ATRA 2003 Seminar Manual

2003 TECHNICAL SEMINAR
Automatic Transmission Rebuilders Association

2400 Latigo Avenue
Oxnard, CA 93030
Phone: (805) 604-2000 Fax: (805) 604-2005
http://www.atra.com
This manual has been developed by the Automatic Transmission Rebuilders

Association (ATRA) Technical Department to be used by qualified transmis-
sion technicians in conjunction with ATRA’s technical seminars. Since the
circumstances of its use are beyond ATRA’s control, ATRA assumes no
liability for the use of such information or any damages incurred through its
use and application. Nothing contained in this manual is to be considered
contractual or providing some form of warranty on the part of ATRA. No part
of this program should be construed as recommending any procedure which
is contrary to any vehicle manufacturer’s recommendations. ATRA recom-
mends only qualified transmission technicians perform the procedures in
this manual.
This manual contains copyrighted material belonging to ATRA. No part of
this manual may be reproduced or used in any form or by any means —
graphic, electronic or mechanical, including photocopying, recording, elec-
tronic or information storage and retrieval — without express written per-
mission from the ATRA Board of Directors.
Public exhibition or use of this material for group training or as part of a
school curriculum, without express written permission from the ATRA Board
of Directors is strictly forbidden.
ATRA and the ATRA logo are registered trademarks of the Automatic Trans-
mission Rebuilders Association.
Portions of materials contained herein have been reprinted with permission
of General Motors Corporation, Service Technology Group.
© 2003 ATRA, Inc. All Rights Reserved. Printed in USA.
© 2003 ATRA. All Rights Reserved.



2003 TECHNICAL SEMINAR i
Program Contents
General Motors ................................................ 1-72

Ford ............................................................ 76-164
Chrysler .................................................... 170-191
Honda ....................................................... 194-216
Mitsubishi ................................................. 217-224
Nissan ....................................................... 226-240
Volvo ......................................................... 245-248
Volkswagen ............................................... 252-283
Reference .................................................. 285-301

ii 2003 TECHNICAL SEMINAR
ATRA Technical Team
Dennis Madden Lance Wiggins

Chief Executive Officer Technical Director
Creating a Great Seminar…
For most of you, a technical seminar is maybe half-a-dozen or so hours of intense tech-
nical information… and then, as quickly as it begins, it’s over. But a lot of effort goes in
ahead of time, researching, developing and designing a seminar, long before it’s ready to
play your town. Long days… late hours… frayed nerves… all part of the process to put a
clean, carefully-choreographed presentation in front of a discriminating audience.
The folks involved in developing this year’s seminar are the leaders in the transmission
repair industry. With over 200 years of combined technical experience, they’ve poured
their heart and soul into every page and slide in this program. Whether their contribu-
tion involved technical expertise or organizational skills, the culmination of their efforts
was an extraordinary educational experience that we’re proud to call the ATRA 2003
Technical Seminar.
We hope your experience is as rewarding as it was for us to develop it.
Evelyn Marlow Randall Schroeder Steve Garrett

Technical Supervisor Senior Technical Technical Advisor,
Advisor and Seminar Speaker, Ser-
Seminar Speaker vice Engineer

2003 TECHNICAL SEMINAR iii
ATRA Technical Team (continued)
Bill Brayton David Skora Mike VanDyke

Technical Advisor and Technical Advisor, Technical Advisor
Seminar Speaker Seminar Producer, and Seminar
Semimar Speaker Speaker
Mike Baird Mike Brown Pete Huscher

Technical Advisor Technical Advisor Technical Advisor
Cliff McCormick Kelly Hilmer Shaun Velasquez

Senior Technican and Director of OnLine Services
Multimedia Engineer Online Services

iv 2003 TECHNICAL SEMINAR
ATRA Staff
It’s difficult enough getting the seminar book researched, writ-
ten, pictured, edited, and printed let alone getting it out to the
seminar attendees. This is where the ATRA Staff comes in.
Chief Executive Officer: Dennis Madden
Executive Director: Steve Gray

GEARS PublishingEditor: Rodger Bland
GEARS Magazine: Frank Pasley
Jeanette Troub
Valerie Mitchell
Paul Morton
Accounting : Jody Wintermute
Nancy Skora
Amy Marsh
Bookstore: Mike Helmuth
Bill Blair
Membership: Vanessa Metzner
Chris Klein
Julia Garcia
Joanna Book
Jim Spitson
Without the ATRA team, it would be very hard to accomplish

the task at hand. Please enjoy the seminar.
Lance Wiggins
ATRA, Technical Director

GENERAL MOTORS 1
© 2003 ATRA. All Rights Reserved

2 GENERAL MOTORS
General Motors Contents

T-Truck 4L60E
4X4 Light On .................................. 4 Slips When Cold ............................... 43
All GM Shift Complaints............................... 44
B1001, B1271, B1780 .................... 6
Intermittent Neutral or Flare............. 45
4T40E
Harsh Shifts ................................... 7 Surge, Shudder, Miss ....................... 46
Possible P0731 ............................... 8 1-2 Shift Shudder ............................. 48
4T40E/45E Multiple DTC’s .................................. 49
VSS Intermittent, Possible
P0502 ............................................. 9 4X4 DTC’s On K Truck ..................... 50
Drivability Concerns ..................... 10 Delayed Downshift ............................ 51
P0741 Set ..................................... 11 4L60E/4L65E
Updated PCS .................................... 52
P1815 Set ..................................... 12
GM Truck Application DTC U1241 .... 53
4T60E
Ratio and Application Chart .......... 13 4L80E/4L85E
P0706 ............................................... 54
4T65E
2002-2003 Pump Changes ........... 22 TCC Surge ........................................ 55
2002-2003 Valve Body Planetary Noise ................................. 59
Changes ....................................... 26
Product Updates ............................... 61
2002-2003 4th
Clutch Changes ............................ 34 Allison LCT 1000
Incorrect Pressure Switch Assembly . 64
2002-2003 Wiring Harness
Changes ....................................... 35 Flare When Accelerating From a Stop
........................................................ 66
Harsh or Soft Forward or Reverse
Engagements ................................ 36 PRNDL Inoperative ........................... 68
4T80E Quicklearn Procedure ....................... 70
TCC Concerns .............................. 37
Harsh Downshift .............................. 72
Hard Shifts Possible DTC’s ........... 38
MAF DTC, Poor Drivability ............ 39
4L30E/5L40E
P0601, P0602 ............................... 41
GENERAL MOTORS 3

4 GENERAL MOTORS
Service 4wd Light On, Possible

DTC B2725 set
A compliant of the “Service 4WD” light is on in the instrument cluster or the
transfer case “shifts by itself”.
Once the DTC is set, the transfer case will not shift into 4WD. This condition
may effect 1999-2003 Full size GM trucks and sport utility vehicles such as
Silverado, Tahoe, Escalade, Yukon, Yukon XL, Avalanche and Suburban applica-
tions with the NV 246 transfer case (RPO NP8) and/or the 2002/2003 Trail
Blazer/Envoy with the NV236 transfer case. In addition complaints of incorrect
reading in the transfer case switch assembly is illuminated.
NOTE: Your scan tool must be capable of communicating with

the vehicle body computer/TCCM (Transfer Case Control Module)
in order for you to read the codes, as these are not PCM related
DTC’s.
DTC B2725 will set if:

The TCCM detects low voltage (Less than 1 volt) on the transfer case range
switch circuit for longer than 5 minutes.
If B2725 is set the TCCM will:
Inhibit 4WD
Illuminate the 4WD light

GENERAL MOTORS 5
Service 4wd Light On, Possible

DTC B2725 set
Possible causes for this code can be:
A faulty transfer case control switch (which is mounted in the dash)
A short to ground in the wiring between the control switch assembly
mounted in the dash and the TCCM
A faulty TCCM
TCCM Reprogm updat for 2003
NOTE: When following the service manual diagnostic procedure, you may be lead
to replace components that are not faulty. The switch resistance values listed in
the service manual maybe incorrect.
The correct control switch resistance values are as follows:
Measure Resistance
between Pin 1 and Pin 2
No buttons pushed: 8.63-9.54 ohms
Auto 4wd: 61.7-68.1 ohms
4 HI: 656-670 ohms
2 HI: 1.5-1.53 K ohms
4 LOW: 2.32-2.37 K ohms
Neutral: 1.015-1.035 K ohms

6 GENERAL MOTORS
All GM
B1001, B1271, B1780
1996 and later controller replacement and reprogramming is becoming an
increasingly common service procedure for most shops. Several DTCs may be set
when programming or replacing a controller including B1001, B1271 and B1780.
All GM vehicles utilize either a Class 2 or CAN data bus. Serial Data
communications constantly occur between the different controllers on your GM
vehicle. The modules that are common to most applications are:
PCM (Powertrain control module)
BCM (Body control module)
DIM (Dash integration module)
IPC (Instrument panel cluster)
HVAC (Heating, ventalation, A/C module)
SDM (Sensing and deployment module) Airbag
If a B1001 (SDM configuration error) sets, deployment of the air bags will be
inhibited. If a B1271 or a B1780 (Radio theft lock) DTCs are set the radio will no
longer work. These DTC’s will turn on the AIRBAG lamp. In addition, the radio will
display “LOCKED” after your repair.
The most common cause of this problem happens when attempting to

interchange a module from another vehicle. This can result in not only the DTCs
described above setting, but also a possible no start condition. Another cause is
the wrong VIN loaded into the NEW PCM or BCM. Both the PCM and the BCM
require programming before they will function.
REPAIR: Several steps should be taken if these DTCs are set including:
1. Make sure the correct part number controllers were used for your
application.
2. Make sure the correct VIN was loaded into the replacement controller
3. After the controller was installed, turn the key off for at least 30 seconds
4. Turn the ignition ON and check for the DTCs. If DTCs B1001 and/or B1271
and/or B1271 are set as “HISTORY” codes do not replace the SDM or the
RADIO. Simply Clear all the stored DTCs.
5. Cycle the key off, then on and monitor the Airbag lamp in the dash. It
should flash 7-9 times and then go off.
NOTE: Clearing the DTCs as described above is a common part of the replacement
and reprogramming procedure on all GM applications.
GENERAL MOTORS 7
4T40E/45E N-Car
Hard Shifts/ No DTC’S
4T40E/45E applications may exhibit a hard shift concern that may/may not be
intermittent. In some instances an IAT (intake air temperature sensor) DTC may
be set. The PCS commanded/actual amperages will indicate low amperage flow
through the PCS and its circuits. In addition the technician may indicate that he/
she had problems controlling the PCS amperage when using the PCS override
feature on their scan tool.
Several of the 4T40E/45E applications utilize the IAT sensor as part of the engine
torque calculations. Torque modeling is used by the PCM to determine the line
pressure calculation.
The most common causes of this concern are:
Broken wiring, generally the wire is damaged at the sensor connector
Terminal pin tension, terminal crimp damaged
A faulty IAT sensor

8 GENERAL MOTORS
4T40E
Saturn Application
Possible P0731 DTC set
Saturn applications use individual DTCs to identify which gear the
transaxle was in at the time a ratio error occurred. P0731 sets if a ratio error
occurs in 1st gear while P0732 will set if a ratio error is present in 2nd, P0733 in
3rd and P0734 will set in 4th.
If a P0731 is set along with any or all of the following DTCs, address the
other DTCs first. Other DTCs which may effect diagnosis include:
P0716 (Turbine speed electrical interference/noise)

P0717 (No turbine signal)
P0745 (Low line pressure)
P0722 (No VSS signal).
If only a P0731 is set, review the stored data relating to the DTC and note
which shifter position the transaxle was in and the VSS values. If the DTC was
set in park and the VSS data indicates a VSS reading (usually around 15-35mph)
the cause of the problem is typically a poor ITCM (Internal Transmission Control
Module) ground (G115 on the back of the engine).

