigger point for the ISS Sensor.
Note: New Input Shell may be use to service 97-On
FORD
115
5R44E/ 5R55E
Shift and Stall Speed chart for 2001
Shifts @ Vehicle Speed (MPH)* 5R44E/5R55E (2001 Only)
Position OD Position, Shift
5-4 4-3 3-2 2-1 1-2 2-3 3-4 4-5 5-4 4-3 3-2 2-1 1-2 2-3 3-4 4-5 5-4 4-3 3-2 2-1
Vehicle Speed
Closed
34 to 50 mph 10 to 13 mph 10 13 18 28 25 10 22 mph 24 mph 28 mph 60 mph 36 mph 20 mph 9 to 12 mph to to to to to to
Minium TP Voltage = 1.25V
Wide Open
37 to 46 mph 55 to 69 mph 69 to 82 mph 95 to 116 mph 85 to 114 mph 64 to 78 mph 45 to 61 mph 30 to 37 mph
* Range covers all OEM axle ratios and tire sizes. Alwalys drive vehicle safely according to traffic conditions and obey all traffic laws.
Stall Speed Specifications 5R44E/5R55E (2001 Only)

Trans. 5R44E Vehicle Ranger Ranger 5R55E Ranger Explorer Sport Explorer Sport Trac Engine 2.3L 3.0L 4.0L SOHC 4.0L SOHC 4.0L SOHC RPM Range 2621-3050 2833-3384 2557-3032 2557-3036 2557-3036
116
FORD
5R44E/ 5R55E
Pressure Specification for 2001
Idle@ 1000 rpm WOT Stall Pressures, psi Pressures, psi EPC
5R44E 2.3L Ranger 4x2 R N OD, 2, 1 3.0L Ranger R N OD, 2, 1 5R55E 4.0L SOHC Ranger 4.0L SOHC Explorer Sport 4.0L SOHC Explorer Sport Trac R N OD, 2, 1 40-50 20-40 20-40 45-55 20-40 20-40 65-75 20-40 35-50
Trans.
Application
Range
Line
145-190 75-120 75-120 150-195 75-120 75-120 215-235 75-120 110-145
EPC
112-134
Line
282-350
112-134 112-134
228-263 282-350
112-134 112-134
228-263 282-350
112-134
228-263
FORD
117
5R44E/55E, 5R55N/55W
Shift Concerns With Adaptive Shift Strategy
Adaptive shift strategy, although fairly new to Ford, has been around for quite sometime now. The new 2001 5R44E/55E and 5R55N/55W are equipped with the adaptive strategy and it is important to understand the conditions needed for proper shift timing. The Adaptive Strategy is also used for adjusting the pressure control system. When power is lost to the Powertrain Control Module (PCM) the transmission shifts are affected, and may cause damage if precautions are not taken. The reasons for shift adaptive electronic pressure control strategy: Better control over shift events. Maintain high mileage durability. Reduce unit variation from vehicle to vehicle. Provide consistent shift feel over the life of the vehicle.
Reasons for loss of power to the PCM: Vehicle battery disconnected or battery drain. An updated calibration installed to the Powertrain Control Module. Keep Alive Power lost to the Powertrain Control Module while the battery is still connected. (Bad Relay, Fuse, Wiring, PCM)
118
FORD
5R44E/55E, 5R55N/55W
Shift Concerns With Adaptive Shift Strategy (continued)
The inputs that directly affect the transmissions capability to shift correctly and maintain smooth shifting sequences are: Inputs: Mass air flow sensor (MAF) Engine speed (RPM) Turbine speed (TSS) Intermediate speed (ISS) Vehicle speed/output speed (VSS/OSS)
Conditions needed to adapt: Calibrated minimum throttle level and minimum change in throttle. Calibrated operating temperature. Upshifts. Closed throttle, manual downshifts. Engagements.
Normal conditions for Adaptive Shift Control: New vehicle/transmission with abrupt shift feel or slip. Shifts only adapt at operating temperature. May take several shifts under same operating conditions to adapt. Information gets stored in Keep Alive Memory (KAM) power. Power loss to KAM, transmission shifts in its pre-adapted level. Adaptive process will, over time, fully update KAM. Depending on driving style, it may take longer to complete the adaptive strategy.
FORD
119
All Ford Vehicles

P0603 (K AM Test Code) P0605 (RAM Test Code)
Any Ford with codes P0603 or P0605 may have an aftermarket chip installed on at or near the PCM. P0603 indicates KEEP ALIVE MEMORY at the PCM is or has been interrupted. P0605 indicates RANDOM ACCESS MEMORY at the PCM is or has been interrupted. Check wiring for aftermarket installation or ask customer if they have had any performance modifications done to the vehicle.
K AM
RAM
RAM
120
FORD
4R70W
Case Changes and Updates (Truck only)
In 2001, 4R70W cases changed for the truck lines only. These changes include: Overdrive Servo bleed hole DELETED Unique Valve body for trucks only New case WILL NOT service earlier models, due to calibration changes.
FORD
121
4R70W
Valve Body Lower Separator Plate/Gasket Changes
These holes were eliminated in 1999 and on transmissions Early 92-99
Late 99-2002
122
FORD
4R70W
Valve Body Separator Plate Changes (continued)
These are the orifice names you will see on the separator plate. A= Forward Clutch Feed AA= TCC Feed AB= Rear Lube AC= Converter Clutch Apply AD= By-Pass Clutch control plunger B= 2-3 Shift valve C= 2-3 Accumulator D= F= G= H= I= K= L= M= P= R= S= T= U= VV= W= Y= O/D Servo regulator Low-Reverse Servo Release Intermediate Clutch Feed 3-4 Shift valve to O/D regulator valve Reverse Clutch Direct Clutch O/D Servo Regulator Valve side Main Regulator valve SS1 Feed SS2 Feed Solenoid Main Feed Intermediate Clutch from the 1-2 shift valve B8 Intermediate Apply Converter Drain/Lube Converter charge By-Pass Clutch control
FORD
123
4R70W/AODE
93-95
124
FORD
4R70W/AODE
96-98
FORD
125
4R70W/AODE
99-on
126
FORD
AODE/4R70W
Neutrals While Taking Off From a Stop
Concern: Typically described as during heavy acceleration from a stop the transmission neutralizes, but additional symptoms may be present. In 1st, 2nd or 3rd gear in the O/D position during heavy acceleration the transmission neutralizing may also accompany this concern. Common Cause: The 3/4 shift valve strokes cutting off the forward clutch. Restricted solenoids being the most common concern are the focus of our attention, but keep in mind that it is the flooding of the solenoids that causes the neutralization so anything that can cause a solenoid to flood is also of concern. Testing & Repair: Install a gauge on the forward clutch pressure tap. When the neutralization occurs, if the gauge reads at or near 0psi, replace the shift solenoids and inspect the solenoid pressure regulator valve and bore for wear.
FORD
127
AODE/4R70W
Neutrals Taking Off From a Stop (continued)
Valve Body Warping
Note: Measurements should not exceed more than .005 clearance.
128
FORD
AODE/4R70W
Electrical Components There is no direct command for a neutral condition with the manual valve in the drive position. However incorrect inputs to the processor may cause high pressure concerns that will in turn flood the shift solenoids circuit causing a neutral condition.
FORD
129
AODE/4R70W
Case Warping
Note: FC = Forward Clutch
130
FORD
AODE/4R70W
Neutrals during the 3/4 shift
Concern: During a 3/4 shift or just accelerating in 4th the transmission neutralizes. No codes present and the correct commands are being sent to the transmission. Common Cause: 2/3 shift valve end plug leaking. This leak causes the direct clutch to be cut off due to the amount of solenoid oil pressure required to keep both the 3/4 shift valve and the 2/3 shift valve in the stroked position. Because the 2/3 shift valve has only one area for solenoid pressure to pin the valve verses two for the 3/4 shift valve it is more likely to be susceptible to the leak.
2-3 shift valve end plug
FORD
131
4R70W
Neutrals on the 3-4 Shift (continued)
Testing & Repair: Install a pressure gauge on the direct clutch tap. When the transmission neutralizes if the gauge shows little or no pressure, then remove the 2/3 shift valve end plug and run a tubing cutter around the outside diameter to seal the leak. NOTE: While performing this repair also check the 2/3 shift and solenoid pressure regulator valves and bores for wear.
132
FORD
E4OD/4R100
Separator Plate and Valve Body Matching
Between 1989 and 2002 there have been a number of different changes in separator plates, gaskets and valve bodies. The chart indicates the relationship between separator plates and valve bodies.
YEAR
1989 1990-95 1990-95 1990-95 1990-95 1996 1997
ENGINE
7.3/7.5/5.8 4.9/5.0/5.8/7.3/7.5 4.9/5.0/5.8/7.3/7.5 4.9/5.0/5.8/7.3/7.5 4.9/5.0/5.8/7.3/7.5 4.9/5.0/5.8/7.3/7.5 6.8
V/B
E9TZ-A E9TZ-B F0TZ-J F3TZ-G F5TZ-A F3TZ-G F6TZ-D F6TZ-A* F6TZ-B F6TZ-A* F6TZ-D F6TZ-A F6TZ-C F6TZ-C F6TC-C F6TC-C
SEP PLATE
E9TZ-A F4TZ-A F5TZ-A F6TZ-B* F5TZ-B* F6TZ-B F7TZ-AA F7UZ-AA F8UZ-CA F81Z-EA F7TZ-AA F8UZ-AA F8UZ-BA F7TZ-AA F81Z-BA F81Z-DA
4.2/4.6/5.4/7.3 1998 E4OD 1998-2000 2000-2001 1999-2001 6.8/7.3 4R100 6.8 4.2/4.6/5.4 H/J/L/M/K A/B/C/D/E/F
F6TZ-C F81Z-AA NON-PTO F81Z-AA F6TZ-C F81Z-BA PTO F81Z-AA NON-PTO
*Replacement valve body as an assembly only
FORD
133
4R100
#8 Thrust Washer Removed
The new designed Direct Drum does not use the #8 thrust washer. There is no longer a loading of the forward clutch drum on the direct clutch drum. The Sun Shell was also replaced to accommodate this change. It now the supporting element for the Direct Drum.
134
FORD
4R100
Squawking Noise in Reverse, While Backing up a Hill
Concern: 1999 F250 Heavy Duty and Super Duty F-series trucks with 5.4L or 6.8L gas engines. Common Cause: This condition is often due to low line rise. The computer command for line rise isnt adequate for the conditions. Repair: Ford has issued an update computer calibration. Use the transmission tag number and calibration number to determine whether the truck requires this update.
Notice the drum flared at the top.
Ford Computer Calibration Update

Application 5.4L 49 State 5.4L CA 6.8L 49 State Transmission ID Tag MER NUY YHH AEO BIH DOZ MCM 6.8L CA EAP FOT JUR JTY MFG NRR
Calibration Number 9 VZA-AF 9 VZA-BJ 9 WAA-AA 9 WAA-AC 9 WAA-AF 9 WAA-AH 9 WAA-AI 9 WAA-BC 9 WAA-BD 9 WAA-BL 9 WAA-BV 9 WAA-BY 9 WAA-BZ
FORD
135
4R100
Squawking Noise in Reverse, While Backing up a Hill (continued)
The Low/Reverse clutch assembly can be replaced with E4OD parts. These parts include: Low one-way roller clutch. Reverse hub assembly. Inner race assembly. Low/Reverse clutch return spring. Reverse ring gear and hub. Reverse Planetary assembly. Clutches and steel plates
136
FORD
4R100
Solenoid Pack Update
In January 1998 diesel applications were changed to Pulse Width Modulated (PWM) Torque Converter Clutches from On/Off operation. The remaining Gas applications with 4R100 became modulated in the 1999 new model introduction. A filter was added to the Solenoid bodies with PWM. These filters were installed to help keep the TCC solenoid from being contaminated. Identifying Solenoid Bodies: First Design The first design PWM solenoid body has a NATURAL top cover. Note: This solenoid body does not have a TCC screen! Second Design The second design PWM solenoid body has a GREEN top cover and a screen for the PWM circuit. However, this solenoid body caused a 2-3 and 3-4 shift flare with marginal fluid capacity at the PWM solenoid. The PWM solenoid and PCM calibration had to be updated. Note: This change resulted in the third design replacement solenoid body! (Do not use the second design solenoid body) Third Design The third design replacement solenoid body has an Orange top cover. Note: This solenoid body has a screen! This screen is not serviceable. When replacements are necessary it will be necessary to replace the solenoid body assembly.
PWM screen
FORD
137
4R100
Solenoid Pack Update (continued)
Early PWM Natural cover Replacement PWM Green cover
New PWM Orange cover Part number F81Z-7G391-CB
138
FORD
4R100
Rattle Noise from Converter Area
1998-2000 Econoline 1999-2000 Superduty F-Series 7.3L engine and 4R100 transmission PWM (Only) Concern: Rattle noise coming from the converter area when the converter is not engaged. Common Cause: The impact between the outer lugs at the converter piston and the cover. To confirm this problem you can command the torque converter on from the computer or test it at the transmission. 1. Ground PIN #54 at the computer to fully apply the converter clutch. 2. Cycle the converter ON and OFF a few times by applying and removing the ground from pin #54. 3. If the noise goes away when the converter is applied, replace the torque converter.
Old Converter
FORD
139
4R100
Rattle Noise from Converter Area (continued)
Repair: Replace Torque Converter with Part# XL3Z-7902-DARM
New Converter
NOTE: Replacement converter comes with a two piece apply piston
140
FORD
4R100
Rattle Noise from Converter Area (continued) New Old
With sealing ring on turbine hub
Without sealing ring on turbine hub
FORD
141
4R100
Rattle Noise from Converter Area (continued)
New converter has a two piece apply piston.
Old
New
No Bushing
Bushing
142
FORD
4R100
Shift Solenoid Failures
Solenoid Operation and Failure Charts Shift solenoid operation is the first step in diagnosing shift timing concerns. The following shift solenoid operation and failure charts will help to quickly diagnose common problems such as wrong gear starts, skipping gears and irregular shift patterns. Operation of the Power Take Off PTO will be affected by shift solenoid B (SSB) failure. If the vehicle is equipped with a PTO it must be turned off during diagnosis. On-Board Diagnostic is not accessible when the PTO unit is in operation. SSB must be on and working correctly for the PTO to operate properly.
SOLENOID OPERATION CHART

