2006 ATRA Seminar Manual

© 2006 ATRA. All Rights Reserved.

2006 TECHNICAL SEMINAR2

This manual has been developed by the Automatic Transmission Rebuilders Association(ATRA) Technical Department to be used by qualified transmission technicians in con-junction with ATRA’s technical seminars. Since the circumstances of its use are beyondATRA’s control, ATRA assumes no liability for the use of such information or any dam-ages incurred through its use and application. Nothing contained in this manual is tobe considered contractual or providing some form of warranty on the part of ATRA. Nopart of this program should be construed as recommending any procedure which iscontrary to any vehicle manufacturer’s recommendations. ATRA recommends onlyqualified transmission technicians perform the procedures in this manual.

This manual contains copyrighted material belonging to ATRA. No part of this manualmay be reproduced or used in any form or by any means — graphic, electronic or me-chanical, including photocopying, recording, electronic or information storage andretrieval — 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 curricu-lum, without express written permission from the ATRA Board of Directors is strictlyforbidden.

ATRA and the ATRA logo are registered trademarks of the Automatic TransmissionRebuilders Association.

Portions of materials contained herein have been reprinted with permission of GeneralMotors Corporation, Service Technology Group Agreement # 0610228.

Portions of materials contained herein have been reprinted with permission of FordMotor Company.

Portions of materials contained herein have been reprinted with permission of DaimlerChrysler Corporation.

© 2006 ATRA, Inc. All Rights Reserved. Printed in USA.

The

Automatic Transmission Rebuilders Association2400 Latigo AvenueOxnard, CA 93030

Phone: (805) 604-2000 Fax: (805) 604-2005http://www.atra.com


2006 TECHNICAL SEMINAR 3

Dennis MaddenChief Executive Officer

Dennis Madden,

ATRA, CEO

Welcome to the 2006 ATRA Technical Seminar!

Lance Wiggins and the ATRA Technical staff have really worked hard to get you themost up-to-date and relevant technical information that you can put to work rightaway… and again, in full color!

For those of you who have attended past ATRA seminars you’ll be delighted to know thisseminar material is just what you expected from ATRA, or even more. If you’ve neverattended an ATRA seminar before you’re in for a treat.

This seminar, along with everything else at ATRA is a group effort, with a lot of peopleworking in the background to make this seminar a success. I am honored to be part ofsuch a worthy organization and to work with such great people.

ATRA is changing all the time. Not only with the way we distribute technical material,but in almost every area where we serve our members, and the industry at large.

On behalf of the ATRA staff, and the ATRA Chapters that work so hard to bring you thisseminar, welcome.

Sincerely,



Lance WigginsTechnical Director

ATRA is proud to be celebrating another year serving the automatic transmission repairindustry. Many changes have taken place over the last year and it’s because of thosechanges that technical training has become an integral part of today’s transmissionrepair industry.

To that end, ATRA is pleased to present its 2006 Technical Seminar. Packed with count-less hours of research and development, writing, editing, photography and layout, thisyear’s seminar will stand out as one of the most demanding and useful technical train-ing programs ever developed for this industry.

Once again, this year’s technical manual has been produced in full color. With over 325pages of up-to-the-minute technical information, the 2006 Technical Seminar Manualwill remain a valuable resource long after the seminar is just a memory.

We’re confident that you’ll find this year’s seminar presentation and technical manualboth informative and profitable. In fact, we’re so sure you’ll be satisfied with what youlearn in this program, we guarantee it!

This past year ATRA lost one of our own, Jim Lambos pasted away in December of 2005from a vehicle accident. As a reminder of his countless hours speant helping our mem-bers, we have deticated this 2006 Technical Seminar Manual to him and his family.

On behalf of the entire ATRA staff, the international board of directors, and all of theATRA members worldwide, we’d like to thank you for helping to make every day memo-rable.

Lance WigginsATRA Technical Director



ATRA Technical Team (continued)

Pete HuscherTechnical Advisor

David SkoraSenior Technician,Seminar Speaker

Mike VanDykeTechnical Advisorand SeminarSpeaker

Larry FrashTechnical EditorSeminar Speaker,Design Artist

Mike BrownTechnical Advisor

Randall SchroederSenior Technicianand Seminar Speaker

Steve GarrettTechnical Advisor, SeminarSpeaker, Service Engineer

Weldon BarnettTechnical Advisor

Reese BlalockSpanish TechnicalAdvisor

Bill BraytonTechnical Advisor

Jim LambosTechnical Advisor



IN MEMORY OFJIM LAMBOS

by Paul Morton

James J. “Jim” Lambos joined the

technical staff of ATRA in April of this

year, following a distinguished 25-year

career with the U.S. Air Force. While

in the Air Force, Jim held a number

of increasingly responsible positions

related to the repair and maintenance

of vehicles. Not surprisingly, one

of his specialties was the repair and

rebuilding of transmissions. In fact,

this skill was put to good use while he

was stationed at the remote outpost of

Shemya, Alaska, where Jim’s ability

to rebuild transmissions saved the Air

Force thousands of dollars in unneeded

shipping costs. At the time of his

retirement, Jim had been promoted to

the rank of Master Sergeant, and he had

received several awards and decorations

for meritorious service.

In 1985, Jim married the former

Ronda McIntire, and together they had

two sons; Jimmy, 14, and Zane, 10.

Following his retirement, Jim

walked into the ATRA IBO and spoke

with ATRA’s Technical Director, Lance

Wiggins. Though Lance will recall his

relationship with Jim in his own words,

he realized that Jim was someone he

wanted on the ATRA Technical team.

From the beginning, Jim began to make

a contribution. In fact, his fi rst technical

article appears in this issue, with a

forward written by Technical Editor

Larry Frash.

On the evening of

December 7, 2005, Jim

was driving his GTO in

nearby Ventura, when

he was involved in an

accident and killed. His

contribution and his loss

may best be described by

Lance Wiggins, in his own

words:

I try to learn from

my mistakes, and

the knowledge and

opinions of others. It

helps me grow into

the person I want to

become. Jim Lambos

is one person who

helped me in many

different ways, in a

short period of time.

Jim came to the offi ce

about eight months

ago, looking for a job

after many years in the

Air Force. His traits

and qualities were

clear and obvious; you don’t fi nd many

people like that, just walking in off the

street for an interview.

Jim’s military background defi -

nitely infl uenced my decision to hire

him, and what a good decision that was.

He was a complete team player; always

asking for more work and never com-

plaining about a thing. For those of you

who talked to Jim on the Technical Help

line, you know how he always went out

of his way to fi x your problems.

I can tell you two things about Jim’s

character that sums it up for me. One,

he was a Chicago Bears fan, and two,

he was a Cubs fan. And if you support

those two teams, you have to be special

as well as brave! If I could, I would

thank Jim for the time he spent with us,

for his loyalty and sense of team play,

and for being the person he was. I know

I speak for the entire ATRA family,

of which he will always be a part, the

Tech Department, and for me as well

… we will miss you. Rest in peace, my

friend.

Jim Lambos had been promoted to the rank of Master Sergeant, and he had received several awards and decorations for meritorious service.

AtraNews106.indd 158 1/5/06 4:38:41 PM

IIIIIn Memory On Memory On Memory On Memory On Memory Of Jim Lambosf Jim Lambosf Jim Lambosf Jim Lambosf Jim Lambos



IIIIIn Memory of Jim Lambos:n Memory of Jim Lambos:n Memory of Jim Lambos:n Memory of Jim Lambos:n Memory of Jim Lambos:

HusbandHusbandHusbandHusbandHusband

FFFFFatheratheratheratherather

FriendFriendFriendFriendFriend

AirmanAirmanAirmanAirmanAirman

ATRA TATRA TATRA TATRA TATRA Techechechechech

TTTTThank you for allowing the ATRA Fhank you for allowing the ATRA Fhank you for allowing the ATRA Fhank you for allowing the ATRA Fhank you for allowing the ATRA Family to knowamily to knowamily to knowamily to knowamily to knowyouyouyouyouyou. Rest in PRest in PRest in PRest in PRest in Peace my Friendeace my Friendeace my Friendeace my Friendeace my Friend



ATRA StaffIt’s difficult enough getting the seminar book researched, writ-ten, pictured, edited, and printed let alone getting it out to theseminar attendees. This is where the ATRA Staff comes in.

Chief Executive Officer: Dennis Madden

GEARS Managing Editor: Rodger Bland

GEARS Magazine: Frank Pasley

Jeanette Troub

Paul Morton

Supplier Services andEvents Cordinator: Vanessa Velasquez

Director of Online and Membership: Kelly Hilmer

Membership Department: Kim Brattin

Angela Kimball

Didi Danial

Accounting Services: Jody Wintermute

Rosa Smith

Valerie Mitchell

Jim Spitsen

Bookstore Manager: Kim Paris

ATRA Bookstore: Ron Brattin

Without the ATRA team, it would be very hard to accomplishthe task at hand. Please enjoy the seminar.

Lance WigginsATRA Technical Director



ATRA would like to thank the followingcompanies for their continued support!

iv


2006 TECHNICAL SEMINAR14GMTable of Contents

GM TOC ............................................27GM AllBody Style Identification...................... 28

Dexron VINew Fluid Introduced .......................... 32

AF23-5Whine Noise in 4th Gear ....................... 34

4L60E/65E, 4T40E/45E, AF33-5APP Signals and DTC Applications ....... 35

81-40LENo 4th Gear ........................................... 36

5L40/50EDownshift Related Concerns ............... 37

5L40/50E, 4T60EShared 5-Volt Reference Circuit ......... 38

4T40/45ENo Upshift ............................................ 41“A” Car Transaxle Characteristics....... 43APP Sensor DTCs ................................. 45

4T65EW-car P2138 and/or P1125 Set ........... 46P0741 or P2761, TCC RelatedConcerns .............................................. 47Intermittent Speedometer,Erratic Shifts ....................................... 49Intermittent Hard Garage Shift ........... 502006 Updates ....................................... 51

4T80E3rd Gear Start, No 3rd Gear orShift Related Concerns ....................... 54

4L60E/65E, 4L80E/85E NP236/2464-Wheel Drive Service Lamp OnDTC C0327 Set..................................... 55

4L60E/65E, 4L80E, LCT 1000PRNDL Inoperative .......................... 58

4L60E/65EFlare on the 2-3 Shift ..................... 59Lack of Communication .................. 612006 Updates .................................. 631-2 Shift Shutter............................. 65

4L80E/80EHD/85EPlanetary Carrier Service ............... 66Updated Pump Cover ....................... 67

6L80Introduction .................................... 68Checking the Fluid Level ................ 70Component Application Chart ......... 71Control Solenoid Operation ............ 72Shift and Control Solenoids ............ 73IMS Operation ................................. 74Transmission Manual ShaftSwitch ............................................. 75Transmission Fluid PressureSwitch ............................................. 76Solenoid and Valve BodyDiagnosis......................................... 77Adaptive Learning ........................... 79Pass-thru Connector ID .................. 80Pass-thru Connector Location ........ 81

4L70EIntroduction .................................... 82

LCT 1000Misfire, Surge, Chuggle .................. 84PTO Applications ............................. 852006 Updates .................................. 86

LCT 1000 6-SpeedIntroduction .................................... 88Features .......................................... 89Updates .......................................... 90


2006 TECHNICAL SEMINAR 15FordTable of Contents

Ford TOC .......................................... 103Torqshift/4R1004x4 Transfer Case JumpsOut of 4H or 4L ..................................... 104

TorqshiftShift Scheduling, Slipping,Bangs on Downshifts ............................ 106Introduction .......................................... 108DTCs P0756, P0761, P0771 ................... 109Calibration Example .............................. 110DTC P0488 or/or P1334 ........................ 111Stalling in Reverse or WhenComing to a Stop ................................... 112TR-P Sensor Introduction ..................... 113TR-P Sensor Diagnosis.......................... 114Pump Valve Identification ..................... 117Bleed Screen......................................... 118Pump Failure......................................... 119Pump Alignment and Assembly ............ 120Center Support Assembly ..................... 122Valve Body Solenoid ID ......................... 123Valve Body Solenoid Interchange ......... 124Lube Orifice and Case .......................... 125Planetary Failure, Lack of Lube ........... 126Air Checking the Case .......................... 127Insufficient Line Pressure From theTransmission......................................... 128

4F50NNo 1-2 Upshift and DTC P0732 ............. 129DTCs P0760 and P0763 ......................... 130

4F50N, AX4N, AX4SErratic Fluid Level, PossibleFluid Leak ............................................. 131

4F27ENeutrals on the 3-4 ShiftDTC P0750 ......................................... 132

4R/5R55ETCC Modification ............................... 134

PTO Operation and Diagnosis ......... 137

AF21-B/Ford 6-SpeedIntroduction ...................................... 142Apply Components ............................. 143Operational Strategies...................... 144Electronic System Description ......... 146TFT ................................................ 147Three Way Shift Solenoids................ 148Shift Control Solenoids ..................... 149Pressure Control Solenoid ................ 150Torque Converter Solenoid ............... 151Adaptive Learning ............................. 152


2006 TECHNICAL SEMINAR16ChryslerTable of Contents

Chrysler TOC ................................ 163Transmission IDMaking Your Job Easier ................... 164

Diamler/ChryslerAutos and Truck Designations......... 165

40TEUpdates ............................................ 166

40TE, 41TE/AE, 42LE, 42RLEDual Cyclodial Pump ........................ 167Pistons .............................................. 169L/R Belleville Return Spring ........... 171UD Accumulator Spring ................... 172Accumulator Pistons ........................ 173Pinion Shaft Clip .............................. 174

42RLEBearing Failure ............................... 175Line Pressure Solenoid .................... 176Pressure Regulator Valve ................ 177Variable Line Pressure Operation ... 178Module Strategy ............................... 179

45RFE/42RLEReplacement For SmallEngine Applications ......................... 180

42RLETransfer Case Adaptor ..................... 1812-wheel Drive Adaptor ..................... 182Transmission Case Seepage ............ 183New Parking Pawl ............................ 184Input and Output Speed Sensors ..... 185Output Shaft on 4WD Applications .. 186Transmission Case, Pan and Filter . 187Output Flange .................................. 188Solenoid/Pressure Switch Codes .... 189

41TE, 42LE, 42RLECode P1776..................................... 190Delayed Engagements ................... 192Harsh 4-3 Downshift ...................... 193

45/545RFE – UpdatesTow/Haul “OD Off” Changed ......... 194Revised Valve Body for 2005 .......... 195C2 Check Valve Added toPump Valve Body............................ 1962C Clutch Piston ............................ 1974C Clutch Piston ............................ 198L/R Clutch Piston .......................... 199ERS Added on WK Vehicles ........... 200

48RE – UpdatesIntroductions.................................. 201Throttle Valve Actuator ................. 202Adjustments ................................... 203Transmission ThrottleValve Motor Circuit ........................ 204Transmission ThrottleValve Potentiometer ...................... 205TTVA Transmission CircuitDiagram ......................................... 206


2006 TECHNICAL SEMINAR 17HondaTable of Contents

Honda ................................................. 211Honda/AcuraFactory Warranty Extensions ................. 212Diagnostics/First Approach .................... 213Scan Tool ................................................. 214Information.............................................. 216PO740 ...................................................... 219Collision Damage .................................... 223Carrier Bearings ..................................... 224Venting Fluid .......................................... 225

1998 BAXA, B6VAControl Shaft Collar ................................ 227

5-Speed V6 UnitsOil Jet Kit ............................................... 231

BMXAFeed Pipe Locations ................................ 234Valve Body Rebuild Tips .......................... 235O-Ring End Plugs .................................... 236Checking CPC Valves andCenter Springs ........................................ 237

SZCA Civic Hybrid CVTValve Body ............................................... 238Air Testing ............................................... 241

Delayed Upshifts After Cold Start .......... 242

Signal Monitor Hook Up .......................... 2434 Speed Units ......................................... 2435 Speed V6 Units .................................... 244

Solenoid and Pressure Switch Guide ..... 245


2006 TECHNICAL SEMINAR18ToyotaTable of Contents

Toyota TOC.......................................... 257U140/U241EIdentification............................................ 258No 4th, No TCC .......................................... 259Slips in 4th, No 4th,Falls Out of 4th, P0765 ............................. 2603rd/Reverse Concerns .............................. 261Rear Planet Failure ................................. 264Pressure Taps and Specifications ............ 265External Component Location .................. 266Valve Body Break Down........................... 267Lower Valve Body ..................................... 268Upper Valve Body ..................................... 270Case Accumulators .................................. 274Solenoid Identification ............................. 275Case Connector Identificationand Solenoid Resistance ......................... 276Case Passage Identification ..................... 277Solenoid Function andApply Chart............................................... 278(F1) Sprag Rotation .................................. 279(F2) Sprag Rotation .................................. 280Pump Differences .................................... 282Adaptive Learn ......................................... 283

© 2006 ATRA, All Rights Reserved

TOYOTA 257

ToyotaTable Of ContentsU140/U241EIdentification ................................................... 258No 4th, No TCC ................................................. 259Slips in 4th, No 4th,Falls Out of 4th, P0765 ..................................... 2603rd/Reverse Concerns ..................................... 261Rear Planet Failure ........................................ 264Pressure Taps and Specifications ................... 265External Component Location ......................... 266Valve Body Break Down .................................. 267Lower Valve Body ............................................ 268Upper Valve Body ............................................ 270Case Accumulators ......................................... 274Solenoid Identification .................................... 275Case Connector Identificationand Solenoid Resistance................................. 276Case Passage Identification ............................ 277Solenoid Function andApply Chart...................................................... 278(F1) Sprag Rotation ......................................... 279(F2) Sprag Rotation ......................................... 280Pump Differences ............................................ 282Adaptive Learn ................................................ 283


TOYOTA258

U140E/U241E

Shift Lever Position Gear Position C1 C2 C3 B1 B2 B3 F1 F2

P Parking X

R Reverse X X X

N Neutral X

1st X X X X

2nd X X X X

3rd X X X X

4th X X X

1st X X X X

2nd X X X X X

L 1st X X X X X

D

2

Identification


TOYOTA 259

A No command for 4th gear or TCC, no detent downshifts above 30 mph. The causeof this may be a Knock Sensor

A Knock Sensor DTC may be present (P0330). Whenever a knock sensor DTC isset 4th gear and TCC are inhibited and engine management goes into reducedpower strategy and detent downshift timing is affected. It is common for theknock sensors themselves to fail.

To repair the concern replace the knock sensor.

Notes: If knock sensor DTC is cleared normal shifting andoperation will be restored until PCM performs knock sensor testroutine and DTC is set again. There are two PID’s in scan data:OD CUT1 and OD CUT2. OD CUT1 responds to OD cancel switch(switches from YES to NO). OD CUT2 indicates PCM OD inhibitstrategy.

U140E/U241ENo 4th, No TCC


TOYOTA260

U140E

During dissassembly the UD/Direct clutch feed pipe brackets can be damaged.Any abnormal bends or cracks can cause the pipe to push out. If the Pipe is notinstalled correctly a leak in the 4th gear circuit will occur.

Slips in 4th, No 4th, Falls Out of 4th,P0765

Retainer

UD DirectFeed Pipe


TOYOTA 261

Replace molded piston on every overhaul.

2-3 Flare, 2-3 Neutral, Slip in 3rd , No 3rd, Slips in Reverse, NoReverse

Always replacethe molded piston

U140E/U241E3rd/Reverse Concerns

It is common for the Direct clutch drum to ring groove.


TOYOTA262

2-3 Flare, 2-3 Neutral, Slip in 3rd , No 3rd, Slips in Reverse, NoReverseDuring reassembly always check the sealing ring side clearance. The clearanceshould be between 0.003”-0.005”.

U140E/U241E3rd/Reverse Concerns (continued)


TOYOTA 263


Check for worn ring lands

Check for ring grooving



TOYOTA264

Pinion gear shafts get loose in carrier, causing uneven gear tooth loading. Pinionshafts can eventually come out. Weld pinion shafts to carrier on early planets.

Rear Planet Failure

Early (Light/Shiny) LateHardened and HeatTreated (Dark)

U140E/U241E


TOYOTA 265

Pressure Taps and Specifications

Lube 2(Located on theback side)

Lube- UDGeartrain

Main Line

Lube DirectClutch (C2)

UD-DirectClutch (C3)

U140E/U241E

Range Idle Stall

Drive 54-59 psi 134-139 psi

Reverse 97-107 psi 255-284 psi

Pressure Specifications


TOYOTA266

External Component Location

Counter GearSpeed Sensor(560-680 ohms)

GearPositionSwitch

Input TurbineSpeed Sensor(560-680 ohms)

CaseConnector(Solenoid)

U140E/U241E


TOYOTA 267

Valve Body BreakdownLower Valve Body

Steel Ball0.394”(10mm)

U140E/U241E

Some service information shows this steel ball and location incorrectly and insome cases the picture is unidentifiable. Use the following picture as the correctlocation and ID.


TOYOTA268

Valve Body Breakdown (continued)Lower Valve Body

Record PRSetting BeforeDisassembly

U140E/U241E

ID Description

1 C2 Control Valve

2 Primary Regulator Valve Line-up

3 B2 Control Valve

4 B1 Control Valve

5 3-4 Shift Valve

6 Manual Valve


TOYOTA 269

If theseparatorplate DOESNOT have ahole in it DONOT install acheckball

If theseparatorplate HAS ahole in it itWILL requirea checkball.