GENERAL MOTORS 9
4T40/45E N-Car
VSS Intermittent or Possible DTC
P0502
Erratic speedometer operation, No/Erratic/Intermittent transmission shifts,
intermittent cruise control operation. Possible DTC P0502 may be set. This prob-
lem is most common on the N-body (Grand AM, Alero) applications with the 2.2L
L61 engine and J41 brakes.
A common cause for this is the VSS harness being too long in the area of the
right hand (passenger side) axle shaft area. The extra harness length allows the
harness (circuit 400 and 401) to contact the axle shaft leading to harness chaffing
and the intermittent complaint.
Reposition the conduit for the wiring leg to allow clearance at the top of the
engine rather than at the axle area. Secure the harness in the mounting clip.
VSS harness
the right hand
(passenger side)
axle shaft area.

10 GENERAL MOTORS
4T40E/4T45E
Driveability Concerns N-Car 2.2L/
3.4L
Pontiac Grand AM/Oldsmobile Alero applications with the 2.2L or 3.4L engine
and the 4T40E or 4T45E transmission may experience any of the following con-
cerns in any combination:
No start
Drivability conditions (engine miss, etc.)
MIL on
Possible DTCs
Cooling Fan inoperative
ABS inoperative
Any of the above concerns can be intermittent in nature
A common cause for these concerns are Ground G-103 being loose or cor-
roded. Remove the ground from the bell housing. Clean and reinstall the ground.
You may want to install a star washer to assure proper ground continuity. The
ground strap is located on the right upper bell housing bolt on the drivers side.
Located on
the upper right
hand side of the
bell housing.

GENERAL MOTORS 11
4T40E/45E
P0741 Set N-Car 3.1L (RPO LG8)
1995-2002 Chevrolet Malibu “N” body, may have the SES light is on and
P0741 (TCC stuck off) DTC set in memory. On 1995-2001 applications this
condition may not have occurred until the PCM was recalibrated for some other
concern.
The calibration loaded in the 2002 Malibu and any calibration updates that
were done on early model Malibu applications during the 2002 model year may
have a software problem. The 2002 calibration tables allowed the P0741 to falsely
set.
An updated 2003 calibration is now available to repair this concern. Visit the GM
web site to see if your vehicle requires recalibration.
http://calid.gm.com/vci/

12 GENERAL MOTORS
4T40E/45E
P1815 Set N-Car
Code P1815 may also be set in conjunction with other PSA DTCs such as a
P1810. In may instances the PSA has already been replaced for this condition. If
the P1815 is set in conjunction with other PSA DTCs the problem is probably
caused by metal contamination. This can be from the manufacture or possibly
from the transmission itself. If the P1815 is set with no other DTCs it may be a
false code.
P1815 will set if:
D2, D4 or reverse range is indicated at start up

The condition lasts for longer than 25 seconds
P1810 will set if:
The PCM detects an invalid gear range

The condition lasts for longer than 60 seconds
If the problem is related to contamination replace the PSA. Updated

procedures are now being followed by the vendor to prevent contamination.
If the P1815 is set but there are no other codes, update the PCM with the
calibration designed to prevent a false P1815 from setting. Visit the GM web site to
obtain the correct calibration for your application. http://calid.gm.com/vci/

GENERAL MOTORS 13
4T60E
Ratio and Application Chart
The 4T60E utilizes several different final drive, drive/driven sprocket, speed
sensor and torque converter combinations. Installing the wrong transmission,
drive/driven sprockets, final drive, speed sensor or toque converter can result in
ratio error or slip DTC’s . If a ratio error or a TCC slip DTC is present, and the
unit has been previously repaired or replaced, the converter, final drive ratio,
speed sensor and/or drive to driven sprocket ratio could possibly be incorrect for
your application. Refer to our chart to determine what transmission should be
used for your application. As with other GM vehicles the engine, transmission and
final drive ratio information for your specific vehicle model is located on the
regular production option label (RPO). The RPO label should be used exclusively to
determine which transmission fits in which vehicle body style and application
RPO Codes for the 4T60E Applications

RPO Definition RPO Definition
L82 3.1L Engine L26 4.9L Engine
L67 3800 Engine L27 3800 Engine
LQ1 3.4L DOHC Engine LHO 3.1L Engine
L40 2.31 DOHC Engine LD2 2.3L Engine
L36 3800 Engine L67 3800 Super Charged
L27 3800 Engine
LN2 2.2L Engine LD9 2.4L Engine
FX8 3.61 Ratio LA1 3.4L Engine
F17 2.84 Ratio F68 3.45L Ratio
M13 4T60E FVO 3.67 Ratio
FW2 3.06 Ratio MXO 4 Speed
F13 3.48 Ratio FRQ 3.29 Ratio
F79 2.97 Ratio F16 2.53 Ratio
F83 3.05 Ratio FW9 3.43 Ratio
FR9 3.29 Ratio F16 2.53 Ratio
14 GENERAL MOTORS
4T60E
Drive/Driven Final Drive Speed Sensor
Application Year Model Codes SRTA Part #
Sprockets SRTA Part # Teeth
Cad E/K
1A2W
Body
1991 1AM 37/33 3.33 30 8686931
4.9
1A2
L28
Cad C/K
1A4W
Body
1991 1AP 37/33 3.33 30 8686932
4.9L
1A4
L26
Cad E/K
Touring 1A7W
1991 37/33 3.33 30 8686933
4.9L 1AY
L26 1A7
BUICK E
1YPW 8651955
BODY 1991 35/35
1YP
3800
2B1W
1BT 8686916
C-BODY 1991/1992 37/33 3.33 31
2BT
2B1
2C1W
C/H BODY
1992 2CL 35/35 2.84 30 8686918
TOUR
2C1
2C2W
C/H BODY
1992 2CS 35/35 3.06 30 8686919
TOUR
2C2
2C3W
C/H
1992 2CT 35/35 3.06 31 8686920
BODY
2C3
1CW
2C4W
W BODY 1991/1992 33/37 3.06 30 8686921
2CW
3.4L
2C4
C BODY 2C5W
8686922
3800 1992 2CX 37/33 3.33 31
TOUR 2C5
H BODY 2C6W
8686923
SSE,SSEI 1992 2CZ 37/33 3.33 31
TOUR 2C6
2P1W
H BODY 3.33
1992 2PH 37/33 31 8686924
SSE
2P1
GENERAL MOTORS 15
4T60E
F in a l D r iv e
Speed
M odel D riv e /D r iv e - SRTA Part SR TA Part
Ap p lic a tio n Ye a r Sensor
Codes n S p r o c k e ts # #
T e e th
C /H/W 2W 1W
BO DY 1992 2WA 3 5 /3 5 3 .0 6 31 8686925
3800 2W 1
2 Y LW
C /H B O D Y
1992 2Y L 3 5 /3 5 2 .8 4 31 8682926
3800
2Y 1
2Y 2W
C /H B O D Y
2Y M
3800 1 9 9 1 /1 9 9 2 3 5 /3 5 2 .8 4 30 8686927
2Y 2
1Y M
1Y Z
C /H B O D Y 2Y Z
1 9 9 1 /1 9 9 2 3 5 /3 5 3 .0 6 30 8686929
3800 2Y 4
2Y 4W
2B2W
H BO DY
1992 2BY 3 5 /3 5 3 .0 6 31 8686917
SSE
2B2
C A D E /K
2A7W
T O UR 1992 3 7 /3 3 3 .3 3 31 8686913
2 AY
L26
CAD C 2AB
BO DY 2A1 8651986
1 9 9 2 -1 9 9 3 3 7 /3 3 3 .0 6 30
T O UR 3ABW
L26 3AB
2AM
C A D E /K 2A2
1 9 9 2 /1 9 9 3 3 7 /3 3 3 .3 3 31 8651987
L26 3AM W
3AM
CAD C 2AN
BO DY 2A3
1 9 9 2 /1 9 9 3 8651988
T O UR 3AN 3 7 /3 3 3 .3 3 30
L26 3 A NW
C A D E /K 2AP
BO DY 2A4
3 7 /3 3 3 .3 3 31 8651989
EXPO RT 1 9 9 2 /1 9 9 3 3AP
L26 3APW
1AH
1 AV
CAD C
2 AV
BO DY 1 9 9 1 -1 9 9 3 3 7 /3 3 3 .0 6 30 8651990
2A5
L26
3 AV
3 AV W
16 GENERAL MOTORS
4T60E