TRANSMISSION PCM RANGE COMMAND SELECTOR GEAR LEVER POSITION P/R/N D D D D D CANCEL MANUAL 2 MANUAL 1 MANUAL 1 * PCM Controlled 1 1 2 3 4 SSA SSB TCC CCS
ON ON ON OFF OFF
OFF OFF ON ON OFF
OFF * * * *
OFF * * * OFF
FIRST THROUGH THIRD GEAR ONLY, SSA, SSB, TCC, SAME AS OVERDRIVE, CCS ALWAYS ON 2 2 1 * OFF ON * OFF OFF * OFF OFF ON ON ON
FORD
143
4R100
Shift Solenoid Failures (continued)
Solenoid Operation and Failure Charts
SSA ALWAYS OFF
PCM GEAR COMMANDE GEAR LEVER POSITION D 2 ACTUAL GEAR OBTAINED 1 2 3 4 4 3 3 4 2 2 2 2 1 2 2 2
1 2 3 4 1 2 2 1 PCM GEAR COMMANDE
SSA ALWAYS ON
GEAR LEVER POSITION D 2 ACTUAL GEAR OBTAINED 2 2 2 2 1 1 1 1 1
SSB ALWAYS OFF

PCM GEAR COMMANDE GEAR LEVER POSITION D 2 ACTUAL GEAR OBTAINED 1 2 3 4 1 1 4 4 2 2 2 2 1 1 2 2 1 2 3 4 1 PCM GEAR COMMANDE
SSB ALWAYS ON
GEAR LEVER POSITION D 2 ACTUAL GEAR OBTAINED 2 2 3 3 2 2 2 2 1 1 2 2 1
144
FORD
SATURN
147
Saturn
Contents
MP6 / MP7 MIL light on Code P0741 ............... 149 Actuator Quick Test ..................... 150 Whine Noise in 2nd Only ................ 157 Bump or Ratchet in 1st Gear ......... 152 Harsh or Erratic Shifts ................. 158 Erratic Transmission Behavior ...... 153 Pressure Test ............................... 154 Multiple Codes after ..................... 156 Transmission Replacement
148
SATURN
Notes:
SATURN
149
MP6/MP7
MIL light on and Code P0741 TCC malfunction
These are the components that can cause code to appear in the PCM, they are: Input shaft converter O-Ring Input shaft to stator shaft seal leaking Missing check ball pressed into input shaft Damaged torque converter PCM damaged TCC actuator
The most common causes are both the TCC actuator and or the input shaft converter O-Ring. When diagnosing DTC P0741, perform the actuator quick test and verify the TCC actuator is working properly. If the actuator is working properly it may be necessary to remove the transmission and check the input shaft O-Ring. Seal part number 21001996 Actuators 1991-92 use 2100248 (black) 1993-99 use 21003259 (white)
150
SATURN
MP6/MP7
A ctuator quick test
1. 2. 3. 4. Remove the #15, 10A body fuse, located in the instrument panel junction block. Using a flat spade connectors with a wire as your lead, jump the fuel pump probe hole to the B+ terminal of the body fuse. Ground diagnostic enable by Jumping DLC terminal A to B. Move gear selector through the various positions (Key On, engine Off) to check desired actuator. Actuators 2nd Actuator 3rd Actuator 4th Actuator TCC Actuator Line Actuator Select 2 3 4 R N
SATURN
151
MP6/MP7
A ctuator quick test (continued)
When a gear is selected , the PCM will pulse the actuators at a set duty cycle for approximately six seconds. Listen and compare the noise between the different actuators. If one or more are distinctively different, replace them. All the actuators should sound the same. NOTE: Prior to any replacement of electrical components, check the connections and check for proper battery voltage.
152
SATURN
MP6/MP7
Bump or Ratchet in 1st Gear at Slow Speeds
Concern: During slow driving maneuvers in parking lots a bump or ratcheting noise may be apparent. Common cause: The Calibration is incorrect for vehicle. Repair: Re-Calibrate PCM using the chart below.
SATURN
153
MP6/MP7
Erratic Transmission Behavior
2000 S-series Saturns with MP6 transaxles built before and including VIN YZ315846, having erratic transmission conditions such as: Delayed and or Harsh Engagement into D or R Erratic Shifting 1st to 2nd Bind-Up in Reverse No 2nd or 3rd DTCs P7031, P7032, P7033, P7034
These conditions may be caused by an improperly machined surface on the input shaft tube hub where the seal rides. Having a poor surface may cause the seal to wear and cross leak between the 1st, 2nd and Reverse clutches.
Input shaft tube hub .......... 21002498 Hub seal ............................ 21002684
Wear area
154
SATURN
MP6/MP7
Pressure Test
1. Run the engine up to operating temperature (approximately 158 F). 2. Remove transaxle temperature sensor and install a pressure gauge. 3. Connect a scan tool to the diagnostic connector. 4. With the Key On engine Off, select Special Test on the menu selection. 5. Select line pressure. 6. Transaxle in park. 7. Start engine and select run on the scanner, the test should set engine speed at 1500 RPM and command line pressure up in steps from 57-220 psi. in 15 psi intervals. 8. As the test is in progress make sure the pressures move in the intervals commanded by the PCM. 9. Oil pressure minimum and maximums should be check using the following procedure: With gauge connected and transmission at operating temperature. Engine idling in park, line pressure should be 58-72 psi. Remove line pressure fuse (7.5 Amp TRS LP) Underhood Junction Block. With engine idling in park, pressure should be 175-245 psi.
SATURN
155
MP6/MP7
Pressure Test (continued)
156
SATURN
MP6/MP7
Multiple Codes after Transaxle Replacement
The following codes may set after transaxle replacement: 1991-1995 Codes 16, 18, 21, 23, and or 24. 1996-1999 Codes P0730, P0731, P0732, P0733, and/or P0734.
All of these codes are ratio error codes, two possible causes may contribute to these codes: 1. An incorrect transmission with the wrong gear components installed. The PCM will not match the actual gear ratios and will set a code. 2. Incorrect calibration installed due to the wrong VIN in the PCM. Use the following chart to identify the proper tooth count.
1st 1st 2nd 2nd 3rd 3rd 4th 4th Drive Driven Drive Driven Drive Driven Drive Driven Rev. Idler Outpu Shaft Ring Gear
91-93 MP6 1st Design* 93-94 MP6 2nd Design** 91-94 MP7 95-99 MP6 95-99 MP6
21 19 19 19 19
47 48 48 48 48
30 30 27 30 27
38 38 42 38 42
37 37 33 37 33
30 30 34 30 34
42 42 40 42 40
25 25 28 25 28
28 28 28 28 28
15 15 15 16 16
62 62 62 65 65
* Vehicles built prior to and including 1993 VIN PZ156139 ** Vehciles built after and including 1993 VIN PZ156140
SATURN
157
MP6
Whine Noise in 2nd Gear Only
Vehicles built after 1998 VIN WZ312775 through 1999 VIN XZ114349 may exhibit this problem. Check the VIN and verify that your vehicle falls into this category. Common Cause: Improperly designed gear surface on the 2nd/Reverse gear. Repair: Replace the 2nd/Reverse gear with updated part number .
Part Number 21003233
158
SATURN
MP6/MP7
Harsh or Erratic Shifts, No Gear, Multiple Codes
Common Cause: These symptoms can be caused by iron sediment that migrates through the valve body assembly causing the actuators to seize or be sluggish. This was a manufacturing problem and the sediment was not cleaned out properly.
Areas of contamination are: Actuator valve assembly Valve body assembly Clutch housings and case Clutch drums and lube holes Pump gear hub and drain hole
SATURN
159
MP6/MP7
Harsh or Erratic Shifts, No Gear, Multiple Codes (continued)
Actuator valve armature assembly The actuator valve assembly can become contaminated causing the valve to stick.
160
SATURN
MP6/MP7
Valve Body Assembly The valve body is the most common area of fault. The problem can be identified easily.
SATURN
161
MP6/MP7
Clutch housings and case, Clutch drums and lube holes: Locate the areas of contamination in the case and clean as necessary.
162
SATURN
MP6/MP7
Pump gear hub and drain hole Check pump drive and gear assembly for pitting or scoring.
SATURN
163
CHRYSLER
165
Chrysler
Contents
46 / 47RE Lock-up and 4th Gear Hunt ............ 167 Harsh 1-2, 2-3 & 4-3 ..................... 181 Quick Learn Procedure .................. 182 45RFE Proper Oil Level Check Sequence ... 173 42, 46RE Intermittent Harsh Engagement .... 189 Electrical Schematic ...................... 174 into Reverse
Solenoid Application Chart ............ 175 All RWD 4SP RH / RE Units P0740, P1740 TCC Performance .... 190 Transmission Range Sensor ........... 177 42, 44, 46, and 47RE Transmission Oil Temperature ....... 178 Vehicle Bucking During ................. 192 Sensor Wide-Open Throttle Acceleration Line Pressure Sensor ..................... 179 41TE Accumulator Springs ..................... 193 Torque Reduction .......................... 180
166
CHRYSLER
Notes:
CHRYSLER
167
46/47RE 1998-Up Diesel

Lock-up and or 4th Gear Hunt, No Codes
In 1998, Dodge began using an Accelerator Pedal Position Sensor APPS instead of a Throttle Position Sensor TPS in the 5.9L Diesel Pick-ups. There are three major differences between the APPS and TPS. 1. Cost 2. The addition of two idle switches and 3. The APPS signal enters the Engine Control Module ECM then exits as the TPS signal to the Powertrain Control Module PCM. Concern: Lock-up and or 4th gear hunting with no codes present. Scan data shows hunt is commanded with no other parameters varying. Cause: The most frequent failures occur either inside the ECM or in the wiring between the ECM and the PCM. The APPS input circuit H102 enters the ECM as a good signal, but the TPS output circuit K22 to the PCM is erratic. Transmission operation is affected because it is the primary job of the PCM to control its operation. Repair: Jumper an additional wire into circuit H102. Cut the wire at circuit K22 at the PCM connector C1 terminal 23. Connect the jumper wire from circuit H102 to terminal 23 on PCM connector C1 and retest.
168
CHRYSLER

Lock-up and or 4th Gear Hunt No Codes (continued)
ECM
CHRYSLER
169

Cut wire here
Run a new wire from the APPS to thew PCM
170
CHRYSLER

1 2 3 4 5 6 B+ Idle Switch No. 2 Accelerator Pedal Position Sensor Signal Accelerator Pedal Position Sensor Ground Accelerator Pedal Position Sensor Supply Idle Switch No. 1
The ECM is located behind the water separator.
ECM
CHRYSLER
171

Pin 6 TPS signal to PCM from ECM
Make sure connection is good and no corrosion is evident.
PCM
172
CHRYSLER