PlasticCheckballs0.217” (5.5mm)

U140E/U241EValve Body Breakdown (continued)Lower Valve Body


TOYOTA270

Valve Body Breakdown (continued)Upper Valve Body

1. C2 Lock valve2. Secondary Regulator Valve3. Lock-up Control valve4. Lock-up relay Valve5. Check Valve #2/3 Assembly

6. C2 Exhaust Valve7. Clutch apply Control Valve8. B1 Lock Valve9. B3 Orifice Control Valve10. Solenoid Modulator Valve

Steel Ball0.250”(6.35mm)

U140E/U241E


TOYOTA 271

5 Plastic Checkballs0.217” (5.5mm)

U140E/U241EValve Body Breakdown (continued)Upper Valve Body


TOYOTA272

B1 Accumulator C2 Accumulator

ShorterSprings

LongerSprings



TOYOTA 273




TOYOTA274

CaseAccumulators, Seals, Check Valve

B3

C3

C1

U140E/U241E

Cooler send check valve


TOYOTA 275

Solenoid Identification

4

6

5

3

2

1

U140E/U241E

Part Catalog Description

1 S4 Solenoid Assembly, Transmission 3-Way (No. 2)

2 SL2 Solenoid Assembly, Clutch Control No. 2

3 DSL Solenoid Assembly, Transmission 3-Way


5 SLT Solenoid Assembly, Line Pressure Control

6 TFT Transmission Fluid Temperature

Repair Manual

Solenoid Name

NOTE: Part numbers have not been added due to the constant changing of part

numbers. Check with your local parts distributors for the most recently updates


TOYOTA276

Case Connector Identification andSolenoid Resistance

Solenoid Terminals Resistance

SL1 5 & 10 5.1 - 5.5

SL2 4 & 9 5.1 - 5.5

SLT 2 & 7 5.0 - 5.6

DSL 3 & GND 11 - 15

S4 8 & GND 11 - 15

TFT 1 & 6 3.5K at 77°F (25°C)

231 - 263 at 231°F (110°C)

Case Connector & Solenoid Resistance

10 9 8 7 6

5 4 3 2 1

U140E/U241E


TOYOTA 277

Case Passage Identification

15432

6 7 8 9 1011 12

U140E/U241E

ID Decription

1 Lube

2 Direct Clutch (C2)

3 2nd Brake (B1)

4 UD Brake (B3)

5 UD Direct Clutch (C3)

6 Line Pressure Tap/Accumulator Shoulder

7 Cooler send

8 Forward Clutch

9 TCC Release

10 1st and Reverse brake (B2)

11 Lube

12 TCC Apply/Converter Charge


TOYOTA278

Solenoid Function and Apply Chart

U140E/U241E

GEAR SL1 SL2 S4

1 ON ON OFF

2 OFF ON OFF

3 OFF OFF

4 OFF ON

S4: Controls the 3-4 Shift

N-D Engagement: 3rd Gear is

commanded during the

engagment then 1st after the

engagment is complete.

DSL: Controls Lock-Up clutch

Solenoid Operation

SL1: Controls the B1 Brake

SL2: Controls the C2 clutch

SLT: Controls Line Pressure

In the chart shown below, notice there is no application for SL1 in 3rd and 4thgear. This is because of the internal hydraulics, the SL1 solenoid can be ON orOFF, it is NOT Applicable to the operation of the transmission in these gears.


TOYOTA 279

(F1) Sprag Rotation

Turn theinner race

LOCKFREE-WHEEL

Hold theoutter race

U140E/U241E

Notches


TOYOTA280

Clip

Dots must be facing you after installation

(F2) Sprag Rotation

U140E/U241E


TOYOTA 281

(F2) Sprag Rotation (continued)

Freewheel LockTurn the UDClutch Drum

U140E/U241E


TOYOTA282

U140EPump Differences(2 different pumps)

Cresent Type NON-Cresent Type

Make sure the pumps are assembled as a matched set. They can be interchangedas a complete assembly. However, the Pump halves CAN NOT be inchanged be-tween cresent and non-cresent.


TOYOTA 283

U140E

Reset adapts with factor scan tool. Battery disconnect or extensive driving maynot be successful.

Adaptive learn

Whenever an automatic transmission is replaced, overhauled or indivdual compo-nents are replaced, use this procedure to erase the Engine Control Module (ECM,SAE term: Powertrain Control Module, PCM)”Learned Values” and minimize subse-quent performance concerns.

Caution:Failure to follow the following procedures may lengthen the timeto readjust the “Learned Values”, potentially resulting inperformance concerns.

1999-2003 ES 300 and RX 3002003-2005 GX 4702004-2005 RX 330

Procedure 1

1. Connect the Lexus Diagnostic Tester to the vehicle.2. Reset the ECM (PCM). Refer to the procedures below.

3. Start the engine and warm it up to normal operating temperature4. Perform a thorough test drive with several accelerations from a stop with “light throttle” application until proper tranmission shifting is verified.

Harsh Shifts After Overhaul


TOYOTA284


2006 TECHNICAL SEMINAR 19MercedesTable of Contents

Mercedes TOC ..................................... 287722.6/NAG1 Vehicle Identification ......... 288Transmission Identification ..................... 291Model Designation ................................... 293Chrysler and Jeep Application ................. 294Mercedes Transmission Application ........ 295Transmission Ranges and Operation ...... 296Component Application Chart .................. 298Solenoid Operation .................................. 299Solenoid Application Chart ...................... 301Torque Converter Operation .................... 302Torque Converter Shudder ...................... 303Air Checking the Torque Converter ......... 304Case Connector Removal andInstallation ............................................... 305Updated Connector O-Rings .................... 306Transmission Fluid .................................. 307Air Checking the Case ............................. 310Air Checking the B2, B3 and C Drum ..... 311Geartrain End Play .................................. 312Oil Pump Assembly .................................. 313B1 Break Clutch ...................................... 316F1 Sprag Installation ............................... 317F1 Sprag Rotation .................................... 318Output Shaft Planetary Failure ............... 319Output Shaft Sealing Rings ..................... 320K2 Drum Assembly .................................. 321F2 Sprag Assembly ................................... 322F2 Sprag Rotation .................................... 324B2 Break Disassembly and Reassembly . 325Binds During the Shift ............................ 327Park Linkage Retainer ............................. 328Valve Body ................................................ 329Solenoid Valves ........................................ 330Valve Body Screen and Latch Point ......... 331Valve Identification .................................. 332Check Ball Location ................................. 334Filter and Pressure Feed Locations ........ 335


GENERAL MOTORS 27

GMTable Of ContentsGM AllBody Style Identification ....................28

Dexron VINew Fluid Introduced ........................32

AF23-5Whine Noise in 4th Gear ..................... 34

4L60E/65E, 4T40E/45E, AF33-5APP Signals and DTC Applications .....35

81-40LENo 4th Gear .........................................36

5L40/50EDownshift Related Concerns .............37

5L40/50E, 4T60EShared 5-Volt Reference Circuit .......38

4T40/45ENo Upshift ..........................................41“A” Car Transaxle Characteristics .....43APP Sensor DTCs ...............................45

4T65EW-car P2138 and/or P1125 Set ..........46P0741 or P2761, TCC RelatedConcerns ............................................47Intermittent Speedometer,Erratic Shifts ......................................49Intermittent Hard Garage Shift ......... 502006 Updates .....................................51

4T80E3rd Gear Start, No 3rd Gear orShift Related Concerns ......................54

4L60E/65E, 4L80E/85E NP236/2464-Wheel Drive Service Lamp OnDTC C0327 Set ...................................55

4L60E/65E, 4L80E, LCT 1000PRNDL Inoperative ......................... 58

4L60E/65EFlare on the 2-3 Shift .................... 59Lack of Communication ................. 612006 Updates ................................. 631-2 Shift Shutter ............................ 65

4L80E/80EHD/85EPlanetary Carrier Service .............. 66Updated Pump Cover ...................... 67

6L80Introduction ................................... 68Checking the Fluid Level ............... 70Component Application Chart ........ 71Control Solenoid Operation ............ 72Shift and Control Solenoids ........... 73IMS Operation ................................ 74Transmission Manual ShaftSwitch 75Transmission Fluid PressureSwitch 76Solenoid and Valve BodyDiagnosis........................................ 77Adaptive Learning .......................... 79Pass-thru Connector ID ................. 80Pass-thru Connector Location ....... 81

4L70EIntroduction ................................... 82

LCT 1000Misfire, Surge, Chuggle ................. 84PTO Applications ............................ 852006 Updates ................................. 86

LCT 1000 6-SpeedIntroduction ................................... 88Features ......................................... 89Updates .......................................... 90


GENERAL MOTORS28

Several shops have indicated the need for an identification chart for GM bodystyles. Listed below are the body style codes for the various 2005/2006 GM appli-cations. On passenger cars the body style is indicated by the 4th digit of the VIN.On truck applications the 5th digit indicates the body style.

GM AllBody Style Identification

2006 ModelsCARSA= CHEVROLET COLBALT, PONTIAC PURSUIT, SATURN IOND= CADILLAC CTS, CADILLAC STSH= BUICK LUCERNEJ= CHEVROLET OPTRAM= CHEVROLET MATIZ, PONTIAC SOLTICEK= CADILLAC DEVILLES= PONTIAC VIBET= CHEVROLET AVEO, PONTIAC WAVEU= CHEVROLET U-100V= CHEVROLET EPICA, PONTIAC GTOW= CHEVROLET IMPALA, MONTE CARLO, PONTIAC GRAND PRIX, BUICKLACROSSE, BUICK ALLUREY= CHEVROLET CORVETTE, CADILLAC XLRZ= CHEVROLET MALIBU, PONTIAC G6


GENERAL MOTORS 29

2006 ModelsTRUCKSA= CHEVROLET HHR, BUICK RENDEZVOUS 2WDB= BUICK RENDEZVOUS 4WDC= CHEVROLET SILVERADO 2WD, GMC SIERRA 2WD, CADILLAC ESCALADE,DENALI 2WD,E= CADILLAC SRXG= CHEVROLET EXPRESS VAN 2WD, GMC SAVANA VAN 2WDH= CHEVROLET EXPRESS VAN AWD, GMC SAVANA VAN AWDK =CHEVROLET SILVERADO 4WD, GMC SIERRA 4WD, CADILLAC ESCALADE,DENALI 4WDL= CHEVROLET EQUINOX, PONTIAC TORRENTN= HUMMER H2S= 2WD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,2WD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 2WDT= 4WD/AWD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,4WD/AWD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER4WD, SAAB 9-7, HUMMER H3U= CHEVROLET UPLANDER 2WD, PONTIAC MONTANAV= CHEVROLET UPLANDER EXPRESS/APV, PONTIAC AWD/EWB, BUICKTERRAZA, SATURN RELAYX = SATURN RELAY AWD, BUICK TERRAZA AWD, CHEVROLET UPLANDER AWDZ= SATURN VUE



GENERAL MOTORS30


2005 ModelsCARSA= CHEVROLET COLBALT, PONTIAC PURSUIT, SATURN IONC= BUICK PARK AVENUED= CADILLAC CTS, CADILLAC STSH= BUICK LESABRE, PONTIAC BONNEVILLEJ= CHEVROLET CAVALIER, OPTRA, PONTIAC SUNFIRE, SATURN L300N= CHEVROLET MALIBU CLASSIC, PONTIAC GRAND AMM= CHEVROLET MATIZK= CADILLAC DEVILLES= PONTIAC VIBET= CHEVROLET AVEO, PONTIAC WAVEU= CHEVROLET U-100V= CHEVROLET EPICA, PONTIAC GTOW= CHEVROLET IMPALLA, MONTE CARLO, PONTIAC GRAND PRIX, BUICKLACROSSE, BUICK ALLURE, BUICK CENTURY CUSTOMY= CHEVROLET CORVETTE, CADILLAC XLRZ= CHEVROLET MALIBU, PONTIAC G6


GENERAL MOTORS 31


2005 ModelsTRUCKSA= BUICK RENDEZVOUS 2WD, PONTIAC AZTEK 2WDB= BUICK RENDEZVOUS 4WD, PONTIAC AZTEK 4WDC= CHEVROLET SILVERADO 2WD, GMC SIERRA 2WD, CADILLAC ESCALADE,DENALI 2WD,E= CADILLAC SRXG= CHEVROLET EXPRESS VAN 2WD, GMC SAVANA VAN 2WDH= CHEVROLET EXPRESS VAN AWD, GMC SAVANA VAN AWDK= CHEVROLET SILVERADO 4WD, GMC SIERRA 4WD, CADILLAC ESCALADE,DENALI 4WDL= CHEVROLET EQUINOX, PONTIAC TORRENTM= CHEVROLET ASTRO, GMC SAFARIN= HUMMER H2S= 2WD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,2WD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 2WDT= 4WD/AWD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER, 4WD/AWD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 4WD,SAAB 9-7, HUMMER H3U= CHEVROLET UPLANDER 2WD, PONTIAC MONTANAV= CHEVROLET UPLANDER EXPRESS/APV, PONTIAC AWD/EWB, BUICKTERRAZA, SATURN RELAYX = SATURN RELAY AWD, BUICK TERRAZA AWD, CHEVROLET UPLANDER AWDZ= SATURN VUE


GENERAL MOTORS32

Beginning in April 2005 a new fluid was introduced into the GM line. Designed forthe new 6 speed automatic transmissions, Dexron VI has become the factory fill forGM applications. Dexron VI is designed to replace Dexron III as the service fill forGM applications. Dexron VI was developed by GM in conjunction with PetroCanada and Afton chemical company. Dexron VI is a significant advancementwhen compared to its counterpart Dexron III.The following chart represents the improvement over Dexron III.

Dexron® VINew Fluid Introduced


GENERAL MOTORS 33

In addition Dexron VI also offers the following advantages over Dexron III:• Reduces TCC shudder in PWM applications• Improved low temperature operation• Lower viscosity• More consistent viscosity profile• 99.9 % pure base stock profile

The following are the standards Dexron VI is designed to meet and maintain inproduction:

Dexron VI is required for clutch to clutch shift transmissions like the 6 speedapplications released for the 2006 model year. Dexron VI is designed to backservice all Dexron applications but it is not currently certified to meet the Merconstandard.

Dexron® VINew Fluid Introduced


GENERAL MOTORS34

A gear noise which is amplified by the drive axle may sound like a whine typenoise while in 4th gear under light throttle, light load. This condition is mostpronounced when the transaxle is warm.

To repair the concern install a new transfer driven gear, output gear anddifferential assembly.

AF23-5 Saturn IONWhine Noise in 4th


GENERAL MOTORS 35

Technicians that use a snap shot feature on their meter or use an oscilloscope toaid in diagnosis may misdiagnose the cause of APP DTCs. Your scan tool mayregister DTCs P0122, P0123, P0220, P0222, P1120, P1220, P1221, P1271, P1275,P1280, P1512, P1514, P1515, P1523, P2101, P2120, P2122 or P2123 on GM “T”,“Z”, “L” trucks and GM “A” and “Z” car applications. This may lead the technicianto replace components that are not faulty.

NOTE: The body styles are as follows:• T= Trailblazer, Envoy, Colorado, Canyon, H3, Bravada• Z= Vue• L= Equinox• A= Cobalt, Pursuit• Z= Malibu, G6, Ion

These applications utilize a special software algorithm that is used to locate faultsin the APP and TP systems. When monitoring some APP or TP sensors the techni-cian may notice that the voltage drops on the circuit. This condition only lasts forabout 6.5ms. This test is performed to determine if there is a short in the sensorsor the wiring is present. By monitoring the signal for the other sensors at thetime the sensor signal is shorted to ground, the PCM can determine if a short toany of the other circuit are present. If APP, TP DTC’s are not set, no repairsshould be attempted. If a TP or APP DTC is set, refer to the service information toassist with diagnosis for the DTC’s that are set.

4L60E/65E, 4T40E/45E,AF33-5APP Signals and DTC Applications


GENERAL MOTORS36

Chevrolet Aveo or a Pontiac Wave equipped with an Aisin Warner 81-40LE (RPOMV6) automatic transmissions may exhibit a no shift into 4th gear at times. Thecustomer may indicate that this is an intermittent condition and generally hap-pens after a cold start.

The 81-40 LE is programmed to inhibit 4th gear anytime transmission tempera-ture is below 59°F (15°C). This feature is designed to lower emissions and en-hance heater operation during engine warm up. This should be considered anormal condition.

81-40LENo 4th gearChevrolet Aveo, Pontiac Wave


GENERAL MOTORS 37

Intermittent or Unwanted downshifts while operating the vehicle in a coast condi-tion set, may be caused by a weak internal brake booster vacuum spring thatprevents the brake booster pedal position sensor from returning to the releasedposition. The pedal position sensor can be monitored using ABS data. The EBCMsignals the PCM which then signals the TCM regarding the brake pedal sensorposition via the scan data, causing the condition to occur. To repair replace thebrake booster. This condition will not set a DTC.

5L40/50EDownshift Related Concerns


GENERAL MOTORS38

Several GM vehicles equipped with a 3.6L (LY7) or 2.8L (LP1) engine share the PCM5 volt reference circuit among several different sensors. Some vehicle familiesinclude the Cadillac CTS/SRX/STS as well as the Buick Lacrosse and Rendezvousto name a few.

The PCM/ECM is not equipped with a DTC for a 5 volt reference problem on theengine families listed above. Therefore, the computer will not set an individual DTCrelated to the 5 volt reference circuit if a short to ground or an open occur in thecircuit. It is likely a low voltage DTC for one of the shared circuits will set a DTCbut the problem may not necessarly be located in that circuit or component. As anexample, it is likely a P0102 MAF DTC could set even though there is no problemwith the sensor or it’s circuit. The P0102 may set simply because it was the 1st

diagnostic to run.

As an example lets look at a Cadiallic STS, 3.6LThe shared 5 volt reference “A” circuit includes the following circuits:

• MAF sensor• IAT sensor• BARO sensor• Engine oil pressure sensor, EOP• APP sensors• A/C pressure sensor• Fuel tank pressure sensor, FTP

3.6L (LY7) or 2.8L (LP1)Shared 5-Volt Reference Circuit

5L40/50E, 4T60E


GENERAL MOTORS 39

The shared 5 volt reference “B” circuit includes the following circuits:• Cam sensor bank 1 intake• Cam sensor bank 1 exhaust• Cam sensor bank 2 intake• Cam sensor bank 2 exhaust

The shared 5 volt reference “C” circuit includes the following circuits:• APP sensor• TP sensor

To show you how this might vary lets look at a Buick Rendezvous 3.6LThe shared 5 volt reference “A” circuit includes the following circuits:

• Baro sensor• EOP engine oil pressure sensor• APP sensor

The shared 5 volt reference “B” circuit includes the following circuits:• APP sensor• MAF sensor• AC pressure sensor• FTP fuel tank pressure sensor• Cam sensor bank 1 intake• Cam sensor bank 1 exhaust• Cam sensor bank 2 intake• Cam sensor bank 2 exhaust

Reference “C” Includes:• TAC monitor


5L40/50E, 4T60E


GENERAL MOTORS40


5L40/50E, 4T60E


GENERAL MOTORS 41

The transmission will not upshift when the shift lever is placed in OD range. If theselector is placed in another gear range the transmission may shift but it may nothave all of the shifts desired. As an example, if the shifter is placed in M3 thetransmission may only shift as high as 2nd gear.

Like other GM transmission applications, the pressure switch assembly is a majorinput to the PCM regarding shift patterns. If circuit 1226 pin C becomes shorted toground the voltage on the circuit will remain low all the time. This will be inter-preted by the PCM as M1 range even though the range selector is in OD range.When placed in M3 range the PCM will interpret the range as M2. This type offailure will not set a DTC as the sequence is considered a valid PSA sequence.When monitoring the values with a scan tool you will note that the value remainslow for all ranges selected. By comparing to the chart below, you will see the volt-age should be high when M3 or OD ranges are selected. If you encounter the con-dition disconnect the transmission electrical connector while monitoring the PSAscan values. If circuit C goes to a HI status, the short to ground is located withinthe transmission internal harness or the PSA. If circuit 1226 pin C stays LOW,the short to ground is located between the transmission electrical connector andthe PCM. Repair as necessary.

4T40E/45E

1996-2003

No Upshift


GENERAL MOTORS42

4T40E/45E

1996-2003

No Upshift (continued)

Circuit 1226 is for the reverse pressure switch and is connectedto Pin “P”


GENERAL MOTORS 43

The “A” body style was introduced in 2005 as the Chevrolet Cobalt, Saturn Ionand Pontiac Pursuit. These applications are equipped with a 4T40E transaxle.The programming for this transmission varies slightly from some of the 4T40Eapplications. The transaxle is programmed to perform as follows:

• The low traction light will illuminate (if the car is equipped with ABS)anytime the transaxle is placed in M1 position

• The transaxle will upshift out of M2 into third at speeds above 40 MPH• The transaxle will upshift out of M1

4T40E“A” Car Transaxle Characteristics


GENERAL MOTORS44

Some Chevrolet Cobalt, Pontiac Pursuit applications may experience any or all ofthe following concerns:

• APP DTC P2138 set• Possible DTC’s P0532 (A/C), P1681 (TP/ECM) may be set• Low power message• Poor drivability• Limp home mode• Transmission shift timing complaints• A/C compressor may be inoperative

P2138 will set if:• DTC’s P0641, P0651, P2120, P2125 are not set• APP is above idle position• A voltage correlation condition exists between APP 1 and APP 2 for longer

than 2 secondsP0532 will set if:

• ECM detects A/C pressure less than 34 Kpa (4.93 psi) (less than .25 volts)

P1681 will set if:• A control module throttle position performance issue exists

If the A/C compressor is inoperative the problem is not likely to be repaired byreplacing the APP sensor pedal assembly. If the compressor is inoperative thecause is generally the A/C high pressure switch. The ECM shares the 5 volt refer-ence circuit with the APP and A/C system. Therefore a short to ground in the A/Cpressure switch or its circuit will also pull the APP 5 volt reference circuit low.Inspect the A/C pressure switch circuit and if no problem is found replace the A/Cpressure switch. If an A/C problem does not exist, follow the DTC chart for theP2138 code.

4T40E“A” Car DTC P2138 Set


GENERAL MOTORS 45

Some Z car applications (Chevrolet Malibu, Pontiac G6) may exhibit various electri-cal related concerns including any or all of the following APP DTC’s P2119,P2120, P2125, P2135, P2138 as well as possible codes related to the ETC or SVSsystem. In addition the SES light may be illuminated. Other electrical concernssuch as head lamp, data bus, windshield wiper and radio problems may occur ifthe condition has been present for a long period of time, but generally the APPDTC’ s will be the first to set.