GENERAL MOTORS 17
4T60E

18 GENERAL MOTORS
4T60E
F in a l
D r iv e / D r i- Speed
M odel D r iv e SRTA
A p p lic a t io n Ye a r ven Sensor
Codes SRTA Part #
S p r o c k e ts T eeth
P art #
H BO DY
4PF 8686940
3800 1994 3 5 /35 3 .0 6 31
4PFW
L27
C /H B O D Y
4W A
3800 1994 3 5 /35 3 .0 6 31 8686941
4 W AW
L27
CAD K
4 AT
BO DY
1 9 9 4 /1 9 9 5 5 AT 3 7 /33 3 .0 6 31 24201790
4 .9 L
5 AT W
L26
N BO DY
5PC
2 .3L 1995 3 3 /37 3 .2 9 29 24201792
5PCW
LD2
A BO DY
4AJ
EXPO RT
1 9 9 4 /1 9 9 5 5AJ 3 7 /33 3 .3 3 29 24201788
3 .1L
5AJW
L82
A BO DY 4 PA
3 .1L 1 9 9 4 /1 9 9 5 5 PA 3 7 /33 3 .3 3 29 24201789
L82 5 PAW
L /N B O D Y
5W F
3 .1L 1995 3 7 /33 3 .2 9 29 24201791
5W FW
L82
W BO DY 4PB
3 .4L 1 9 9 4 /1 9 9 5 5PB 3 3 /37 3 .0 6 30 24200941
LQ 1 5PBW
W BO DY 4BL
3800 1 9 9 4 /1 9 9 5 5BL 3 5 /35 3 .0 6 31 24200589
L27 5 B LW
G BO DY
5CA
3800 1995 3 5 /35 3 .0 5 31 24202030
5 C AW
L36
G BO DY
5BF
3800 1995 3 7 /33 3 .2 9 31 24200590
5BFW
L67
4KU
U VA N
1 9 9 4 /1 9 9 5 5KU 3 5 /35 3 .0 6 31 24201793
3800
5 K UW
L27
U VA N 4PM
EXPO RT 1 9 9 4 /1 9 9 5 5PM 3 5 /35 3 .0 6 30 24201794
3800 5PM W
L27
GENERAL MOTORS 19
4T60E
F in a l
S p e ed
M odel D r iv e /D riv e n D r iv e SRTA
Ap p lic atio n Ye ar Se n s or
C od e s S p ro ck ets SRTA P art #
Te e th
P ar t #
C /H B O D Y
5AC
38 0 0 1 9 95 3 5/3 5 3 .06 30 24 2 02 03 3
5A C W
L3 6
C /H B O D Y
5AS
38 0 0 1 9 95 3 5/3 5 2 .84 30 24 2 02 02 8
5A S W
L3 6
H BO DY 4Y Z
24 2 02 02 9
38 0 0 19 94 /1 99 5 5Y Z 3 5/3 5 3 .06 30
L2 7 5Y ZW
H BO DY
5BX 24 2 02 0 31
38 0 0 1 9 95 3 5/3 5 3 .06 31
5B X W
L3 6
H BO DY
5BK
38 0 0 1 9 95 3 5/3 5 3 .06 31 24 2 02 03 2
5B K W
L3 6
4Y M
H BO DY
5Y M 3 5/3 5 2 .84 30
38 0 0 19 94 /1 99 5 24 2 02 02 7
5Y M W
L2 7
C /H B O D Y 4Y C
24 2 02 03 4
38 0 0 19 94 /1 99 5 5Y D 3 7/3 3 3 .33 31
L6 7 5Y D W
H BO DY
4KH
SSEI 24 2 02 03 5
19 94 /1 99 5 5Y N 3 7/3 3 3 .33 31
38 0 0
5Y NW
L6 7
A BO DY
6 PA 24 2 04 17 5
3 .1L 1 9 96 3 7/3 3 3 .33 30
6 PAW
L8 2
L BO DY
6W F
3 .1L 1 9 96 3 7/3 3 3 .29 30 24 2 04 17 7
6W FW
L8 2
W BO D Y
6PB 24 2 04 17 9
3 .4L 1 9 96 3 3/3 7 3 .06 30
6P B W
LQ 1
U VA N
6PK
3 .4L 1 9 96 3 5/3 5 3 .29 30 24 2 04 18 6
6P K W
LA 1
G BO DY
6CA
38 0 0 1 9 96 3 5/3 5 3 .05 30 24 2 04 18 3
6C AW
L3 6
20 GENERAL MOTORS
4T60E
Final
S peed
M odel D rive/D riven D rive S R TA
Application Year S ensor
C odes S prockets S R TA P art #
Teeth
Part #
C /H B O D Y 6AC
3800 1996 6A C W 35/35 3.06 30
24204174
L36
C /H B O D Y
6A S
3800 1996 35/35 2.84 30 24204181
6A S W
L36
H BO D Y
6BX
3800 1996 35/35 3.06 30 24204173
6B X W
L36
C /H B O D Y
6Y L 24204191
3800 1996 37/33 3.29 30
6Y LW
L67
H BO D Y
6Y R 24204192
3800 1996 37/33 3.29 30
6Y R W
L67
G BO DY
6C T
3800 1996 37/33 3.29 30 24204193
6C T W
L67
N BO D Y 6C U
2.4L 1996/1997 7C U 33/37 3.05 30 24206839
LD 9 7C UW
4A F
W BO D Y 5A F
3.1L 1994-1997 6A F 35/35 3.33 30 24206840
L82 7A F
7AFW
W BO D Y
7A F 24206841
3.1L 1997 35/35 3.29 30
7A HW
L82
N BO D Y
6B S 24206842
3.1L 1996/1997 37/33 3.29 30
7B S
L82
7B S W
U VAN
1997 7YA 24206844
3.4L 35/35 3.29 30
7YAW
LA 1
H BO D Y
7AC
3800 1997 35/35 3.06 30 24206845
7A C W
L36
GENERAL MOTORS 21
4T60E
Final
Speed
Model Drive/Driven Drive SRTA
Application Year Sensor
Codes Sprockets SRTA Part #
Teeth
Part #
H BODY
7AS
3800 1997 35/35 2.84 30 24206846
7ASW
L36
W CAR
7AW 24206847
3800 1997 35/35 3.29 30
7AWW
L36
H BODY
SSE 7BX 24206848
1997 35/35 3.06 30
3800 7BXW
L36
6HB
W BODY
6AV 24206849
3800 1996/1997 35/35 3.05 30
7HB
L36
7HBW
W BODY
8AH
3.1L 1998 37/33 3.29 30 24211255
8AHW
L82
N BODY
2,4L 8CU
1998 33/37 3.05 30 24211256
LD9 8CUW
U VAN 8DK
24214260
3.4L 1998 8YA 35/35 3.29 30
LA1 8DKW
W BODY 9AH
24213669
3.1L 1999 9AHW 35/35 3.29 30
L82

22 GENERAL MOTORS
4T65E Update
2002-2003Changes
Many changes have occurred in the 4T65E pump assembly to reduce
costs.These changes were implemented on June 24th 2002 on some models. These
changes include:
A new three-piece pump design. The new design eliminates all the selective
rotors and slides available for the previous design pump. All of the rotors use a
tapered, random pumping chamber design (staggered spaces in the rotor).
The valve body sleeve that supported the rotor in the previous design pump
has been moved to the pump body on the three-piece pump. In addition, some of
the valve bodies are designed for a fully contented PSA while others are designed
for de-contented PSAs.
A new internal wiring harness with revised wire lengths for the PWM and
PCS as well as a new connector design for the new pressure control solenoid and
PSA on 2003 models.
New Sleeve to
support the rotor

GENERAL MOTORS 23
4T65E Update
2002-2003 Pump Changes (Continued)
GM recommends the new pump not be installed on earlier design applica-

tions, however, if you can successfully remove the sleeve, the pump would then be
able to back service previous design units. Since this is a very confusing mid-year
change we recommend that you refer to the following to identify which design
pump should be in your transmission:
2002-1st design two-piece pump (Part # 24221299)

For all 2002 models including model code 2RDB with update level LESS than “7”
but not 2BCB or 2RNB models with update levels GREATER than “3” use the
24221299 pump assembly.
Earlier Design

24 GENERAL MOTORS
4T65E Update
2002-2003 Pump Changes
2002 2nd design three-piece pump (Part # 24225894) For all 2BCB and
2RNB models with an update level of “4” and 2RDB models with an update level of
“7” use the 24225894 pump assembly.
2003-1st design 2 piece pump (Part # 24221299) For all 2003 models with
an update level LESS than three and for model 3BCB model with update level
“4”use the 24221299 pump assembly.
Late Design

GENERAL MOTORS 25
4T65E Update
2002-2003 Pump Changes
2003-2nd design 3 piece pump (Part # 24225894) For all 2003 models with an
update level GREATER than “3” use the 24225894 pump assembly. ( except the
3BCB model with an update level of “4”)
As of July 15 2002 (Julian date 196) all models use the updated 2nd design pump
and valve body assembly
If a model is not listed above it uses the 1st design 2 piece pump assembly.
As mentioned the valve body was also changed when the pump was changed.
Part numbers are as follows:
2002-1st design valve body with support (Part # 24218255) For all 2002 models
including 2RDB with update level LESS than “7” but not a 2BCB or 2RNB models
with update levels GREATER than “3” use the 24218255 valve body assembly.

26 GENERAL MOTORS
4T65E Update
2002-2003 Valve Body Changes
2002 2nd design valve body without the support (Part # 24225924) For all 2BCB
and 2RNB models with an update level of “4” and 2RDB models with an update
level of “7” use the 24225924 pump assembly.
Valve Body
without support
and Six pressure
holes

GENERAL MOTORS 27
4T65E Update
2003-1st design valve body with support (Part 24225443) For all 2003 models
with an update level LESS than “3” and for model 3BCB model with update level
“4”use the 24225443 valve body assembly.
Valve Body
without support
and one pressure
holes

28 GENERAL MOTORS
4T65E Update
2003-2nd design valve body without support (Part # 24225926) For all 2003
models with an update level GREATER than “3” use the 24225926 valve body
assembly. ( except the 3BCB model with an update level of “4”)
Remember, the valve body update not only includes changes to the sleeve area
but also changes to the PSA area to accommodate or not to accommodate the de-
contented PSA assembly so always refer to the above information before ordering
parts.
The 24225926 part number is for a “new valve body”. At a future date the part
number will likely be changed as a remain valve body becomes available. Check
with your parts person to be sure your ordering the correct part number in the
future.

GENERAL MOTORS 29
4T65E Update
2002-2003 Changes
An IMS (Internal Mode Switch) was added to all 4T65Es. A new design re-
placed the previous design that used a nut to hold the design together. The update
was done as a cost savings.
The new design will back service the 99 and later model 4T65Es that utilized
an IMS. As with the previous design, make sure the IMS is properly positioned on
the rooster comb before installing the transmission in the vehicle!! The IMS part
number is 24213847
.
Fastening Nut
was removed on
the new switch

30 GENERAL MOTORS
4T65E Update
2002-2003 Changes
A new PSA was added to all models for 2003. This Change meant the valve
body machining, and the wiring harness/connector also changed to accommodate
the new design PSA. The update was done because of contamination issues with
the PSA. The vehicle software was also updated eliminating the PSA DTC P1810.
The new design PSA and wiring harness will not back service the previous
applications as the valve body machining has drastically changed. The part num-
ber for the previous design PSA is 24203699, the part number for the de-con-
tented PSA is 24216426
Early style PSA

with Six switches
Late style PSA

with one switch

GENERAL MOTORS 31
4T65E Update
2002-2003 Changes
A new design PCS was introduced for the 2003 applications. The vendor was
changed from Delphi to Bosch. To accommodate the new design solenoid, the
torque signal regulator valve spring tension was significantly increased. This new
design will become common on all applications in the years to come.
GM does not recommend interchanging the two solenoids. If the old design is
installed in a unit designed for the updated solenoid a slipping concern may oc-
cur. If the updated design is installed in an early model unit hard shift concerns
may occur. The Delphi PCS part number is 10478146, the part number for the
Bosch PCS is 24225825

32 GENERAL MOTORS
4T65E Update
2002-2003 Changes
A running change is planned for the input housings on all 4T65E models. The
new housing will accommodate a new design input housing washer (End play
washer) which is wider, to fully support the sprocket support thrust bearing. The
Housing machining diameter where the washer sets is now smaller (54.5mm).
The new design washer is available in 10 selective thickness. The updated

washer must be used with the updated input housing due to the machining
changes. The input housing is interchangable with earlier years.
Selective Washer

GENERAL MOTORS 33
4T65E Update
2002-2003 Changes
The input and 3rd one way clutches were updated as of July 17th 2002 on
some models. Full implementation is scheduled for February 2003. The new one
way clutches are a “PAWL” design (commonly refered to as a diode) rather than
the sprag design that has been used since the 4T65E was introduced in 1997. In
addition, the new pawl design assembly requires new design input clutches. The
new clutch plates utilize a wave design spline and are thicker than the previous
design components. This update was done because of durability problems with the
previous design components.
The pawl design one way clutches are not currently serviced other than as an
assembly. In other words, the pawl components are not available as individual
pieces. The clutches must be changed if the pawl design one ways are installed in
a previous design application. The pawl one way clutch part numbers are
24216516 for the input and 24216517 for the 3rd. The new input clutch part num-
ber is 24216502.

34 GENERAL MOTORS
4T65E Update
2002-2003 Changes
A mid year change for the 4th clutch is planned. The 4th clutch apply plate
has an additional mounting tab added to it for easier installation. In order to ac-
commodate this change the channel plate was also updated.
The previous design channel plate cannot be used to service the updated
design with the new apply plate. The Updated design channel plate will back
service previous applications. The updated disc/plate designs will not back
service unless the channel plate is also changed. GM is planning on releasing the
parts as a service package which will include the channel plate, apply plate and
friction plates.