Pin 23-Throttle Position Sensor
1 1 1 16 25 32 31
Idle Valve Switch No. 1 B+ Idle Valve Switch No. 2 Accelerator Pedal Position Sensor Signal Accelerator Pedal Position Sensor Ground Accelerator Pedal Position Sensor Supply
CHRYSLER
173
45RFE
Proper Oil Level Check Sequence
Accurate fluid level is difficult to determine. Initially add only five quarts of fluid during the refill procedure. This amount will allow the engine to be started and the transmission to be operated in neutral until the transmission temperature has reached at least 70F. Once the fluid temperature is known, the final amount of fluid can be added without overfilling the transmission. During this procedure, pressure switch and/or loss of prime DTCs may be set. There are a few things you need to do before checking the fluid level on a 45RFE. 1. 2. 3. 4. Warm to fluid to at least between 70-180F by operating the vehicle. Measure the transmission fluid temperature using scanner. Move the gear selector through drive and reverse. Place the gear selector in the Park position. Check the fluid level against the chart below.
If the fluid temperature is below 50F, it will not register on the dipstick.
174
CHRYSLER
45RFE
CHRYSLER
175
45RFE
Solenoid Application Chart
^^= On only if shift to Reverse is above 8 MPH. ( ) = On only at speeds less than 8 MPH. { } = On only from Neutral or coast down or in manual 1. Off with output RPM above 100. Off with kickdown to 1st. Off during extreme cold shift schedule. [ ] = Without ESL ** = With ESL, D2' = 2 Prime.
176
CHRYSLER
45RFE
Solenoid Application Chart (continued)
These solenoids get their power supply from the transmission relay. The computer regulates the solenoids by pulsing the ground side of the solenoid. In doing this the computer can regulate how much oil will feed through each circuit.
LR/TCC, OD, UD, 2nd, 4th, MS Line pressure solenoid
1.9 Ohms 4.3 Ohms
CHRYSLER
177
45RFE
Transmission Range Sensor (TRS)
The TRS is a series of open switches. Each switch must function in the order listed in the chart for the computer to know what range and is present when the switches are selected. Battery voltage is supplied by the computer to the switches, when the switches close, the circuit goes to ground. The switches must close in the correct sequence or the PCM will see a fault and set codes pertaining to the TRS.
178
CHRYSLER
45RFE
Transmission Oil Temperature (TOT) Sensor
TOT resistance varies with transmission oil temperature. The computer supplies a 5.0V reference. As temperature increases, TOT resistance decreases and visa versa. When transmission temperature reaches about 130F there is an internal switch in the TCM that changes the voltage scale as shown in the chart below.
CHRYSLER
179
45RFE
Line Pressure Sensor (LPS)
Line pressure is controlled by the TCM it receives its signal from the line pressure sensor (LPS). The LPS is a variable pressure sensor that gives a direct input to the TCM. A plunger inside of the solenoid sets the varying voltage. This sensor works under the same principle as the TPS but instead of having a mechanical sweep, the TCM calculates the desired line pressure based on the inputs from the transmission and engine. The TCM calculates torque input to the transmission and uses it as the primary input to the desired line pressure calculation. This is called Torque Based Line Pressure. Neutral to ensure consistent shift quality.
180
CHRYSLER
45RFE
Torque Reduction (TRD)
During high torque shifts the TCM sends a message to the PCM requesting that the PCM reduce engine power until the shift is complete. The PCM reduces engine torque by shutting off a certain number of fuel injectors and retarding ignition timing slightly. This message is sent from the TCM to the PCM across the TRD sense circuit. The PCM acknowledges the TCMs request by sending a confirmation message across the Data Bus. The TRD link communication is also tested periodically for operation whenever the engine is running and the vehicle is not moving and at zero degrees throttle. If torque reduction is requested from the TCM and there is no confirmation back from the PCM it will set a code that does NOT illuminate the MIL or result in limp-in. What you will see is the transmission upshift at lower RPMs when the throttle is at or near Wide Open Throttle and a complaint of short shifting or lack of power. This will also inhibit high speed 2-1, 3-2, 4-3 and 4-2 kickdowns at heavy throttle.
CHRYSLER
181
45RFE
Harsh 1-2, 2-3 & 4-3
Vehicles equipped with a 45RFE transmission may experience the following shift quality issues: A harsh 2-3 upshift causing a powertrain clunk or shudder when accelerating. A harsh 1-2 upshift during light or wide open throttle accelerations. A harsh 4-3 kickdown shift during low speed, light throttle conditions.
TCM and Reprogramming The revision to the TCM software addresses the above shift quality conditions for all vehicles, and adds a final gear ratio to the Grand Cherokee transmission only. Only the 1999 and 2000 Grand Cherokee vehicles, with a Federal Emissions System (NAA) and PCM software that is earlier than calibration level 99- Cal-19A (for 1999 M.Y.) or 00-Cal-l6A (for 2000 M.Y.), require PCM reprogramming. Verify the current calibration level of the PCM.
182
CHRYSLER
45RFE
Quick Learn Procedure
Clutch volume index (CVI) represents the volume of fluid needed to stroke the clutch return spring. The programing of the TCM allows it to constantly monitor the time it takes to fill the clutch. If the TCM detects a longer or shorter then normal shift it will try to make the necessary adjustments to the solenoids through modulating the duty cycle. By doing this the TCM can keep the shift quality consistent over the life of the vehicle. L/R Clutch volume is updated when doing a 2-1 or 3-1 manual downshift to lower gear with the throttle angle below 5. Transmission temperature must be above 110F. the Clutch volume should be between 82-134 2C Clutch volume is updated when doing a 3-2 kickdown shift with the throttle angle between 24 and 54. Transmission temperature must be above 110F. the Clutch volume should be between 25-64 OD Clutch volume is updated when doing a 2-3 upshift with the throttle angle below 5 and 54. Transmission temperature must be above 110F. the Clutch volume should be between 25-64 4C Clutch volume is updated when doing a 3-4 upshift with the throttle angle between 5 and 54. Transmission temperature must be above 110F. the Clutch volume should be between 30-64 UD Clutch volume is updated when doing a 4-3 kickdown shift with the throttle angle between 20 and 54. Transmission temperature must be above 110F. the Clutch volume should be between 44-92
CHRYSLER
183
45RFE
Quick Learn Procedure (continued)
Concern: The transmission doesnt shift smoothly. This condition may occur even after a Quick Learn procedure has been completed. The 45RFE transmission adapts to its mechanical tolerances by learning the clutch volume indexes (CVIs) as well as the duty cycle and other parameters that control shift quality. Performing a Quick Learn will simply reset all transmission adaptive values to factory preset values and it will exercise the transmission clutches to learn an approximate value for the clutch CVIs. Quick Learn should not be used as a remedy for shift quality complaints. Quick Learn resets more than 70 learn parameters to their preset values and will require them to be relearned. Quick Learn should only be used when a transmission has been replaced or overhauled, or when the Transmission Control Module has been replaced or flashed. Once Quick Learn is performed, an initial drive evaluation should be performed to determine if the transmission is shifting smoothly. The first step is to verify that the shifter linkage is adjusted properly and that the CHECK PRNDL fault (code 28) is not present. A misadjusted shifter will not set code 28. A misadjusted shifter cable will however cause poor 2-3 shift quality. It is critical that the PRNDL code be OD when the shifter is in the OD position gate. Use a scan tool to confirm that the correct code is present. If the shifter has a temporary code (T3 or T4) in the OD shifter position, then this is the most likely cause for consistent poor 2-3 shift quality. If the linkage is out of adjustment, then adjust the shifter cable. Perform the portion of the following 45RFE Quick Learn Procedure that will learn the specific shift characteristic for the shift problem in question.
184
CHRYSLER
45RFE
Procedure to Learn a Smooth 1st Neutral to Drive Shift Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn the lst N-1 UD CVI. NOTE: The transmission oil temperature must be between 80-110 F (27-43C). Start the engine only when the engine and ignition have been off for at least ten (10) minutes. With the vehicle at a stop and the service brake applied, record the UD CVI while performing a Neutral to Drive shift. During the shift, the UD CVI will temporarily show a different value which is the lst N-1 UD CVI. The lst N-1 UD CVI account for air entrapment in the UD clutch that may occur after the engine has been off for a period of time. Repeat until the recorded lst N-1 UD CVI value stabilizes.
It is important that this procedure be performed when the transmission temperature is between 80-110 F (27-43C). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily during normal vehicle usage. The TCM also learns at higher oil temperatures, but these values (line pressure correction values) are not available for viewing on a scan tool.
CHRYSLER
185
45RFE
Procedure to Learn a Smooth Neutral to Drive Garage Shift Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its first shift. Use the following steps to have the TCM learn the N-1 UD CVI. NOTE: The transmission oil temperature must be between 80-110 F (27-43C). Start the vehicle engine and shift to drive. Move the vehicle forward to a speed of at least 10 MPH and come to a stop. Perform repeated N-1 shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-1 shift then the normal value shown which is used for 4-3 coastdown and kickdowns. Perform re peated shifts in this temperature range until the UD CVI value stabilizes and the N-1 shifts become smooth.
Procedure to Learn 1st 2-3 Shift After a Restart or Shift to Reverse Use the following procedure to have the TCM learn the 1st 2-3 shift OD CVI. NOTE: The transmission oil temperature must be above 80F (27C). With the vehicle engine running, select reverse gear for over 2 seconds. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform a 2-3 shift while noting the OD CVI. During the shift, a different value will appear on the screen, which is the lst 2-3 OD CVI. Repeat until the lst 2-3 upshift becomes smooth and the lst 2-3 OD CVI stabilizes.
186
CHRYSLER
45RFE
Procedure to Learn a Smooth 2-3 Shift and 3-4 Upshift Use the following procedure to have the TCM learn the OD and 4C CVIs. NOTE: The transmission oil temperature must be above 110F (43C). Accelerate the vehicle from a stop at a steady 15 degree throttle open ing and perform multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse. Repeat until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable.
Procedure to Learn a Smooth 4-3 Coastdown & Part Throttle 4-3 Kickdown Use the following procedure to have the TCM learn the UD shift volume. NOTE: The transmission oil temperature must be above 110F (43C).
At a vehicle speed between 40 - 60 MPH, perform repeated 4-3 kick down shifts. Repeat until the UD volume becomes somewhat stable and the shift becomes smooth.
Procedure to learn 1st 2-3 shift after a restart or shift to reverse Use the following procedure to have the TCM learn the 2C shift volume. NOTE: The transmission oil temperature must be above 110F (43C). With a vehicle speed below 30 MPH and the transmission in 3rd gear, perform multiple 3-2 kickdowns. Repeat until the 3-2 kickdowns become smooth and the 2C CVI becomes stable.
CHRYSLER
187
45RFE
Procedure to Learn a Smooth Manual 2-1 Pulldown Shift as well as a Neutral to Reverse Shift Use the following procedure to have the TCM learn the LR volume. NOTE: The transmission oil temperature must be above 110F (43C).
With the vehicle speed around 25-30 MPH in Manual 2nd, perform manual pulldowns to Low or lst gear at closed throttle. Repeat until the LR CVI become stable and the manual 2-1 becomes smooth
Procedure to Learn a Smooth Neutral to Reverse Shift Perform the following shifts. NOTE: The transmission oil temperature must be above 110F (43C). With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump.
If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission problem may be present.
188
CHRYSLER
45RFE
Shift Quality Concerns after TCM Replacement
Whenever a Transmission Control Module (TCM) is replaced due to failure, the software of the replacement controller must be verified for the latest revision level. Use the flash procedure to update replaced controllers as necessary. Several improvements in shift quality have recently been made to address the following concerns: Harsh (light throttle) 1 - 2 shift between 10 and 15 miles per hour. Low speed (10 - 12 mph) light throttle tip in bump. Drone at approximately 40 - 45 mph in 4th gear with EMCC engaged. Slow (1 1/2 to 2 seconds) park/neutral to drive engagement. This condition may occur after the first key ON or once after subsequent key ONs with a soak time of several minutes or more. This will not address long engagements due to pump loss of prime. Neutral coastdown bump at approximately 8 miles per hour. This may occur if a customer coasts to a stop with the transmission in neu tral.
Neutral to drive engagement harshness with the vehicle rolling between 5 and 10 miles per hour. This may occur if a customer is coasting in neutral within the specified speed range and shifts the transmission into drive.
CHRYSLER
189
42, 46RE
Intermittent Harsh Engagement Into Reverse
This applies to 1999 and 2000 model year vehicles equipped with either a 42RE automatic transmission built before September 1, 1999 or 2000 model year vehicles equipped with a 46RE automatic transmission built before December 1, 1999. Concern: Harsh engagement into Reverse. This condition may be intermittent, and may occur more frequently as the transmission fluid warms to normal operating temperatures. Common Cause: Check ball not seating properly Repair: For both the 1999 and 2000 M.Y. 42RE and 46RE Transmission: Replace the original steel rear servo check ball with the plastic check ball. Install the new transmission valve body upper housing separator plate. Reassemble the transmission. Qty. Part No. Description 1 52118261 Rear Servo Check Ball (plastic for 42RE and 46RE) Plate, Valve Body Separator (42RE trans.)
52118272
04617196AB Plate, Valve Body Separator (46RE trans.)
Rear Servo Check Ball

190
CHRYSLER
All RWD 4SP RH/RE Series with Pressure Boost Valve

P0740, P1740 TCC Performance
In fourth gear or when lock-up is applied the pressure boost valves function is to provide approximately 5psi of line rise. Concern: Code present with no apparent driveability concern. More common with diesel motors. Common Cause: Intermittent momentary TCC slip, caused by insufficient line pressure boost.
Boost Valve Location
CHRYSLER
191
All RWD 4SP RH/RE Series with Pressure Boost Valve

P0740, P1740 TCC Performance
Repair: Enlarge pressure boost valve exhaust hole from 0.048 to 0.069.
Desired hole size (0.069 inch)
192
CHRYSLER
42RE, 44RE, 46RE, and 47RE

Vehicle Bucking During Wide-Open Throttle Acceleration
Concern: Some vehicles may experience bucking during wide-open throttle (WOT) acceleration. The bucking occurs at approximately 5300 RPM. Common Cause: This condition may be caused by reaching the high RPM fuel shut off rev limit before the transmission can shift into the next higher gear and is most likely to occur with high electrical loads (high beams on, heated seats, radio, blower motor on MAX, etc.). During high current demands, the generator may emit electrical noise that can affect the transmission governor pressure sensor output. If this occurs, the transmission may not shift properly to the next higher gear under (WOT) acceleration conditions and therefore reach the fuel shut off rev limiter. This may be seen most often between the 2-3 shift but can also be experienced between the 1-2 shift. Testing: Attempt to duplicate the condition by switching on all accessory loads and driving the vehicle with WOT accelerations through a shift sequence to see if the engine will reach the fuel shut off rev limiter before the 2-3 or 1-2 shift is made. If the bucking condition is experienced at approximately 5300 RPM before making the appropriate upshifts, switch off all electrical loads and repeat the procedure. Repeat the procedure with the electrical loads on and off a second time. If the bucking occurs with the electrical loads on and does not occur with the loads off. Repair: Replace the governor pressure sensor. Part Number P/N 56041403AA Description Sensor, Governor Pressure
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41TE
Underdrive Accumulator Springs
Mitsubishi Eclipse and Dodge Stratus vehicles equipped with a 41TE transaxle have underdrive accumulator springs that are different from other applications. These vehicles have an inner and an outer spring unlike other applications that only used the outer spring. The outer spring is color coded. Typically this coding is unrecognizable after cleaning or high mileage. Use the information below to identify the springs. Outer spring Eclipse & Stratus: (color) green (height) 2.110 (wire diameter) .112 Outer spring most models: (color) none (height) 1.930 (wire diameter) .151 Inner spring (color) none or yellow stripe (height) 1.693 (wire diameter) .116
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Mitsubishi
Contents F4A41 / 42 / 51
Transmission Identification ............ 199 Line Pressure Adjustment .............. 202 Pressure Specifications .................. 203 Pressure Port Identification ............ 205 Second Brake Feed Tube And......... 207 Air Test Accumulator Springs ..................... 208 One-Way Clutch and Inner ............ 209 Race Assembly Alternative Pump Alignment ........... 211 Procedure Valve Body ..................................... 215 Leak from Dip Stick area ............... 218 No Park, Stuck in Park, Or ............. 219 Ratcheting noise in Reverse Computer Application .................... 220 TCM Pins ....................................... 221 PCM Pins ....................................... 222 Charts ........................................... 223
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Notes:
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F4A41/42/51
Transmission Identification
Transmission identification has been difficult because of multiple gear ratios and early production units not using a one-way clutch. The illustration below shows a sample of an ID code. The chart on page 2 shows the break down of the ID code.
200
MITSUBISHI
Transmission Identification
F 4 A 4 2 K 2 M 6 B
Drive Axle F...Front Wheel Drive Forward Speeds 4...Four Speeds Transmission Type A...A utomatic Capacity 41...Light Duty 42...Medium Duty 51...Heavy Duty Factory Location K...Kyoto Works (This space may be blank.) Version 1...1st 2...2nd Final Drive Ratios F4A41-42 B N/A D N/A E 3.770 F 3.769 M 4.042 U 4.407 W 4.626
F4A51 3.274 3.497 3.735 N/A 4.018 4.324 N/A
The final drive ratios include the ratio of the transfer gears. 1.186 for the F4A41-42 1.119 for the F4A51 Speedo Gear Ratio 4 27/36 5 28/36 6 29/36 One-Way Clutch A...No One-Way Clutch B...One-Way Clutch Manufacturers Use Only (This space may be blank.)
7 8 9
30/36 31/36 32/36
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F4A41/42/51
Clutch and Band Application Chart
Vehicles without sport mode
Selector Gear Lever Obtained Position P R N D D D D 3 3 3 2 2 l Parking Reverse Neutral 1st 2nd 3rd 4th 1st 2nd 3rd 1st 2nd 1st Operating Element Underdrive Clutch (UD) X X X X X X X X X Reverse Clutch (REV) X Overdrive Clutch (OD) X X X Low-Reverse Brake (LR) X X X X* X* X* X Second Brake (2nd) X X X X One-Way Clutch (OWC) X X X X
* (Units with one-way clutch) LR is only applied at or below 6.2 mph.
Vehicles with sport mode