Inspect connector C206 located on the left side of the instrument panel, “A” pillararea for corrosion or contamination. Inspect the top of the “A” pillar area for signsof water intrusion at the ditch molding or sunroof drain areas. If moisture haspenetrated the connector, the terminal pins will need to be removed and cleaned orreplaced.

1= Radio antenna connector2= C2063= C208

4T40E/45EAPP Sensor DTCs


GENERAL MOTORS46

Pontiac Grand Prix, Chevrolet Impala, Monte Carlo, Buick Lacrosse applicationsequipped with the 3.8L may set a P2138 and/or P1125. In addition, the enginemay be operating in the reduced power mode which can lead to transmission shifttiming complaints. On some applications the DIC (Driver Information Center) maydisplay TCS and/or VSES messages to the driver.

P2138 will set if:• DTC’s P2107 or P2108 are not set• The PCM determines the difference between APP 1 and APP 2 values are too

great. (Greater than .269 volts)

P1125 will set if:• DTC’s P0606, P2108 and U0107 are not set• APP values are out of range

If both the P1125 and the P2138 are set, replace the APP sensor pedal assembly

If the P1125 or the P2138 are set by themselves or if both are set in conjunctionwith a P2120 or P2125 inspect the wiring harness for damage. Generally the dam-age to the wiring harness occurs at the point where the harness is clipped to theABS/EBCM bracket.

4T65EW-Car P2138 and/or P1125 Set


GENERAL MOTORS 47

Buick LaCrosse/Allure, LeSabre, Park Avenue Buick Rendezvous, Terraza/TerrazaEXT Chevrolet Impala, Monte Carlo, Uplander, Venture Pontiac Aztek, Bonneville,Grand Prix, Montana, Montana SV6 Saturn Relay.Several items can cause a P0741 DTC to set. In the above scenario either a P0741or P2761 may be set. If only P0741 is set proceed with the information listedbelow, if that is not successful refer to the information in the previous 2002 and2004 ATRA seminar manuals. If a P2761 is set refer to the information describedbelow.

P0741 will set if:• NO VSS, ISS DTC’s are set• P0742, P1887, P2761 DTC’s are not set• Engine speed greater than 500 RPM , torque greater than 21 lb ft• TFT 68-266f (20-130c)• TP 4-99%• IMS indicates range is D4, D3 or D2• TCC duty cycle greater than 50%• Slip speed greater than 180 RPM for longer than 7 seconds, this condition

must occur twice during the key cycle

P2761 will set if:• Engine speed is greater than 500 RPM• The PCM commands the TCC PWM duty cycle to 70% or greater and

feedback voltage remains high• The PCM commands the TCC PWM duty cycle to 10% or less and the

feedback voltage remains low• The above conditions are present for longer than 5 seconds

4T65EP0741 or P2761, TCC RelatedConcerns


GENERAL MOTORS48

If the vehicle sets just a P2761 inspect the transmission harness for signs of dam-age. P2761 is typically set due to an open or short to ground in the TCC PWMcircuit or solenoid. One area that has been common for this type of concern is anopen in circuit 418 (Brown wire). If you remove the internal wiring harness, TPA(Terminal Position Assureance) clip and tug on circuit 418 you will generally seethe terminal is loose and may it even come out of the connector.

On applications that are setting a P0741 it is highly unlikely that an electricalcondition will cause the DTC to set, but it is possible if a high resistance conditionis present. If you are unable to address the concern by inspecting the items highlighted in previous ATRA seminar manuals inspect circuit 418 for the conditiondescribed above.

If circuit 418 is found to be defective replace the terminal or the harness. Har-ness part number 24229643 is available from GM.

4T65EP0741 or P2761, TCC RelatedConcerns (continued)


GENERAL MOTORS 49

Some W car (Monte Carlo, Impala, Grand Prix) applications may exhibit a conditionthat causes the speedometer to fluctuate or drop out intermittently. In addition,the transmission may intermittently change gears in response to the change inVSS value. VSS related DTC’s may or may not be set

The VSS connector/wiring may come into contact with the power steering hose.As the engine moves in it’s mounts the connector may develop an open circuit,resulting in the above condition.

Reposition the power steering hose so it can no longer come into contact with thevehicle speed sensor connector/wiring. Check the condition of the connector, pintension, wiring and repair as necessary.

4T65EIntermittent Speedometer, ErraticShiftsW Car Applications


GENERAL MOTORS50

Owners of 1999-2005 GM vehicles equipped with the 4T65E may complainregarding an aggressive garage shift engagement, especially when the engine iscold.

Starting with the 1999 model year the software was changed to increase idlespeed for the engine to 1100-1300 rpm for the first 30 seconds of engine run time.After the engine run timer has expired the engine speed will drop to approximately650 RPM and the garage shift engagement will be much smoother. The update wasdone to reduce emissions during cold start conditions. This should be considered anormal condition and corrective action should not be attempted.

4T65EIntermittent Hard Garage Shift


GENERAL MOTORS 51

1-2 and 2-3 accumulator housing bore machining process has been updated. Oneof the areas that can cause clutches to burn/slip or shudder during apply is thechamfer depth and angle machined into the accumulator housing. The updatedaccumulator housings have changed the angle of the chamfer from 15 degrees to10 degrees. In addition, the depth of the chamfer has been changed from 2.7mmdeep to 1.8 mm deep. The updated housing will back service previous model yearapplications.

4T65E2006 Updates


GENERAL MOTORS52

A new input sun gear bearing and lube dam will be released in 2006 to enhancelube flow to the planetary and lower the stress on the race from axial load. Theupdated bearing no longer has 3 lube notches in its inner race. The updated lubedam contains three lube slots and is designed to be used with the updated bear-ing. The updated lube dam part number is 24225905.

4T65E2006 Updates (continued)

NewPrevious


GENERAL MOTORS 53

Another running change will be availible for the 4T65E. This change includesboth an update to the spacer plate as well as an update to the temperature sensormounting clip. The updated mounting clip is designed to make assembly easier.To install the updated clip an updated spacer plate must also be installed. Theupdated spacer plate is identical to the previous design except for the area wherethe clip mounts.

4T65E2006 Updates (continued)


GENERAL MOTORS54

4T80E transmissions may exhibit one or more of the following concerns:• 3RD gear starts, even though the PCM is commanding the transmission to

start in 1st gear• No 3rd gear, even though the PCM is commanding the transmission to shift

to 3rd gear• No 2nd or 3rd gear even though the PCM is commanding the transmission to

those gears• Incorrect Ratio DTC’s set

Remove the 2-3 shift valve and inspect the bore and valve for signs of wear. Inmost instances the bore starts to score which leads to the shift valve relatedconcerns. To repair the condition, the Lower valve body will require replacement.At this time no one is making service tools to address this issue. Prior toreplacement, contact the various companies to be sure service kits are notavailable to address this concern.

4T80E3rd Gear Start, No 3rd Gear or ShiftRelated Concerns


GENERAL MOTORS 55

4wd Service Lamp On, DTC C0327SetOne of the most common problems with the NP126/NP136/NP 236/NP 246/NP263 transfer case applications is a loss of 4wd and T- case operation. Inaddition to an inoperative 4wd system the service 4wd lamp may be illuminated.The customer may also comment that the LED’s located in the selector switchesare blinking and they may hear a grinding noise coming from the front axle area.Any combination of DTC’s may/may not be set such as P0452, P0453, P0461,P0462, P0464, P0836, P0500, P1875, U1088, B0790, CO186, C0196, C0300,C0305, C0306, C0321, C0327, C0359, C0374, C0379, C0455, or C0550 whichcan be stored in various modules such as the PCM, TCM, TCCM or BCM. Typicallythe DTC that is most common is a C0327 and it can be accessed bycommunication with the TCCM via a scan tool.

A C0327 will be set if:The TCCM expects to see a valid voltage sequence from the Transfer case encodermotor sensor based on the input it receives from the range selector buttons. TheDTC will set if the value falls outside of the value it expects to see.

If a C0327 sets the TCCM will:• Lock the T case in the position it was in at the time the problem occurred as

the TCCM will no longer command shifts to occur. This condition may leadto a lack of 4wd operation.

• Illuminate the Service 4WD lamp for the remainder of the key cycle

4L60E/65E, 4L80E/85E, NP236/246


GENERAL MOTORS56

AREA OF CONCERN INSPECT FOR REPAIR

Software Mode Lockout Remove the Fuse, generally called out as the TREC located in the engine compartment fuse blockReinstall the fuse after 30seconds

Software update Updates Updates have been released for some applications

Moisture intrusion Corrosion on the Replace the damaged (C/K truck) TCCM connector pins, Locate the leak,

pins generally the windshieldseal and repair

Internal T- case Metal in the fluid Repair as necessaryDamage Inspect bearings, and shift

lever closely. Inspect for shift lever over travelInspect clutches for wear

TCCM Harness Inspect for damage Repair the harnessDamaged/pinched in the park brake

cable release springarea

Encoder motor Inspect the condition Replace the terminalTerminals and pin tension for

the encoder motorconnector

TCCM, Body and Inspect/measure voltage Clean/ Repair/ ReplaceChassis Grounds drop/clean the following:

faulty groundsPay special attentionto G110 and G203. Alsoinspect the following,G101, G102, G103, G105G106, G107, G108, G109G201, G302, G303, G304G305, G306, G401, G402A ground problem in another circuit can causeTCCM problems as the other circuit may seek ground through the TCCMand it’s circuits.

4wd Service Lamp On, DTC C0327Set (continued)

4L60E/65E 4L80E/85E NP236/246

Multiple items can cause the above related concerns including any of the following:


GENERAL MOTORS 57

4wd Service Lamp On, DTC C0327Set

4L60E/65E 4L80E/85E NP236/246

AREA OF CONCERN INSPECT FOR REPAIR

TCCM and Check pin tension and terminal Repair, replace damaged terminalsUnder hood condition at the TCCM Relay center connectors Pay close attention to

Terminal A7 in connectorC1. Inspect relay center pins

C-151 Inspect connector C151 Repair/replace terminals(Some for corrosion/damageApplications) Located at Left fender well area

C-101 Inspect connector C101 Repair/replace terminals. Reroute(Some for corrosion/backed out the harness to remove stressApplications) Located in the under hood

Fuse block area

Encoder Measure encoder voltages Repair the circuit, wiring or replace the Signal voltages compare to the charts Encoder assembly

in the service manual. Measure voltage for eachrange.

Encoder/sensor Encoder was not properly Properly time andinstallation timed or sensor was installed install sensor or

incorrectly encoder motorcorrectly

Front axle damage Inspect the front axle Repair/replace theShift fork, shift sleeve


GENERAL MOTORS58

The PRNDL may be inoperative or it may only operate intermittently. On someapplications such as the LCT 1000 you will not be able to communicate with theTCM when using a scan tool.

Circuit 2470 (Yellow wire) may be damaged or the terminal may be backed out ofconnector C-100. Circuit 2470, terminal “R” may be pulled partially out of theconnector.

Locate connector C-100 terminal R (Located in the IP to engine harness underthe fuse block) (UBEC). Install the terminal back into the connector and inspectthe wiring for damage. Reposition the harness to eliminate the strain on thewiring.

4L60E/65E, 4L80/85E, LCT1000PRNDL Inoperative


GENERAL MOTORS 59

4L65E/60E applications may exhibit a 2-3 shift flare. This condition may bepresent prior to you working on the vehicle or it may develop after you havereplaced hard parts during a rebuild. Some of the items that can cause a flare willalso lead to 3rd clutch damage while others will not cause clutch damage. Some ofthe items listed will also lead to 2-4 band failure as well as 3-4 clutch distress.

Several items may cause this concern including:• Leaking clutch piston seals• Leaking input shaft seal rings• Incorrect clutch clearance• Debris in orifice #7• The sleeve in the pump stator support may have rotated slightly• Leak in the 2-4 band release circuit• Incorrectly assembled 3-4 clutch assembly• Orifice cup plug missing/damage in input housing or the servo bore• Check ball capsule not sealing in input housing• Cracks in the input shaft seal ring area• Damaged/faulty/leaking 3rd accumulator check valve• Leaking check ball located in the end of the input housing• Incorrect pump or pump parts• Damaged/warped case or valve body• Incorrect spacer plate or gaskets• Sticking 2-3 shift valve or damaged/cracked 2-3 shift solenoid• 3-4 clutch feed hole in the input housing may be incorrectly machined.

The chamfer for the hole may be too large which exposes it to the areawhere the seal groove is machined in the housing. This will cause theclutch to leak. This is fairly common on some of the later model applicationsand you should inspect for this condition as part of your rebuild or prior toinstalling a new input housing.

• Incorrect Pressure rise

4L60E/65EFlare On the 2-3 Shift


GENERAL MOTORS60

4L60E/65EFlare On the 2-3 Shift (continued)

3-4 clutch feed hole in the inputhousing may be incorrectlymachined. The chamfer for the holemay be too large which exposes it tothe area where the seal groove ismachined in the housing. This willcause the clutch to leak. This isfairly common on some of the latermodel applications and you shouldinspect for this condition as part ofyour rebuild or prior to installing anew input housing.

3-4 Clutch feed Hole


GENERAL MOTORS 61

T- Truck (Rainier, Trailblazer, Envoy, Saab) V-8 applications with the adjustablebrake pedal feature, may experience scan tool communication concerns. Thismay include no or intermittent communication with the PCM and/or TCM. If youare able to scan the vehicle you may find any/all of the following DTC’s set:

• P0700• U0101• U0073• U0001• U2100• U2105

Inspect the 121 ohm GM LAN terminating resistor located in the harness near theDLC. Locate the terminating resistor and inspect the insulating tape. In manyinstances the resistor may become damaged from the movement of the adjustablebrake pedal. If the resistor is touching ground, or if the resistor appears as thoughthe pedal linkage has been hitting it, relocate the resistor and cover it with freshtape.

4L60ELack Of CommunicationECM or TCM, Possible DTC’s Set


GENERAL MOTORS62

4L60ELack Of Communication (continued)ECM or TCM, Possible DTC’s Set


GENERAL MOTORS 63

A new design bearing in position #31 (Input sun gear to carrier) will be availibleas a running change for the 4L65E/60E applications. The new bearing offers asignificant reduction in race/retainer stress while improving bearing life. Theupdated bearing will back service previous applications.

4L60E/65E2006 Updates


GENERAL MOTORS64

4L60E/65E2006 Updates (continued)

A new design extension housing seal is planned as a running change for the 2wdapplications. This new seal is designed to improve high mileage dependability andwill back service the previous applications. The updated seal coating is tan incolor.


GENERAL MOTORS 65

4L60E/65E applications may exhibit a shudder on the 1-2 shift. Generally you willnot notice this condition during the 3-4 shift and if it does occur it will be lesspronounced. This condition may get worse with use and may not have occurreduntil you replaced hard parts during and overhaul.

Several items may cause the above condition including:• Valve body face warped• Defective PCS• Worn boost valve and sleeve• Leaking/cracked 1-2 solenoid• 1-2 shift valve sticking, sediment is a common issue• Accumulator valve sticking• Accumulator sleeve rotated in the valve body• 1-2 accumulator piston cracked, damaged, leaking seal, worn pin hole• Accumulator housing damaged, Porous• Servo apply pin length incorrect• Servo seals damaged leaking• Servo bore damaged, porous• 4-3 sequence valve, 3-4 relay valve sticking• 3-2 downshift valve sticking/leaking• Gasket or spacer plate mispositioned or incorrect• Wrong band material• Warped/out of round reverse input housing. We have been seeing some

with as much as .030" warpage/out of round. Replacing the drum andband will generally fix the concern. Common on 2003-2005 models

4L60E/65E1-2 Shift Shudder

AccumulatorValve and Sleeve


GENERAL MOTORS66

2001 and earlier 4L80E/4L80E HD/4L85E applications utilized an output plan-etary carrier that may appear different in appearance when compared to laterapplications or the service replacement part.

Early applications were machined to fit a steel thrust washer that utilized 4 tabs.The later model and service part was manufactured to accept a 2 tab thrustwasher. The new thrust washer is plastic rather than steel.

4L80E/80EHD/85EPlanetary Carrier Service

Steel Washer: Part # 8626372 Plastic Washer: Part #24214809

NOTE: Both parts are interchangable, however you will have toremove 2 of the tabs from the steel washer in order to adapt it toupdated carrier. If you install the plastic washer no changes willbe required.


GENERAL MOTORS 67

An update to the pump cover occurred for 2004-06 model years on all 4L80E/85Eapplications. The pump cover part number was changed to accommodate interimcase changes that occurred. The following part numbers for the pump cover basedon model year.

4L80E/85EUpdated Pump Cover

These parts are not interchangable.

1997-2003 242043032004-2006 24232405


GENERAL MOTORS68

6L80 (RPO MYC)Introduction

The first of ten 6 speed automatics has been introduced for the 2006 model year.The 6L80 (RPO MYC) is currently available in the Chevrolet Corvette, CadillacXLR-V and the Cadillac STS-V applications. The 6L80 will be introduced intoseveral “up level” SUV applications for the 2007 model year. The 6L80 is built inthe Willow Run plant in Ypsilanti Michigan. The new plant utilizes severalindustry first technical innovations and production processes and is unlike anyother assembly plant in the world.


GENERAL MOTORS 69

6L80 (RPO MYC)Introduction (continued)

• RPO MYC• Input torque capacity 430 lb ft ( 583 Nm)• Output torque capacity 664 lb ft ( 900 Nm)• Ratios

1st – 4.02-12nd – 2.36-13rd – 1.53-14th – 1.15-15th - .85-16th - .67-1

• Maximum shift speed 6500 RPM• Maximum GVW 8600 lb• Maximum GCVW 14000 lb• PRNDL positions P, R, N, D, (S or M)• 2 shift solenoids used (On/Off Design), SS1,SS2• 6 PWM controlled pressure control solenoids, PCS, PCS1, PCS2, PCS3,

PCS4, PCS5, TCC• 32 bit TCM mounted internal to the transmission on the valve body (Referred

to as the “control solenoid valve assembly”) TCM incorporates Solenoids,pressure switches, TFT and it is bolted to the valve body using 6 bolts.

• EC3 Converter 300mm (Corvette) 258mm twin plate ( XLR-V and STS-V)• Fluid required, Dexron VI• Fluid capacity, 9.5L (10 qts.) model 6CDA, 9.7L (10.2 qts.) model 6CZA, 11.9

L (12.6 qts.) model CYA• Clutch to clutch shifts, 5 clutches, 1 sprag• Planetary assemblies, input (Simpson) Output ( Dual pinion design)• Vane style oil pump• Internally mounted TISS and TOSS hall effect type speed sensors• Internal Mode Switch (IMS) equipped• Performance Algorithm Shifting (PAS) programming• Performance Algorithm Lift foot (PAL) programming• Sport mode and TAP shift equipped• Adaptive Strategies with fast learn capabilities• 75 transmission only DTC’s Learn diagnostic process used

The 6L80 is equipped with the following features:


GENERAL MOTORS70

6L80 (RPO MYC)

The 6L80 transmission utilizes a very unique process for checking the fluid levels.Most 6L80 applications do not utilize a dipstick. Instead a plug has been placedinto the dipstick hole. The plug can be removed and the hole can be used as a fillpoint for transmission fluid. To check the fluid level the following procedureshould be followed:

• The transmission temperature must be between 86-122 °F (30-50°C) a scantool, the driver information center or the transmission gauge can be used toverify the temperature

• Start the engine and let it idle, Shift the transmission in and out of rangepausing in each range for approximately 3 seconds

• Place the transmission in park range• With the vehicle level, remove the level control plug located in the

transmission oil pan.• If fluid does not drip from the level control hole, add Dexron VI fluid until

fluid starts to drip from the hole. If fluid runs from the hole wait until thefluid stops running from the hole. The level is correct when fluid dripsslightly from the hole. If a steady stream is present or no flow is present thefluid level is incorrect. Install the fill plug and the level control plug.

NOTE: Fluid may be added through the dipstick hole or through the level controlhole.

Checking the Fluid Level

Level Control Plugs

Fill Plug


GENERAL MOTORS 71

6L80 (RPO MYC)Component Application Chart


GENERAL MOTORS72

6L80 (RPO MYC)

SHIFT PRESSURE CONTROL SOLENOID ON=PRESSURIZED, OFF= NO PRESSURESHIFT SOLENOIDS, ON= PRESSURIZED, OFF= NO PRESSURE

Control Solenoid Operation


GENERAL MOTORS 73

6L80 (RPO MYC)Shift and Control Solenoids


GENERAL MOTORS74

6L80 (RPO MYC)

NOTE: High= 12 volts, Low= 0 voltsNOTE: Not all applications utilize all ranges shown

IMS Operation


GENERAL MOTORS 75

6L80 (RPO MYC)Transmission Manual Shaft Switch


GENERAL MOTORS76

6L80 (RPO MYC)Transmission Fluid Pressure Switch


GENERAL MOTORS 77

6L80 (RPO MYC)

Solenoid and valve body diagnosis requires the following tools:• A quality scan tool capable of communicating and commanding the TCM and

it’s solenoids.• Tool number J 47825-1 Solenoid test plate and jumper harness

Remove the Control Solenoid Valve Assembly from the transmission. Install toolJ47821-1 onto the Control Solenoid Valve Assembly (5Nm 44 Lb In). Applyregulated shop air (90-100 psi) to the tool. Connect the scan tool to the ControlSolenoid Valve Assembly.

• Command the solenoid ON/OFF air pressure should be present on the gaugeand then it should exhaust as the solenoid is cycled. If the solenoid or valveare malfunctioning the gauge pressure will not change as you cycle thesolenoid. If a malfunction is determined to be present, replace the completeControl Solenoid Valve Assembly.

• If the solenoid checked OK, install the gauge on another solenoid port andcommand that solenoid ON/OFF with the scan to repeat the process.

Solenoid and Valve Body Diagnosis


GENERAL MOTORS78

6L80 (RPO MYC)

NOTE: The TCM will normally cycle several of the solenoids ON/OFF to help keepthe solenoids and the valves free of debris. Therefore this cleaning function (Dither)may cause the gauge to flicker when the TCM is cleaning the solenoid you aretesting.