GENERAL MOTORS 35
4T65E Update
2002-2003 Changes
Mid year change included a 2ND lock ramp was added to the pass through
connector. This design prevents the connector from side loading.
This change has no effect on service as the harness was only updated for
the new 2003 harness applications.
Make sure your new

harness has the new clip

36 GENERAL MOTORS
4T65E
Harsh or Soft Forward or Reverse
Engagment
When rebuilding a 4T65E make sure you have the correct servo springs as-
sembled in their correct locations. Because the 4T65E uses a Forward and Re-
verse servo for engagement if the springs were switched acidently you may
experiance a harsh or soft forward or reverse engagement.
Reverse Band
Length-3.079” Servo Spring
Width-2.033” Length-1.249”
Wire Dia.-0.173 Width-1.214”
Wire Dia.-0.183”
Length-1.675”
Width-1.582”
Wire Dia.-0.149”
Length-2.769”
Width-2.120”
Wire Dia.-0.219”
Length-1.500”
Width-1.613”
Wire Dia.-0.181” Forward Band
Servo Spring

GENERAL MOTORS 37
4T80E
TCC Concern
Lock-up on the 2-3 Shift, Erratic TCC Operation
When encountering a TCC concern with a 4T80E transaxle, make sure you
have the correct TCC PWM solenoid installed. To verify the correct solenoid check
the Julian date. This date may be located in a number of different places includ-
ing, top cover, connector top / bottom, or body assembly. To ensure you have the
correct solenoid make sure the Julian dates are NOT within 1137-1171. If you
have a solenoid between these numbers you will need to replace the solenoid
asssembly. Part # 24212690
À Do Not Use Solenoids With The Numbers Between

1137 and 1171
Part numbers may
be on the top hat or
on the back side of the
connector

38 GENERAL MOTORS
4T80E
Hard Shifts Possible DTCs Set
Northstar Application
Oldsmobile and Cadillac vehicles exhibiting any or all of the following condi-
tions:
Surge especially when TCC is applied
Engine backfire
Hard shifts
SES lamp or message displayed on DIC
Any combination of the following DTCs may be set, P0335, P0385,
P1372, P0341, P1599
The Northstar engine applications utilize two crank sensors and one cam
sensor. The crank sensors are different part numbers and are also different colors
(Grey and Black plastic) If one of the crank sensors fail or if a loss of signal occurs
the PCM will raise line pressure resulting in harsh shift concerns. If the Cam
sensor fails, DTCs may set and drivability concerns may be present, but shift feel
will remain normal.
Inspect the sensor connector pin tension and the terminal crimp. If pin ten-
sion is good replace the suspect sensor.
NOTE: If a crank sensor is replaced the “RELEARN PROCEEDURE” for the

crank sensor must be performed using a scan tool. Failure to relearn the crank
sensor value will result in a DTC being set and possible drivability concerns
Crank Sensor Crank Sensor

GENERAL MOTORS 39
4T80E
MAF DTC, Poor Drivability, Surge
with TCC ON Under load, Lack of
Power
Oldsmobile/Cadillac G, K and K special applications with the Northstar en-
gine and the 4T80E transmission may exhibit any or all of the following condi-
tions:
Surge with TCC ON. This is most common at low speeds when you are
crowding the accelerator on a slight incline. The surge is most
commonly felt during throttle“Tip In” acceleration and generally goes
away as the throttle is held steady.
Possible Lean fuel trim DTCs, MAF DTCs, Misfire DTC’s and/or Pre cat
DTC’s may be set.
A possible lack of power may also be present
Cause: Two common causes for this condition exist, they are:
1. The MAF sensor is dirty or skewed
2. The air cleaner air box may be filled with water or other contaminants.

40 GENERAL MOTORS
4T80E
MAF DTC, Poor Drivability, Surge
with TCC ON Under load , Lack of
Power (Continued)
Skewed MAF sensors are quite common with these applications. Generally,
fuel trim values will be around +20% when the surge is present. If this occurs,
clean or replace the MAF sensor and clear any DTCs that may be set.
If the concern is on a 95-97 application, check the air cleaner air box for
water and other contaminants. If water is present enlarge the air box water drain
hole to at least ½”.
Look for contamination

in the inlet air hole

GENERAL MOTORS 41
4L30E/5L40E
P0601/P0602
1999-2002 4L30E/5L40E applications may set DTCs P0601 and/or P0602.
These codes indicate a failure in comunication with the TCM/ECM. In most in-
stances the transmission will have clutch damage. If these DTCs are set due to
their default values.
The DTCs will react as follows:
P0601 will set if:
The TCM check sum is incorrect (internal software check)
If a P0601 is set:
The TCM will flash the sport mode lamp and it will send an MIL request
message to the ECM on the second consecutive trip in which a failure
occurs.
The ECM records the freeze frame and failure record information and turns
on the MIL lamp.
The TCM defaults the transmission by, raising line pressure to maximum,
commanding 4th gear (4L30E), or 5th gear (5L40E) while inhibiting TCC and
freezing adapts. NOTE: Even though the units default to high gear, if
manual ranges are selected the unit will start in lower gears. If the
customer does not manually override the default high gear start, damage to
the transmission clutches may occur

42 GENERAL MOTORS
4L30E/5L40E
P0601/P0602 (Continued)
P0602 will set if:
The PCM was not correctly programmed or has not had a calibration loaded
If a P0602 is set, the ECM will turn on the MIL and record a freeze frame
regarding the failure on the 1st drive cycle the failure is present. Possible EMI
(Electromagnetic Interference)during power up or a faulty TCM (if a P0601 is also
present). If a P0602 is present the ECM may not be properly calibrated.
Repair the EMI condition or replace the TCM if a P0602 was set. When diag-
nosing a P0601 and/or a P0602 set in the TCM do not attempt to reprogram the
TCM.
If a new TCM is required simply install it and clear the ECM DTCs that are
set. If the P0602 resets update the ECM software with the latest calibration de-
signed to address P0602 concerns.

GENERAL MOTORS 43
4L60E
Slips When Cold
The Chevrolet Trailblazer, GMC Envoy and Oldsmobile Bravada utilize a new
style cooling fan. The new electronic viscous clutch fan is computer controlled. A
design characteristic of the viscous coupling may lead the customer to
misinterpret the fan operation as a possible transmission slippage condition.
Some cold start fan noise is normal, but it’s possible that the unit may exhibit
excessive noise if the vehicle has been left sitting overnight or for extended periods
of time.
It is common for the viscous coupling to leak fluid from its internal
reservoir into the coupling, leading to tremendous amounts of noise on a cold
start, or as the vehicle is accelerated.
An updated electronic clutch fan has been released to address this concern.
The new part was introduced as a running change on the 2003 model year
applications.
The new part

number is
15192192.

44 GENERAL MOTORS
4L60E
Shift Complaints
2002 Trailblazer/Envoy/Bravada
Several shift quality concerns have arisen with this application including:
Hard/soft garage shifts
Delayed downshifts
Harsh 1-2 shifts
Several calibrations have been released to address these concerns. The

latest update is calibration number 12579253. Make sure to visit the GM
calibration web site at: http://calid.gm.com/vci/

GENERAL MOTORS 45
4L60E
Intermittent neutral or flare, bump
when accelerating from a stop
1999 and later 4L60E applications (Silverado, Tahoe, Yukon, Suburban, Si-
erra) may exhibit a neutral condition while in D4 range and the vehicle is acceler-
ated from a stop. In addition, a complaint that the transmission neutrals, then
bangs into gear (harsh engagement) when accelerated from a stop.
Generally the problem is not related to the internal transmission components

(Sprag, roller, forward clutch). The most common cause of this concern is the
transmission shift cable or the shift cable adjustment.
First try making an adjustment, if you determain the cable is stretched re-
place the transmission shift cable and adjust.

46 GENERAL MOTORS
4L60E
Surge/Shudder/Miss
1995-2002 Trucks with 4.3L (RPO L35 or LU3) engine may experience a rough
running, or surge/shudder/miss problem. This condition may be associated with
a DTC P0300. Many times this condition has been confused with a transmission
related concern.
The problem is often caused by moisture leaking from the A/C line onto the
distributor. On several of the applications, the A/C line is routed directly over the
distributor.This moisture leads to corrosion, and crossfire within the cap.
Inspect for the following:

White corrosion/residue on the cap wall, or on higher mileage units brown
residue
Locate the AC
hose above the Dis-
tributor and install
a foam conduit over
the hose which will
allow the water to
drain off the sides.

GENERAL MOTORS 47
4L60E
Surge/Shudder/Miss (Continued)
Rotor: Inspect for black streaks on the plastic surface of the rotor or
green spots on the copper surface of the rotor terminal.
Distributor housing/base: Inspect for excessive levels of rust on the

shaft or surface contamination on the cam sensor hold down screws.
If you find evidence of corrosion replace the cap/rotor and the distributor if
deemed necessary. Take 8" of foam pipe insulation (you can buy it a hardware
store) and wrap the a/c pipe above the distributor with the pipe insulation.
Note: The distributor is refered to as an HVS “high voltage switch” by General

Motors.

48 GENERAL MOTORS
4L60E
1-2 Shift Shudder Hot
2000-2002 C/K Trucks with a concern of a shift shudder during the 1-2 shift is
mostly common under light throttle conditions, after the vehicle has reached full
operating temperature and ambient temperature is high.
The problem is usually caused by a frequency signal riding on the generator
output . The signal is causing interference problems with the PCM circuitry.
Install a sense lead for the Alternator as follows:

Parts:
Connector replacement pack 15306009
1 ring connector pack 02984172 (sold as packs of 10)
RTV sealer
Procedure:
1. Disconnect the negative battery cable
2. Remove the two-wire, four-cavity
connector from the alternator
3. Remove the brown wire (cavity B) and
the gray wire (cavity C)
4. Remove the wires from the connector
pack and discard wires “B” and “C”
5. Install the brown wire from the vehicle
harness into cavity B of the service connector.
Install the gray wire from the vehicle harness
into cavity C of the service connector.
6. Install the TPA (Terminal Position
Assurance Clip) into the service connector
and install the service connector into the
alternator.
7. Hook the wire in cavity “D” of the
service connector to the battery terminal
on the alternator using the ring connector.
8. Trim the wire in cavity “A” of the service
connector flush
9. Seal the connector with RTV and
connect the negative battery cable.

GENERAL MOTORS 49
4L60E
Multiple DTC’S
Some 1995-2000 M/L (Astro, Safari) vans may experience DTCs setting re-
lated to the transmission or possibly engine related systems. The most common
DTC is P0758 (3-2 solenoid) but others may set as well.
The wiring harness runs along the bell housing area and over the engine. In
many instances the harness contacts the A/C accumulator which leads to a rub-
through condition. Depending on which wires have insulation damage, a DTC will
likely set for that circuit.

50 GENERAL MOTORS
4L60E ATC DTC C0379

Service 4WD Light On K Trucks
Some K-trucks with the automatic transfer case may experience the
following conditions:
Service 4WD light is on

DTC C0379 is set
The front actuator no longer functions
The wiring harness for the front axle circuit may be chaffed near the A/C
compressor.
Secure the harness so it can no

longer contact the A/C compressor.

GENERAL MOTORS 51
4L60E
Delayed Downshift
2002 Trailblazer, Envoy, Bravada, T truck 4.2L (LL8) applications may experience
“any or all” of the following conditions:
Delayed downshifts, erratic downshifts

Excessive cooling fan noise
SES light ON
Any or all the following DTC’s, P0014 (Cam Phaser Performance)
P1683 Low power counter failure) P0116 (High side coolant
rationality)
This concern is caused by calibration problems. An updated calibration has been

released to address the concerns. View the GM web site http://calid.gm.com/vci/
to locate the correct calibration number for your application.

52 GENERAL MOTORS
4L60E/4L65E
Updated PCS
A new pressure control solenoid was used for all 2003 model units. The ven-
dor for the solenoid is now Borg Warner and will be available in two versions. The
1st design utilizes only one flat on the aluminum body of the solenoid while the 2nd
design has two flats on the solenoid body. The 2nd design will replace the 1st de-
sign and is scheduled for use in other transmission applications starting in the
2004 model year. In addition to the solenoid change, the harness was also
changed to accommodate the updated solenoid.
The 1st design solenoid went into production at SOP (Start of Production) 2003
while the 2nd design was introduced in December 2002 as a running change for
the 2003 model year. The part number for the 1st design solenoid is 24219308
while the 2nd design part number is 24224905. The harness was updated to pre-
vent someone from interchanging the Borg Warner solenoid with the previous
Delphi solenoid. The updated harness part number is 24222891.
Make sure the

correct solenoid is
used for the cor-
rect vehicle

GENERAL MOTORS 53
4L60E/4L65E, 4L80E/4L85E,
LCT 1000
DTC U1241 SET
Most OBDII equipped vehicles have DTCs related to data line problems.
Some technicians may notice a DTC U1241 set in history on vehicles equipped
with a BCM. U1241 may be stored in several of the various modules. In addition,
the technician may have noted that the DTC may have not been present until after
DTCs were requested or displayed .
U1241 DTC is caused by a loss serial data. The loss of data is caused by
your scan tool interface with some of the modules on the vehicle. When your scan
tool requests DTCs from some of the modules it becomes the master module
which results in other modules setting the U1241 in memory.
This is a normal condition, no repairs should be attempted if the condition

for setting the DTC is as described above.