Selector Lever Position P R N D D D D Sport Mode 1 Sport Mode 2 Sport Mode 3 Sport Mode 4 Operating Element Gear Obtained Underdrive Clutch (UD) X X X X X X Reverse Clutch (REV) X Overdrive Clutch (OD) X X X X Low-Rev Brake (LR) X X X X* X* Second Brake (2nd) X X X X One-Way Clutch (OWC) X X -
Park Reverse Neutral 1st 2nd 3rd 4th 1st 2nd 3rd 4th
* LR is only applied at or below 6.2 mph.

202
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F4A41/42/51
Line Pressure Adjustment
Line pressure can be adjusted by turning the bolt on the end plug of the pressure regulator valve using an 8mm wrench, . Each full turn will change line pressure approximately 5 psi.
Counter-clockwise raises pressure Clockwise lowers pressure
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F4A41/42/51
Pressure Specifications 2.4, 3.0 and 3.5L Motors
* Torque converter DA (release) pressures measured at 1500 RPM. * Torque converter DA (apply) pressure can vary between 0-50 psi. When OFF depending on throttle opening and gear changes. With the torque converter fully applied pressures should be approximately 100 psi.
204
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Pressure Specifications 1.5 and 1.8L Motors (continued)
* Torque converter DR pressure (release) is measured at 1500 RPM.
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F4A41/42/51
Pressure Port Identification
(2nd) Second brake pressure (UD) Underdrive clutch pressure (LR) Low/Reverse brake pressure
(RV) Reverse clutch pressure (OD) Overdrive clutch pressure
206
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F4A41/42/51
Pressure Port Identification (continued)
(DA) Torque converter apply pressure
(DR) Torque converter release pressure
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F4A41/42/51
Second Brake Feed Tube and Air Test Points
Screen (Important to keep debris out of solenoids)
Second Brake Feed Tube (If missing slip in 2nd and 4th)
LowReverse Brake
Reverse
Second Brake
Overdrive Underdrive
208
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F4A41/42/51
A ccumulator Spring Locations
Most books identify the accumulator springs with ink marks on the springs. Over time or when run through a cleaning machine these identification marks may become unidentifiable.
Total Length 1. Low/Reverse Brake Outer Spring Inner Spring 2. Underdrive Outer Spring Inner Spring 3. Second Brake Outer Spring Inner Spring 4. Overdrive Clutch 65.3mm 53.9mm 64.6mm 66.3mm 57.4mm 64.6mm 53.1mm
Wire Diameter
Number of Coils
4.0mm 2.9mm
12 16
3.5mm 2.6mm
13 15
3.5mm 2.9mm 4.0mm
10 9 12
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F4A41/42/51
One-Way Clutch and Inner Race Assembly
Mitsubishi doesnt show the one-way clutch disassembled in their manuals. Refer to the picture below if the one-way clutch was disassembled for inspection or cleaning and the rotation was not noted.
Without the lip seal installed in the inner race for the one-way clutch, lube oil can leak out before even getting to the clutch, causing premature failure.
210
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F4A41/42/51
Inner Race (continued)
ID Mark
ID Mark
When installing the inner race, line up identification marks of the inner race, vertically with case. If the race is not indexed properly, lube will be insufficient.
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F4A41/42/51
Alternative Pump Alignment Procedure
The pump is aligned with a special fixture at the assembly plant. There are no alignment tools available at this time. This method of pump alignment or body to cover is one option when the pump has been disassembled.
212
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F4A41/42/51
Alternative Pump Alignment Procedure (continued)
The pump body to converter housing and stator support to main case is practically an interference fit.
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F4A41/42/51
Assemble the pump body and the stator (leave bolts loose). Secure the pump to the main case. Bolt the converter housing to the main case.
214
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F4A41/42/51
Tighten the bolts securing the pump body to the stator support through the center of the case to 90-110 inch pounds. Disassemble the case halves. Remove the pump from the main case. Torque stator to pump body bolts.
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F4A41/42/51
Valve Body
1 2 3 4 5 6 7
Manual Valve: Check the small roll pin & cup plug in the end of valve (A missing plug will exhaust line pressure) Torque converter clutch control valve: The I.D. groove on the sleeve faces the retainer pin Pressure regulator valve: Adjustable Fail-safe valve A: 4th gear only Checkball & small spring: Reverse clutch orifice ball (Harsh apply into Reverse if missing). Checkball & large spring: Line pressure relief Accumulator: Low reverse brake (used in reverse only)
216
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Valve Body (continued)
1 2 3 4 5
Torque converter pressure control valve: Caution: Can be installed backward Fail-safe valve B: 3rd gear only Checkball: Low and reverse clutch shuttle ball Checkball & small spring: Blocks line oil to underdrive clutch Checkball & small spring: Block line oil to overdrive clutch
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F4A41/42/51
Valve Body (continued)
No Hole
Hole
1* 2* 3 4* 5* 6
Second brake control valve: 5 Lands, No Hole in valve Underdrive control valve: 6 Lands, Hole through valve Switch valve Low/Reverse control valve: 6 Lands, Hole through valve Overdrive control valve: 5 Lands, No Hole in valve Large checkballs: Seals exhaust passage for solenoids, clutches, manual valve, etc.
* Caution: All four clutch control valves can fit in each others bores.
218
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F4A41/42/51
Leak from Dip Stick
Concern: Fluid seeping from the dipstick. Common Cause: Imbalance of internal pressure. Repair: Use the revised pan which as a longer dipstick tube and additional breather hose was added to balance internal pressure. Part number MR567457 includes: Pan Dipstick Breather Hose 2 Hose Clips
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F4A41/42/51
No Park, Stuck in Park, or Ratcheting noise in Reverse
Common Cause: Roll pin breaking on the end of the park pawl rod. Repair: Replace park pawl rod, or find a suitable pin to repair.
Roll pin fatigue is evident on even low mileage units.
220
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F4A41/42/51
Computer Application Chart
TCM (72PIN) Year 1997 1998 Vehicle Diamante Diamante Engine 3.5L 3.5L
1997 1998 1999 2000
Mirage Mirage Mirage Mirage
1.5L & 1.8L 1.5L & 1.8L 1.5L & 1.8L 1.5L & 1.8L
PCM (130 PIN) Year 1999 2000 2001 Vehicle Diamante Diamante Diamante Engine 3.5L 3.5L 3.5L
2001
Mirage
1.5L & 1.8L
1999 2000 2001
Galant Galant Galant
2.4L & 3.0L 2.4L & 3.0L 2.4L & 3.0L
2000 2001
Eclipse Eclipse
2.4L & 3.0L 2.4L & 3.0L
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TCM
Terminal No. Check item