Solenoid and Valve Body Diagnosis(continued)


GENERAL MOTORS 79

6L80 (RPO MYC)

Adaptive LearningThe 6L80 is fully equipped with several adaptive learning strategies. As with someother GM applications you will need to erase the adaptive values and perform a“Fast Learn” prior to operating the vehicle. Adapts and fast learn proceduresshould be perform if any of the following occur:

• Internal Transmission repairs have been performed• The valve body was replaced• The Control Solenoid valve assembly was replaced• The TCM was recalibrated• Internal repairs were performed that could effect shift quality

NOTE: Fast learn is not required if a GM New or Rebuilt 6L80 is used. Thetransmission is fast learn prior to it being shipped from the plant

To perform a fast learn:• Use a scan tool capable of performing the fast learn procedure• TFT 158-230°F (70-110°C)• Select Fast learn process from the scan tool menu• Place the transmission in Drive with the vehicle stationary. The TCM will

individually apply the clutches and calculate the clutch volume• Place the transmission in Reverse with the vehicle stationary. The TCM will

individually apply the clutches and calculate the clutch volume• Shut off the engine, power off the scanner• The process is now complete

The fast learn procedure will not run if:• DTC’s are set• TFT is not between 158-230 °F (70-110°C)• The brake switch is not working• TP is 0% but engine RPM increases during the test• P/N switch is improperly adjusted or is not functioning correctly• Line pressure control system is malfunting

Adaptive Learning


GENERAL MOTORS80

6L80 (RPO MYC)Pass-thru Connector ID

Pin

Wire

Color

Circuit

No. Function

1-2 -- -- Not Used

3 OG/BK 1786 Park/Neutral Signal

4 RD/WH 2440 Battery Positive Voltage

5 BK/WH 451 Ground

6 WH 17 Brake Pedal Apply Signal

7 PU 5526 Tap Up/Tap Down Switch

8 -- -- Not Used

9 YE 43 Accessory Voltage Power

10 TN/BK 2500 CAN Hi

11 TN 2501 CAN Lo

12 PK 1339 Run/Crank Voltage

13 TN 2501 CAN Lo 2

14 TN/BK 2500 CAN Hi 2

15-16 -- -- Not Used


GENERAL MOTORS 81

6L80 (RPO MYC)Pass-thru Connector Location

The pass through connector is located on the valve body and is a hard connectionto the solenoids. During disassembly of the valve body, use care in the removel ofthe hard wire harness and connector.


GENERAL MOTORS82

(M70) Introduction

4L70E

The 4L70E was introduced in the 2006 Chevrolet Trailblazer SS equipped withthe 6.0L (LS2). The 4L70E (M70) is a heavy duty version of the 4L65E (M32) thatwas introduced a few years ago. The 4L70E will be used in some full size pickupapplications equipped with the 6.0L (LQ9) engine during the 2006 model year.


GENERAL MOTORS 83

4L70E(M70) Introduction

• RPO M70• Engine horsepower capacity 400 HP• Input torque capacity 430 Lb ft• Gear ratios 1st 3.06-1, 2nd 1.63-1, 3rd 1-1, 4th .7-1, Rev 2.29-1• Converter 300mm, EC3• SUV application model codes SKD or TKD• Pickup application model codes CMD, CWD or KMD• Some applications are equipped with and input speed sensor assembly

(Models SKD & TKD use an ISS)• 5 Pinion planetaries• 7 plate 3-4 clutch (7 friction, 6 steels) Premium frictions• 2-4 Band with Premium friction material. .64 ratio servo• Updated HD rear internal gear assembly• Shot peened HD output shaft (8620 Steel)• HD Low roller clutch• HD input gear and input sprag assembly• Input shaft equipped for an input speed sensor• Pump stator support passages updated for input speed sensor design• Pump casting changes updates, relocation of S3 bore for pressure regulator

valve train.• HD heat treated stator support splines

The 4L70E specifications/features are as follows:


GENERAL MOTORS84

Duramax Diesel applications may develop a misfire, surge or chuggle related con-cern that is difficult to diagnose and repair using current techniques and proce-dures. The complaint is sometimes misdiagnosed as being transmission related.

6.6L Duramax applications have experienced problems with coolant getting intothe ECM and/or the ECM connector. The coolant wicks up the surge tank coolantlevel sensor and into the wiring. If other attempts to repair the concern have beenunsuccessful, remove the ECM connector and inspect the connector and the ECMpins for evidence of corrosion or Dexcool contamination. If contamination is foundthe ECM may need to be replaced if there is evidence of any corrosion or damage. Ifonly light residue is found you can generally clean the connector and ECM pinswith electric circuit board cleaner. If coolant contamination is found, the wire andthe coolant switch must be replaced. Make sure to replace the wire and the termi-nals.

LCT 1000Misfire, Surge, Chuggle6.6L Duramax


GENERAL MOTORS 85

If the PTO option was not ordered when the vehicle was new, you may need to addadditional hard parts to the transmission to allow for PTO operation on someapplications. On those applications the transmissions may not be equipped with arotating housing that has the PTO gear installed. Instead they may have a tonering for the turbine sensor mounted to the housing. Use the chart below to iden-tify your application:

LCT 1000(RPO M74) PTO Applications

If a customer wants to install a PTO on an application that is not equipped with aPTO it will be necessary to install a PTO equipped rotating assembly part number29540518. In addition to the transmission hardware that will need to be added, aPTO, PTO relay, PTO solenoid, a PTO switch, an updated floor pan section as wellas updated calibrations for the PCM/ECM may need to be installed to make thePTO system operational.


GENERAL MOTORS86

Several areas have been updated for the 2006 model year. The changes were pri-marily designed to accommodate the higher torque capacity engine applicationsthat were released for 2006. The 2006 part numbers are not designed to be inter-changeable with the previous applications. They include the following:

LCT 10002006 Updates

Part Changed Previous part

number

2006 Part

number

P1 Carrier Assembly 29531096 29541704

P1 Carrier/Bushing 29531249 29541705

P1 Carrier 29536583 29541708

P2 Ring Gear 29536863 29541707

Snap Ring 29531104 29541011


P2 Carrier/Bushing 29536961 29539509

P2 Carrier 29536959 29539502

P2 Pinions 29531113 29541700

P2 Spindle 29537889 29541703

P2 Bearing 29531116 29541706

P3 Ring 29537311 29539499

T-5 Bearing 29531095 29541702

P2 Sun Gear 29536960 29541701

Sun Spacer 29536128 29541728

P3 Sun Gear 29540499 29539498

P3 Carrier and Race Assembly 29540500 29539512


P3 Pinion 29531126 29539497

P3 Roller Bearing 29531127 29539500


GENERAL MOTORS 87

LCT 10002006 Updates****This Kit allows 2006 pump assembly to be used in prior model year applica-tions. Kit includes Main pump 29542796, Wear plate 29542799, O-Ring29537620, Instruction Sheet 29543308 (Pump and wear plate must be usedtogether)

Part Changed Previous part

number

2006 Part number

Rotating Clutch/Shaft PTO 29539507 29542801

Housing and PTO Gear

Assembly

Rotating Clutch/Shaft

NO PTO

Housing with tone wheel 29536097 29542804

Housing and Bushing 29543232 29542699

Housing 29543233 29542700

C2 Piston 29539653 29542807

Seal C1/C2 Outer 29536101 29542809

Seal C2 Inner 29536103 29542808

C2 return spring 29536104 29542810

C1 Housing 29537993 29542811

Seal ring C1, OD 29542812

C1 Piston 29536109 29543239

C1 Piston with Balance hole 29536203 29542815

Retaining ring 29536204 29541011

C1 Return Spring 29536198 29542814

P1 Ring Gear 29531055 29541008

P2 Ring Gear 29536863 29541818

P3 Ring Gear 29537311 29541010

Detent Spring 29536922 29542698

Detent Lever 29537169 29542692

Front Support Assembly 29541134 29542792

Front Support Assembly

Ground Sleeve/Bearing

29541135 29542793

Pump 29541145 (31

Tooth)

29542796 (22

Tooth)

Pump Body/Gear Assembly 29541146 29542797

Pump body 29541147 29542798

Pump Wear Plate 29541149 29542799

Pump Kit **** 29543078

29540518 29542802

29539508 29542803


GENERAL MOTORS88

LCT 1000 6 Speed

New Product IntroductionA new 6 speed LCT 1000 was added to the General Motors lineup for the 2006model year. Available in the 2500HD and 3500/3600 series trucks equipped witheither the 8.1L V8 gas or 6.6L Duramax diesel the MW7 LCT 1000 offers someadvancements over the 2005 and earlier applications. The updates for the MW7LCT 1000 include the following:* 6 Speeds, uses the current LCT 1000 clutch design, No new clutches added* Tap shifts* Increased torque capacity* Internal Mode switch replaces the NSBU switch* A new transmission control module, 80 pin connector* A updated valve body with a revised design TCC solenoid* A 20 pin pass through harness* An updated pump design for quieter operation

(RPO MW7) Introduction

Specifications The LCT 1000 MW7 applications offers the following ratios:1st-3.10-12nd-1.81-13rd-1.41-14th- 1-15th- .71-16th- .61-1Rev- 4.49-1Maximum shift speed 4850 RPMInput Torque capacity 650 lb-ft, 2005 applications 565 lb-ftMaximum GCWR 23,500 lbPRNDL positions: PRNDM1Fluid capacity: 13qt (12 Liter) Dexron VI only


GENERAL MOTORS 89

Features:• Tap shifts• Grade Braking• Cruise control grade braking (Diesel only)• Tow/Haul Mode• Shift Stabilization and adaptive shift control algorithm• Heater Performance mode (Diesel only)• Low Traction Mode (Diesel only)

LCT 1000 6 Speed(RPO MW7) Features

1-2/3-4 4-5-6

Clutch Clutch

P/N X

REVERSE X X

1ST X X

2ND X X

3RD X X

4TH X X

5TH X X

6TH X X

Gear

Range3

rd/5

th/Rev

Clutch

2/6 Clutch Low/Rev

clutch


GENERAL MOTORS90

LCT 1000 6 Speed(RPO MW7) Updates

2006 Valve body UpdatesOn the 2005 applications the valve body utilized the following solenoids:

• Trim A• Trim B• Shift solenoid C• Shift solenoid D• Shift solenoid E• TCC-PWM• Modulated main solenoid

On the 2006 MW7 applications the following solenoids/components are used:• The trim solenoids were replaced by PCS 1 and PCS 2 solenoids• The modulated main pressure solenoid• Modulated detent spring contacts to the internal mode switch• IMS replaces the NSBU switch• PWM TCC solenoid was replaced by a PCS variable bleed solenoid• 20 way connector which includes a different harness design and part

number• 6 Speed feed pipe

2006 TCM updates include:* Model A40-1000 TCM* Class 2 data communications for gas applications* GM LAN communications for diesel applications* 80 Pin Connector with a cam lock as part of the connector* TCM mounted on the radiator fan shroud


GENERAL MOTORS 91

LCT 1000 6 Speed(RPO MW7) Updates (continued)

Tap Shifts (Range Selection Mode)Like several other GM applications, the MW7 features tap shifts are standardequipment. Unlike other applications the tap shift function is controlled by athumb activated switch mounted on the gear shift lever. The range selectionfeature will hold the vehicle in the gear selected unless the driver commands agear change or the TCM determines that engine damage may occur andcommands a shift to occur. To activate the tap shift feature the shift selector levermust be in the M position.

Tow/Haul/Grade BrakingAs with other GM applications, the tow haul feature is activated by a buttonlocated in the end of the shift lever. Tow/Haul should be selected anytime thevehicle load exceeds 75% of the GCWR for the application. Tow/Haul modechanges the shift points of the transmission to reduce shift cycling and improvevehicle performance. Tow/Haul mode also changes the TCC apply, which enablesTCC in 2nd and 3rd gears as well as commands TCC to stay applied duringdeceleration. This prevents heat build up due to oil shear within the converter.In addition spark timing is retarded more during the shifts to lower the impact ofthe shift. The Grade braking feature or the cruise grade braking feature can onlybe activated if the tow haul feature is active and the shift lever is not in the Mposition. Grade braking can command downshifts to ranges as low as 2nd gear.

Heater Performance ModeIn the diesel applications the heater performance mode is designed to shorten thelength of time it takes for the engine/transmission to reach operatingtemperature. This algorithm improves heater performance by decreasing thewarm up time. The PCM/TCM monitors ambient temperatures and when thevehicle is being operated in cold weather the TCM will raise the 2-3,3-4,4-5 and 5-6 shift points to increase engine speed resulting in quicker warm up.

Low Traction ModeDiesel power applications are equipped with a Low Traction Algorithm to improvetraction during slippery conditions. By selecting a manual range while at a stopthe TCM will command the transmission to start and stay in 2nd gear


GENERAL MOTORS92

LCT 1000 6 Speed

Shift StabilizationLike other GM applications, the shift stabilization algorithm monitors VSS andload inputs to minimize upshift/downshift cycling. If the current speed cannot bemaintained in a higher range, the TCM will command the transmission to holdthe gear and the PCM will lower the engine torque output.

Cold OperationWhen operating in cold temperatures the TCM will prevent specific operations toprevent damage to the transmission. When the cold mode is active the DIC willdisplay the message “Trans in Warm Up”. The modes of operation are as follows:

• -13f or above transmission temp, transmission operates normally• -13 to -31f transmission temp, 2nd and 3rd gears available only• -31f or below transmission temp, 2nd gear available only

On diesel powered applications TCC will be inhibited based on both transmissionand ambient air temperatures. The modes of operation are as follows:

• IAT below 32f, TCC will not apply until Transmission temperature is above88F

• IAT 32-50f, TCC will not apply until Transmission temperature is between50-80f

• IAT above 50f, TCC operates normallyGas Applications:

• Transmission temperature below 68f, TCC inhibited

MODES OF OPERATION 6.6L Duramax 8.1L Gas

Range Selection Mode X X

Grade Braking X X

Cruise Grade Braking X

Tow/Haul X X

Shift Stabilization X X

Adaptive shifts X X

Heater Performance X

Low Traction X

(RPO MW7) Updates (continued)


GENERAL MOTORS 93

LCT 1000 6 Speed

PumpThe gear style pump used in the MW7 LCT 1000 is a gear style unit with 22 teethas opposed to the 31 tooth design used in the previous application. This newdesign lowers the frequency of the pump noise into a range that can be maskedby the engine

LCT 1000 6 speed pass through connector ID Harness

PIN Wire Color Circuit # Function of the Circuit

A LTGRN 1222 SS1 SHIFT SOL 1

B YEL/BLK 1223 SS2 SHIFT SOL 2

C OR/WHT 2557 SS3 SHIFT SOL 3

D PK 1224 PS1 PRESS SW

E RED 1226 PS3 PRESS SW

F DK BLUE 1225 PS2 PRESS SW

G YEL/BLK 1227 TFT SIGNAL

H BK 2762 TFT LOW

J BRN 418 TCC PCS

K LTGRN/BK 2529 PS4 PRESS SW

L RED/BLK 1228 HSD1 ACTUATOR SUPPLY

M LT BLU/WHT 1229 PCS2 PCS LOW

N BRN 323 HSD2 ACTUATOR SUPPLY

P BRN/WHT 2469 PCS1 PCS LOW

R OR/BLK 1786 P/N SIGNAL

S DK BLUE 1530 MOD MAIN LOW

T GRAY 773 IMS SIGNAL C

U YEL 772 IMS SIGNAL B

V BLK/WHT 771 IMS SIGNAL A

W WHT 776 IMS SIGNAL P



GENERAL MOTORS94

LCT 1000 6 Speed

LCT 1000 6 speed pass through connector ID Transmission

PIN Wire Color Circuit # Function of the Circuit

A DKGRN 1222 SS1 SHIFT SOL 1

B LT GRN 1223 SS2 SHIFT SOL 2

C PURPLE 2557 SS3 SHIFT SOL 3

D OR 1224 PS1 PRESS SW

E GRAY 1226 PS3 PRESS SW

F WHT 1225 PS2 PRESS SW

G TAN 1227 TFT SIGNAL

H BK 2762 TFT LOW

J PK 418 TCC PCS

K BRN 2529 PS4 PRESS SW

L RED 1228 HSD1 ACTUATOR SUPPLY

M DK BLU 1229 PCS2 PCS LOW

N RD/BK 323 HSD2 ACTUATOR SUPPLY

P LT BLU 2469 PCS1 PCS LOW

R PURPLE 1786 P/N SIGNAL

S YEL 1530 MOD MAIN LOW

T BLK 773 IMS SIGNAL C

U PK/BLK 772 IMS SIGNAL B

V YEL/BLK 771 IMS SIGNAL A

W WHT 776 IMS SIGNAL P



FORD 103

FordTable Of Contents

Torqshift/4R1004x4 Transfer Case JumpsOut of 4H or 4L ................................ 104

TorqshiftShift Scheduling, Slipping,Bangs on Downshifts ....................... 106Introduction ..................................... 108DTCs P0756, P0761, P0771 ............. 109Calibration Example......................... 110DTC P0488 or/or P1334 ................... 111Stalling in Reverse or WhenComing to a Stop.............................. 112TR-P Sensor Introduction ................. 113TR-P Sensor Diagnosis ..................... 114Pump Valve Identification................. 117Bleed Screen .................................... 118Pump Failure ................................... 119Pump Alignment and Assembly ........ 120Center Support Assembly ................. 122Valve Body Solenoid ID .................... 123Valve Body Solenoid Interchange ..... 124Lube Orifice and Case ...................... 125Planetary Failure, Lack of Lube ........ 126Air Checking the Case ...................... 127Insufficient Line PressureFrom the Transmission .................... 128

4F50NNo 1-2 Upshift and DTC P0732 ........ 129DTCs P0760 and P0763 ................... 130

4F50N, AX4N, AX4SErratic Fluid Level, PossibleFluid Leak ........................................ 131

4F27ENeutrals on the 3-4 ShiftDTC P0750 ...................................... 132

4R/5R55ETCC Modification............................. 134

PTO Operation and Diagnosis .......137

AF21-B/Ford 6-SpeedIntroduction .................................... 142Apply Components .......................... 143Operational Strategies ..................... 144Electronic System Description......... 146TFT ............................................... 147Three Way Shift Solenoids ............... 148Shift Control Solenoids ................... 149Pressure Control Solenoid ............... 150Torque Converter Solenoid .............. 151Adaptive Learning ........................... 152


FORD104

2004-2005 F-Super Duty 4x4 vehicles equipped with the Torqshift or 4R100transmission and manual transfer case, may exhibit the transfer case jumping outof 4H or 4L and into 2H or neutral position.

Use the following Service Procedure to adjust the transfer case shift linkage. Itmay be necessary to replace the shifter bracket assembly as well.

1. Remove the transfer case control rod at its connection with the shift linkagepivot pin.

2. Loosen the two (2) 9/16 bolts connecting the shift bracket to thetransmission.

3. Move the bracket as far rearward as possible, torque the bolts to 85 lb-ft .

4. Move the shifter into the 4H position and hold the linkage against the 4Hdetent wall of the shift gate.

5. Without applying any further force rearward on the transfer case lever, tryto reconnect the transfer case control rod to the shifter pivot pin.

a. If the transfer case control rod can be reattached to the shifter pivot pin,return the vehicle to the customer.

b. If the control rod cannot be reattached to the shifter pivot pin, remove theshifter bracket assembly and replace with new.

4X4 Transfer Case Jumps Out of4H or 4L

Torqshift/4R100

2004-2005 F-Super DutyManual Shift Transfer Cases Only


FORD 105

4X4 Transfer Case Jumps Out of4H or 4L (continued)

Torqshift/4R100

2004-2005 F-Super DutyManual Shift Transfer Cases Only

PART NUMBER4C3Z-7210-BA


FORD106

Torqshift

2004 — 2005 E-450 series and especially the commercial chassis applications likeambulances. The concern begins with intermittent transmission issues like shiftscheduling, slipping, bangs on downshifts, etc. As the concern progresses, it flagsa DTC P0960 / PCA Open Circuit and illuminates the MIL. The root cause of theconcern can be traced to the main connector (C-195) laying across the top of thetrans.

If you remove the engine cover (doghouse) which is no easy task, pull apart theconnector and look for overheated or burned wires. If this is what you find, look atthe inside of the engine cover. You’ll see where the connector has been rubbing.Depending on the connector and wiring damage, repair as necessary taking stepsto ensure that the connector doesn’t rub again. Reset the KAM (Keep aliveMemory), perform the Adaptive Learning procedure and test drive.

Shift Scheduling, Slipping, Bangs onDownshifts

Courtesy of Test Research Center and Stevie Lavallee


FORD 107

TorqshiftShift Scheduling, Slipping, Bangs onDownshifts (continued)

Pull apart the connector and lookfor overheated or burned wires.


FORD108

TorqshiftIntroduction

The Torqshift transmission is a 6 speed fully computer-controlled transmission.Externally it looks like it’s cousin the E4OD and internally the stack up is muchthe same, however there are no parts that interchange between the two units. alsothe TR sensor is internal and the solenoid connector is up front rather then in therear. There have been several changes made to the planetary gear sets for in-creased durability in the 2005 version. The PCM has gone through several updatesto the programming and it is highly recommended that the computer be repro-grammed with every transmission rebuild.


FORD 109

2003-2004 Excursion, F-Super Duty2004 E-Series

DTC’ P0756, P0761 or P0771

Some vehicles equipped with a 6.0L diesel and the Torqshift transmission, mayexhibit the malfunction indicator lamp (MIL) illuminated with diagnostic troublecode (DTC) P0756, P0761 or P0771. This condition will occur if the powertraincontrol module (PCM) and transmission control module (TCM) are not repro-grammed after installing a 2005-level replacement transmission, installing trans-mission rebuild kit 5C3Z-7A398-SA, or after overhauling the transmission with2005-level components.

To repair this problem reprogram the PCM and TCM to the latest calibration usingCalibration files may be obtained at www.motorcraft.com.