54 GENERAL MOTORS
4L80E/4L85E
P0706 Set
Vehicles with a 4L80E/85E transmission may set a code P0706 (Transmission
Range Switch Performance) and may exhibit a no start condition.
In many instances the P0706 is not caused by a faulty switch. On 1999 and
later applications check for a possible recalibration for this condition prior to
replacing the switch.
Before part repairs are done check the web site http://calid.gm.com/vci/ for
updated calibration to repair the false P0706.
NOTE: Always check the connections for melting and wire

dammage

GENERAL MOTORS 55
4L80E
TCC surge or chuggle when road
speed is between 40-50 mph
On 1994 and later Diesel 4L80E applications, customers may complain of a
surge or chuggle condition which occurs only when the TCC is applied and the
vehicle is between 40 and 50 mph. If the TCC is disabled, the surge/chuggle is
typically eliminated. You will also find that disconnecting the EGR on 6.5L Diesel
applications (RPO L56) may also eliminate the concern.
The typical cause of this concern is retarded pump timing. Checking the
pump timing requires a scan tool.
To determine if the timing is correct, note the data parameter known as “TDC
offset” using a scan tool. The value should be minus -.75 or less. A minus
number on the scan tool indicates the timing is advanced while a plus (+) value
indicates the timing is retarded. For proper operation, fuel economy and power,
the timing TDC offset should read -1.25 to -1.50. If the timing is not correct a
TDC relearn procedure should be performed after the timing has been set. . (Note:
to perform a TDC relearn on a 1994-95 application you must use a scan tool. It
should be noted that not all scan tools are capable of performing a TDC relearn
procedure)

56 GENERAL MOTORS
4L80E
(Continued)
If the Timing is incorrect:
Shut the engine off and loosen the pump bolts slightly. Using the proper
adjustment tool move the pump slightly (.040" of movement = 1 degree of timing
change). Move the pump toward the drivers side of the vehicle to advance the
timing and toward the passenger side of the vehicle to retard the timing. Once the
pump is moved slightly, tighten the pump bolts and perform the TDC offset learn
procedure using a scan tool.
To perform the TDC offset procedure on a 1994-95 application
Start the engine, Press the button on the scan tool to engage the TDC offset
procedure and note the value when the scan tool locks in the TDC offset value. It
should read between –1.25 and –1.50. If so, no further adjustments are needed.
Once the relearn is complete, check the TDC offset value displayed on the scan
tool again. If the offset value is not correct, shut off the engine, loosen the pump
bolts and rotate it in the desired direction. Tighten the bolts and repeat the above
TDC offset learn procedure.

GENERAL MOTORS 57
4L80E
(Continued)
To perform the TDC offset procedure on the 1996 and Later applications:
1. Turn on the ignition key and clear all DTC’s
2. Depress the throttle to the WOT position and hold it there for at least
4-5 seconds
3. Key off and then close the throttle
4. Wait 30 seconds minimum
5. Key on and start the engine
6. The TDC offset will be automatically learned when the coolant
temperature reaches 170-172 degrees Fahrenheit.
7. If the vehicle is already above the minimum 170 degree CTS value,
TDC learn will automatically update as soon as the engine is started
in step five.
Diesel Injector Pump

58 GENERAL MOTORS
4L80E
(Continued)
Note: On most 1996 applications the value displayed on the scan tool (TDC offset)
will remain at 0.00 (At step 5) until the TDC learn has been completed. On most
1997 and later applications, the value displayed on the scan tool will remain at the
previous value until the TDC learn has been completed.
TDC offset should read between –1.25 and –1.50. Once the relearn is complete,
check the TDC offset value displayed on the scan tool again. If the offset value is
not correct, shut off the engine, loosen the pump bolts and rotate it in the desired
direction, tighten the bolts and repeat the TDC offset learn procedure.
On L56 (EGR equipped 6.5L Diesel) applications, if the timing is correct and the
problem is eliminated when the EGR is disconnected, replace the EGR with part
number 12530288.
The EGR is located

behind the dipstick

GENERAL MOTORS 59
4L80E
Planetary gear noise in 1st and 2nd
gears only
Some 4L80E transmissions may exhibit excessive planetary gear noise when
operating in 1st and 2nd gears. This noise will resemble the noise developed from
HD 4L80E applications which use straight-cut gears. Upon inspection, you will
notice some irregular wear lines on the reaction planetary carrier pinion teeth and
possibly on the sun and ring gear teeth. These wear lines run parallel to the
transmission center line. The wear may look like dark lines on the gear teeth,
grooves in the gear teeth or bronze lines on the gear teeth.
This concern can be caused by either:
A reduction in the volume of lube oil feeding the planetary. This prob-
lem is typically caused by pump cavitation, a restricted filter or damaged oil pan,
or a cooler flow rate problems.
Output shaft misalignment. This concern is the most common cause

of the noise on 97 and later applications. Misalignment of the output shaft will
cause side loading of the planetary. This problem generally leads to the technician
replacing the planetaries only to have a repeat failure within 5-20 thousand miles.

60 GENERAL MOTORS
4L80E
Planetary gear noise in 1st and 2nd
gears only
If shaft alignment is suspected on a 4wd application, inspect the 4wd adapter.
We have measured brand new adapters that have had excessive offset! To inspect
the transfer case adapter measure the transfer case pilot inside and outside diam-
eter. The outside diameter specification is 4.799"-4.801" while the inside diameter
specification is 4.899”-4.900”.
If the measurements are not correct, replace the adapter. On 2wd applications
a common cause of the concern is the position of the output shaft bushing. If the
bushing or bore was machined off center, side loading of the shaft will occur. On
2wd applications, you will typically be able to see that the bushing is worn off
center. Replace the bushing or the case as necessary.

GENERAL MOTORS 61
4L80E HD/4L85E
Product Updates
Several midyear changes were made to the 2001 4L80E HD model
transmissions. These changes were also carried over to the 4L85E transmission.
The changes were designed to improve the transmissions durability. These
changes include:
Part number call out GM part number

Overrun clutch housing Included in the kit only
Overrun clutch spring Included in the kit only
Overrun clutch snap ring 24216149
Overdrive roller clutch 12431003
Overdrive carrier 24215530
Some of the components are only available by ordering an upgrade kit part
number 24222160

62 GENERAL MOTORS
4L85E
2002 Models
The 4L80E HD has been replaced by the 4L85E. The 4L85E is used in vehicles
equipped with the 8.1 L gas engine (RPO L18).
Identification
Model Tag:02CAP or 02CCP
RPO Code: MN8
Features:
The speed sensor bolts. New part number 11517516
The forward clutch wave plate. New part number 24205560
Overrun clutch spring retainer. New part number 24216149

GENERAL MOTORS 63
4L85E
2002 Models (Continued)
The 4L85E uses a five-Pinion reaction and output carrier.
Reaction carrier part number 24215026
Output carrier 2WD models part number 24214966
Output carrier 4WD models part number 24215388
(NOTE: The straight cut gears used in the 4L80HD applications are no longer
available from GM. If a 4L80E HD planetary requires replacement, update the
unit with the part numbers listed above for the 4L85E applications.

64 GENERAL MOTORS
LCT 1000
Incorrect Pressure Switch Assembly
Readings
Allison transmissions used in GM truck applications may indicate the wrong
pressure switch assembly readings for 5th gear and/or reverse range. Vehicles that
have had the TCM reprogrammed or vehicles built after March 2001 may have an
incorrect switch sequence. Incorrect values may be displayed when monitoring the
transmission operation with a scan tool when those values are compared to the
listings in the shop manual. This may lead to misdiagnosis of the PSA or its cir-
cuits.
Programming changes dealing with the scan tool interface can lead to the
incorrect sequence for the application. The chart below lists the correct sequence
for the LATER (after March 0f 2001) Allison calibrations.
NOTE: Switch C/D and E are normally open while switch R is normally closed.
Your scan tool may display the switch values as open/closed or as on/off.
On=closed, Off=open
On applications built after March 2001 or on units that have been reprogrammed,
Switch “C” will read “Open” (OFF) when the transmission is in reverse while those
built earlier will read “Closed” (ON).

GENERAL MOTORS 65
LCT 1000
Incorrect Pressure Switch Assembly
Readings
Switch R
Range Switch C Switch D Switch E
Open/OFF
5th - Late Closed/ON Open/OFF Closed/ON
Open/OFF
5th - Early Open/OFF Open/OFF Closed/ON
Open/OFF
4th Closed/ON Open/OFF Closed/ON
Open/OFF
3rd Closed/ON Open/OFF Open/OFF
Open/OFF
2nd Open/OFF Open/OFF Open/OFF
Open/OFF
1st Open/OFF Closed/ON Open/OFF
Open/OFF
Neutral Closed/ON Closed/ON Closed/ON
Closed/ON
Reverse-Late Open/OFF Closed/ON Closed/ON
Reverse- Early Closed/ON Closed/ON Closed/ON Closed/ON

66 GENERAL MOTORS
LCT 1000 (RPO M74)

Flare When Accelerating From a
Stop
LCT 1000 applications may experience a condition described as a “flare” or
“neutral” condition when coming to a stop or accelerating from a stop. A harsh
engagement may occur as the unit reengages 1st gear. Many times, when the con-
dition is present, input speed will be present even though the transmission is
being commanded to 1st gear with TP and VSS values at 0.
The most common cause for this concern is:
Leakage in the C5 clutch or its circuit: If you perform a clutch test using
your scanner, you will generally notice the condition when the 2-1
downshift is commanded. This will be indicated by a delay in line
pressure response when the C5 Clutch is commanded to apply.
Sticking valves: Most of the sticking-valve-related concerns have proven to

be temperature related with this transmission.
TCM calibration:An updated calibration has been released aimed at

improving this condition. The updated calibration was released in March
2002. Check the GM web site to see if your vehicle has been updated with
the new calibration.
http://calid.gm.com/vci/

GENERAL MOTORS 67
LCT 1000 (RPO M74)

FlareWhen Accelerating From a
Stop (Continued)
C-5 Clutch Asssembly

GENERAL MOTORS 69
LCT 1000 RPO M74

PRNDL Inoperative
To separate switch concerns from the wiring and TCM, proceed as follows:
Disconnect C1 and C2 connectors
1. Monitor the NSBU values with a scan tool.
2. Using jumper wires connect two wires at a time between the appropriate pin
in connector C1 and pin D in connector C2 (with the key on). Leave the
other two pins in connector C1 open. Alternate the pins as shown in the
chart below. The PRNDL and the scan tool should show the range indicated
in the chart.
3. If the proper range is indicated as the jumper sequence is varied, replace

the switch. If the proper range is not indicated check the wiring before
replacing the TCM.
ON= OPEN CIRCUIT

OFF= GROUNDED CIRCUIT

GENERAL MOTORS 69
LCT 1000 RPO M74

PRNDL Inoperative
To separate switch concerns from the wiring and TCM, proceed as follows:
Disconnect C1 and C2 connectors
1. Monitor the NSBU values with a scan tool.
2. Using jumper wires connect two wires at a time between the appropriate pin
in connector C1 and pin D in connector C2 (with the key on). Leave the
other two pins in connector C1 open. Alternate the pins as shown in the
chart below. The PRNDL and the scan tool should show the range indicated
in the chart.
3. If the proper range is indicated as the jumper sequence is varied, replace

the switch. If the proper range is not indicated check the wiring before
replacing the TCM.
ON= OPEN CIRCUIT

OFF= GROUNDED CIRCUIT

70 GENERAL MOTORS
LCT 1000
Quicklearn Procedure
The Allison LCT series transmission utilizes a quick learn (Also known as
Fast learn) procedure designed to shorten the amount of time that it takes for the
TCM adaptive-learning strategy to adjust for variations in clutch volume and apply
time. By performing the quick learn functions, the amount of time that is required
for TCM adaptive learning is reduced significantly. The Quick learn function
requires a compatible fully functional scan tool. Quick learn should be preformed
if:
The transmission was replaced/rebuilt or repaired
The solenoids were replaced
The TCM was replaced or recalibrated
Quick learn is accomplished in 4 parts, they are:
PARK MODE: With the vehicle in the park range the scan tool will
repeatedly cycle the C3/C4 and C5 clutches on/off. This function will not only
purge air from the system but it will also adjust for engagement time variation due
to return spring load values, solenoid flow rates as well as seal/bushing leakage.
DRIVE: With vehicle in drive range the scan tool will cycle the C1
clutch to adjust for engagement time variation due to return spring load values,
solenoid flow rates as well as seal/bushing leakage.