1 ............ Underdrive solenoid 2 ............ Solenoid power supply 3 ............ Solenoid power supply 8 ............ Auto-cruise signal 10 .......... A/C Compressor load signal 11 .......... Power supply 12 .......... Ground 13 .......... Ground 14 .......... Overdrive solenoid 15 .......... Torque converter solenoid 16 .......... Second solenoid 23 .......... Diagnosis control 24 .......... Power supply 25 .......... Ground 26 .......... Ground 31 .......... Input speed sensor 32 .......... Output speed sensor 33 .......... Crankshaft position sensor 36 .......... Closed throttle position switch 38 .......... Power supply (Backup) 43 .......... Sensor ground (ISS, OSS, TFT) 44 .......... ATF temperature sensor 45 .......... Throttle position sensor (Return) 53 .......... Communication with ECM 54 .......... Communication with ECM 55 .......... Park/neutral position switch: P 56 .......... Park/neutral position switch: N 57 .......... Park/neutral position switch: 3 58 .......... Park/neutral position switch: L 59 .......... Brake light switch 62 .......... Low and reverse solenoid 63 .......... Diagnosis output 66 .......... Park/neutral position switch: R 67 .......... Park/neutral position switch: D 68 .......... Park/neutral position switch: 2 69 .......... Vehicle speed sensor 71 .......... A/T control relay 72 .......... Ground NOTE: Not all computers will use all terminals listed.
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F4A41/42/51 PCM
Terminal No. Check Item
41 ......... Power supply 45 ......... Crankshaft position sensor 46 ......... Throttle and accelerator position sensor supplied voltage 47 ......... Power supply 50 ......... A/T Control relay 57 ......... Sensor ground (TPS, ISS, OSS, TFT) 66 ......... Power supply (Backup) 75 ......... Auto-cruise signal 76 ......... Ground 77 ......... Solenoid power supply 78 ......... Throttle position sensor (Return) 79 Closed throttle position switch or Idle switch (Vehicles with Traction Control) 80 ......... Vehicle speed sensor 81 ......... Diagnosis control 83 ......... A/C Compressor load signal 84 ......... Diagnosis control 85 ......... Diagnosis output 88 ......... Ground 89 ......... Solenoid power supply 97 ......... Ground 101 ....... Park/neutral position switch: P 102 ....... Park/neutral position switch: D 103 ....... Input speed sensor 104 ....... Output speed sensor 105 ....... Shift indicator light 1st 106 ....... Second solenoid 107 ....... Torque converter solenoid 108 ....... Park/neutral position switch: R 109 ....... Park/neutral position switch: 3 110 ....... Park/neutral position switch: L or Shift switch DOWN (Sport mode) 117 ....... Shift indicator light 3rd 118 ....... Shift indicator light 2nd 120 ....... Underdrive solenoid 121 ....... Park/neutral position switch: N 122 ....... Park/neutral position switch: 2 or Shift switch UP (Sport mode) 123 ....... Brake light switch 124 ....... ATF temperature sensor 128 ....... Shift indicator light 4th 129 ....... Low and reverse solenoid 130 ....... Overdrive solenoid NOTE: Not all computers will use all terminals listed
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F4A41/42/51
Power and Ground Terminal Number PCM 41 47 66 77 89 46 57 76 88 97 TCM 11 24 38 2 3 43 12 13 25 26 72 Throttle Position Sensor Supplied Voltage Sensor Ground Ground Back-up Power Supply Solenoid Power Supply Power Supply Ignition Switch: OFF Ignition Switch: ON Always Ignition Switch: OFF Ignition Switch: ON Ignition Switch: ON Always Always 0V Battery Voltage Battery Voltage 0V Battery Voltage 4.8-5.2V 0V 0V Item Being Checked Conditions Specifications
Throttle Position Terminal Number PCM 78 TCM 45 Throttle Position Sensor Ignition Switch: ON (check for smooth voltage increase as throttle is moved from idle position to wide open throttle) Engine: Idling Engine: Other Than Idling Idle 0.6 - 0.8V Item Being Checked Conditions Specifications
Wide Open Throttle
4.8 - 5.2V
79
36
Closed Throttle Position Switch or Idle Switch (Models with Traction Control
0V 5V
Diagnostics Terminal Number PCM 85 81 84 TCM 63 23 53 54 Diagnosis Output Diagnosis Control Normal (No diagnosis code output) 0 - 5V Flashing
Item Being Checked
Conditions
Specifications
Engine: Idling Selector Lever Position: D
Other than 0V
Communication with ECM
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F4A41/42/51
Shifter Position Terminal Number PCM TCM 101 55 Park/Neutral position switch: P Ignition switch: ON Selector lever position: P Ignition switch: ON Selector lever position: Other than above 108 66 Park/Neutral position switch: R Ignition switch: ON Selector lever position: R Ignition switch: ON Selector lever position: Other than above 121 56 Park/Neutral position switch: N Ignition switch: ON Selector lever position: N Ignition switch: ON Selector lever position: Other than above 102 67 Park/Neutral position switch: D Ignition switch: ON Selector lever position: D Ignition switch: ON Selector lever position: Other than above 109 57 Park/Neutral position switch: 3 <vehicles without sport mode> Ignition switch: ON Selector lever position: 3 Ignition switch: ON Selector lever position: Other than above 122 68 Park/Neutral position switch: 2 <vehicles without sport mode> Ignition switch: ON Selector lever position: 2 Ignition switch: ON Selector lever position: Other than above Select switch (Up) <vehicles with sport mode> Ignition switch: ON Selector lever position: Upshift and hold the selector lever Ignition switch: ON Selector lever position: Other than above 110 58 Park/Neutral position switch: L <vehicles without sport mode> Ignition switch: ON Selector lever position: L Ignition switch: ON Selector lever position: Other than above Select switch (Down) <vehicles with sport mode> Ignition switch: ON Selector lever position: Down shift and hold the selector lever Ignition switch: ON Selector lever position: Other than above Battery voltage 0V Battery voltage 0V Battery voltage 0V Battery voltage 0V Battery voltage 0V Battery voltage 0V Battery voltage Item Being Checked Conditions Specifications
0V Battery voltage 0V Battery voltage
0V
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F4A41/42/51
Transaxle Control Solenoids Terminal Number PCM TCM 129 62 Low-reverse solenoid Engine: Idling Selector lever position: P Battery voltage Item Being Checked Conditions Specifications
Engine: Idling 7 - 9V Selector lever position: 2 (2nd gear) <Vehicles without sport mode> Sport mode (2nd gear) <Vehicles with sport mode> 130 14 Overdrive solenoid Engine: Idling Selector lever position: 3 (3rd gear) <Vehicles without sport mode> Sport mode (3rd gear) <Vehicles with sport mode> Engine: Idling Selector lever position: P 120 1 Underdrive solenoid Engine: Idling Selector lever position: L (1st gear) <Vehicles without sport mode> Sport mode (1st gear) <Vehicles with sport mode> Engine: Idling Selector lever position: P 106 16 Second solenoid Battery voltage
7 - 9V Battery voltage
7 - 9V
Engine: Idling Battery voltage Selector lever position: 2 (2nd gear) <Vehicles without sport mode> Sport mode (2nd gear) <Vehicles with sport mode> Engine: Idling Selector lever position: P 7 - 9V Battery voltage
107
15
Torque converter clutch solenoid
Engine: Idling Selector lever position: L (1st gear) <Vehicles without sport mode> Sport mode (1st gear) <Vehicles with sport mode>
Temperature Sensor Terminal Number PCM 124 TCM 44 A/T fluid temperature sensor A/T fluid temperature: 20C (68F) A/T fluid temperature: 40C (104F) A/T fluid temperature: 80C (176F) 3.8 - 4.0 V 3.2 - 3.4 V 1.7 - 1.9 V Item Being Checked Conditions Specifications
226
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F4A41/42/51
Miscellaneous Terminal Number PCM 123 TCM 59 Brake light switch Ignition switch: ON Brake pedal: Depressed Ignition switch: ON Brake pedal: Released 75 8 Auto-cruise ECU No OD-OFF request OD-OFF request 83 10 A/C compressor load signal (Dual pressure switch) A/T control relay A/C switch: OFF A/C switch: ON Ignition switch: OFF Ignition switch: ON
Shift Indicatior Lights (Vehicles with Sport Mode) Terminal Number PCM 128 TCM Shift indicatior light: 4th Engine: Idling Gear range: 4th Engine: Idling Gear range: other than 4th 117 Shift indicatior light: 3rd Engine: Idling Gear range: 3rd Engine: Idling Gear range: other than 3rd 118 Shift indicatior light: 2nd Engine: Idling Gear range: 2nd Engine: Idling Gear range: other than 2nd 105 Shift indicatior light: 1st Engine: Idling Gear range: 1st Engine: Idling Gear range: other than 1st
Item Being Checked
Conditions
Specifications Battery voltage 0V Battery voltage 0V 0V Battery voltage 0V Battery voltage
50
71
Item Being Checked
Conditions
Specifications Battery voltage 0 - .9V Battery voltage 0 - .9V Battery voltage 0 - .9V Battery voltage 0 - .9V
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F4A41/42/51
Speed Sensors Terminal Number PCM 45 TCM 33 Crankshaft position sensor Engine: idling Waveform A Item Being Checked Conditions Specifications
103
Input shaft speed sensor
Measure between terminals 57 and 103 with an oscilloscope. Engine: 2000 RPM Selector lever position: 3 (3rd gear) <Vehicle without sport mode> sport mode (3rd gear) <Vehicle with sport mode> Measure between terminals 57 and 104 with an oscilloscope. Engine: 2000 RPM Selector lever position: 3 (3rd gear) <Vehicle without sport mode> sport mode (3rd gear) <Vehicle with sport mode> Measure between terminals 31 and 43 with an oscilloscope. Engine: 2000 RPM Selector lever position: 3 (3rd gear) Measure between terminals 32 and 43 with an oscilloscope. Engine: 2000 RPM Selector lever position: 3 (3rd gear) Engine: 2000 RPM Selector lever position: 3 (3rd gear)
Waveform B
104
Waveform B
Output shaft speed sensor
31
Input shaft speed sensor
Waveform B
32
Output shaft speed sensor
Waveform B
80
69
Vehicle speed sensor
Waveform B or C
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VOLKSWAGON
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Volkswagon
Contents
096 / 01M Differential Fill ............................. 231 Clutch Apply Charts ..................... 232 Transaxle Identification ................ 234 Shift Hunting ............................... 236 No Reverse ................................... 237 K3 Clutch Drum ........................... 238 38 Pin TCU .................................. 239 68 Pin TCU .................................. 240 Passat with Tiptronic .................... 242 38 Pin Chart ................................ 243 68 Pin Chart ................................ 247
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VOLKSWAGON
Notes:
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096/01M
Differential Fill
To avoid repeat differential failures technicians are raising the fluid level from the Max level, to the bottom of the speedometer gear as indicated below. Both transaxles original refill capacity is 0.75L with the difference between the Min and Max being 0.1L. Use VW synthetic ATF in the 01M differential and VW synthetic gear oil in the 096 differential. VW synthetic ATF: 0.5L part # G 052 162 A1 1.0L part # G 052 162 A2 VW synthetic Gear Oil (SAE 75 W90): 0.5L part # G 052 145 A1 1.0L part # G 052 145 A2
New fill point
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Clutch A pply Charts
Has ECOL Sport Switch
Deleted ECOL Sport Switch
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Clutch A pply Charts

096 Phase 2 Transmission
Conventional L/U converter Clutch. Added the transmission speed sensor.
01M Transmission
234
VOLKSWAGON
VW 096
Transaxle Identification
The 096 transaxle has three different phases 0, 1, and 3 all of which use different apply charts. Phase 0 vehicles have an ECO/SPORT switch. Phase 1 vehicles eliminated the ECO/SPORT function. Phase 2 and 01M vehicles use a conventional converter clutch and a transmission speed sensor was added. The identification code can be used to obtain production dates and to match the transaxle to the vehicle.
NOTE: The code letters of the transmission also appears on the vehicle data plate.
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VW 01M
Transaxle Identification (continued)
NOTE: The code letters of the transmission also appears on the vehicle data plate.
236
VOLKSWAGON
096 Phase 2 and 01M

Shift Hunting
The Transmission Vehicle Speed Sensor (Transmission VSS) and Vehicle speed sensor (VSS) connectors can be swapped. This error may not set a code, but it will cause driveability complaints. Concern: Vehicle shifts 1-2-1-2 or 3-4-3-4 depending on speed. Common Cause: Transmission VSS and VSS connectors reversed. Repair: Connector with red and green wires is for the Transmission VSS. Connector with yellow and white wires is for the VSS.
Transmission VSS
VSS
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096/01M
No Reverse
In the transaxle case there is a sealing plug and two o-rings that seal the reverse passage between the valve body and the B1 piston housing. Concern: No reverse after overhaul or valve body removal. Common Cause: Only one o-ring installed under sealing plug. Repair: Install two o-rings under sealing plug.
Sealing Plug
O-rings
Note: Make sure sealing plug is properly indexed in case.
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VOLKSWAGON
096/01M
K3 Clutch Drum
The 096 phase 0 and 1 transaxle built prior to 1994 use a K3 clutch drum and shaft assembly with three sealing rings on the shaft, one of the sealing rings is difficult to remove and install. When damage to the sealing ring, drum or sealing ring surface in the turbine shaft is present it is recommended that this assembly be changed. The 096 phase 2 and 01M transaxles relocated the third sealing ring to an accessible position.
Sealing Ring
O-Ring
096 Phase 0 and 1
096 Phase 2 and 01M
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38 Pin TCU
DTC Definitions 096
DTC Description 00000...................................................................... No Communication 00258 ....................................................................Solenoid Valve No. 1 00260 ....................................................................Solenoid Valve No. 2 00262 ....................................................................Solenoid Valve No. 3 00263 ............. Hydraulic Electrical Or Mechanical Transmission Fault 00264 ....................................................................Solenoid Valve No. 4 00266 ....................................................................Solenoid Valve No. 5 00268 ....................................................................Solenoid Valve No. 6 00270 ....................................................................Solenoid Valve No. 7 00281 ................................................................... Vehicle Speed Sensor 00293 ................................................ Transmission Range (TR) Switch 00296/00660 ............................................................. Kickdown Switch 00299 ...................................................................... TR Program Switch 00300............................................... Transmission Temperature Sensor 00518 ....................................................................... TPS Out Of Range 00526 ...................................................................... Brake Light Switch 00529 ........................................................... RPM Information Missing 00532........................................................ Supply Battery Voltage Low 00545/00638 .................... Engine/Transmission Electrical Connection 00596 ............................................................................. Shorted Wiring 00641................................................................... Trans. Temp. Too Hot 00652 .................................................................................... Gear Ratio 01236 ..................................................................... Shift Lock Solenoid 65535 .................................................. Control Module Malfunctioning
240
VOLKSWAGON
68 Pin TCU
DTC Definitions (1997 Passat, 1997-98 Cabrio, Golf, GTI &
DTC Description Jetta) 00258 ................... Open Or Short to Ground Or Faulty Solenoid No. 1 00260 ................... Open Or Short to Ground Or Faulty Solenoid No. 2 00262 ................... Open Or Short to Ground Or Faulty Solenoid No. 3 00264 ................... Open Or Short to Ground Or Faulty Solenoid No. 4 00266 ................... Open Or Short to Ground Or Faulty Solenoid No. 5 00268 ................... Open Or Short to Ground Or Faulty Solenoid No. 6 00270 ................... Open Or Short to Ground Or Faulty Solenoid No. 7 00281 .................. Open In Wiring, Faulty Vehicle Speed Sensor (VSS) Or Impulse Wheel Loose 00293 ...... Open In Wiring Or Faulty Transmission Range (TR) Switch 00297 .............................. Open In Wiring Or Faulty Transmission VSS 00300..... Open In Wiring Or Faulty Transmission Temperature Sensor 00518. Open Or Short In Wiring Or Faulty Throttle Position Sensor 1,2 00529 .................. Open In Wiring, Engine Speed Information Missing 00532 ........Battery Faulty Or Poor Voltage Supply To Solenoid Valves 00545 ........... Open Or Short To Ground (No Communication Between ECM & TCM) 00596 ................................... Short In Wiring Between Solenoid Valves 00638 ........... Open Or Short To Ground (No Communication Between ECM & TCM) 00641 ............ ATF Temperature Too High Or Faulty ATF Temperature Sensor 00652 ......... Gear Ratio Error/Hydraulic Malfunction (Clutch Or Valve Body Faulty) 00660 .... Open Wiring Or Incorrect Signal From TP Sensor (Faulty TP Sensor) 65535 .................................................................................. Faulty TCM 1 - On 6-cylinder or diesel engine models, TP signal is sent through ECM to TCM 2 - On vehicles with CAN-Bus system, TCM checks signal from TP sensor only, not TP sensor operation. On Vehicles without CAN-Bus system, wire to TCM from TP sensor for signal is also checked. If DTC is retrieved from TCM or TP sensor, retrieve ECM DTC and repair first.
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DTC Definitions (1998 New Beetle)

DTC 00258 00260 00262 00264 00266 00268 00270 00281 00293 00297 00300 00518 00529 00532 00545 00638 00641 00652 00660 01192 01236 01312 01314 01316 65535
1
68 Pin TCM
Description Open Or Short to Ground Or Faulty Solenoid No. 1 Open Or Short to Ground Or Faulty Solenoid No. 2 Open Or Short to Ground Or Faulty Solenoid No. 3 Open Or Short to Ground Or Faulty Solenoid No. 4 Open Or Short to Ground Or Faulty Solenoid No. 5 Open Or Short to Ground Or Faulty Solenoid No. 6 Open Or Short to Ground Or Faulty Solenoid No. 7 Open In Wiring, Faulty Vehicle Speed Sensor (VSS) Or Impulse Wheel Loose Open In Wiring Or Faulty Transmission Range (TR) Switch Open In Wiring Or Faulty Transmission VSS Open In Wiring Or Faulty Transmission Temperature Sensor Open Or Short In Wiring Or Faulty Throttle Position Sensor 1 Open In Wiring, VSS, Trans VSS, Engine Speed or TP Sensor Information Missing Battery Faulty Or Poor Voltage Supply To Solenoid Valves Open Or Short To Ground (No Ignition Timing Point Reference Signal Transferred From ECM To TCM) Open Or Short To Ground (No TP Signal Transferred From ECM To TCM ATF Temperature Too High Or Faulty ATF Temperature Sensor Gear Ratio Error/Hydraulic Malfunction (Clutch Or Valve Body Faulty) Open Wiring Or Incorrect Signal From TP Sensor (Faulty TP Sensor) Torque Converter Clutch Slipping (Faulty Valve Body) Open Or Short In Wiring Or Faulty Shift Lock Solenoid Failure In Communication Network Between ECM & TCM (Open Wiring Or Connectors) Failure In Communication From ECM Or Faulty ECM Failure In Communication From ABS Control Module Or Faulty ABS Control Module Faulty TCM
- On vehicles with CAN-Bus system, TCM checks signal from TP sensor only, not TP sensor operation. On Vehicles without CAN-Bus system, wire to TCM from TP sensor for signal is also checked. If DTC is retrieved from TCM or TP sensor, retrieve ECM DTC and repair first.
242
VOLKSWAGON
Passat with Tiptronic