Torqshift


FORD110

Torqshift

Engine Engine Module TSB TSB

Size Type DN Num

Part

Num

EXPLORER MY02 4.0L V6_SOHC 1L2F-AGL 1L2F-AGM LAE0 PCM -


Size Type DN Num

Part

Num



Size Type DN Num

Part

Num


EXPLORER MY02 4.0L V6_SOHC 1L2F-AGM 1U7A-BZA LAE1 PCM -


Size Type DN Num

Part

Num




Size Type DN Num

Part

Num



EXPLORER MY02 4.0L V6_SOHC 1U7A-BZA 1U7A-GMA ZPZ0 PCM -

EXPLORER MY02 4.0L V6_SOHC 1U7A-GMA - MGT0 PCM -

Year PartNum NewPartNum Catchword

Determine if there is a new part number associated with this part number = 1U7A-BZA

Model Year PartNum NewPartNum

Model Year PartNum NewPartNum Catchword

Find associated New Part Num = 1L2F-AGM

Find this new part number in the "PartNum" column

CatchwordModel Year PartNum NewPartNum

Model

EXAMPLE:

Find Vehicle, Model, Engine Size, and Engine Type = Explorer, MY '02, 4.0L, V6 SOHC

Find Catchword = LAE0

CatchwordModel Year PartNum NewPartNum

Continue the process until there is no new part number listed.

Most recent calibration for this vehicle = 1U7A-GMA

Catchword

Calibration Example


FORD 111

Vehicles exhibiting no driveability symptoms but have harsh shift and/or trans-mission engagments. 2004 F-Super Duty vehicles built after 9/29/2003 and2004-2005 Excursion vehicles built 9/29/2003 through 1/10/2005, all equippedwith the 6.0L engine, may exhibit any of the following:

1. Diagnostic trouble code (DTC) P0488 and/or P1334 with no driveabilitysymptoms.

2. Exhaust smoke while operating in elevated idle operation/PTO, chargeprotect, or cold idle kicker mode.

3. Harsh 3-2 grade load braking downshifts in Tow/Haul mode due to shiftinitiating on boost pressure.

4. Shift busyness in Tow/Haul mode.

5. Harsh lock-up during the 5-6 shift.

6. Harsh 3-5 upshift during light throttle acceleration.

To repair this problem reprogram the powertrain control module (PCM) to thelatest calibration. Calibration files may be obtained at www.motorcraft.com.

TorqshiftDTC P0488 and/or P13342004 F-Super Duty2004-2005 Excursion


FORD112

2005 Super Duty, Excursion, or E-Series vehicles built between 10/1/2004 and11/30/2004 equipped with the Torqshift transmission, may exhibit an enginestalling or quits upon engagement into drive or reverse, or when coming to a stop.

Diagnostic trouble codes (DTCs) P1744, P0740, P0741, P0743, or P0744 may alsobe present. This may be due to a stuck torque converter clutch (TCC) solenoid.Verify the condition exists. Replace the TCC solenoid.

This could also be a cooler issue. Make sure you flush the cooler lines, replace theremote filter element and check the cooler flow. Clear codes, if any, and verifyrepair. Do not replace the torque converter or the pump assembly for this concern.

PART NUMBER PART NAME3C3Z-7J136-BA TCC Solenoid

TorqshiftStalling in Reverse or When Comingto a Stop2005 E-Series, Excursion, F-Super Duty


FORD 113

TorqshiftTR-P Sensor Introduction

The Transmission Range (TR-P) sensor assembly is an internally mounted sensorthat includes the detent spring, rooster comb and bracket, located next to thesolenoid body. The components of the TR-P sensor are factory adjusted and thesensor must be installed as a calibrated assembly. The TR-P sensor containselectronic circuitry that provides the PCM a fixed frequency at a duty cycle foreach of the various positions of the manual lever (PARK, REVERSE, NEUTRAL,DRIVE, M3, M2 and M1) to the PCM. The PCM uses the TR-P sensor signal forengine functions (start, reverse lamps) and for line pressure control, shiftscheduling and TCC operation.


FORD114

TorqshiftTR-P Sensor Diagnosis

There are only two reasons you’d be diagnosing the TR-P sensor:

1. Codes2. No Start

Codes are caused by the TR-P Frequency being out of range or circuit duty cyclebeing too low or too high, which can also cause a no start condition, or during theKOEO test the shifter was not in the Park or Neutral position.

Using your scan tool enter the Diagnostic mode function. Enter TR_DC andTR_FREQ. Once this is entered you will be able to see the following information:

Position Min % Duty Cycle Max % Duty Cycle

P 7.13 23.76

R 23.77 38.48

N 38.47 48.55

D 48.56 58.82

3 58.83 68.08

2 68.09 77.96

1 77.97 90.34

If your Duty Cycle is out of range, replace the TR Sensorassembly.


FORD 115

TorqshiftTR-P Diagnosis (continued)

Internal Connector View

External Connector View


FORD116

TorqshiftTR-P Diagnosis (continued)


FORD 117

Remove and inspect the valves in the stator support. Note: Do not useabrasives on the teflon coated valves. This will damage the valves and cancause premature valve wear.

TorqshiftPump Valve Identification

ID Description

1 TCC Control Valve Sleeve

2 TCC Control Plunger

3 TCC Control Valve

4 Thermostat Control Valve Bore Plug

5 Thermostat Control Valve

6 Cooler Bypass Valve

7 Converter Pressure Limit Valve and Spring

8 Converter Drainback Valve and Spring

9 Mainline Pressure Regulator Valve and Spring

9

87

456

3 2 1


FORD118

TorqshiftBleed Screen

The end plugs in the pump can be hard to remove. To make this job easier Fordhas threaded the end plugs. Use a 4.0 X 0.7 mm bolt to pull the plugs out of thebore.

Carefully inspect the bleed screen. The stator support may need to be replaced ifthisscreen is missing.


FORD 119

TorqshiftPump Failure

Thoroughly Clean and dry the remaining pump components. Check the pumpbody, pump gears and pump plate for wear and scoring. Check all mating surfacesfor burrs or distortion. Inspect the stator bushings and replace as neccassary. Insome cases a machine problem from the factory may cause a sliver of metel tolodge into the pump casting. Always disassemble an ordered pump and check theclearances and the machine cut.

Check forwear andscoring

Check forwear andscoring


FORD120

Place the pump plate onto the pump body. Place the stator support half down ontothe pump body. Install (5) pump bolts finger tight only.

TorqshiftPump Alignment and Assembly


FORD 121

TorqshiftPump Alignment and Assembly(continued)Install a pump alignment band tool onto the pump assembly. Use 2 extentionhousing bolts to align the pump halve. This is the same procedure as the E4ODand 4R100.


FORD122

Torqshift

Check the inner bore for sealing ring grooves and bushing wear. Closely inspectthe orifice filter.

Center Support Assembly

Check for wear


FORD 123

TorqshiftValve Body Solenoid ID

The solenoids are different so it is very important that they are not mixedup.

ID Description

1 PC-A (line pressure control)

2 TCC (torque converter clutch)

3 SSPC-B (overdrive clutch)

4 SSPC-A (coast clutch)

5 SSPC-E (low/reverse clutch)

6 SSPC-D (direct clutch)

7 SSPC-C (intermediate clutch)

8 TFT (transmission fluid temperature)

9 TR position (transmission range sensor)


FORD124

TorqshiftValve Body Solenoid Interchange

Notice the difference between the Coast/Direct Clutch solenoids and theEPC solenoid.

If you suspect a problem with a particular solenoid you can interchange some ofthe solenoids to help you with your diagnosis. As an example you can interchangethe Intermediate, Low/Reverse and Overdrive solenoids with each other markedwith a RED square. You can also interchange the Coast Clutch and Direct Clutchsolenoids marked with a RED circle. The only two solenoids you can NOT inter-change are the TCC and the PCA

L/R

Direct

Intermediate

CoastClutch

O/D

TCC

PCANotInterchangable

Larger orificeSmaller orifice


FORD 125

Carefully inspect all mating surfaces for nicks and burrs. There are two things tolook for here, the Lube orifice and the Bleed orifice. Make sure that duringdissassembley and reassembley that both Bleed orifice and Lube orifice areinstalled correctly.

TorqshiftLube Orifice and Case

Lube Orifice

Bleed Screen


FORD126

Torqshift

A common cause of planetary failure is a missing or damaged rear case seal.These seals are located behind the rear bushings and may be missed duringdisassembly.

During disassembly and reassembly pay close attention to the rear bushing area,make sure you replace these seals during every overhaul. Use a small amount ofassembly gel to secure the (2) output shaft seals in the grooves.

Rear Case Lube Seals

Planetary Failure, Lack of Lube


FORD 127

Air Checking the Case

Torqshift

ODClutch

DirectClutch

CoastClutch

IntermediateClutch

ForwardClutch

Low/ReverseClutch


FORD128

Torqshift with PTO

2005 Super Duty F-Series vehicles equipped with a 6.0L diesel engine, TorqShifttransmission and power take off (PTO) option, built before September 22, 2004,will exhibit insufficient transmission line pressure supplied during PTO operation.

Symptoms include lack of torque converter lock up and transmission line pressurebelow 150 psi while in stationary PTO mode. PTO operation under this conditionmay result in PTO unit damage, and subsequent TorqShift transmission damageis possible.

Reprograming the powertrain control module (PCM) and transmission controlmodule (TCM) to the latest calibration using release B33.6 or higher. Calibrationfiles can be obtained at www.motorcraft.com. If transmission damage occurs dueto improper PTO function, follow normal procedures to diagnose and repair. Cleardiagnostic trouble codes if any, and verify the repair.

Insufficient Line Pressure from theTransmission2005 F-Super Duty


FORD 129

2004-2005 Taurus/Sable and Freestar/Monterey vehicles, may exhibit a no 1-2upshift condition and a diagnostic trouble code (DTC) P0732. This concern mayalso cause a no 3rd or no 4th condition. This may be due to an intermediateclutch piston seal becoming torn or loose (de-bonded) from the piston.

If the cause is determined to be internal to the transaxle, inspect the intermediateclutch piston seal. The outer clutch seal is bonded to the piston. If the seal is tornor loose replace the piston. Inspect the intermediate clutch plates and replace ifnecessary.

PART NUMBER PART NAME4F1Z-7E005-AA Piston - Intermediate ClutchXF2Z-7B442-AA Clutch Plate (Steel)XF2Z-7B164-CA Clutch Plate (Friction)

4F50NNo 1-2 Upshift and DTC P07322004-2005 Taurus, Freestar2004-2005 Sable, Monterey


FORD130

2005 Taurus/Sable, Freestar/Monterey vehicles built before 3/15/2005, mayexhibit diagnostic trouble codes (DTCs) P0760 and P0763. This may be due to ashorted transaxle internal harness, caused by a sharp edge on the inside of theside cover casting.

Remove the side cover of the transaxle. Inspect the insulation on the yellow wire ofthe internal transaxle harness near shift solenoid C (SSC). Replace the internalharness if damaged, also replace the side cover.

PART NUMBER PART NAME4F1Z-7G276-AA Harness1F2Z-7G004-AB Side Cover

4F50NDTCs P0760 and P07632005 Taurus, Freestar2005 Sable, Monterey


FORD 131

4F50N, AX4N, AX4S

2000-2005 Taurus, 2000-2003 Windstar, 2004-2005 Freestar2000-2005 Sable, 2004-2005 Monterey

Erratic Fluid Level, Possible FluidLeak

2000-2005 Taurus/Sable, 2000-2003 Windstar and 2004-2005 Freestar/Monterey vehicles, equipped with a 4F50N, AX4N or AX4S transaxles, may exhibitan erratic fluid level reading on the transaxle dipstick and possible leaks aroundthe filler tube and grommet. The condition may be due to the transaxle vent as-sembly. The vent has a rubber disk under the metal cap to prevent water fromentering the transaxle. This rubber disk may intermittently stick and cause im-proper venting.

Replace the vent with the previous design vent stem, and rubber vent cap.

NOTE: Leaks may be misdiagnosed as coming from the pangasket. Always follow the proper procedures to locate the sourceof the leak.

PART NUMBER PART NAMEYF1Z-7035-AA Vent StemXS4Z-7L282-AA Vent Cap


FORD132

The computer may have DTC P0750 (sol. A electrical fault) that comes back assoon as the key is turned on.

Replace SSA Ford Part # XS4Z-ZH148-AA

4F27ENeutrals on the 3-4 Shift, DTC P0750

A neutraling condition on the 3-4 shift maybe caused by Solenoid A not releasingproperly. Solenoid B controls the TCC apply and release. Solenoid A controls the3-4 shift valve which is used to drain the servo release oil to apply the band.

SSB(Mazda SSE)

SSA(Mazda SSD)

SSE(Mazda SSC)

EPC

SSC(Mazda SSA)

SSD(Mazda SSB)


FORD 133

4F27ENeutrals on the 3-4 Shift, DTC P0750(continued)The SSA internal ground strap is the cause of this concern. The iinternal graoundstrap breaks and causes the code and the failure.


FORD134

4R/5R55ETCC Modification

Always useassembly greasein the springpocket to preventthe spring frompopping outduring assembly

Torque ConverterClutch ModulatorValve

95-96 ModelsPart# F5TZ-7F037-AA

97-up ModelsPart# ZL2Z-7G136-AA

To improve lock-up, use the following modifications. Make sure you use the cor-rect solenoid. Failure to do so may cause TCC, and Ratio ratio codes.


FORD 135

4R/5R55ETCC Modification (continued)

Drill a 0.062” exhaust hole in this circuit. The hole shouldprotrude through the outside of the casting.

During reassembly as a normal rebuild procedure, always drill the exhaust hole.This should be done with all the modifications listed. This modification is done tocreate an additional exhaust hole to help prevent unwanted pressure from theconverter release circuit.


FORD136

4R/5R55ETCC Modification (continued)

When performing this modification, always plug this hole

When you add the exhaust hole by drilling the valve body casting, you must plugthe seperator plate at the location shown. This is to prevent converter drain back.This should be done with all the modifications listed.


FORD 137

PTOOperation and Diagnosis

Ford Super Duty F-Series Truck Powertrains are designed principally to providevehicle motivation and short term auxiliary power needs. Power activation of hy-draulic or mechanically driven devices such as wrecker lift, snowplow blade liftand movement, power tailgate lift, or dump body lift, are a few examples. Thevariety of available air circulation, temperature environment, vehicle maintenancelevel, and other conditions existing with the range of auxiliary horsepower andtorque demands that may be placed upon a vehicle in PTO usage, make it difficultto assess the ultimate performance of a vehicle subjected to extended durationusage as an auxiliary power source. The guidelines in this book are intended toassist the PTO equipment installer in avoiding inadvertent vehicle performanceand safety concerns. These guidelines should not be considered all inclusive, andit is the responsibility of the PTO equipment installer, to choose and install a PTOsystem that the vehicle operators will be able to use in a safe manner with thenecessary precautions to ensure safe operation and customer satisfaction.

WARNING:Do not subject the Excursion to any auxiliary power take-offapplication as this could overheat the fuel tank and increase therisk of personal injury.

Auxiliary Idle ControlThe Ford 7.3L diesel engine has two Auxiliary Idle Control kits are available toelevate the engine idle speed. The kit offered as Regular Production Option Code96P forF-Series (option Code 961 for E-Series) contains a “full function” AuxiliaryPowertrain Control Module or APCM. A “limited function” APCM is included in thekit that is part of the Ambulance Prep Option. For gas engines, the PTO installerwill need to obtain high idle throttle control from an aftermarket source.

Elevated Idle FeatureFor 7.3L diesel engine and 4R100 with PTO provision only. Activating the “PTOCircuit” will automatically elevate the engine idle to 1200 rpm in “PARK” or “NEU-TRAL” regardless of the parking brake being set. This feature does not require useof the Auxiliary Idle Control option or the APCM.

Vehicle Enigine Transmission PTO Port Location

F250/350/450/550 5.4L Gas / 6.8L Gas M60D-HD Manual LH only

F250/350/450/551 7.3L Diesel M60D-HD Manual LH only

F250/350/450/552 6.8L Gas / 7.3L Gas 4R100 Automatic LH only


FORD138

General Guidelines / Warnings1. Additional transmission lubricant may be required with addition of the PTO.

2. Follow severe-duty vehicle maintenance schedules, including transmission fluidchanges.

3. Route PTO hydraulic lines away from the vehicle exhaust system.

4. Diesel engines are recommended for stationary PTO operation of extended dura-tion.

5. Do not block air flow circulation to the engine coolant radiator, engine andtransmission.

6. Monitoring the following powertrain fluid temperatures to avoid excessive heatbuild up.

NOTE - If any of the above temperatures are exceeded, disengagethe PTO operation and return vehicle engine speed to normalidle. Allow the temperature to stabilize at a lower level before re-engaging the PTO.

7. The M60D manual transmission case will require a slight modification to pack-age PTO pumps that are mounted directly to the PTO and facing rearward.Refer to Figure 1 for instructions on removing a small tab on the case to obtainclearance for the pump.

PTOOperation and Diagnosis(continued)


FORD 139

PTOOperation and Diagnosis(continued)4R100 TransmissionThe 4R100 with a PTO port must be ordered as a separate option. Option Code62R is available for SD FSeries only. It includes a PTO drive gear and in the caseof gas engines, has a unique electronic engine control module (EEC) that the non-PTO 4R100 does not have. The PTO port is a non-standard, 6-bolt hole pattern,threaded for M10 metric fasteners, and comes with a reusable controlled compres-sion gasket to control gear mesh installation. The PTO drive gear is functional inall gear ranges: D1, D2, Drive, Reverse, Park, Neutral (except Overdrive). Thisaccommodates both stationary and mobile PTO operation. However, the PTO drivegear is NOT functional in any drive gear when vehicle speed is zero. The Overdrive-Cancel light is designed to illuminate when operating in PTO mode.

1. The PTO drive gear is rated at 170 lb-ft torque peak, 120 lb-ft torque continu-ous use.

2. Automatic transmission PTO applications intended for stationary operationmust comply with the following engine rpm limitations: – Reference PTOmanufacturer’s owners manual for recommended PTO pump operating speeds.(1) High idle throttle control required. (Electronic Throttle Kicker) and not providedby Ford. (2) Automatically controlled by the PCM.

3. The 4R100 line pressure tap thread is 1/8-27 Dryseal N.P.S.F. normal linepressure is approximately 50 to 60 psi at normal engine idle; and approximately180 psi at 1200 rpm with torque converter clutch applied and PTO circuit acti-vated.

4. If the vehicle battery has been disconnected, the powertrain control strategymay “forget” PTP logic and may not respond to commands for elevated idle. Toremedy this, a sensor in the transmission needs to count the teeth on the PTOgear.

Engine RPM 6.8L Gas Engine 7.3L Diesel Engine

Max RPM 1300 1200

Max RPM 2500 2500


FORD140

PTOOperation and Diagnosis(continued)5. Simply drive the vehicle a short distance. Typically, less than a mile will besufficient to prepare the strategy to respond properly. Driving the automatic trans-mission in 1st gear may also speed up this memory. Do not rush to drive, but alsoavoid excessive delay. Once the ignition goes through the ON, CRANK and STARTcycle the strategy cycle that looks for “PTO” only lasts a relatively shorttime. Repeat the cycle if the first drive attempt is ineffective.

6. A temperature monitor internal to the 4R100 is designed to disengage the PTOdrive gear clutch in an over-temperature condition. High torque demand at lowvehicle speed can trigger this safeguard. Spreading fertilizer in farming orsnowplowing are typical examples. If this occurs, disengage the PTO operation andrest the vehicle in Park or Neutral at normal engine idle to cool thepowertrain.

7. New for 2002 model year Super Duty F-Series, and placed in the instrumentcluster, is a Transmission Fluid Temperature Gauge for automatic transmissiononly. A complete description is located in the Owner Guide.

Here in brief explains what the needle readings mean.Cold Range: 50° F or colder.

White Area [“Normal”]: Normal operating range,51 to 248° F.

Yellow Area [“Warning”]: Stop driving the vehicle or remove auxiliary loads at theearliest convenience. Typically, leave the engine running at normal idle will aidcooldown. Allow to cool into the normal range before starting to drive again oroperate the PTO. The transmission fluid is not overheating, but operating in theYellow Range for extended periods of time may cause internal transmission dam-age.

Red Area [“Over-Temperature”]: The transmission fluid is over-heating. Stop thevehicle, do not drive, and allow to cool into normal range.


FORD 141

PTOOperation and Diagnosis(continued)For readings in the Red and Yellow areas make sure that snow or debris is notblocking airflow to the radiator and transmission fluid cooler, that cooler lines arenot kinked or restricted, and that vehicle load capacities or duty cycles are notexcessive.

Front End Accessory Drive(Fead) – Mounted PTO (“ClutchPumps”)

1. An auxiliary crankshaft bearing support is required on all modular gas engineapplications where the clutch pump is drawing power from the enginecrank pulley. This further applies to all tangentiallymounted auxiliary equipmentin general.

Log on to www.fleet.ford.com/truckbbas/ and select QVM Bulletin List, to obtainbulletin Nos. Q-62 and Q-74 for a complete description.

2. Always maintain the clearance relationship between the Ford OEM fan, radiatorand shroud to help maintain optimum engine cooling performance.

3. Always consider engine roll and body/frame torsion when packaging clear-ances.

4. Restrict application to 5.4L/6.8L gas and 7.3L diesel engines.

5. Temperature monitoring of powertrain fluids as noted in the General GuidelinesSPLIT-SHAFT PTO 4R100 automatic transmission is not recommended.Restrict application to manual transmission only. QVM Bulletin No. Q-14, “Guide-lines for Modifying Light Truck Drivelines” is available by calling (877) 840-4338.

NOTE: The 4x4 transfer case does not have a PTO port. The F-Super DutyMotorhome Stripped Chassis does not accommodate a PTO. Temperature monitor-ing of powertrain fluids as noted in the General Guidelines Warnings in the own-ers manual.