GENERAL MOTORS 71
LCT 1000
Quicklearn Procedure (continued)
3RD/4TH : Following the above procedures clutch volume for the C2
clutch requires the vehicle now be driven. To properly learn the C2 clutch volume
the vehicle must complete at least three 3-4 shifts at steady throttle. This
procedure does not require the use of a scan tool.
NOTE: If the scan tool harness becomes disconnected or if you lose

communications with the TCM during the quick learn process, default actions
may occur. If you were in Drive when the failure occurred, ranges other than drive
may not be available. If you were in Reverse when the failure occurred, ranges
other than reverse may not be available.
To perform a park/reverse/drive quick learn the following conditions must be

met:
1. No DTCs are stored
2. NSBU is operating correctly
3. Speed sensors are operating correctly
4. TFT is between 104-212 F (40-100c)
5. Parking brake is set
6. Transfer case is in 2wd range
7. TP values are 0%
8. A compatible scan tool is being used
Now follow the instructions on the scan tool for the “FAST” (Quick) learn
procedure.
NOTE: Block the wheels during the test procedures

72 GENERAL MOTORS
LCT 1000 8.1L Engine

Harsh Down Shifts, Harsh Garage
Shifts
Some customers may complain of the following symptoms:
Harsh 3-2, 2-1 down shifts

Harsh garage shifts
Temperature Gauge reads low
Drivability concerns, Possible Rich fuel trim DTCs may be set
The most common cause of this problem is related to the coolant temperature
sensor reading. Generally, ECT DTC’s will not be set.
Replace the ECT sensor
Generally the ECT will read

about 60°F (15c) with the vehicle
at full operating temperature.

FORD 73

74 FORD
FORD Contents
AX4S No Line Rise .........................................119
Vibration After Overhaul .............................. 76
Slipping in 2nd and 4th .......................... 120
New Pump Bearings .................................... 77
4F27E
Harsh 1-2 Shift ............................................ 79 Jump Testing the Trans .......................... 121
Harsh 4-3 Downshift ................................... 86 Servo Seal Damage .............................. 123
Check Ball and Relief Valve Final Drive Gear Set ............................. 124
Locations .................................................... 87
2/4 Band Adjustment ............................ 126
CD4E
No Movement After Overhaul ...................... 90 4R44E/55E and 5R44E/55E
Low Line Pressure at WOT .................. 129
Valve Body Mismatch .................................. 91
5R55N
Valve Body Interchange ............................... 82 Clutch and Band App. .......................... 133
Harsh Forward Engagement ......................... 93 Sprag Application ................................. 134
Drives Forward in Neutral, Pressure Specs ..................................... 135

Binds in Reverse .......................................... 97
Solenoid Application ............................. 137
Ratio Error Codes ....................................... 98
Intermediate Sprag Rotation .................. 142
Pump Shaft Identification ............................. 99
4R70W
Fluid Leaks Out Of The Vent ..................... 100 Solenoid Codes .................................... 143
Proper Sprag Rotation ............................... 101 Downshifts at High Speeds ................... 144
F4E-III Intermediate Diode Failure .................... 146

Clutch and Band App. Chart ...................... 102
4R100
Pressure Specifications .............................. 103 2nd Gear Slips ...................................... 147
Solenoid Firing Order ................................ 104 Intermediate Clutches Burnt .................. 148
Solenoid Specifications .............................. 107 No Reverse, No Man. Low .................. 151
High or Low Pressure ................................ 108 Incorrect VSS Reading ......................... 152
No Movement in all Gears After 5R110W

Rebuild ...................................................... 109 Description .................................... 155-163
Ratio Error Codes ..................................... 110 Mazda to Ford Conversions .............. 164
Accumulator Reference .............................. 118

FORD 75

76 FORD
AX4S
Vibration After Overhaul
(3.8L Only) Possible Broken Flexplate
A Vibration or broken Flexplate on models between 1995-2001 that are

equipped with 3.8L engines may be caused by the misalignment of the converter
to flexplate. The Flexplate has an alignment paint dot on the flexplate and torque
converter from the factory. This dot is there to ensure proper alignment.

FORD 77
AX4S/AX4N
New Pump Bearings
When replacing the pump bearing on a AX4S or AX4N use the new updated
bearing assembly which has a built in seal. The seal is used to enhance lubrica-
tion to the bearing for longer life expectancy.
AX4N
Part# XF1Z-7G184-AA
AX4S
Part# XF2Z-7G184-AA

78 FORD
AX4S/AX4N
New Pump Bearings
OLD
NEW
SEAL
Install the seal away
from the pump rotor

FORD 79
AX4N
Harsh 1-2 Shift
There are a number of problems related to this symtom including:
Wrong Gaskets
Wrong Seperator Plate
Damaged Accumulator Piston
Wrong Accumulator Spring
Valve Body Wear

80 FORD
AX4N
Harsh 1-2 Shift
Seperator Plate and Gasket
Lincoln 1995-97................................ (stamped 11) part #F50Z-7Z490-A
Lincoln 1998..................................... (stamped 84) part #F80Z-7Z490-AA
Lincoln 1999-00 ................................ (stamped 90) part #FX3Z-7Z490-AA
Taurus/Sable 1994-95 w/3.0L ......... (no stamp) part #F5DZ-7Z490-A
Taurus/Sable 1996-97 w/3.0L 2V .... (stamped 13) part #F6DZ-7Z490-B
Taurus/Sable 1998-99 w/3.0L 2V .... (stamped 87) part #F8DZ-7Z490-BA
Taurus/Sable 1996-97 w/3.0L 2V .... (stamped 14) part #F6DZ-7Z490-A
Taurus/Sable 1998-99 w/3.0L 4V .... (stamped 86) part #F8DZ-7Z490-AA
Taurus SHO 1996-97 w/3.4L ............ (stamped 15) part #F6DZ-7Z490-D
Taurus SHO 1998-99 w/3.4L ............ (stamped 85) part #F8DZ-7Z490-CA
Taurus/Sable 2000 .......................... (stamped 03) part #YF1Z-7Z490-CA
Taurus/Sable 2001-03 ..................... (stamped 05) part #1F1Z-7Z490-AA

FORD 81
AX4N
Harsh 1-2 Shift
Damaged Accumulator Piston
A Damaged Accumulator Piston assembly can cause a number of shifting
problems from late, early, harsh, soft and more. When reassembling this unit pay
close attention to the housing and piston areas. If the piston is worn or the hous-
ing scored the chances of the piston cocking in the bore are increased.
Check the Piston

housing for wear,
grooves, or scoring
Check the Piston and

Rod assembly for wear

82 FORD
AX4N
Harsh 1-2 Shift
Wrong Accumulator Spring

FORD 83
AX4N
Harsh 1-2 Shift
Accumulator Hydraulic Circuits
Fluid under pressure in the pump circuit moves to the line modulator valve,
where it enters the accumulator circuit. The accumulator circuit provides variable
hydraulic backpressure to the accumulators for five apply components. The vari-
able pressure of fluid in the TV circuit is controlled by the pcm and changes the
position of the line modulator valve. When TV pressure is lower, accumulator
circuit pressure is lower. The results in softer shift feel provided by the accumula-
tors during shifts when engine input torque is lower. When TV pressure is higher,
accumulator circuit pressure is higher. This results in firmer shift feel provided by
the accumulators during shifts when engine torque is higher. Damage to the Line
Modulator Valve can result in no moulation of the valve and allowing direct line oil
to influence the Accumulator.

84 FORD
AX4N
Harsh 1-2 Shift
Valve Body Wear
Check for wear at the Line Pressure Modulator valve and sleeve assembly. If
the sleeve is damaged you can replace it with an E4OD Line Pressure Modulator
Valve and Sleeve assembly. The E4OD Line Pressure Modulator valve is smaller in
size and allows less oil to the back side of the Accumulator apply side during op-
eration resulting in a softer shift.
Damage to the Line Modulator Valve may result in a Slide Bump, Harsh Shift,
or dragging shifts.
E4OD Line Pressure

Modulator Valve and
Sleeve

FORD 85
AX4N
Harsh 1-2 Shift
Incorrect Clutch Pack Clearance
1995-96
Forward Clutch (.040-.059) wave spring
Direct Clutch (.050-.069)
Intermediate (.050-.069) wave spring
Reverse (.038-.064) wave spring
Low-intermediate clutch (.050-.075) wave spring
1997-98
Intermediate Clutch (.050-.069) no wave spring SHO
Reverse 97 all (.038-.064) wave spring
Reverse 98 SHO (.049-.072) wave spring
Reverse 98 except SHO (.040-.063) wave spring
1999
Intermediate (.050-.069) no wave spring SHO
Reverse Clutch SHO (.050-.072) wave spring
Reverse Clutch except SHO (.040-.063) wave spring
Low-intermediate Clutch (.050-.075) wave spring
2000-03
Intermediate Clutch (.050-.069) wave spring
Reverse Clutch (.050-.072) wave spring
86 FORD
AX4N
Harsh 4-3 Downshift
Wrong Seperator Plate
Many times the wrong seperator plate may be changed inenvertantly. Pay
close attention to the O/D Servo exhaust orifice size, these sizes are not all the
same.
00.095”
Exahuast orifice from the

O/D Servo
00.218”

FORD 87
AX4N
Check Ball and Relief valve
Locations
The locations of the check balls haven’t changed over the years, however the
springs have gone through some changes. Listed on the previous page are the
spring sizes and weights.
Modulator
Check
Valve and
Solenoid
Regulator
TCC
Modulator
Manual Low Check
Relief Valve Valve and
and Cooler Drainback

88 FORD
AX4N
2001-On Check Ball and Relief Valve
Location
Modulator Modulator
Manual Low Check Check
Relief Valve Valve and Valve and
and Cooler Drainback Solenoid Spring
Bypass Spring Spring Regulator TCC
Fliter Fliter
Spring Weight Spring Weight

1.00 lbs. 1.75 lbs.
Spring Weight
Spring size Spring size
7.00 lbs.
.754” in .673” in
Spring size
.634” in

FORD 89
AX4N
Check Ball Location
Direct Clutch Circuit

90 FORD
CD4E
No Movement After Overhaul
High Pressure caused by excessive clearance in the pressure regulator bore is
causing the pump shaft to twist.
Pump Shaft
Converter end of the shaft

FORD 91
CD4E
Valve Body Mismatch
The Seperator plate can be an easy identification tool when interchanging the
valve bodies. The location of the Forward feed hole is much larger on the 98’ and
later valve bodies.
98’ and later

0.120” With Wave plate
in FWD clutch
94’-98’ Models
0.090” No Wave plate
in FWD clutch

92 FORD
CD4E
Valve Body Interchange
A wrong gear start from a stop or fourth gear in manual low condition may
ocur if the valve body was replaced with the wrong valve body. Early, 1994-’97 and
Late (1998-on) valve bodies can be identified by the Pull-In valve assembly and are
not interchangeable? They must match vehicle.