DTC Definitions 68 Pin TCM
DTC 00000 00258 00260 00262 00264 00266 00268 00270 00293 00296 00297 00300 00518 00526 00529 00532 00543 00545 00549 00638 00652 01192 01236 17101 18141 18147 18152 18192 18193 65535 Description No Communication With TCM Solenoid Valve No. 1 Solenoid Valve No. 2 Solenoid Valve No. 3 Solenoid Valve No. 4 Solenoid Valve No. 5 Solenoid Valve No. 6 Solenoid Valve No. 7 Transmission Range (TR) Switch Kickdown Switch Output Speed Sensor Transmission Temperature Sensor TPS Out Of Range Brake Light Switch RPM Information Missing Supply Battery Voltage Low RPM Information Maximum Exceeded Engine/Transmission Electrical Connection Consumption Signal Engine/Transmission Electrical Connection (Terminal No. 2 Or No. 30) Incorrect Gear Ratio Torque Converter Clutch RPM Deviation Shift Lock Solenoid Turbine Input Speed Sensor Tiptronic Switch, Down Tiptronic Switch, Up Tiptronic Switch, Recognition High/Downshift Wire High/Downshift Wire TCM Faulty
VOLKSWAGON
243
38 Pin TCU
Switch to voltage measuring range 20 V Test Step 1 TCU Pins 19 + 1 * Test Conditions - Additional Operations * Ignition switched ON Specified Value approx. Battery Positive Voltage (B+) 4.6 to 5 V Repairing Malfunction (Notes) - Check wiring from pin 1 to Ground (GND) - Check wiring from pin 19 to terminal 15 central electrics - Check wiring on basis of wiring diagram - Replace Transmission Control Module - When accelerating form idling to full throttle, voltage level increases constantly - Set Throttle Position (TP) Sensor, replace if necessary Test of Supply voltage from Transmission Control Module (TCM) Throttle Position (TP) Sensor (4)
10 + 29
* Ignition switched ON - Disconnect connector from Throttle Position (TP) Sensor * Ignition switched ON
9 + 29
Idle - min. Idle - Max. Wide Open Throttle - min. -Max 3 19 + 20 Shift Lock Solenoid * Ignition switched ON
0.156 V 0.8V 3.5 V 4.68 V approx. Battery Positive Voltage (B+) 0V
- Perform test step 4
* With brake operated
26 + 1
Brake LIght Switch
* Ignition switched ON
0V
- Check of wiring - Brake Light Switch
- Brake pedal depressed
approx. Battery Positive Voltage (B+)
(4) Not checked on vehicles with 6-cylinder engine. Signal from TP Sensor is directed to TCM via ECM
244
VOLKSWAGON
38 Pin TCU
Switch to voltage measuring range 20 V
Test Step 5 TCU Pins 34+1 Test of Multi-function Transmission Range (TR) Switch -F125* Test Conditions - Additional Operations * Ignition switched ON - Selector lever position R, N, D, 3 and 2 Selector lever position P and 1 15 + 1 Selector lever position P, R, 2 and 1 Selector lever position N, D and 3 35 + 1 Selector lever position P, R, N and D Selector lever position 3, 2 and 1 16 + 1 Selector lever position P, R and N 0 to 0.8 V 4.5 to 5 V 0 to 0.8 V 4.5 to 5 V 0 to 0.8 V approx. Battery Positive Voltage (B+) 0 to 0.8 V Specified Value 4.50 to 5 V Repairing Malfunction (Notes) - Check wiring on basis of wiring diagram - Replace Multi-function TR Switch
Selector lever position D, 3, 2 and 1
Switch to Ohms measuring range 200 Ohms

6 22 + 18 Solenoid Valve 1 Ignition OFF -N8822 + 1 Transmission Control Module (TCM) disconnected 55 to 65 ohms infinite ohms (1) 055 to 65 ohms infinite ohms (1) 55 to 65 ohms infinite ohms (1) 55 to 65 ohms infinite ohms (1) - Check wiring on basis of wiring diagram - Check wiring on basis of wiring diagram - Check wiring on basis of wiring diagram - Check wiring on basis of wiring diagram
23 + 18 Solenoid Valve 2 Ignition OFF -N8923 + 1 TCM disconnected Solenoid Valve 3 Ignition OFF -N90TCM disconnected Solenoid Valve 4 Ignition OFF -N91TCM disconnected
3 + 18 3+1
2 + 18 2+1
(1) Switch multimeter to largest Ohms range

VOLKSWAGON
245
38 Pin TCU
Switch to Ohms measuring range 200 Ohms Test Step 10 TCU Pins Test of * Test Conditions - Additional Operations Specified Value 55 to 65 ohms infinite ohms (1) 4.5 to 6.5 ohms infinite ohms (1) 55 to 65 ohms infinite ohms (1) 14 to 25 ohms - Check wiring on basis of wiring diagram - Replace Shiftlock Solenoid - Check wiring on basis of wiring diagram - Check wiring on basis of wiring diagram Repairing Malfunction (Notes) - Check wiring on basis of wiring diagram 24 + 18 Solenoid valve 5 * Ignition switched OFF
24 + 1
Solenoid valve 5 * Transmission Control Module (TCM) disconnected
11
25 + 18 Solenoid valve 6 * Ignition switched OFF
25 + 1
Solenoid valve 6 * TCM disconnected
12
21 + 8
Solenoid valve 7 * Ignition switched OFF
21 + 1
Solenoid valve 7 * TCM disconnected
13
19 + 20 Shiftlock Solenoid
* Ignition switched OFF
* TCM disconnected 14 1 + 17 Kickdown Switch * Ignition switched OFF * Transmission Control Module (TCM) disconnected * Accelerator Pedal NOT depressed - depress Accelerator Pedal as far as kick-down (1) Switch multimeter to largest Ohms range
infinite ohms - Check wiring on basis of (1) wiring diagram - Adjust Accelerator Pedal cable, or replace
less than 1.5 ohms
246
VOLKSWAGON
38 Pin TCU
Switch to Ohms measuring range 20,000 Ohms Test Step 15 TCU Pins Test of * Test Conditions - Additional Operations * Ignition OFF Specified Value 55 to 65 ohms Repairing Malfunction (Notes) - Check wiring on basis of wiring diagram 32 + 33 Vehicle Speed Sensor (VSS) -g68-
* Transmission Control Module (TCM) disconnected 0.8K ohms 0.9 K ohms
- Replace Vehicle Speed Sensor (VSS)
Switch to Ohms measuring range 2,000,000 Ohms 16 30 + 18 Transmission Fluid Temperature Sensor (ATF) * Ignition OFF - Check wiring on basis of wiring diagram
* Transmission Control Module (TCM) disconnected Transmission Fluid Temperature approx. 20C (68F)
0.247 M ohms
- Switch to resistance measuring range 200,000 ohms
approx. 60C (140F) approx. 120C (248F) (1) Switch multimeter to largest Ohms range
48.8 K ohms - Check wiring on basis of 7.4 K ohms wiring diagram
VOLKSWAGON
247
68 Pin TCU
Switch to voltage measuring range 20 V Test Step 1 TCU Pins 23 + 1 * Test Conditions - Additional Operations Specified Value approx. Battery Positive Voltage (B+) Repairing Malfunction (Notes) - Check wiring per wiring diagram - Check wiring from contact 1 to Ground - Check wiring from contact 19 to terminal 15 central electric (ign. fused) Test of B+ Supply * Ignition switched ON voltage from Transmission Control Module (TCM)
29 + 15
Shift Lock Solenoid
* Ignition switched ON - Brake pedal not depressed - Brake pedal depressed
approx. - Check wiring per wiring Battery diagram Positive Voltage (B+) 0.2 V - Replace shift lock solenoid
15 + 1
Brake LIght Switch
* Ignition switched ON
0V
- Check wiring per wiring diagram - Replace brake light switch
- Brake pedal depressed
approx. Battery Positive Voltage (B+)
248
VOLKSWAGON
68 Pin TCU
Switch to Ohms measuring range 20,000 Ohms Test Step 4 TCU Pins 5 + 28 Test of Throttle Position (TP) Sensor (3) * Test Conditions - Additional Operations * Ignition switched OFF Accelerator Pedal Position: Specified Value Repairing Malfunction (Notes) - Check wiring on basis of wiring diagram - The resistance measurement will constantly change when operating Accelerator Pedal from idling to Wide OPen Throttle - Adjusting Throttle Position (TP) Sensor, replace if necessary Return system to basic seting
Idling MIn. Idling Max. Wide Open Throttle min. Wide Open Throttle max. 5 + 50 Throttle Position (TP) Sensor (3) Idling MIn. Idling Max. Wide Open Throttle min. Wide Open Throttle max.
0.7k ohms 1.8k ohms 2.1k ohms
3.9k ohms 2.1k ohms 3.9 k ohms 0.7k ohms
1.8 k ohms
Switch to voltage measuring range 200 V 5 63 + 1 Multi-function Transmission Range (TP) Sensor infinite ohms - Check wiring on basis of (2) wiring diagram Check connector on Selector lever position P 0 to 0.8 V Multi-function TR Switch for and 1 contact corrosion, replace if Selector lever position P, infinite ohms necessary - Replace Multi-function TR R, 2 and 1 (2) switch Selector lever position N, 0 to 0.8 V D and 3 Selector lever positionP, infinite ohms R, N and D (2) Selector lever position 3, 2 and 1 18 + 1 0 to 0.8 V - Selector lever positon R, N, D, 3 and 2
40 + 1
62 + 1
Switch to voltage measuring range 20 V Selector lever positionP, R and N Selector lever position D, 3, 2 and 1 approx .battery voltage 0V
(3) Engine with Mono Motronic - Coolant temperaturre min. 80 C (176F) Not checked on vehicles with 6-cylinder engine; signal from Throttle Position (TP) Sensor -G69_ is directed via Engine control Module (ECM) to Transmission control Module (TCM) and can only be checked with VAG 1551. (2) Switch multimeter to largest Ohms range.
VOLKSWAGON
249
68 Pin TCU
Switch to Ohms measuring range 200 Ohms Test Step 6 TCU Pins Test of * Test Conditions - Additional Operations * Ignition switched OFF Specified Value 55 to 65 ohms Infinite ohms (1) * Ignition switched OFF 55 to 65 ohms Infinite ohms (1) Solenoid valve 3 -N90* Ignition switched OFF 55 to 65 ohms Infinite ohms (1) * Ignition switched OFF 4.5 to 6.5 ohms Infinite ohms (1) * Ignition switched OFF 55 to 65 ohms Infinite ohms (1) * Ignition switched OFF 4.5 to 6.5 ohms Infinite ohms (1) - Check routing of wiring per wiring diagram - Check routing of wiring per wiring diagram - Check routing of wiring per wiring diagram - Check routing of wiring per wiring diagram - Check routing of wiring per wiring diagram Repairing Malfunction (Notes) - Check routing of wiring per wiring diagram 55 + 67 Solenoid valve 1 -N8855 + 1 7 54 + 67 Solenoid valve 2 -N8954 + 1 8 9 + 67 9+1 9 47 + 67 Solenoid valve 4 -N9147 + 1 10 56 + 67 Solenoid valve 5 -N9256 + 1 11 58 + 22 Solenoid valve 6 -N9358 + 1 22 + 1 12 10 + 67 10 + 1 13 23 + 29 Shift lock solenoid * Ignition switched OFF Solenoid valve 7-N94* Ignition switched OFF 55 to 65 ohms Infinite ohms (1) 14 to 25 ohms - Check routing of wiring per wiring diagram - Replace shift lock solenoid - Check routing of wiring per wiring diagram
(1) Switch multimeter to largest Ohms range
250
VOLKSWAGON
68 Pin TCU
Switch to Ohms measuring range 200,000 Ohms
Test Step 14 TCU Pins Test of * Test Conditions - Additional Operations Specified Value Repairing Malfunction (Notes) 1 + 16 Kickdown switch * Ignition switched Off * Accelerator Pedal not depressed *Depress Accelerator Pedal as far as kickdown 15 6 + 67 Transmission Fluid Temperature Sensor * Ignition switched OFF * ATF temperature approx. 20 C - Switch digital multimeter to 200 K Ohms approx. 60 C approx. 120 C 16 20 + 65 Vehicle Speed Sensor (VSS) Ignition switched OFF Infinite ohms -Check routing of wiring per (1) wiring diagram - Adjust accelerator cable or replace less than 1.5 ohms -Check routing of wiring per wiring diagram - Replace conductor strip
0.247 M ohms
48.8 K ohms 7.4 K ohms -Check routing of wiring per wiring diagram 0.8 K ohms - Replace vehicle speed sensor (VSS) 0.9 K ohms -Check routing of wiring per wiring diagram 0.8 K ohms - Replace vehicle speed sensor (VSS) 0.9 K ohms
min.
max 17 21 + 66 Vehicle Speed Sensor (VSS) Ignition switched OFF
min.
max (1) Switch multimeter to largest ohms Range.
VOLKSWAGON
251
REFERENCE
253
Reference
Contents
Conversion Tables ............................................................... 254 Resistor Values ................................................................... 257 Ohms Law .......................................................................... 258 Electrical Power .................................................................. 258 Electrical Formulas ............................................................. 259 Resistors in a Series Circuit ............................................. 259 Two Resistors in a Parallel Circuit .................................... 259 Multiple Resistors in a Parallel Circuit ............................. 259 Two Capacitors in a Series Circuit ................................... 259 Multiple Capacitors in a Series Circuit ............................. 259 Capacitors in a Parallel Circuit ........................................ 259 Schematic Symbols ............................................................. 260 Glossary of Electrical Terms ................................................ 262 Abbreviations ...................................................................... 266 Numeric Equivalents ........................................................... 267
254
REFERENCE
Conversion Tables
Area
Multiply In In In Ft Ft m cm mm By 645.2 6.452 0.0069 0.0929 144.0 10.764 0.155 0.00155 To Obtain mm cm Ft m In Ft In In
Distance
Multiply in in mm cm ft ft meter mile km By 25.4 2.54 0.0394 0.3937 0.3048 5280.0 3.2808 1.6093 0.6214 To Obtain mm cm in in meter miles ft km mile
area of a circle = Sr area of a cylinder = Srh