FORD142

AF21-B/Ford 6-Speed

This transaxle is a compact, lightweight, next generation electronically controlled,6-speed automatic transaxle that employs a Ravigeneaux-type planetary gear.This transaxle contains a high precision clutch hydraulic control system for asmooth, highly responsive gear shift feel.

All hydraulic functions are directed by electronic solenoids to control:1. Engagement feel.2. Shift feel.3. Shift scheduling.4. Modulated torque converter clutch (TCC) applications.5. Engine braking utilizing the coast clutch.

Introduction


FORD 143

C-1 ClutchThe C1 clutch connects the front planetary carrier to the rear sun gear of the rearplanetary set. The C1 clutch is applied in 1st (typical operation during enginebraking), 2nd, 3rd and 4th gears.

C-2 ClutchThe C2 clutch connects the intermediate shaft to the rear planetary carrier. TheC2 clutch is applied in 4th, 5th and 6th gears.

C-3 ClutchThe C3 clutch connects the front planetary carrier to the middle sun gear of therear planetary set. The C3 clutch is applied in 3rd and 5th gears, and also inreverse when the vehicle speed is 7 km/h (4 mph) or less.

B-1 BrakeThe B1 brake locks the middle sun gear of the rear planetary gear set. The B1brake is applied in 2nd and 6th gears.

B-2 BrakeThe B2 brake locks the rear planetary carrier in reverse gear when the vehiclespeed is 7 km/h (4 mph) or less.

F-1 One-Way ClutchThe F1 one way clutch locks the counterclockwise rotation of the rear planetarycarrier during 1st gear operation (during both normal operation and engine brak-ing).

Hydraulic SystemsValve BodyThe valve body supplies fluid by switching the fluid circuit for the hydraulic pres-sure that is generated by the fluid pump. Based on the hydraulic pressure gener-ated by the fluid pump the TCM sends control signals to the solenoid valves inaccordance with vehicle conditions. Upon activation of the solenoid valve, thecontrol hydraulic pressure to the clutch and brakes is determined (according tothe equilibrium with the obtained hydraulic pressure) and gear shift and lockupare accomplished. In addition, an appropriate amount of fluid is supplied to thetorque converter, planetary gears and lubricating parts.

Apply Components

AF21-B/Ford 6-Speed


FORD144

Automatic Gearshift ControlIn automatic gearshift control, based on each gearshift pattern, SSA and SSB turnON or OFF and SSC, SSD, SSE and SSF are operated linearly according to infor-mation that includes vehicle speed, the degree to which the accelerator is openand brake signal.

Driver Adaptive Shift ControlThis automatic transaxle does not have a driving mode selection switch that al-lows drivers to select a mode themselves. The vehicle is ordinarily in adaptivemode. However, when specific conditions are met, the transmission control unit(TCU) selects a shifting pattern appropriate to driving conditions from all of theshifting patterns and switches automatically.

Green — Mode 1 — Switched from mode 2 to warm up the transmission fluid.This mode acts to protect the transaxle before the adaptive mode.

Green — Mode 2 — After engine start-up, warm-up speed is increased for a cer-tain period when transmission fluid temperature is low and the vehicle speed is 0.

High Temp — When fluid temperature becomes too high, this mode activateslock-up at an earlier timing to stop the temperature rise and lower the tempera-ture.

Down Slope — When driving down a slope, the transmission control module(TCM) detects a down slope based on the engine control unit signal and outputrpm. TCM switches to down slope mode to alleviate the load to the brake by downshifting.

Operational Strategies

AF21-B/Ford 6-Speed


FORD 145

Gear Shift ControlWhen the shift lever is moved from N to D or from N to R, after the engine isstarted, a shift control solenoid assembly (SSC, SSD, SSE) is used for the fluidpressure required by C1 clutch or C3 clutch and appropriately regulated fluidpressure is supplied to the clutch, engaging smoothly without shock.

Reverse Converter ControlIf the shift lever is moved from N to R while the vehicle is moving forward and thetransaxle shifts into REVERSE, the wheels will be locked, which is extremelydangerous. In order to avoid this, the TCM inhibits the transaxle from shifting intoREVERSE while moving forward.

Torque Converter ControlBased on output rpm signals, signals from the engine control unit (engine rpmand throttle opening) and vehicle speed, a smooth engagement is carried outthrough linear control of the torque converter clutch (TCC) solenoid. Also, the sliprate is detected by adding input rpm signals and slip control is carried out.

Engagement ControlControl is carried out using a TCC solenoid. The TCC solenoid is linearly turnedON and OFF. The clutch inside the torque converter is operated and the pumpimpeller and turbine runner are connected. Through this the engine and thetransaxle are coupled and engine output is connected directly to the transaxle,eliminating transaxle loss and enhancing fuel economy

Slip ControlControl is carried out using a TCC solenoid. The TCC solenoid is linearly turnedON and OFF and the clutch within the torque converter is operated outside of theengagement range. The clutch slides without being in a completely coupled condi-tion, increasing transaxle efficiency and enhancing fuel economy.

Operational Strategies (continued)

AF21-B


FORD146

The transmission control module (TCM) and its input/output network controls thefollowing operations:1. Shift timing2. Line pressure (shift feel)3. Torque converter clutch (TCC)The transaxle control is separate from the engine control strategy in thepowertrain control module (PCM), although some of the input signals are sharedbetween the TCM and PCM. When determining the best operating strategy fortransaxle operation, the TCM uses input information from certain engine-relatedand driver-demand related sensors and switches supplied by the PCM.In addition, the TCM receives input signals from certain transaxle-related sensorsand switches. The TCM also uses these signals when determining transaxle oper-ating strategy.

Using all of these input signals, the TCM can determine when the time and condi-tions are right for a shift, or when to apply or release the torque converter clutch.It will also determine the best line pressure needed to optimize shift feel. To ac-complish this the TCM uses output solenoids to control transaxle operation.The following provides a brief description of each of the sensors and actuatorsused to control transaxle operation.

Transmission Control Module (TCM) Control FunctionIn automatic gear shift control, based on each gear shift pattern, SAA and SBBturn ON or OFF and SSC, SSD, SSE and SSF are operated linearly according toinformation that includes vehicle speed, the degree to which the accelerator isopen and brake signals. For the gear and solenoid operation chart, refer to thegeneral specification tables in this section.

The transmission range (TR) sensor is built in the transmission control module(TCM), it detects the automatic transmission range information via the Hall-effectsensor and outputs the information to the TCM. The TCM reads the voltage andadjusts the automatic transmission range.

Brake Pedal Position (BPP) SwitchThe brake pedal position (BPP) switch tells the powertrain control module whenthe brakes are applied. The torque converter clutch disengages when the brakesare applied and the BPP switch closes when the brakes are applied and openswhen they are released

Electronic System Description

AF21-B


FORD 147

The transmission fluid temperature sensor, which is integrated within the trans-mission wiring, is installed on the front of the valve body. It directs the fluid tem-perature within the hydraulic pressure control circuit and transmits a signalbased on that temperature to the TCM. Through this it controls gear shift, lockupand slip in response to changes in fluid temperature for smooth shifting acrosswide fluid temperature zones.

AF21-B

TFT

°C °F Ohms

10 50 6.445

25 77 3.5

110 230 0.247

TFT

TFT


FORD148

The transaxle 3-way solenoid assembly (SSA) is installed on the middle valve body.The transmission 3-way solenoid assembly (SSB) is installed on the front valvebody. The solenoids turn ON and OFF in response to signals output from the TCM.According to the ON or OFF status of SSA or SSB, the 1st gear engine brake oper-ates or the gear shifts into REVERSE. As a fail-safe function, if any transmission3-way solenoid assembly abnormality occurs, the TCM will disable the current tothe solenoids.

SSBSSA

(11-15 ohms)(11-15 ohms)

AF21-BThree Way Shift Solenoids


FORD 149

The shift control solenoid assembly (SSC, SSD, SSE, SSF) is installed on the frontvalve body. The solenoids linearly control hydraulic pressure in response to sig-nals, output from the TCM. Through this, it controls hydraulic pressure to theclutch (C1, C2, C3) and brakes (B1) for smooth shifting. According to the combina-tion of ON or OFF status of the shift control solenoid assembly, the transmissionshifts from 1st gear into 6th gear and vice versa. As a fail-safe function, if anyshift control solenoid assembly abnormality occurs, the TCM will disable the cur-rent to the shift control solenoids.

AF21-B

SSD

SSF

SSC

SSE

(5-5.6 ohms)

(5-5.6 ohms)

(5-5.6 ohms)

(5-5.6 ohms)

Shift Control Solenoids


FORD150

The pressure control solenoid (PCA) is installed on the front valve body. Based ona signal indicating the degree to which the throttle is opened, engine torque, andaccording to a duty ratio predetermined in the TCM, the solenoids control linehydraulic pressure by linearly changing the comparable throttle hydraulic pres-sure. Through this, it controls operating hydraulic pressure to the clutch andbrakes for smooth shifting. As a fail-safe function, if any shift control solenoidassembly abnormality occurs, the TCM will disable the current to the shift controlsolenoids. The line pressure is maximized, if the shift control solenoid assemblycurrent is disabled when any abnormality other than locking occurs.

AF21-B

PCA (5-5.6 ohms)

Presure Control Solenoid


FORD 151

The torque converter clutch (TCC) solenoid is used in the transaxle control systemto control the application, modulation and release of the torque converter clutch.The TCC control solenoid is installed on the front valve body. Based on enginerpm, throttle opening degree signals and speed sensor signals, it linearly controlsclutch hydraulic pressure. Through this, engagement and slip are controlled. As afail-safe function, if any control solenoid assembly abnormality occurs, the TCMwill disable the current to the TCC solenoid.

AF21-B

TCC (5-5.6 ohms)

Torque Converter Solenoid


FORD152

Adaptive Shift ControlThe TCM has an adaptive learning strategy to electronically control the transaxlewhich will automatically adjust the shift feel. The first few hundred miles of opera-tion of the transaxle may have abrupt shifting. This is a normal operation. If thebattery has been disconnected for any reason it will need to be kept disconnectedfor approximately 20 minutes to reset the adaptive shift pressure strategy or usethe diagnostic tool to carry out the keep alive memory (KAM) reset.

AF21-B

Driver Adaptive Shift ControlThis automatic transaxle does not have a driving mode selection switch that al-lows drivers to select a mode themselves. The vehicle is ordinarily in adaptivemode. However, when specific conditions are met, the transmission control unit(TCU) selects a shifting pattern appropriate to driving conditions from all of theshifting patterns and switches automatically.

GREEN — Mode 1 — Switched from mode 2 to warm up the transmission fluid.This mode acts to protect the transaxle before the adaptive mode.

GREEN — Mode 2 — After engine start-up, warm-up speed is increased for acertain period when transmission fluid temperature is low and the vehicle speed is0.

HIGH TEMP — When fluid temperature becomes too high, this mode activateslock-up at an earlier timing to stop the temperature rise and lower the tempera-ture.

DOWN SLOPE — When driving down a slope, the transmission control module(TCM) detects a down slope based on the engine control unit signal and outputrpm. TCM switches to down slope mode to alleviate the load to the brake by downshifting.

Adaptive Learning


CHRYSLER 163

ChryslerTable Of ContentsChrysler TOC ................................ 163Transmission IDMaking Your Job Easier ................ 164

Diamler/ChryslerAutos and Truck Designations ...... 165

40TEUpdates ......................................... 166

40TE, 41TE/AE, 42LE, 42RLEDual Cyclodial Pump ..................... 167Pistons ........................................... 169L/R Belleville Return Spring ........ 171UD Accumulator Spring ................ 172Accumulator Pistons ..................... 173Pinion Shaft Clip ........................... 174

42RLEBearing Failure ............................. 175Line Pressure Solenoid ................. 176Pressure Regulator Valve ............. 177Variable Line Pressure Operation 178Module Strategy ............................ 179

45RFE/42RLEReplacement For SmallEngine Applications ....................... 180

42RLETransfer Case Adaptor .................. 1812-wheel Drive Adaptor .................. 182Transmission Case Seepage ......... 183New Parking Pawl ......................... 184Input and Output Speed Sensors .. 185Output Shaft on 4WD Applications 186Transmission Case, Panand Filter ...................................... 187Output Flange ............................... 188Solenoid/Pressure Switch Codes . 189

41TE, 42LE, 42RLECode P1776.................................... 190Delayed Engagements .................. 192Harsh 4-3 Downshift ..................... 193

45/545RFE – UpdatesTow/Haul “OD Off” Changed......... 194Revised Valve Body for 2005 ......... 195C2 Check Valve Added toPump Valve Body ........................... 1962C Clutch Piston ........................... 1974C Clutch Piston ........................... 198L/R Clutch Piston ......................... 199ERS Added on WK Vehicles .......... 200

48RE – UpdatesIntroductions ................................. 201Throttle Valve Actuator ................. 202Adjustments .................................. 203Transmission ThrottleValve Motor Circuit ....................... 204Transmission ThrottleValve Potentiometer ...................... 205TTVA Transmission CircuitDiagram ........................................ 206


CHRYSLER164

Electronically controlled transmissions and their functions can be broken downinto three (3) areas of control. Understanding these areas will greatly reduce diag-nostic time and prevent premature failures when repairing these units. Theseareas are:

· The mechanical portion - Mechanical components allow the transfer oftorque through gears, clutches, and rotating shafts.· The hydraulic portion – Hydraulic fluid supplies the necessary pressure tomove a piston or valve in the transmission to link the electric portion to the me-chanical portion.· The electrical/electronic portion – The electrical/electronic portion pro-vides the means to give a full and direct control of the clutches. The use of elec-tronics optimizes the shift quality, fuel economy, adaptation for conditions, anddriver preference.

Understanding these three areas completely will give the technician confidencewhen faced with diagnostics – rebuilding – repairs that they are faced with day byday.

Each character in the name of the transmission has a specific meaning and helpsidentify the transmission type:41TE· 4 – Four forward speeds· 1 – Duty rating· T – Transverse· E – Electronically controlled41AE· 4 – Four forward speeds· 1 – Duty rating· A – All wheel drive· E - Electronically controlled42LE· 4 – Four forward speeds· 2 – Duty rating· L – Longitudinal mounted· E – Electronically controlled

42RLE· 4 – Four forward speeds· 2 – Duty rating· R – Rear wheel drive· L – Longitudinal mounted· E – Electronically controlled45RFE· 4 – Forward speeds· 5 – Duty rating· R – Rear wheel drive· FE – Fully electronic545RFE· 5 – Forward speeds· 4 – Forward speeds· 5 – Duty rating· R – Rear wheel drive· FE – Fully electronic

Making Your Job Easier!

Transmission ID


CHRYSLER 165

Diamler/ChryslerAutos and Truck Designations

BODY YEAR MAKEAA 1989 - 1995 Spirit/Acclaim/Lebaron SedanAB 1989 - 2003 Ram Van/WagonAC 1989 - 1993 Dynasty/New Yorker/New Yorker SedanAD 1989 - 1993 Ram TruckAG 1989 - 1994 DaytonaAH 1989 Lancer/Lebaron GTSAJ 1989 - 1995 Lebaron Coupe/Lebaron ConvertibleAK 1989 - 1990 Aries/ReliantAL 1989 - 1990 Horizon/OmniAM 1989 Diplomat/Gran Fury/New Yorker Fifth Avenue

AN 1989 - 2004 DakotaAP 1989 - 1994 Shadow/SundanceAQ 1990 - 1991 MaseratiAY 1990 - 1993 Imperial/New Yorker Fifth Avenue

BR/BE 1994 - 2003 Ram TruckCS 2004 - 2005 Pacifica DN 1998 - 2003 Durango DR 2002 - 2005 Ram Truck 1500/2500/3500 (Including Diesel)

FJ 1995 - 2000 Sebring/Avenger/TalonGS 2000 Chrysler Voyager (International Market)HB 2004 - 2005 Durango JA 1995 - 2000 Cirrus/Stratus/BreezeJR 2001 - 2005 Sebring Sedan & Convertible/Stratus SedanJX 1996 - 2000 Sebring ConvertibleKJ 2002 - 2004 Liberty LH 1993 - 2004 Concorde/Intrepid/Vision/LHS/New Yorker/300MLX 2005 Chrysler 300/MagnumND 2005 DakotaNS 2000 Town & Country/Caravan/VoyagerPS 1995 - 2005 SRT-4/NeonPG 2002 - 2003 PT Cruiser (International Markets)PT 2001 - 2005 PT CruiserPR 1997 - 2002 ProwlerRG 2001 - 2005 Chrysler Voyager (International Markets)RS 2001 - 2005 Town & Country/Caravan/VoyagerTG 1997 - 2004 WranglerWG 2001 - 2004 Grand Cherokee (International Markets) WJ 1999 - 2004 Grand CherokeeYJ 1989 - 1995 WranglerZB 2005 ViperZG 1996 - 1998 Grand Cherokee (International Markets)ZH 2005 CrossfireZJ 1994 - 1998 Grand Cherokee/Grand Wagoneer


CHRYSLER166

Several changes have been made to the FWD electronic transaxle family. Thesechanges include:1. New 40TE transaxle used on small engine packages2. Stamped steel/bonded seal pistons3. DC pump, new to the 40TE and modified for other transmissions4. L/R Belleville spring changes

40TEUpdates


CHRYSLER 167

In 2003, the pump design changed to improved performance and fuel economy.The design of this pump helps to prevent loss of prime, which can delayengagement and cause a rough 4-3 downshift. Codes associated with pumpproblems can include P0841 (L/R pressure switch) or P0944 (loss of prime). If afault occurs in Reverse only, there will be no code set. Previous design pumps hada tilted gear pocket for the pump gears. The Dual Cyclodial pump has a squaredesign gear pocket to prevent drain back issues that were associated with the earlydesign pump. If the torque converter fails, this new pump can be easily damaged.

Dual Cyclodial Pump

40TE, 41TE/AE, 42LE,42RLEUpdates


CHRYSLER168

Early pumps had a tilted pocket that was machined with a difference of 55 micronsair gap across the face of the pump gears and pump face, allowing the torqueconverter to drain. This machining issue resulted in air, rather than fluid, beingdrawn into the pump causing the loss of prime condition to occur. The cressentand gears on the Dual Cyclodial pump are narrower than the first design pump.

40TE, 41TE/AE, 42LE,42RLE

Dual Cyclodial Pump (continued)

Updates (continued)

Early pump was tilted

Late pump in straight


CHRYSLER 169

2004 model year (except JR) Pistons

40TE, 41TE, 42TE (except JR)

Updates (continued)

The UD, 2-4, and L/R pistons changed to stamped steel with bonded reusableseals. These replaced the cast aluminum pistons that use D-ring seals.The new L/R piston is not back serviceable as the vent orifice was removed fordurability issues (this reduced warranty-related issues due to the vent orificebecoming unseated).


CHRYSLER170

The 40TE (introduced in 2004) is used in smaller engine applications. Because ofthis the load capacity of this unit does not require the same amount of frictionclutch plates that the 41TE uses. The UD, 2-4, and L/R pistons are taller to makeup the difference for eliminating one friction and one steal plate from the stackups.

40TEUpdates (continued)

40TETaller

41TEShorter

40TETaller

41TEShorter

40TETaller

41TEShorter

Pistons


CHRYSLER 171

L/R Belleville Return Spring.

40TE, 41TE, 42RLEUpdates (continued)

The L/R Belleville return spring had to be made taller and larger in diameter forthe stamped steel/bonded piston. The new spring has 10 fingers, compaired to the8 on the old return spring. This spring will not back service on aluminum pistondesigns.

Early Late(Bonded Piston)


CHRYSLER172

40TE, 41TE

UD Accumulator Spring

The UD accumulator spring for the 2.0L, 2.4L, and 2.7L UD clutch has a higherspring rate to accommodate a smoother 2-1 kickdown shift. The spring is blue incolor to differentiate it from the old green accumulator spring. The reason for thisincrease is due to the logic which requires the SSV to actuate.

Updates (continued)

UD Accumulator Spring


CHRYSLER 173

The Rev (and reverse accumulator cover), 2-4, OD, and UD clutch accumulatorpistons are now made of stamped steel with a bonded seal material. This was toimprove production and performance of the accumulators. Improved performanceis now a Zero Leak accumulator.

Factory recommendation is to NOT back service these steel accumulators withearlier aluminum pistons. Early pistons should be serviced with the D-ring seals.

40TE, 41TE, 42LE/RLE

Accumulator Pistons

Updates (continued)


CHRYSLER174

In 2000, the use of a pinion shaft retainer is being used on the one piece differ-ential assembly for all light duty transaxles. A different retainer is used on thetwo-piece differential for the 3.3L and 3.8L applications. This clip is available fromOE as well as the Aftermarket.

40TE, 41TE

Pinion Shaft Clip

Updates (continued)


CHRYSLER 175

Bearing Failure

42RLE

The 42RLE replaces the 45RFE in smaller engine applications. The extensionhousing bearing requires a special lube tube to lubricate the rear bearing. Alwaysuse a brand new seal.


CHRYSLER176

The 42RLE applications will adopt the use of a variable line pressure solenoid in2005 model year. The valve body will be revised to incorporate the Pressure ControlSolenoid/Variable Force Solenoid and also house the line pressure sensor.New VFS (Intergrated connector on pressure transducer) Modified 45RFE VFS (NewMCM VFS for 2006 model year)

• New pressure transducer• New VLP header• New solenoid switch valve• New regulator spring• Anodized valve body and transfer plate

42RLEUpdates (continued)Line Pressure Solenoid


CHRYSLER 177

The line pressure regulator valve has been revised to accommodate the VariableLine Pressure Control capability. To add this feature, the design of the case hadto also change to allow for the new connectors.

42RLEUpdates (continued)Pressure Regulator Valve


CHRYSLER178

How the system works:The Variable Line Pressure (VLP) feature requires changes to the 42RLE trans-mission control system. This feature uses the basic 45RFE line pressure controllogic with modifications to accommodate the hardware differences. The 42RLEtransmission with the VLP feature has a line pressure sensor to monitor theactual line pressure and a Variable Force Solenoid (VFS to control the line pres-sure).The basic control strategy “reduces” line pressure during in-gear conditions tolower transmission oil pump load and other parasitic losses, and it, thereby, im-proves fuel economy. During shifts, the line pressure is raised to a programmedlevel to provide good hydraulic response and consistent shift quality; this alsoallows shifts to be made at higher input torques than were possible with fixed linepressure.