FORD 93
CD4E
Valve Body Interchange with Harsh
Forward Engagement or 3-4 Bind
Forward clutch assemblies with a wave plate are intended for use on later
style valve bodies with the larger Forward feed orfice. Forward clutch assemblies
without the wave plate are intended for use on earlier style valve bodies with the
small forward feed orfice. If the Earlier style Drum assembly is installed to a Late
model vehicle a harsh Froward engagement may be felt. This is due toe the large
feed hole in the Seperator plate assembly.
EARLY 94-97 LATE 98-on

94 FORD
CD4E
1st 2nd
Design Design
W/ W/
shallow deep
dish dish
1st
Design
0.315”
2nd
Design
0.400”

FORD 95
CD4E
1st Design 0.200”

Shallow Dish
2nd Design 0.310”

Deep Dish
1st Design 0.595”

Shallow Dish
2nd Design 0.680”

Deep Dish

96 FORD
CD4E
A 3-4 Bind may be caused the Clearance of the Coast Clutch being incorrect.
Install the coast clutch piston into the forward piston, then stack 2 coast clutch
steels, 2 frictions and the forward apply plate on top. Clearance should be around
0.050” in.
Other causes of this may be:
Forward Sprag (seized or wrong rotaion)

Cracked Forward piston
Crossleaks into the Coast Clutch

FORD 97
CD4E
Drives Forward in Nuetral, Binds in
Reverse
After rebuild, when hot car drives forward in Neutral and binds in Reverse.
This problem occurs after a Forward/Direct drum has been replaced. Care needs
to be taken when replacing the forward/direct clutch drum. Make sure that the
piston slides into the drum bore with a top clearance (top of drum bore for outer
seal) of at least .010 or more. Always feel outer seal riding surface for being
smooth. If it appears that the top area of the drum where the seal rides is bal-
looned inward and not a true straight flat surface, do not use this drum as it will
swell when hot locking the forward piston from returning to its relaxed position.
This creates a mechanical bind on the piston not releasing the forward clutches
Make sure the Piston

can sit in the Drum
with a .010” feeler
gauge
Look at the Ridges in

the Drum and Piston
surface area

98 FORD
CD4E
Ratio Error Codes P0732, P0733, etc.
Turbine Speed Sensor Application
Some of the most troublesome codes to deal with are ratio error codes. These
codes can be caused by a number of different concerns:
Poor Line Pressure
Sliping Clutches
Bad Solenoids
Wrong Fluid
Bad Input from Engine Sensor
Ignition Noise or Alternator Noise entering the VSS signal
Make sure you have the correct Turbine Speed sensor on the transaxle, the
older sensors have a much broder range of voltage then the new sensors.
1S7Z-7M101-KA F7RZ-7M101-KA

FORD 99
CD4E
Pump Shaft Identification
Pump, Converter, Engine Damage
It is very important to make sure you use the correct pump shaft and input
shaft for the correct application. Mismatching the Input or Pump shafts may cause
damage to the Pump, Crank Shaft Thrust Bearing, Converter and other internal
parts.
The Shafts are different in length between the 4Cyl. and 6Cyl. engines.
4 Cylinder 14.00”
4 Cyl
4 Cylinder 8.25”
6 Cylinder 9.00”
6 Cyl
6 Cylinder 14.75”
100 FORD
CD4E
Fluid Leaks Out Of The Dipstck
Tube
The most common cause of this problem is the Chain cover not properly as-
sembled. The chain cover has Four (4) snaps that connect to the shield. This sheild
is typically misplaced or not installed at all.

FORD 101
CD4E
Proper Sprag Rotation
No Forward movement or Binds in fourth can be caused by the Forward sprag
damaged or incorectly installed
Race freewheels counter-clockwise while holding the sun

gear stationary

102 FORD
F4E-III
Clutch and Band Application

FORD 103
F4E-III
Pressure Specifications
Line Pressure, (psi) Line Pressure, (psi)

Range P, (D), D, L R
Idle (62-81) (110-120)
Stall Speed (140-152) (217-248)

104 FORD
F4E-III
Solenoid Firing Order

FORD 105
F4E-III
Solenoid Failure Chart

106 FORD
F4E-III

FORD 107
F4E-III
Solenoid Specifications
1-2 Solenoid
EPC Solenoid
3-4 Solenoid TCC

Solenoid
2-3 Solenoid

108 FORD
F4E-III
High / Low Pressure
High Pressure caused by Pressure Regulator bore wear.
High pressure
check these
areas for wear
Low Pressure
check these
ares for wear

FORD 109
F4E-III
No Movement in all Gears after
Rebuild
Typically caused by a damaged Pressure Regulator circuit, this problem is
usually assosiated with a plant failure. During your rebuild proceedure make sure
the Pressure Regulator Valve assembly is not damaged. A damaged PR Valve can
create high line pressure, this can cuase no cooler flow resulting no movement.

110 FORD
F4E-III
Ratio Codes
Ratio codes can be very difficult to diagnose because of the many different
components that can cause this problem. Diagnostic Trouble Codes P0781, P0782,
P0783, P1731, P1732, P1733 indicate incorect ratios and no specific gear. In order
for these codes to set, the problem has to happen four times consecutivly. Diag-
nostic Trouble Codes P0741 or P1728 are also ratio codes that can be percieved as
only torque converter codes. In order for these codes to set the problem has to
happen five times consecutively. Here are some of the items to look at when diag-
nosing Ratio Codes:
Fluid Pump
Filter
Valve Body Wear
Seals
Drums
Speed Sensors
Accumulators

FORD 111
F4E-III
Ratio Codes (Continued)
Pump
The front pump support and gear provides the volume of fluid required to
charge the torque converter, main control valve body, cooling system, lubrication
system, and hydraulic apply devices. The front pump support and gear is shaft
driven by the torque converter cover. The sideclearance should be no more then
.002, .0015 or less is prefered.
Check pump
areas closely
for damage

112 FORD
F4E-III
Filter
If a transmission repair is being perfromed for a contamination-related failure,

always use a new filter and grommet. Many people think that simply cleaning a
screen filter will work, but this is not always the case. Small particles can become
logged in the screen and restrict flow, causing slips, and ratio errors.

FORD 113
F4E-III
Valve Body Wear
The valve body consists of four sections: the upper control valve body, main
control valve body, premain control valve body, and the lower control valve body.
The main control valve body also contains the electronic pressure control solenoid.
Wear in the 1-2 shift valve can cause a ratio code simply by not stoking prop-
erly and slowing down the timing the PCM is expecting.
Solenoid
Regulator Manual
valve valve
3-4 Shift PR and

valve Boost
Low valve
Reducing
valve
1-2 Shift
valve
114 FORD
F4E-III
Seals and Drums
A bad seal or drum can be a difficult problem to diagnose. Some areas to look
at are the sealing surfaces of the piston and drum assembly. A slipping Forward
clutch can cause sluggish engagements into Drive. Here again knowing what’s
applied will help you diagnosis this unit quickly.

FORD 115
F4E-III
Speed Sensors
The vehicle speed sensor (VSS) is located above the differential on the trans-
mission case. The VSS rotates a cable and the instrument cluster generates a DC
signal and sends the signal to the PCM, in some cases the VSS generates the
signal to the PCM. The TSS sensor provides converter turbine shaft speed informa-
tion for torque converter clutch (TCC) control strategy. The information is also
used in determining static electronic pressure control (EPC) pressure setting dur-
ing shifts. The values below are approximate, the important point is that the fre-
quency rise is linear and smooth.
Failure: All or some shifts missing, erratic shift pattern, Stall when put
into gear, late/early shift speeds,no TCC, Erratic pressure rise.
80mph-170 Hz +/-
60mph-130 Hz +/-
30mph- 75 Hz +/-
15mph- 40 Hz +/-
00mph- 00 Hz +/-
VSS 150-250 ohms TSS 150-250 ohms

116 FORD
F4E-III
Accumulators
Accumulators — 1-2
RED
Spring
Length 3.425
Diameter 0.630
Coil 0.080
Accumulators — 2-3
GREEN
Outer Length 2.729

Outer Diameter 0.580
Outer Coil 0.078
Inner Length 2.665

Inner Diameter 0.396
Inner Coil 0.052

FORD 117
F4E-III
Accumulators — N-D
GREEN
Outer Length 2.954

Outer Coil 0.062
Inner Length 2.802

Inner Coil 0.047
Accumulators — N-R
BLUE
Outer Length 4.134

Outer Coil 0.066
Inner Length 3.657

Inner Coil 0.050

118 FORD
F4E-III
Accumulator Reference
N-D Accumulator N-R Accumulator

(Green) (Blue)
1-2 Accumulator
(Red)
2-3 Accumulator
(Green)

FORD 119
F4E-III
No Line Rise W/ Good EPC
Command
No Line rise can be caused by a sticking pressure modifier valve or a dam-
aged spring. The Line Pressure Modulator Valve is responsible for modulating the
EPC pressure and distributing it to the appropriate valves.
Check the valve for scoring and make sure the valve bore is clean
of debris.

120 FORD
F4E-III
After Rebuild, Slipping 2nd and 4th,
No 2nd and 4th
The Orifice size

is .020” in
Always take the time

to remove the servo
apply orifice.

FORD 121
F4E-III
Jump Testing the Transmission

122 FORD
F4E-III
Jump Testing the Transmission
F4E-lll connector assembly veiwed from the terminal side.
+ #7 indicates TCC

FORD 123
4F27E
Servo Seal Damaged
It is important to install the Servo seal to the Valvebody correctly make sure
there are no tears in the lip of the seal and that there is no knicks on the
Valvebody seal surface. Make sure you torque the Valvebody to specifications and
air check the unit after. A loose valve body can cause the seals to tear from the oil
pressure passing the feed.
Torque Valve Body

to 80 lb-in.

124 FORD
4F27E
Final Drive Gear Set
A reprogram is availible for the PCM (Powertrain Control Module) to accept an
ealier gearset in a late vehicle. In Ealy 2002 Ford introduced a reprogram for this
interchange.
If the transaxle has a part number on it that starts with an X for the year
2000 (ex:XS4P) it contains the older gear set. Transaxles with part numbers that
begin with 1 for the year 2001 (ex: 1S4P) it contains a newer gear set.
To identify the correct reprogram locte the tear tag on the door and match the
tag number with the following chart.
The early output gear has 87 teeth and the transfer gear has 83
teeth
The late output gear has 59 teeth and the new transfer gear has
57 teeth.
Transfer Output
Gear Gear

FORD 125
4F27E
Final Drive Gear Set

126 FORD
4F27E
2 / 4 Band Adjustment
Band adjustment is crucial during a rebuild. Many times a repeat failure of
the band will occur because the specified bolt was not installed. This tool can be
purchased from the after market.
OTC# 307-416

FORD 127
4F27E
When an adjustment is necessary be sure to follow the procedure listed below:
Tighten the band select gauge tool to 45 lb-in
Back out the gauge 3 ½ turns
Holding the tool bolt in position, lightly seat the nut and washer
against the transaxle case
Remove the tool without changing the position of the nut on the
bolt

128 FORD
4F27E
Compair the 2/4 band anchor bolt with the measurement tool
If the adjustment is off use the chart to verify the correct pin

FORD 129
4R44/55E and 5R44/55E

Low Line Pressure at WOT, Slipping
Explorer, Ranger, Aerostar, Mountaineer
Low line pressure at WOT, seperator plate gasket blown, erratic EPC pressure
are some common problems with 1995 -2002 4R and 5R series transmissions.
Some other complaits may be:
No Line Rise at WOT
No 2nd Gear
No 3rd Gear
No engine breaking in Manual 1
Slipping shifts and/or delayed engagements
DTCs P0732, P0733, or P1762 may be present
The seperastor plate orifice sizing has been changed to repair this problem, a
new Seperator plate is now availible from Ford. In some cases due to heavy con-
tamination the Valve Body will need to be replaced if there isn’t a heavy amount
debris in the pan refer to chart for specific seperator part number.If it is
determaned the valve body needs replacing refer to chart on the opposite page.