S = 3.14
r = Radius
h = Height
Pressure
Multiply By 0.0703 0.0689 6.8948 0.14503 14.503 14.2233 34.0136 0.0294 To Obtain kg/cm bar kPa PSI PSI PSI mbar Hg PSI PSI PSI kPa bar kg/cm Hg mbar
Temperature
(F 32) x 5 y 9 = C (C x 9 y 5) + 32 = F
REFERENCE
255
Conversion Tables (continued)

Torque
Multiply in-lbs in-lbs in-lbs ft-lbs ft-lbs ft-lbs Nm Nm kg-cm kg-m By 0.0833 0.113 1.152 12.0 1.3558 0.138 0.73756 8.8507 0.8679 7.233 To Obtain ft-lbs Nm kg-cm in-lbs Nm kg-m ft-lbs in-lbs in-lbs ft-lbs
Multiply Grams Ounces Ounces Pounds Pounds Pounds Tons Tons Kilograms Kilograms
Weight
By 0.03527 28.3495 0.0625 16.0 0.0005 0.4536 2000.0 907.18 2.20462 0.001102 To Obtain Ounces Grams Pounds Ounces Tons Kilograms Pounds Kilograms Pounds Tons
Volume (Cubic Measure)

Multiply Cubic in. (in3) Cubic in. (in3) Cubic in. (in3) Liters Cubic cm (cm3) Cubic mm (mm3) By 0.01639 16.387 16387.0 61.025 0.06103 To Obtain Liters Cubic cm (cm 3) Cubic mm (mm3) Cubic in. (in3) Cubic in. (in3)
Volume (Liquid Measure)

Multiply Quarts Pints Ounces LIters LIters Liters By 0.94633 0.4732 0.02957 1.05672 2.11344 33.81497 To Obtain Liters Liters Liters Quarts Pints Ounces
0.000061 Cubic in. (in3)
256
REFERENCE
Conversion Tables (continued)

Duty Cycle/Dwell/Voltage
Duty Cycle (%)
Feed Controlled
Degrees Dwell Voltage* 14.0 13.3 12.6 11.9 11.2 10.5 9.8 9.1 8.4 7.7 7.0 6.3 5.6 4.9 4.2 3.5 2.8 2.1 1.4 0.7 0.0 0 5 90.0 85.5 81.0 76.5 72.0 67.5 63.0 58.8 54.0 49.5 45.0 40.5 36.0 31.5 27.0 22.5 18.0 13.5 9.0 4.5 0.0 60 57 54 51 48 45 42 39 36 33 30 27 24 21 18 15 12 9 6 3 0 45.00 42.75 40.50 38.25 36.00 33.75 31.50 29.25 27.00 24.75 22.50 20.25 18.00 15.75 13.50 11.25 9.00 6.75 4.50 2.25 0.00
Ground Controlled 4-Cyl Scale 6-Cyl Scale 8-Cyl Scale
100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0
10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
* The voltage values are based on a 14-volt system voltage. Variations from this level will affect all of the voltage readings.
REFERENCE
257
Resistor Values
If you can read the bands on a ceramic resistor, you can determine its resistance value and its tolerance: The first two bands indicate the first two digits of its resistance value. The third band indicates the number of zeros to add. The fourth band indicates the tolerance.
Resistance Values
Color Black Brown Red Orange Yellow Green Blue Violet Gray White Brown Gold Silver Plain 1st Band 0 1 2 3 4 5 6 7 8 9 2nd Band 0 1 2 3 4 5 6 7 8 9 3rd Band 0 1 2 3 4 5 6 7 8 4th Band 1% 5% 10%
1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234
12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345
1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234 1234
12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345 12345
20%
So if the bands are: Blue 6 Red 2 White 9 Green 5 Violet 7 Yellow 0,000 Brown 0 Silver 10% Gold 5% Plain 20%
The resistor value is: = 650 k, 10% = 270 , 5% = 930 M, 20%

Orange Violet 3 0,000,000
258
REFERENCE
Ohms Law
VOLTS AMPS OHMS
With Ohms Law, as long as you have any two circuit values, you can easily calculate the third: Volts Amps = Ohms Volts Ohms = Amps Amps x Ohms = Volts
Electrical Power
WATTS VOLTS AMPS
A measurement of power developed in an electrical circuit. Just like with Ohms Law, whenever you have two measurements, you can calculate the third. Watts Volts = Amps Watts Amps = Volts Volts x Amps = Watts
REFERENCE
259
Electrical Formulas
Resistors in a Series Circuit
RTOTAL = R1 + R2 + R3
Two Resistors in a Parallel Circuit

RTOTAL = R1 x R2 R1 + R2
Multiple Resistors in a Parallel Circuit

RTOTAL = 1 + R1 1 1 + R2 1 R3
Two Capacitors in a Series Circuit

CTOTAL = C1 x C2 C1 + C2
Multiple Capacitors in a Series Circuit

1 CTOTAL = 1 + C1 1 + C2 1 C3
Capacitors in a Parallel Circuit

CTOTAL = C1 + C2 + C3
260
REFERENCE
Schematic Symbols
+ V
Battery
Power
Ground
Connected Wires
Unconnected Wires
Fuse
Circuit Breaker
Bulb
Meter
Pushbutton Switches
On/Off Switches
NC Switch
NO Switch
NC Switch
NO Switch
Transformer (Coil)
Relay
REFERENCE
261
Schematic Symbols (continued)

Fixed Resistor Variable Resistor Potentiometer
Diode
Zener Diode
LED
Photodiode
+ Fixed Capacitor Fixed Capacitor (Polarized) Variable Capacitor
B
B
NPN Transistor
PNP Transistor
Phototransistor
Crystal
262
REFERENCE
Glossary of Electrical Terms

Ammeter Electrical test device that measures current flow in a circuit. Displays measurement in amperes, or amps. Amperage Measurement of current flow in a circuit. Amperes; Amps Unit of measurement for reading current flow. Amperage is actually a reading of how many electrons are moving through a circuit at any given moment. One amp is the amount of current that one volt will push through one ohm of resistance. Analog Meter Measurement device that provides readings using a needle, instead of a digital output. Analog meters measure constantly, so the reading you see is the value taking place right now. But analog meters tend to be less accurate than digital meters, and the reading only updates as quickly as the needle can move. B+ Battery power. Closed Circuit A complete electrical path that provides the means for electricity to perform work. A closed circuit allows current to flow from its source, through the resistances, and back to its source. Computer Also controller; microprocessor. Device that provides the commands necessary to operate the engine or transmission, based on inputs from a series of sensors and switches. Controller See Computer. Conventional Electrical Theory Electrical circuit model which indicates
that electrical flow is from positive to negative. More recent studies show that electrons actually flow from negative to positive, but most texts still prefer to use the conventional model. Current Electron flow through a circuit, current is measured in amps. De-energize To turn off, or shut down a circuit or component. Digital On/off signal. A series of pulses that are either on or off, which provide information by varying frequency, or which control a circuit by varying frequency, duty cycle or ontime. Digital Multimeter Also DMM; DVOM; Digital Volt-Ohmmeter. Electrical device that provides measurements of electrical circuits, using a digital display. Digital meters and oscilloscopes read a circuit through sampling; how accurate your measurement is depends on how many samples the meter takes per second. Digital Volt-Ohmmeter See Digital Multimeter. Distributorless Ignition System Also Electronic Ignition. A type of ignition that doesnt use a distributor to provide spark to the cylinders. These systems usually provide spark through a process known as wastespark; a process which provides spark to two cylinders at once. One cylinder fires; the other receives spark on its exhaust stroke that cylinders spark is wasted. Ford uses this term to identify one of its electronic ignition system.
REFERENCE
263
Glossary of Electrical Terms (cont)

Diode An electrical one-way shutoff valve. A diode is a semiconductor, designed to allow current flow in one direction, but not in the other direction. These devices are commonly used to control the spark that develops when an electromagnetic coil de-energizes, and the magnetic field collapses. Duty Cycle A signal that varies its relationship between on-time and off-time. Duty cycle signals usually control a computer output device, such as an electronic pressure control solenoid: The longer the signal on-time, the longer the solenoid remains open, so the lower mainline pressure becomes. Electrostatic Discharge Electrical potential that releases suddenly; the shock you feel when you touch a doorknob on a dry day is electrostatic discharge. That shock can damage or destroy electronic components. Thats why its important to take precautions wear a static strap, never touch the terminals, etc. when working with electronic devices. Energize To turn on a circuit or component; provide with power and ground, to enable an electrical device to operate. Engine Control Module Also ECM. SAE J-1930 term for a device that controls only engine operation. See also PCM, TCM, Computer. Frequency The number of complete oscillations, or cycles, that occur each second. Measured in Hertz. Ground The return side of an electrical circuit, as defined by the conventional electrical theory. More recent studies show that electrons actually flow in the opposite direction of that shown by conventional theory, but its still the most common model for electrical circuits. Grounded Circuit An electrical circuit failure that keeps the circuit energized all the time, regardless of switch or relay position. Also known as a short-to-ground. Hertz Also Hz. Unit of measurement for frequency; the number of complete cycles that take place in one second. A signal that repeats itself 20 times every second has a frequency of 20 Hertz. High Impedance Having high resistance to electrical flow. Usually used to describe electrical meters. When used to test an electronic circuit, a low impedance meter would affect the characteristics of the circuit. The higher the meters impedance, the less effect it will have on the circuit, so the less change it will make to the circuit operation when connected. Intermittent Taking place in an irregular or unpredictable cycle. An intermittent problem or failure may happen one moment, then not be there the next. Thats why intermittent failures are often difficult to isolate. Light-Emitting Diode Also LED. A semiconductor that lights when energized, much like a light bulb. But, unlike a light bulb, an LED requires very little current, and that current flow must be in a specific direction, or the LED wont light.
264
REFERENCE

Microprocessor See Computer. Ohm Unit of resistance measurement. It takes one volt to push one amp of current through one ohm resistance. Ohmmeter Electrical device for measuring resistance in a circuit or component. Ohms Law Principle that defines the relationship between pressure (voltage), flow (amperage) and resistance (ohms). Ohms x Amps = Volts; Volts Ohms = Amps; Volts Amps = Ohms. Open Circuit An incomplete electrical path that wont provide the means for electricity to perform work. An open circuit prevents current flow, so the circuit wont operate. Oscilloscope An electrical test device that maps voltage changes in a circuit over a specific amount of time. An oscilloscope displays the voltage signal as a picture, to show how voltage changes through the components operating cycle. Parallel Circuit An electrical circuit designed with multiple paths through the circuit, so that not all of the current must pass through all of the loads in the circuit. If one leg of a parallel circuit opens, it wont prevent the other legs from operating. Potentiometer A three-wire sensor that modifies a voltage signal based on movement or position. Potentiometers receive a regulated voltage signal to one end of a resistor, and ground to the other; a wiper slides along the resistor, and picks up the voltage signal, based on its position
along the resistor. Powertrain Control Module Also PCM. SAE J-1930 term for a computer that controls engine and transmission operation. A PCM may also control other systems, including cruise control, A/C system, antilock brakes, etc., but it must control engine and transmission to be called a PCM. See also ECM, TCM. Pulse Generator An AC generator that develops a frequency signal that varies with the rotational speed of an internal transmission component, such as a sun shell, turbine shaft or output ring gear. The computer uses this signal to measure the components RPM. From this, the computer can determine when to shift, when a shift is complete, or if a clutch is slipping. Pulse Width Modulated Also PWM. A signal that varies its relationship between on-time and off-time. Pulse width modulated signals usually control a computer output device, such as an electronic pressure control solenoid: The longer the signal on-time, the longer the solenoid remains open, so the lower mainline pressure becomes. See Duty Cycle. Relay An electrical device that allows a low current circuit to control a high current circuit. Energizing a relay energizes an electromagnet, which opens or closes a set of contacts, to provide power or ground to a circuit that would normally require too much current for the device controlling the circuit.
REFERENCE
265