42RLE

1: Line pressure targets are added to support different shifts, ensure adequatetorque capacities of the clutches (both the element clutches and the torque con-verter clutch), and ensure adequate lubrication of the transmission.

i. Line pressure targets for shifts: The pressure targets are adapted fromthe line pressure values used in the current 41TE/42RLEtransmissions. This allows keeping most of the previous calibrationsfor the transmissions with the VLP feature.

ii. Line pressure target in-gear: The drive gear pressure target is basedon the clutch torque required to carry the input torque. The pressuretarget in Neutral is balanced between the fuel economy and thetransmission lubrication.

iii. Line pressure target upper limits: the upper limits for the linepressure target are adapted from the fixed line pressure values used inthe 41TE/42RLE transmissions.

iv. Line pressure target lower limit: The lower limits for the line pressuretarget are established to provide the desired torque capacity of theclutches and adequate lubrication for the transmission.

The following changes are being added to Module Strategy.

Updates (continued)Variable Line Pressure Operation


CHRYSLER 179

2: A closed-loop line pressure control algorithm is added: The algorithm comparesthe actual pressure with the target pressure and controls the actual pressure tothe desired value. In order to maintain drivability with the faulty pressure sensor,an open-loop control algorithm is also implemented.

3: A clutch-slip correction and line pressure adjustment algorithm is added.When either an element clutch or the torque converter clutch slips unexpectedly,the VLP feature raises the closed-loop control target pressure to its upper limittemporarily to stop the slip and then adjusts the line pressure target calculationto prevent future slip. In the event of a faulty line pressure sensor where open-loop control is activated, this feature adjusts the open-loop VFS duty cyclecalculation to correct and prevent future slip.

4: New and revised control logic is added to adapt the existing logic to variableline pressure.

5: A VLP enable bit is added to allow selection of VLP feature on an engineapplication basis.

6: Failsafe logic is added to detect a VLP system failure, activate alternative controlstrategies to maintain drivability, prevent possible further damage to thehardware, and provide diagnostic information about the fault.

7: Torque Management logic is added to ensure stable torque converter CC-Onoperation with throttle tip-ins. Throttle tip-ins during Torque converter CC-Onoperation could cause unexpected torque converter slip until the converter clutchpressure stabilizes.

8: Desired line pressures are being modified to improve the clutch capacities forcertain shifts and in-gear conditions, to improve shift consistency, or toaccommodate recent lab test results. Some logic is modified to improve reliability.

42RLE

The following changes are being addedto Module Strategy.(continued)

Updates (continued)Module Strategy


CHRYSLER180

In 2003 the 42RLE replaced the RFE in smaller engine applications. The changewas for cost savings due to weight and fuel economy. the 42RLE ia a proven qual-ity 42LE that has gone rearwheel drive. The vehicles that use the 42RLE are asfollows:

45RFE/42RLE

Replacement for Small Engine Applications

Year Body Model Engine Size

2003 TJ 4.0L and 2.4L2003.5 KJ 3.7L2004 HB and AN 3.7L

2004.5 LX 2.7L and 3.5L2005 ND

Updates (continued)


CHRYSLER 181

The 4WD transfer case adapter and oil lube tube changed when the 42RLE wasinitially launched in the 2003 TJ with the 2.4L engine and on the 2003.5 KJ withthe 3.7L. The TJ transfer case adapter has a 10 mm difference in length, but acommon intermediate shaft. The lengths differ for proper fit in the different plat-forms.

42RLE

Transfer Case Adapter

Updates (continued)

10mmLonger


CHRYSLER182

In the middle of 2003 the 42RLE introduced the extension assembly with shaft,bearing, and housing assembly necessary to adapt on the 2WD vehicles. Theparts on this extension housing are serviced separately. A lube tube extends fromthe front of the extension housing to the output shaft seal to lubricate the sealand bearing.

This extension housing is used on the AN, KJ, and HB two wheel drive applica-tions. The seal, bearing and snapring are all common.

42RLE

2WD Adapter

Updates (continued)


CHRYSLER 183

In the 2003 KJ and TJ, transmissions, fluid may seep at the input or outputsensor to case fasteners, the adapter housing bolts, and extension to lower casefasteners. If any of these fasteners are seeping, replace all fasteners with the newpatch bolts. Leaks have also been found at pan bolts under the pressure taplocations and these bolts also must be replaced with the new patch bolts. Thereplacement bolts have a pre-applied sealer designed for a one-time use.

42RLE

Transmission Case Seepage

Updates (continued)


CHRYSLER184

2003 TJ applications with the 4.0L or 2.4L and the KJ with a 3.7L had modifica-tions so the transmission could hold the 10,000 gross combined vehicle weight(GCVW) rating tow capacity rated vehicles in the park position. To achieve this, awider 2.5 mm parking sprag was installed as well as a different parking pawl,narrower spacer, parking guide, and wider park rod. On these applications thecase has been modified to make room for the larger parking assembly. If a newcase is ordered, the upgraded parking assembly is included with this setup.

42RLE

New Parking Pawl

Updates (continued)


CHRYSLER 185

The input and output speed sensors were changed on the 42RLE and they are notbackward compatible with any other model. The input speed sensor is commonwith the 45RFE, but the output speed sensor is unique. Make sure when orderingyou specify which sensor you want.

42RLE

Input and Output Speed Sensors

Neither sensor will interchange with one another, their mounting surfaces aredifferent.

Updates (continued)


CHRYSLER186

The rear spline was lengthened and the snapring groove became wider and deeperto house a locking ring for the stub shaft. This was necessary for the 4WD applica-tions starting with the 2003 TJ with the 2.4L and the KJ with the 3.7L engines.The shaft can be hard to remove because of this locking ring. Always install a newring when servicing the shaft removal.

42RLE

Output Shaft on 4WD applications

Updates (continued)


CHRYSLER 187

The transmission case was changed by adding a sump. The filter added an ellipti-cal circle snorkel for added fluid pickup that was optimized so the filter is notstarved during extreme maneuvers.

42RLE

Transmission Case, Pan and FilterUpdates (continued)


CHRYSLER188

In the middle of 2004, the 42RLE used in the LX 2.7L and 3.5L applicationsrequired a fixed output flange. When servicing the yoke always install a newlocking nut.

42RLE

Output Flange

Updates (continued)

LX Applications


CHRYSLER 189

2004 Dakota (AN), 2004-2005 Durango (HB), 2003-2005 Liberty (KJ), 2003-2005Cherokee International Models (KJ), 2005 300/Magnum (LX), 2005 Dakota (ND),2003-2005 Wrangler (TJ) models may experience any of the following codes:

• P0750• P0755• P0760• P0765• P0846• P0871• P0841

This condition can be caused by moisture in the solenoid/switch assemblyconnector. Inspect for any signs of corrosion and moisture in the connector. Manytimes this corrosion will damage the pins on the solenoid/switch assembly andboth may need to be replaced. Part #’s are:

Wiring 10-Way Pigtail Harness ——————05102405AASolenoid/Pressure Switch Assembly —— 05143151AA

42RLESolenoid/Pressure Switch Codes


CHRYSLER190

2004 Dakota (AN), 2004-2005 Pacifica (CS), 2003-2004 Seabring Convertible/Seabring Sedan/Stratus Sedan (JR), 2003-2004 Liberty (KJ), 2003-2004 CherokeeInternational Markets (KJ), **2002**-2004 300M/Concorde/Intrepid (LH), 2003-2004 Neon/SX 2.0 (PL), 2003-2005 PT Cruiser (PT), 2003-2005 Chrysler VoyagerInternational Markets (RG), 2003-2005 Town & Country/Voyager/Caravan (RS),and 2003-2004 Wrangler (TJ)Code P1776 (Solenoid Switch Valve Latched in the LR position) may be caused byone of the following concerns:

NOTE: The solenoid switch valve is not in the solenoid pack, it is in the valve body.

TRS Code Reads TR2If the “TRS Code” displays “TR2” it is an indication that the manual valve was notfully in the OD position at the time the DTC was set. Check the shifter cableadjustment and adjust if necessary. Also Check the shift control system forexcessive friction and/or routing issues.TRS Code Reads ODIf the “TRS Code” displays “OD” then a sticky solenoid switch valve is the primarycause. Perform the proper diagnosis for the valve body. Inspect for foregn materialin the solenoid switch valve and plugs.

41TE, 42LE, 42RLECode P1776

Model Engine Transmission

AN 3.7L 42RLECS 3.5L 41TEJR 2.4L or 2.7L 41TEKJ 3.7L 42RLELH 2.7L or 3.5L 42LEPL 2.0L 41TEPT 2.0L or 2.4L 41TE

RS/RG 2.4L, 3.3L or 3.8L 41TETJ 4.0L 42RLE


CHRYSLER 191

41TE, 42LE, 42RLECode P1776 (continued)2002-2004 LH Models Only

Solenoid identification build date numbers.

FOR 2002-2004 LH MODELS ONLYIf replacing the valve body assembly for DTC P1776 Solenoid Switch Valve Latchedin LR Position first inspect the build date on the solenoid pack. If the build daterange falls in between 3001 and 0603 replace the solenoid pack not the valvebody**


CHRYSLER192

The transaxle/transmission may experience a long delay or temporary loss oftransmission engagement after initial start up. This condition usually happensafter an extended soak (several hours) and may be accompanied by a harsh 4-3downshift. DTC P1791/P0944 (loss of prime) may also be present at time of ser-vice.To correct the concern replace the front pump and check the TCM for the latestsoftware revision level

Refer to the following table for specific applications:

41TE, 42LE, 42RLEDelayed Engagements

Model Engine Transmission **Build dates**

CS 3.5L 41TE **Built on or before** July 10, 2003 (MDH 0710XX)

JR 2.4L or 2.7L

41TE **Built on or before** July 2, 2003 (MDH 0702XX)

KJ 3.7L 42RLELH 2.7L or

3.5L42LE **Built on or after June 2, 2002 (MDH

0602XX)**PL 2.0L 41TE **Built on or after June 2, 2002 (MDH

0602XX)**PT 2.0L or

2.4L41TE **Built on or after June 2, 2002 (MDH

0602XX)**RS/RG 2.4L,

3.3L or 3.8L

41TE **Built on or after June 2, 2002 (MDH 0602XX)

TJ 4.0L 42RLE

Part Number:41TE Oil Pump .....................................05127197AA42LE Oil Pump .....................................05127198A42RLE Oil Pump...................................05127199AA


CHRYSLER 193

On 2004 Pacifica (CS), 2003-2004 Sebring Convertible/Sebring Sedan/StratusSedan (JR), **2003** Liberty (KJ), **2003** Cherokee International Markets (KJ),2003-2004 300M/Intrepid (LH), 2003 Neon/SX 2.0 (PL), 2003 PT Cruiser (PT), 2003Chrysler Voyager International Markets (RG), 2003 Town & Country/Caravan/Voyager (RS), and 2003 Wrangler (TJ) vehicles that experience a harsh 4-3downshift under normal driving, after an extended soak (several hours), confirmthe following in diagnoses:

• Fluid level correct• Proper fluid installed in the unit• Engine does not have any performance issues (codes)

If the following is experienced and the basics have been covered, the fix is inreprogramming the transmission control module (TCM)

41TE, 42LE, 42RLEHarsh 4-3 Downshift

Model Engine Transmission Built On or

Before

CS 3.5L 41TE July 10, 2003JR 2.4L or 2.7L 41TE July 2, 2003

KJ 3.7L 42RLELH 2.7L or 3.5L 42LE

PL 2.0L 41TEPT 2.0L or 3.5L 41TE

RS/RG 2.4L, 3.3L or 3.8L 41TE

TJ 4.0L 42RLE


CHRYSLER194

For reasons of fuel economy, driveability, and customer satisfaction, the HB, WK,and DR line of vehicles with 4.7L and 5.7L 545RFE Tow/Haul was added. Thesefeatures include:

• Provides a replacement to the OD off feature• Enables the vehicle to up-shift to 4th gear under certain conditions to provide

NVH and fuel economy benefits• Delays up-shifts to avoid shift “hunting” while towing• Automatic downshifts during grade descent provide engine braking

On past vehicles, when the OD OFF was activated the transmission would not shiftinto overdrive. The OD OFF switch is now the Tow/Haul switch and uses adifferent strategy for operation. Unlike the OD OFF switch, the Tow/Haul switchallows the RFE transmission to operate in 4th gear when certain conditions aremet. When activated, the transmission upshifts are delayed and the instrumentpanel indicator is illuminated to notify the driver. Also, when the Tow/Haul featureis active the vehicle can shift back into third gear for engine braking automatically.This occurs when the Tow/Haul logic detects a closed throttle and a vehicle speedincrease of 5 mph, or if the brake is applied for more than 2 ¼ seconds. Vehiclesother than the WK, HB, and DR will retain the OD OFF function.

Tow/Haul (OD OFF) Changed

45/545RFEUpdates


CHRYSLER 195

In 2005 a new valve body was released with a revised separator plate to improvereverse shift quality. The R1 (reverse orifice) is now smaller to improve reverseshift quality which eliminated a bump feel going into reverse. This new valve bodyis “not backwards compatible” to 2004 model year. Torque management wasadded in the transmission software to accommodate the smaller orifice and thereat this time is no reflash to compensate for the changes. NOT Interchangeable.

Revised Valve Body for 2005

45/545RFE

Early Late

Updates (continued)


CHRYSLER196

A running change to the oil pump valve body involved the installation of the C2check valve. The spring loaded check valve is threaded into the pump valve bodyhousing. The purpose of this new valve is to prevent converter drainback. Castingchanges happened before the valve was introduced so not all castings that havethe open passage will have the C2 valve installed. This pump body will NOT inter-change with earlier models.

C2 Check Valve added to Pump Valve Body

45/545RFEUpdates (continued)


CHRYSLER 197

The 2C Clutch Piston is now made of stamped steel with a bonded rubber lip seal.The change was a cost saving issue. This piston is compatible and can be used toback service all RFE transmissions.

2C Clutch Piston



CHRYSLER198

In 2005 the 4C clutch piston was changed to improve a higher torque capacity.The 4C piston has been modified in 2005 from the aluminum casting design to astamped steel piston with bonded lip seal. This piston is not “backward” compat-ible because of a recess in the 2C/4C clutch retainer that will not allow full travelof the piston. If the 2C/4C retainer, as an assembly, is replaced than the use ofthis new design piston can be back serviced.

4C Clutch Piston



CHRYSLER 199

For reasons of higher torque capacity the L/R piston and Belleville spring are bothnew for the 2005 model year. The L/R piston is now stamped steel with bondedrubber lip seals. The Belleville spring is also unique. The diameter of the spring islarger and the fingers are longer than original early designed return spring. As anassembly this new piston is backward serviceable as long as the correct returnspring is used. Parts can not be mixed when changing designs.

L/R Clutch Piston



CHRYSLER200

The WK model has a newly designed shifter assembly (same as used in the NAG1applications). This new Electronic Range Select (ERS) shifter allows the driver toselect the desired top gear range providing more control. The WK offers two differ-ent powertrain packages: NAG1 in 3.7L applications and the 545RFE behind the4.7L and 5.7L engines. To provide a common feel, the shifters share a commonbase assembly. Since there are different strategies used to control these transmis-sions, some of the components inside the shifter assembly are different.

ERS Added on WK Vehicles



CHRYSLER 201

Beginning in 2005 there were changes made in the 48RE applications. Thesechanges included:

• A new case with two extra bosses to except a Throttle Actuator Motor (DieselApplications)

• Software changes in the Tow/Haul Strategy

48REUpdates


CHRYSLER202

The transmission Throttle Valve Actuator (TTVA) is a new motor/actuator that ismounted to the side of the transmission case and used to drive the throttle shaft.This component eliminates the previous under hood actuator and linkage. TheTransmission case had 2 bosses added to the side for the actuator to mount to.The detent feel was removed from the valve body and the throttle shaft was made 2mm longer. The change was required for Diesel applications only. The V10 trans-mission will not have the actuator.The new transmission will not service past designs.The TTVA has a six pin connector, that supplies 12 volts to drive a motor from theCummins engine controller and uses 2 feedback potentiometers to report positionback to the controller to identify the correct position.The TTVA consists of an electric DC motor, tow potentiometers, and a gear drivesystem. The TTVA is mechanically connected to the transmission throttle valve inthe valve body by the “D” shaped o pening n the pottom of the TTVA shaft.Changes in the TTVA position are therefore transferred to the throttle valve andcause changes in the transmission throttle pressure. All changes in the throttlevalve position are controlled by the Engine Control Module (ECM)

48REUpdates (continued)Throttle Valve Actuator


CHRYSLER 203

48RE

The Transmission Throttle Valve Actuator (TTVA) does not require any mechanicaladjustments. All changes in throttle valve position are controlled by the EngineControl Module (ECM). The TTVA does require an initialization period after theactuator has been removed or replaced. After the actuator has been removed orreplaced, move the ignition to the ON position for thirty (30) seconds. This willallow the ECM sufficient time to perform the internal calibration procedures tolearn the TTVA’s current “zero” position. Once this is done, check the ECM fordiagnostic trouble codes (DTCs). If no DTCs are set relating to the TTVA, the TTVAis fully calibrated and ready for use.

Updates (continued)Adjustments


CHRYSLER204

The motor circuit reverses polarity to drive the transmission throttle TTVA) shaft toeither the full (TTV) shaft position or the closed TTV shaft position. The TTVA con-nector pin 5 is the Pulse Width Modulated side of the motor circuit. The motorcircuit is completed through Pin 3. Most of the time, circuit polarity causes theactuator motor to either move the TTV shaft to full throttle position or hold theTTV shaft in the closed throttle position against spring tension. To do this, Pin 3 isgrounded and Pin 5 is powered. To reverse the motor and rapidly change the posi-tion of the TTV shaft, the circuit reverses polarity. Pin 3 supplies 12V and Pin 5supplies ground.

48REUpdates (continued)Transmission Throttle Valve Motor Circuit


CHRYSLER 205

Two potentiometers are built into the TTVA body and provide two tranmissionthrottle valve shaft position signals to the PCM. Two sensors are used for failsaferedundecy and error checking. The sensors output analog signals to inform thePCM that the TTV shaft moves as expected.

Two three-wire potentiometer sensors are used. The sensors use a common 5Vreference and sensor return. Each sensor ouputs and analog signal in proportionto TTV shaft position, but one sensor uses reverse logic. As the TTV shaft rotatesto full throttle, the signal voltage from potentiometer #1 increases, and the signalvoltage from potentiometer #2 decreases. The sum of the two potentiometer signalvoltages should always qual approximatly 5V. the PCM monitors this value tocheck the system integrity.

48REUpdates (continued)Transmission Throttle Valve Potentiometer


CHRYSLER206

48REUpdates (continued)TTVA Transmission Cicuit Diagram


HONDA 211

HondaTable Of ContentsHonda/AcuraFactory Warranty Extensions ..................... 212Diagnostics/First Approach ........................ 213Scan Tool ..................................................... 214Information.................................................. 216PO740219Collision Damage ........................................ 223Carrier Bearings ......................................... 224Venting Fluid .............................................. 225

1998 BAXA, B6VAControl Shaft Collar .................................... 227

5-Speed V6 UnitsOil Jet Kit ................................................... 231

BMXAFeed Pipe Locations .................................... 234Valve Body Rebuild Tips .............................. 235O-Ring End Plugs ........................................ 236Checking CPC Valves andCenter Springs ............................................ 237

SZCA Civic Hybrid CVTValve Body ................................................... 238Air Testing ................................................... 241

Delayed Upshifts After Cold Start .............. 242

Signal Monitor Hook Up .............................. 2434 Speed Units .............................................. 2435 Speed V6 Units ........................................ 244

Solenoid and Pressure Switch Guide ......... 245


HONDA212

Honda/Acura

Warranty extended on transmissions and torque converters to 7 years or 100,000miles. whichever comes first.

Honda1999-2001 Odyssey - ALL2000-2001 Accord - ALL2000-2001 Prelude - ALL

Acura1999-2002 3.2TL - ALL

2003 3.2TL (except Type S):From VIN 19UUA5...3A000001 thru 19UUA5...3A019556

2003 3.2TL Type S:From VIN 19UUA5...3A000001 thru 19UUA5...3A019061

2001-2002 3.2CL - ALL

2003 3.2CL (all models):From VIN 19UYA42...3A000001 thru 19UYA42...3A005203

Factory Warranty Extensions


HONDA 213

DiagnosticsFirst Approach

Get a description of the symptoms from the customer. Ask when the symptomsoccur (cold, first startup in the morning, after the vehicle is driven for a while andwarmed up, etc).1. Road test vehicle and note any symptoms and when they occur (cold, hot,

long drive, etc.)

2. Note any howling or gear whine noises.

3. Put vehicle up on a lift. Check axles and seals and note if there are signs ofleakage and/or excessive radial axle movement.

4. Drain fluid through a paint strainer into a clean container.Dark or black fluid indicate possible clutch failure.

5. Note the amount and type of metal debris on the drain plug magnet Fineblack metal is normal. Shiny, flaky metal particles are a red flag for hardparts failure.

Note: New solenoids are expensive and can be ruined if they areinstalled and run on a contaminated unit. It is recommendedthat you carefully check for signs of contamination or internalfailure before replacing solenoids.

Beware of vehicles that have had a “miracle service”, or have been flushed andhad the fluid changed before they came to your shop. Evidence of contaminationand internal failure may have been temporarily removed.

Road Test and Lift Inspection


HONDA214

DATA LIST: Order and number of PID’s displayed can be customizedLED’s can be selected to inicate 4 ON/OFF PID’s

BAR GRAPH can be selected to indicate 4 PID’s

LINE GRAPH can be selected to graph two PID’s

SNAPSHOT: Records data from -12.6 seconds to+12.6 seconds with 0.2 secondresolution. Trigger point can be changed to give more time before or after trigger.Can be set to trigger when any DTC sets, or trigger manually.