Resistance The ability of a circuit or device to reduce or limit current flow. Resistor A device that limits or reduces current flow in a circuit. Sensor A device that provides signals to the computer, based on engine or transmission operating conditions. The computer uses these signals to control engine operation more precisely. Serial Data A digital signal from the computer, to communication information with other computers or scan tools. Scan tools can provide the actual sensor readings the computer sees, and outputs from the computer, by interpreting serial data signals. Series Circuit An electrical circuit in which all of the loads are wired end to end, in such a way that forces all of the current passing through the circuit to travel through all of the loads. If one load in a series circuit opens, it will prevent the other loads from operating. Short Circuit An electrical circuit without the resistance necessary to operate properly. Because of this lost resistance, these circuits will often burn up, unless protected by a fuse or circuit breaker. Not to be confused with a grounded circuit. Shrink Tubing An insulating material that shrinks to seal a connection when you apply heat. Solenoid An electrical device that turns electrical signals into movement or work. Solenoids can control lever movement, such as throttle kickers, or can control vacuum or hydraulic flow. The solenoids youll most likely be dealing with open and close to control hydraulic flow, to allow the transmission to shift gears, control lockup, and control line pressure. Thermistor A semiconductor that varies resistance based on temperature. There are two types of thermistor: negative temperature coefficient (NTC) and positive temperature coefficient (PTC). The NTC thermistor is more common as the temperature goes up, its resistance goes down. Transistor A semiconductor that operates as an electronic relay. Transistors allow a low current circuit to control power or ground to a high current circuit. Variable Resistor A one- or two-wire sensor that modifies a voltage signal based on stress or temperature. Thermistors are the most common type of variable resistor in todays cars and trucks. Voltage The pressure in an electrical system, that pushes current through the circuit. One volt of pressure is necessary to push one amp of current through one ohm of resistance. Sometimes called the circuits potential. Voltmeter Electrical test device that measures the voltage potential in a circuit. Displays its reading in volts.
266
REFERENCE
Abbreviations
Abbr. A AC B, b base C C C, c cm cu db DC dm DPDT DPST E, e E, e mf F F, f flu FM g gnd, grd Hg Hz I IB IC IE k kg kHz Description Ammeter Alternating current Base electrode, units with single Degrees Celsius or centigrade Capacitance, capacitor Collector electrode Centimeter Cubic Decibels Direct current Decimeter Double-pole, double-throw switch Double-pole, single-throw switch Emitter electrode Voltage Microfarad Degrees Fahrenheit Frequency Fluid Frequency modulation Gram Ground Mercury Hertz Current Base current (DC) Collector current (DC) Emitter current (DC) x1000 Kilograms Kilohertz Abbr. kV kW kWH lb M m 0.001 mf, mfd MHz mm NC Nm NO R SPDT SPST t T V, v VBB VBC VBE VCB VCC VCE VEB VEC vee vF W w wh, whr Description Kilovolt Kilowatt Kilowatt hour Pound Mega; x1,000,000 Milli; one-one thousanth; 1/1000; Microfarad Megahertz Millimeter Normally closed Newton-meter Normally open Resistance; resistor Single-pole, double-throw switch Single-pole, single-throw switch Time Temperature Volt; voltmeter Base supply voltage (DC) Base-to-collector voltage (DC) Base-to-emitter voltage (DC) Collector-to-base voltage (DC) Collector supply voltage (DC) Collector-to-emitter voltage (DC) Emitter-to-base voltage (DC) Emitter-to-collector voltage (DC) Emitter supply voltage (DC) Forward voltage (DC) Watt; work Watt Watt-hour
REFERENCE
267
Numeric Equivalents
Decimal Inches 0.0078 0.0135 0.0145 0.0156 0.0160 0.0180 0.0200 0.0210 0.0225 0.0234 0.0240 0.0250 0.0260 0.0280 0.0292 0.0310 0.0312 0.0320 0.0330 0.0350 0.0360 0.0370 0.0380 0.0390 0.0400 0.0410 0.0420 0.0430 0.0465 0.0469 0.0520 0.0547 0.0550 0.0595 0.0625 0.0635 0.0670 0.0700 0.0730 0.0760 0.0781 0.0785 0.0810 0.0820 0.0860 0.0890 0.0935 0.0938 0.0960 0.0980 0.0995 0.1015 0.1016 0.1040 0.1065 0.1094 0.1100 0.1110 Fraction Inches
1
Millimeters 0.1981 0.3429 0.3683 0.3962 0.4064 0.4572 0.5080 0.5334 0.5715 0.5944 0.6096 0.6350 0.6604 0.7112 0.7417 0.7874 0.7925 0.8128 0.8382 0.8890 0.9144 0.9398 0.9652 0.9906 1.0160 1.0414 1.0668 1.0922 1.1811 1.1913 1.3208 1.3894 1.3970 1.5113 1.5875 1.6129 1.7018 1.7780 1.8542 1.9304 1.9837 1.9939 2.0574 2.0828 2.1844 2.2606 2.3749 2.3825 2.4384 2.4892 2.5273 2.5781 2.5806 2.6416 2.7051 2.7788 2.7940 2.8194
Drill Size 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56
Tap Size
/128 /16
Decimal Inches 0.1130 0.1160 0.1172 0.1200 0.1250 0.1285 0.1328 0.1340 0.1360 0.1405 0.1406 0.1440 0.1470 0.1476 0.1484 0.1495 0.1520 0.1540 0.1563 0.1570 0.1590 0.1610 0.1641 0.1650 0.1660 0.1690 0.1695 0.1719 0.1730 0.1770 0.1797 0.1800 0.1653 0.1820 0.1850 0.1875 0.1890 0.1910 0.1935 0.1953 0.1960 0.1990 0.2010 0.2031 0.2040 0.2050 0.2055 0.2090 0.2109 0.2130 0.2188 0.2210 0.2266 0.2280 0.2340 0.2344 0.2380 0.2400
Fraction Inches
15
/128 /8
17
/128
Millimeters 2.8702 2.9464 2.9769 3.0480 3.1750 3.2639 3.3731 3.4036 3.4544
Drill Size 33 32 31 30
Tap Size 6-40 NF 6-48 NS
/128
29 28 27 26 25 24 23 22 21 20 19
/64
/32
19
/128
/32
/128
21
/128
/64
0-80 NF 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 3-48 NC 3-56 NF 4-36 NS 4-40 NC 4-48 NF 1 /8-32 NC 3mm - 0.50

1
11
/64
/128
23
/128
1-64 NC 1-72NF
/16
/16
/128
2-56 NC 2-64 NF
25
/128
/64
3.5687 3.5712 3.6576 3.7338 3.7500 3.7694 3.7973 3.8608 3.9116 3.9700 3.9878 4.0386 4.0894 4.1681 4.1910 4.2164 4.2926 4.3053 4.3663 4.3942 4.4958 4.5644 4.5720 4.2000 4.6228 4.6990 4.7625 4.8006 4.8514 4.9149 4.9606 4.9784 5.0546 5.1054 5.1587 5.1816 5.2070 5.2197 5.3086 5.3569 5.4102 5.5575 5.6134 5.7556 5.7912 5.9436 5.9538 6.0452 6.0960
4mm - 0.70 4mm - 0.75 8-32 NC 8-36 NF 8-40 NS /16-24 NC 4.5mm - 0.75 10-24 NC
3
3 /16-32 NF 10-32 NF
5mm - 0.90 5mm - 0.80 18 17 16 15 14 13 12 11 10 9 8 7 6 6mm - 1.00 5 4 3 2 1 A B 7mm - 1.00

1 1
12-24 NC 5.5mm - 0.80 12-28 NF 12-32 NEF
14-20 NS
1 /4-20 NC 14-24 NS
11
/128 /32
13
/64
/4-24 NS /4-28 NF /4-32 NEF /4-40 NS
27
/128 /32 /128 /64
1 1
/8-40NF 5-40NC
13
/128 /64
29
5-44 NF 6-32 NC 6-36 NS
15
268
REFERENCE
Numeric Equivalents (continued)

Decimal Inches 0.2420 0.2422 0.2460 0.2500 0.2570 0.2578 0.2610 0.2656 0.2660 0.2720 0.2734 0.2770 0.2800 0.2810 0.2813 0.2891 0.2900 0.2950 0.2969 0.3020 0.3047 0.3110 0.3125 0.3160 0.3190 0.3203 0.3230 0.3270 0.3281 0.3320 0.3359 0.3390 0.3430 0.3438 0.3480 0.3500 0.3516 0.3580 0.3594 0.3672 0.3680 0.3750 0.3770 0.3820 0.3828 0.3860 0.3906 0.3970 0.3984 0.4040 0.4063 0.4130 0.4141 0.4210 0.4219 0.4290 0.4297 0.4375 0.4453 Fraction Inches
31
/128 /4
33
/128 /64
17
Millimeters 6.1468 6.1519 6.2484 6.3500 6.5278 6.5481 6.6294 6.7462 6.7564 6.9088 6.9444 7.0358 7.1120 7.1374 7.1450 7.3431 7.3660 7.4930 7.5413 7.6708 7.7394 7.8994 7.9375 8.0264 8.1026 8.1356 8.2042 8.3058 8.3337 8.4328 8.5319 8.6106 8.7122 8.7325 8.8392 8.8900 8.9306 9.0932 9.1288 9.3269 9.3472 9.5250 9.5758 9.7028 9.7231 9.8044 9.9212 10.0838 10.1194 10.2616 10.3200 10.4902 10.5181 10.6934 10.7163 10.8966 10.9144 11.1125 11.3106
Drill Size C D E F G H I J
Tap Size
Decimal Inches 0.4531 0.4609 0.4688 0.4766 0.4800 0.4844 0.4922 0.5000 0.5039 0.5156 0.5312 0.5469 0.5590 0.5625 0.5781 0.5787 0.5938 0.6094 0.6220 0.6250 0.6406 0.6562 0.6614 0.6719 0.6875 0.7008 0.7031 0.7187 0.7344 0.7500 0.7656 0.7812 0.7969 0.8125 0.8228 0.8281 0.8425 0.8437 0.8594 0.8750 0.8779 0.8906 0.9062 0.9219 0.9375 0.9531 0.9687 0.9844 1.0000
Fraction Inches 29 /64

59
Millimeters 11.5087 11.7069 11.9075 12.1056 12.1920 12.3038 12.5019 12.7000 12.8000 13.0962 13.0962 13.8913 14.2000 14.2875 14.6837 14.7000 15.0825 15.4788 15.8000 15.8750 16.2712 16.6675 16.8000 17.0663 17.4625 17.8000
Drill Size
Tap Size 1 /2-20 NF 1 /2-24 NS
/16-18 NC
/128 /32 61 /128

15
/64 63 /128 1 /2
33 17
31
14mm - 2.00 9 /16-12 NC 14mm - 1.50 14mm - 1.25 9 /16-18 NF 5 /8-11 NC 16mm - 2.00 /8-18NF /8-18NPT 16mm - 1.50 11 /16-11 NS
3 5
8mm - 1.25 5 /16-24 NF 8mm - 1.00
35
/128
/64 /32 35 /64 /16 37 /64

19 9
K
5
9 37
/32 /128 /64
/16-32 NEF
L M N 9mm - 1.25 3 /8-16 NC O 9mm - 1.00 P 9mm - 0.75 Q R S 10mm - 1.25 T U V 11mm - 1.50 W
7 3
19
/32 39 /64 /8 41 /64 21 /32

43 11 5
39
/128 /16 /128 /64
18mm - 2.50 11 /16-16 NS

3 /4-10 NC 18mm - 1.50 3 /4-16NF 20mm - 2.50 1 /2-14 NPT
41
/64 /16
45 23
21
/8-24 NF
43
/128 /32
/8-27 NPT 10mm - 1.50
11
/64 /32 47 /64 3 /4 49 /64 25 /32 51 /64 13 /16 20.9000

53
/8-9 NC
45
/128
/64 21.4000
10mm - 1.0
7
/8-14 NF 22mm - 1.50 7 /8-18 NS 24mm - 3.00 1-8 NC 24mm - 2.00 1-12 NF 3 /4-14 NPT 1-14 NS
/64 47 /128
3
23
27
/16-14 NC
/32 55 /64 7 /8 22.3000

57 29
/8
49
/128 /64
/64 /32 59 /64

15 61
25
/16-20 NF
X Y Z 12mm - 1.75 12mm - 1.50 1 /2-13 NC 12mm - 1.25

1
51
/128 /32
13
/16 /64 31 /32 63 /64 1
53
/128 /64
27
55
/128 /16 57 /128

7
/4-18NPT

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2002 TECHNICAL SEMINAR

Automatic Transmission Rebuilders Association

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

ATRA Technical Team

Dennis Madden Chief Exsecutive Officer

Lance Wiggins Technical Director

Evelyn Marlow Technical Supervisor

Randall Schroeder Senior Technical Advisor and Seminar Speaker

Steve Garrett Technical Advisor and Seminar Speaker

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

ATRA Technical Team(continued)

Kelly Hilmer ATRA Online

Cliff McCormick Senior Technican and Network Administrator

David Skora Technical Advisor

Bill Brayton Technical Advisor and Seminar Speaker

Mike Baird Technical Advisor and Seminar Producer

Mike VanDyke Technical Advisor

Mike Brown Technical Advisor

Pete Huscher Technical Advisor

2002 TECHNICAL SEMINAR

ATRA Technical Team ATRA Staff

2002 ATRA. All Rights Reserved.

2002 TECHNICAL SEMINAR

2002 ATRA. All Rights Reserved.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

General Motors T-Truck

2002 ATRA. All Rights Reserved. Printed in U.S.A.

General Motors T-Truck (continued)

Part Number 15706341

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

Part Number 8631362

2002 ATRA. All Rights Reserved. Printed in U.S.A.

Roller clutch assembly Part # 2421271 1

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

Spacer Plate # 24205050

2002 ATRA. All Rights Reserved. Printed in U.S.A.

4T40E chain has eleven links

4T45E chain has thirteen links

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2002 ATRA. All Rights Reserved. Printed in U.S.A.

2-3 Accumulator valve train

2002 ATRA. All Rights Reserved. Printed in U.S.A.

Added balance hole

2-3 Accumulator valve eliminated

2002 ATRA. All Rights Reserved. Printed in U.S.A.

Part Number 8684255

2002 ATRA. All Rights Reserved. Printed in U.S.A.

New Calibration Part Number 12216203 12216193 12216213

Description NC1/NF7 Federal/Cal NM Leaded Gas K29 Unleaded Export

2002 ATRA. All Rights Reserved. Printed in U.S.A.