FREEZE DATA: A single frame of engine PID’s that are stored when a DTC is set.

DTC/DATA CLEAR: Clears codes and freeze data.

TCM/PCM RESET: Resets PCM adaptive memory, fuel trim, and transaxle adaptivememory.

LOCKUP SOL TEST: Cycles lockup solenoid on and off for 15 seconds (engine mustbe off).

SHIFT SOL TEST: Cycles Shift Solenoid A, B, or C on and off for 15 seconds(engine off).

DiagnosticsScan ToolScan Tool Functions


HONDA 215

ENGINE SPEED RPMVSS km/h, MPH (selectable)C SHAFT SPD MPHM SHAFT SPD MPH2ND PRES SWITCH ON/OFF3RD PRES SWITCH ON/OFFA/T 1 SWITCH ON/OFFA/T 2 SWITCH ON/OFFA/T D3 SWITCH ON/OFFA/T D4 SWITCH ON/OFFPNP SWITCH ON/OFFA/T R SWITCH ON/OFFSCS OPEN/CLOSEDA/C CLUTCH ON/OFFBRAKE SWITCH ON/OFFCRUISE CONTROL ON/OFFA/T SHIFT SOL A ON/OFFA/T SHIFT SOL B ON/OFFA/T SHIFT SOL C ON/OFFD4 INDICATOR ON/OFFA/T LOCKUP SOL A ON/OFFSHIFT LOCK SOL ON/OFFECT SENSOR DEGREESC or F, or VOLTS (selectable)TP SENSOR ANGLE DEGREES, %, or VOLTS (selectable)SHIFT CONTROL 0-4LINEAR SOL A COM AMPSLINEAR SOL A ACT AMPSLINEAR SOL B COM AMPSLINEAR SOL B ACT AMPSSOL SUPPLY VOLTS (PCM terminal D5)MAP SENSOR kPa, VOLTS, mmHg, inHg (selectable)

DiagnosticsScan Tool (continued)Scan Tool functions

Note: You can change the type of data on some PIDs in theSETUP/UNIT CONVERSION menu


HONDA216

Factory service manual information on Honda/Acura transaxle performance DTCscan be vague, making them difficult to diagnose or verify repair. Here are the DTCdefinitions and conditions the PCM is looking for to set these codes:

P0730:Problem in Shift Control SystemConditions for setting DTC:• Engine coolant temperature: between 158°F (70°C) and 212°F (100°C)• Engine speed: 500 rpm or higher• Vehicle speed: 10 mph (17 km/h) or higher• Selector in D3 or D4 position• No other sensor or transmission solenoid DTC’s active• Actual gear ratio (calculated with mainshaft and countershaft speed) is less

than 80% or more than 125% of the commanded gear for 12 seconds• Single drive cycle, MIL ON

P0740:Problem in Lockup Control SystemConditions for setting DTC:• Engine coolant temperature: between 158°F (70°C) and 212°F (100°C) for 4

cylinder applications between 167°F (75°C) and 212°F (100°C) for V6applications

• Vehicle speed: between 49 mph (79 km/h) and 73 mph (117 km/h)• Selector in D4 position 4th gear• No other sensor or transmission solenoid DTC’s active• Torque converter clutch is commanded to Full Apply• The mainshaft speed is 95% - 98% of engine speed or less for 20 seconds or

longer• Single drive cycle, MIL on

Advanced DiagnosticsInformation


HONDA 217

P0780:Mechanical Problem in Hydraulic Control System for ShiftSolenoid A and Clutch PressureControl Solenoids A and B, or Problem in Hydraulic ControlSystemConditions for Setting DTC:• ATF temperature: -13°F (-25°C) or above• No other sensor or transmission solenoid DTCs active• One of the following conditions is present:• A 1-2 shift is commanded and the actual gear is 1st• A3-4 shift is commanded and the actual gear is 3rd• A 3-4 shift is commanded and the actual event is a 3-2 shift

Advanced DiagnosticsInformation (continued)

• 4th gear is commanded and the actual gear is 2nd• The condition is present for 20 seconds when ATF temperature is below

32°F (0°C)• The condition is present for at least 13 seconds when the ATF temperature

is above 32°F (0°C)• Single drive cycle, MIL on, D4 light flashes

P1750Mechanical Problem in Hydraulic Control System for ClutchPressure Control Solenoids A andB, or Problem in Hydraulic Control SystemConditions for Setting DTC:• Engine Coolant Temperature: 50°F (10°C) or higher• Vehicle Speed: 2 mph (3 km/h) or higher• Throttle Position: 6.3% or higher• Throttle variation: 5.2 degrees / 0.2 seconds or less• ATF temperature: 32°F (0°C) or higher• No other sensor or transmission DTC’s active• One of the following conditions is present:• A 1-2, 2-3, or 3-4 upshift is commanded, and a sudden increase in engine

speed is detected• Single drive cycle, MIL on, D4 light flashes


HONDA218

Advanced DiagnosticsInformation (continued)

P1751:Mechanical Problem in Hydraulic Control System for ShiftSolenoid B and A/T Clutch PressureControl Solenoids A and B, or Problem in Hydraulic ControlSystemConditions for Setting DTC:ATF temperature: -13°F (-25°C) or aboveNo other sensor or transmission solenoid DTCs activeA 2-3 upshift is commanded and the actual gear is 2ndThe condition is present for 20 seconds when ATF temperature is below 32°F (0°C)The condition is present for at least 13 seconds when the ATF temperature isabove 32°F (0°C)Single drive cycle, MIL on, D4 light flashes


HONDA 219

P0740:Problem in Lockup Control SystemP0740 is set when the PCM/TCM sees excessive TCC slip or no TCC apply bycomparing engine speed and mainshaft speed when full TCC apply iscommanded. It can be difficult to diagnose and verify repair of P0740 becauseTCC slip parameters are not displayed in scan data, and there is no easyway to accurately monitor TCC slip.There are several possible causes for P0740. In this section we will outline howthe TCC is controlled, the common failures, and what needs to be addressed tosuccessfully repair and prevent P0740.

Common Causes for P0740:1. TCC lining failure2. Filter clogging from clutch or other internal failure3. Sticky valves / solenoids4. Valve body wear / leaking end plugs5. Valve body misassembly6. Worn Pump; excessive gear side clearance7. Damaged, deteriorated, or wrong torque converter hub o-ring8. Low fluid level

P0740Problem in the Lockup ControlSystem

Converter Hub O-Ring (32mm x 1.9mm)Honda Part Number:91302-P7A-003


HONDA220

TCC Control: Partial Lockup Oil Circuit Diagram

P0740Problems in the Lockup ControlSystem (continued)


HONDA 221

TCC Control: Full Lockup Oil Circuit Diagram



HONDA222


Valve Body and TCC Related Valves

Listed are the critical valves that affect lock-up control and close attention shouldbe paid to these valves during overhaul.


HONDA 223

1. Poor shift quality, flares, bindups, neutralizing, delayed and or harshengagements, P0715, P0730, P0740, P0780, P1750, P1751: check for bent/damaged solenoids

2. Damaged wire harnesses, improperly repaired wiring.

3. Grounds left loose, dirty, damaged, painted over, or left off.

3. Kinked cooler lines

Collision Damage

Common Transmission Problems Caused by Collision Damage

Common Concerns/Problems

Honda/Acura automatic transmissions have all of their solenoids located exter-nally. This makes them vulnerable to being damaged when the vehicle is involvedin a collision and surrounding body parts are crushed in on the transaxle.


HONDA224

Carrier Bearings

Part Number Inside Diameter Outside Diameter Outer Race Thickness

91121-P7T-305 1.772" (45mm) 3.150" (80mm) 0.549" (13.95mm)

91124-PGH-305 1.772" (45mm) 3.189" (81mm) 0.490" (12.45mm)

91122-P7V-J02 1.574" (40mm) 3.189" (81mm) 0.490" (12.45mm)

91121-P6H-013 1.574" (40mm) 3.150" (80mm) 0.539" (13.70mm)

91122-P6H-013 1.574" (40mm) 2.922" (76.25mm) 0.510" (12.95mm)

91121-P7V-J02 1.574" (40mm) 3.150" (80mm) 0.549" (13.95mm)

Identifications and Part Numbers


HONDA 225

End Cover Gasket Mismatch

Venting Fluid


HONDA226

End Cover Gasket Mismatch(continued)

Venting Fluid


HONDA 227

Some 1998 year model 4 cylinder Accords and 2.3CLs had a problem with thetransaxle side cover casting. A selective collar was fitted behind the control leveron the control shaft to repair the affected vehicles.

It is important to note the installation of this collar whenever the transaxle isremoved or transaxle service work is performed and make sure the collar isreinstalled correctly.

If you are replacing the transaxle side cover, or the selective collar has been lost,use the following page to identify the side cover and/or order the correct selectivecollar.

1998 BAXA, B6VAControl Shaft Collar


HONDA228

Identifying the Side CoverAffected 1998 side covers can be identified by the casting date code on the sidecover. The date code can be cast in any position (upside down, sideways, etc.) solook carefully at the numbers to determine which way is up. The affected castingdate codes are 10/19 thru 11/18. These will require the installation of the selectivecontrol shaft collar.

1998 BAXA, B6VAControl Shaft Collar (continued)

If the side cover is replaced with a used part, you want to inspect the replacementside cover to determine if it requires the installation of a control shaft collar. Alsocheck for casting roughness at the ridge shown below.


HONDA 229

Selecting the Correct CollarInstall collar “B” behind the control lever, then check the clearance between thecollar lip and control lever using a feeler gauge. The desired clearance is 0.004” to0.018”. If the clearance is not correct, select a thicker or thinner collar from thechart on the following page.



HONDA230

* Note: this is a controlled part and will have to be ordered through the ControlledParts Ordering (CPO) system and a VIN will be required to order.

Part Number Designation ID Groove Locations Thickness

90401-PAX-305 "A" 1 0.172” (4.37 mm)

90402-PAX-305 "B" None 0.161” (4.09 mm)

90403-PAX-305 "C" 2 0.149” (3.79 mm)

90404-PAX-305 "D" 1 and 2 0.137” (3.48 mm)

90401-PAX-305A * "AA" 3 Not available at this time

Identifying the Collars



HONDA 231

Oil Jet Kit Part Numbers:HondaAccord: P/N 06250-RDG-315Odyssey and Pilot: P/N 06250-PGH-305

Acura3.2CL and 3.2TL: P/N 06250-P7W-3052004 TL: P/N 06250-RDG-315MDX: P/N 06250-PGH-305

Note: Honda/Acura remanufactured units have been modifiedinternally to eliminate the need for the external oil jet kit.

5 Speed V6 UnitsOil Jet Kit

An oil jet kit was added to certain 5 speed V6 applications to address a problemwith insufficient cooling and lubrication of 2nd gear.


HONDA232

Affected Vehicles:2003 Accord V6 2 door and 4 door: ALL2004 Accord V6 2-Door:From VIN 1HGCM82..4A000001 thru 1HGCM82..4A007538

2004 Accord V6 4-DoorFrom VIN 1HGCM66..4A000001 thru 1HGCM66..4A030387VIN 1HGCM66..4A032783VIN 1HGCM66..4A036643VIN 1HGCM66..4A039356VIN 1HGCM66..4A040381

2002-2003 Odyssey: All2004 Odyssey:From VIN 5FNRL18..4B000001 thru VIN 5FNRL18..4B051620

2003 Pilot: ALL2004 Pilot:From VIN 2HKYF18..4H500001 thru VIN 2HKYF18..4H5468772001-2003 3.2CL (including Type S): All2000-2003 3.2TL (including Type S): All2001-2002 MDX: All2004 TL:From VIN 19UUA66..4A000001 thru VIN 19UUA66..4A014224

5 Speed V6 UnitsOil Jet Kit (continued)


HONDA 233

5 Speed V6 UnitsOil Jet Kit (continued)


HONDA234

BMXAFeed Pipe Locations

Use the following diagram to identify the p[ipes and their correct locations.


HONDA 235

Emphasize “CLEAN!”. VB has to be clean, especially after abearing / hard parts failure.1. Remove and clean all valves, make sure they are free in their bores2. Air check CPC valves3. Check end plugs4. Center springs5. Flush cooler thoroughly6. Install inline filter7. Scrub sump, drums, and geartrain parts with brush and solvent, then wash inparts washer.

Valve BodyRebuild Tips


HONDA236

Install the end plug and scribe two lines with a sharp pin (one line on each side ofthe partition closest to the valve/spring)

Valve Body (continued)O-Ring End Plugs

Use these lines as a guide for cutting the o-ring groove. Thegroove should be offset toward the valve/spring to help compensate for flexing ofthe retainer clip and movement under pressure.


HONDA 237

Checking CPC Valves and CenterSprings

Valve Body (continued)

Checking CPC Valves

Center Springs

Blow air IntoPipes

Watch forCPCValves A &B to MoveFreely


HONDA238

SZCA

Valve Body

Civic Hybrid CVT

Solenoid Measure Between Resistance Specification

Drive Pulley Control Solenoid Terminals 3 and 7 3.8 - 6.8 ohms

Driven Pulley Control Solenoid Termnals 2 and 6 3.8 - 6.8 ohms

Start Clutch Control Solenoid Terminals 4 and 8 3.8 - 6.8 ohms

Reverse Inhibitor Solenoid Terminal 5 and the valve body 11.7 - 21.0 ohms


HONDA 239

SZCACivic Hybrid CVTValve Body (continued)


HONDA240

SZCACivic Hybrid CVTValve Body (continued)


HONDA 241

SZCACivic Hybrid CVTAir Testing


HONDA242

Affected Vehicles:1998 and newer Accord1996 and newer Civic1997 and newer CR-V1999 and newer Odyssey19‘97 and newer 3.0CL1999 and newer 3.2TL2001 and newer 3.2CL2001 and newer MDX

Cause:It is normal to have delayed 1-2 and 2-3 upshifts immediately after a cold enginestartup. The PCM is programmed to shift at higher engine RPM when the engine iscold in order to help warm up the catalytic converter and reduce exhaustemissions.

Delayed Upshifts AfterCold Start


HONDA 243

Signal Monitor Hookup4 Speed Units

Terminal Identification and Signal Monitor Connections:


HONDA244

This is the pattern you should see with your signal monitor:

Signal Monitor Hookup

Terminal Identification and Signal Monitor Connections:

5 Speed V6 Units


HONDA 245

Solenoid and PressureSwitch Guide

Honda Part Number: 28250-P6H-024Linear SolenoidsNote: 4 speed units and 5 speed V6 units; Accord,Odyssey, Prelude, TL, CL, MDX: CPC A and B Solenoids


HONDA246

Honda Part Number: 28250-PLX-305Linear Solenoids

Solenoid and PressureSwitch Guide (continued)

Honda Part Number: 28250-P7W-003Linear SolenoidNote: 5 speed V6 units Lockup pressure control


HONDA 247

Solenoid and PressureSwitch Guide (continued)

Honda Part Number: 28250-P4R-315Linear SolenoidNote: Civic (thru 2000), CRV (thru 2001)

Honda Part Number: 28500-P6H-003Brown Connector


HONDA248

Honda Part Number: 28300-P24-J01Lockup SolenoidsNotes: Civic ( thru 2000), CRV (thru 2001)

Solenoid and PressureSwitch Guide (continued)Honda Part Number: 28400-P6H-003Black Connector


HONDA 249

Honda Part Number: 28200-PLX-003Shift SolenoidsNote: BMXA Shift Solenoid A and B assembly

Solenoid and PressureSwitch Guide (continued)Honda Part Number 28200-P4R-003Shift SolenoidsNotes: Civic (thru 2000), CRV (thru 2001)


HONDA250

Honda Part Number: 28200-P0Z-003Lockup / Shift Solenoid A assembly(V6 4 speed unit)

Solenoid and PressureSwitch Guide (continued)Honda Part Number: 28300-PX4-003Lockup / Shift Solenoid A assemblyNotes: 4 cyl. 4 speed units; Accord, 2.3CL


HONDA 251

Solenoid and PressureSwitch Guide (continued)Honda Part Number: 28600-P6H-0032nd clutch pressure switch: (Green Connector)

Honda Part Number: 28600-P7Z-0033rd clutch pressure switch (black connector)


TOYOTA 257

ToyotaTable Of ContentsU140/U241EIdentification ................................................... 258No 4th, No TCC ................................................. 259Slips in 4th, No 4th,Falls Out of 4th, P0765 ..................................... 2603rd/Reverse Concerns ..................................... 261Rear Planet Failure ........................................ 264Pressure Taps and Specifications ................... 265External Component Location ......................... 266Valve Body Break Down .................................. 267Lower Valve Body ............................................ 268Upper Valve Body ............................................ 270Case Accumulators ......................................... 274Solenoid Identification .................................... 275Case Connector Identificationand Solenoid Resistance................................. 276Case Passage Identification ............................ 277Solenoid Function andApply Chart...................................................... 278(F1) Sprag Rotation ......................................... 279(F2) Sprag Rotation ......................................... 280Pump Differences ............................................ 282Adaptive Learn ................................................ 283


TOYOTA258

U140E/U241E

Shift Lever Position Gear Position C1 C2 C3 B1 B2 B3 F1 F2

P Parking X

R Reverse X X X

N Neutral X

1st X X X X

2nd X X X X

3rd X X X X

4th X X X

1st X X X X

2nd X X X X X

L 1st X X X X X

D

2

Identification


TOYOTA 259

A No command for 4th gear or TCC, no detent downshifts above 30 mph. The causeof this may be a Knock Sensor

A Knock Sensor DTC may be present (P0330). Whenever a knock sensor DTC isset 4th gear and TCC are inhibited and engine management goes into reducedpower strategy and detent downshift timing is affected. It is common for theknock sensors themselves to fail.

To repair the concern replace the knock sensor.

Notes: If knock sensor DTC is cleared normal shifting andoperation will be restored until PCM performs knock sensor testroutine and DTC is set again. There are two PID’s in scan data:OD CUT1 and OD CUT2. OD CUT1 responds to OD cancel switch(switches from YES to NO). OD CUT2 indicates PCM OD inhibitstrategy.

U140E/U241ENo 4th, No TCC


TOYOTA260

U140E

During dissassembly the UD/Direct clutch feed pipe brackets can be damaged.Any abnormal bends or cracks can cause the pipe to push out. If the Pipe is notinstalled correctly a leak in the 4th gear circuit will occur.

Slips in 4th, No 4th, Falls Out of 4th,P0765

Retainer

UD DirectFeed Pipe


TOYOTA 261

Replace molded piston on every overhaul.


Always replacethe molded piston

U140E/U241E3rd/Reverse Concerns

It is common for the Direct clutch drum to ring groove.


TOYOTA262

2-3 Flare, 2-3 Neutral, Slip in 3rd , No 3rd, Slips in Reverse, NoReverseDuring reassembly always check the sealing ring side clearance. The clearanceshould be between 0.003”-0.005”.



TOYOTA 263


Check for worn ring lands

Check for ring grooving



TOYOTA264

Pinion gear shafts get loose in carrier, causing uneven gear tooth loading. Pinionshafts can eventually come out. Weld pinion shafts to carrier on early planets.

Rear Planet Failure

Early (Light/Shiny) LateHardened and HeatTreated (Dark)

U140E/U241E


TOYOTA 265

Pressure Taps and Specifications

Lube 2(Located on theback side)

Lube- UDGeartrain

Main Line

Lube DirectClutch (C2)

UD-DirectClutch (C3)

U140E/U241E

Range Idle Stall

Drive 54-59 psi 134-139 psi

Reverse 97-107 psi 255-284 psi

Pressure Specifications


TOYOTA266

External Component Location

Counter GearSpeed Sensor(560-680 ohms)

GearPositionSwitch

Input TurbineSpeed Sensor(560-680 ohms)

CaseConnector(Solenoid)

U140E/U241E


TOYOTA 267

Valve Body BreakdownLower Valve Body


U140E/U241E

Some service information shows this steel ball and location incorrectly and insome cases the picture is unidentifiable. Use the following picture as the correctlocation and ID.


TOYOTA268

Valve Body Breakdown (continued)Lower Valve Body

Record PRSetting BeforeDisassembly

U140E/U241E

ID Description

1 C2 Control Valve

2 Primary Regulator Valve Line-up

3 B2 Control Valve

4 B1 Control Valve

5 3-4 Shift Valve

6 Manual Valve


TOYOTA 269

If theseparatorplate DOESNOT have ahole in it DONOT install acheckball

If theseparatorplate HAS ahole in it itWILL requirea checkball.

PlasticCheckballs0.217” (5.5mm)

U140E/U241EValve Body Breakdown (continued)Lower Valve Body


TOYOTA270

Valve Body Breakdown (continued)Upper Valve Body

1. C2 Lock valve2. Secondary Regulator Valve3. Lock-up Control valve4. Lock-up relay Valve5. Check Valve #2/3 Assembly

6. C2 Exhaust Valve7. Clutch apply Control Valve8. B1 Lock Valve9. B3 Orifice Control Valve10. Solenoid Modulator Valve

Steel Ball0.250”(6.35mm)

U140E/U241E


TOYOTA 271

5 Plastic Checkballs0.217” (5.5mm)



TOYOTA272

B1 Accumulator C2 Accumulator

ShorterSprings

LongerSprings



TOYOTA 273




TOYOTA274

CaseAccumulators, Seals, Check Valve

B3

C3

C1

U140E/U241E

Cooler send check valve


TOYOTA 275

Solenoid Identification

4

6

5

3

2

1

U140E/U241E

Part Catalog Description

1 S4 Solenoid Assembly, Transmission 3-Way (No. 2)


3 DSL Solenoid Assembly, Transmission 3-Way


5 SLT Solenoid Assembly, Line Pressure Control

6 TFT Transmission Fluid Temperature

Repair Manual

Solenoid Name

NOTE: Part numbers have not been added due to the constant changing of part

numbers. Check with your local parts distributors for the most recently updates