130 FORD
4R44/55E and 5R44/55E

Low line Pressure at WOT
When replacing the separator plate and EPC blow off plug, remove and discard
the old solid plug and clip assembly. The new plug has a check valve in the plug
that allows excessively high EPC oil pressure to escape without damaging the
valve body or other internal complaints.
Old Plug
New Plug W/
Blow Off
Remove and
discard these
parts

FORD 131
4R44/55E and 5R44/55E


132 FORD
4R44/55E and 5R44/55E


FORD 133
5R55N
Clutch and Band Application
A=Applied
ANE=Applied but Not Effected

134 FORD
5R55N
Sprag Application

FORD 135
5R55N
Pressure Specification
Main Line Tap

136 FORD
5R55N
Alternate Main
Line Tap

FORD 137
5R55N
Soleniod Application Chart
* Failsafe for this unit is Fourth, Second and Reverse

138 FORD
5R55N
1=Manual 1=Manual
1=Manual 1=Manual

FORD 139
5R55N
1=Manual
1=Manual

140 FORD
5R55N
Pressure Control Solenoid Failure
1=Manual 1=Manual

FORD 141
5R55N
Pressure Control Solenoid Failure
1=Manual
142 FORD
5R55N
Intermediate Sprag Rotation
A damaged intermediate sprag will cause a bind in third and fourth or no third
or fourth condition.
ROTATES CLOCKWISE
HOLD
ROTATE

FORD 143
4R70W
Solenoid Codes P0750, P0751, etc.
and/or Erratic Shifting
Intermittent TCIL flashing may be caused by the internal solenoid hard shell
harness being distroted or not being fully seated between the solenoid and the
harness.
Check the Mating Surfaces
This Pin is
damaged

144 FORD
4R70W
Downshifts at High Speeds
This problem is usually caused by the Manual Lever Position Sensor/Trans-

mission Range Sensor voltage rising because of a bad ground or damaged MLP
sensor making the PCM believe the transmission was manually downshifted. To
verify this concern monitor the MLP/TR sensor on the scanner or at the sensor
signal pin. If voltage changes during the drive or when road shock is applied make
sure the concetions and wiring is good , then replace the sensor.
Typical Pin Identification

57=Ground
359=Signal Return
199=MLP to PCM
463=Nuetral Sense (4X4)
32=Starter Circuit
298=Fused Accy Feed
140=Backup Lamp
33=Starter Circuit

FORD 145
4R70W
Downshifts at High Speeds
There are a few differances between the TransmissionRange sensor and the
Manual Lever Position Sensor. The TR sensor refers to four pins at the PCM, where
as the MLP refers only to one pin at the PCM.

146 FORD
4R70W
Repeat Intermediate Diode Failure
Typically caused by flooding solenoids this problem can give you trouble if not
diagnosed completely. The Diode sprag is considerably stronger then the older
roller one-way clutches, however the cause is still the same. During a forced down
shift from 4-2, SS1 and SS2 are commanded OFF. If the solenoids are worn or
inoperative they don’t exhaust properly causeing the solenoids to flood and hold
the 3-4 valve in its 4th gear position (no Forward clutch fill). Because the PCM
command for second gear happens the 2-3 shift valve is stroked to the 2nd gear
position and the 3-4 shift valve is held up in the 4th gear position, this causes the
feel of Nuetral, O/D Band applied, direct clutch applied, no intermediate, no
forward. When this happens the customer or technician removes his/her foot from
the accelerator the line pressure drops and the intermediate clutches catch. When
this happens the Sprag is hammered and wear or breakage occurs.

FORD 147
4R100
2nd Gear slips or No 2nd
The common cause for this problem is duability of the Intermediate Diode
sprag. A new drum and sprag assembly was introduced last year in ATRA Bulletin
#642. When a replacemnet is necessary you may need to replace the piston and
return spring also. The new Drum deletes the thrust washer assemly and has a
smaller piston travel area.
Part #’s
E9TZ-7A089-B .................................. Intermaediate sprag
1C3Z-7B164-BA ............................... Clutch Plates
YC3Z-7D044-AA ............................... 4 Plate Drum 5.4L and 6.8L
YC3Z-7D044-BA ............................... 5 Plate Drum 7.3L only
F3TZ-7G401-AA ............................... Thrust Washer#7

148 FORD
4R100
Intermediate Clutches Burnt
A common failure of the Intermediate clutch is almost always caused by lack
of feed oil to the piston, typically due to case damage, one modification you can do
is install a rubber gasket/seal around the feed hole of the Inermediate clutch
drum. There are a few things your going to need to do before this repair.
Parts needed:
1 = PC 7/32” 16 mml oil resistant hose
1 = Razor Blade
1 = C6 Direct Clutch Return Spring

FORD 149
4R100
Seat hose at
the bottom
of the
channel
case
With hose extended

through case, trim it with
the razor blade.
Make sure it is flush

against the case.

150 FORD
4R100
Cut specification Spring specification
Should be less then a 1/8 of an inch above the seperator plate

FORD 151
4R100
No/Slipping Reverse, No/Slipping
Manual Low
A No Reverse or Manual low condition can be caused by the Low/Reverse
plate bolts being too long and bottoming out in the case. Signs of this are evident
when initial inspection shows the tip of the bolt and the bottom of the case having
signs of damage
Discard these types of

bolts. Install thread-
only bolts.

152 FORD
4R100
Vehicle Speed Sensor Input when
Vehicle is Stationary
An erratic 1-2 upshift or 2-1 downshift may be caused by a VSS input while
the vehicle is stationary. Monitor the VSS on you scanner, if the scanner shows a
VSS signal with the KEY ON and the ENGINE OFF. It may be necessary to install a
jumper kit from FORD. This kit replaces the computer’s current ground wires with
a single body ground cable.
Part # 1C3Z-13N850-AA

FORD 153
4R100
To install the jumper kit:
1. Disconnect the battery negitive cable.

2. Remove the ground screw from under the dash.
(Left side of the brake pedel)
3. Drill a 6mm (1/4) hole near the original ground screw location and clean
to bare metal. (make sure you can attatch a nut behind the bolt)
4. Using a new bolt and nut attatch the original ground eyelets to the sheet
metel.

154 FORD
4R100
5. Remove the PCM connector and sheild.
6. Remove the RED locking plate from the front of the connector.
7. Remove the wires from pins 3, 23, 24, 51, 76, 77, 103.
8. Install the jumper kit to the PCM in the loctations that you removed in the
previous step.
9. Reinstall all the neccessary componets and retest the system.

FORD 155
TorqShift 5R110W
Description
The transmission features include:
six speeds.
a fully automatic transmission.
direct electronic shift control.
optional power take-off.
The main operating components include:

a torque converter clutch.
six multiple-disc friction clutches.
two mechanical diode one-way clutches (OWC).
three planetary gear sets.

156 FORD
5R110W
Clutch Application Chart
(a) Commanded pressures

viewed on scanner
(c) 30 psi until 3 mph
(d) Clutch applied through

the manual valve

FORD 157
5R110W
Clutch Application Chart

158 FORD
5R110W
Pressure can be measured at the main line tap on the drivers side of the
transmisison. All of the other pressures are going to be monitered using your
scanner.

FORD 159
5R110W

160 FORD
5R110W
Solenoid Specification Chart
1 PC-A 4.7 ohms +/- (line pressure)
2 TCC 4.7 ohms +/- (torque converter clutch)
3 SSPC-B 4.7 ohms +/- (overdrive)
4 SSPC-A 4.7 ohms +/- (coast clutch)
5 SSPC-E 4.7 ohms +/- (low/reverse clutch)
6 SSPC-D 4.7 ohms+/- (direct clutch)
7 SSPC-C 4.7 ohms +/- (intermedate clutch)
8 TFT 200K ohm scale (transmission fluid temperature)
9 PS-B 0.5 ohm +/- (overdrive pressure switch)
10 PS-A 0.5 ohm +/- (coast clutch pressure switch)
11 PS-E 0.5 ohm +/- (low/reverse pressure switch)
12 PS-D 0.5 ohm +/- (direct clutch pressure switch)
13 PS-C 0.5 ohm +/- (intermediate clutch pressure switch)
14 TR-P (transmission range sensor) not shown here

FORD 161
5R110W
Solenoid Specification Chart
11 12
5 6 7
10
13
4 3 2 1
9 8
162 FORD
5R110W
Valve Body Wiring
Connector
shown from the
valve body
connector side

FORD 163
5R110W
Valve Body Wiring

164 FORD
Mazda to Ford Conversion

Sometimes, you won’t be able to scan Mazda vehicles with the 4R/5R series
transmissions using Mazda ID from the VIN. If you run into this, enter your scan
tool data as if you were working on a Ford vehicle. This chart will help you with
the conversion.

FORD 165
NOTES:

166 FORD
NOTES:

CHRYSLER 167

168 CHRYSLER
Chrysler Contents
31TH 413, 670, 727, 904,
Delayed Engagement ................ 170 RH and RE Units
41TE and 42LE Proper Regulator Valve

1999-up Transmission Adjustments ............................. 188
Range Sensor Kit ...................... 171
Proper Throttle Valve
Speed Sensor Faults ................. 173 Adjustments ............................. 189
Cooler Line Splice Kit ............... 174 Pressure Regulator Valve

and T.V. Valve Adjustment
Auxiliary Differential Vent ........ 175 Tool .......................................... 190
No Response From TCM ............ 176 42, 44, 46, 47, RH and RE
Erroneous Body Control Throttle Valve Cable

Module Codes ........................... 177 Adjustment .............................. 191
45RFE
Transmission Quality
Enhancments ........................... 178
47RE
Harsh Engagements When
The TCC is Applied ................... 179
Erratic TCC operation ............... 182
Delayed Upshift, No TCC

Engagements 30-50 MPH .......... 183
Buzz, Whine, Moaning Noises ... 184
Front and Rear Band

Adjusments .............................. 185

CHRYSLER 169

170 CHRYSLER
31th
Delayed Engagement
Some 2000 Dodge (NS) Caravan, Plymouth (NS) Voyager, Dodge (PL) Neon,
Plymouth (PL) Neon, Dodge (P2) Neon (Export Market), Plymouth (P2) Neon (Export
Market) vehicles may exhibit intermittent delayed transaxle engagement of greater
than 30 seconds on an initial cold start in –1°C (30°F) or colder temperatures. This
may be due to interference between the front pump assembly and transaxle case.
Here are a few things to check before the replacement of the pump.
Make sure the fluid level correct?
Make sure linkage adjustment correct?
Does delay occur in both Drive & Reverse?
Does delay occur in –1°C (30°F) or colder weather?

Does transaxle engage when RPM is raised?
Does transaxle engage properly after the initial cold delay?
If the answers to the above questions were YES, the most likely cause of the
condition is due to interference between the pump housing and the transaxle case.
Perform the following Repair Procedure. If the answers were NO, further diagnosis
will be required to determine the cause of the condition.
Parts Required
Qty. Part Number Description
1 05016410AB Pump Assembly
1 04269661AB Pump Gasket
Note: This information applies to models equipped with a 31th

transaxle built between July 21, 1999 and February 3, 2000 (MDH
072100 and 0203XX). The transaxle date numbers involved are
between 3872 to 4058 (10,000-day calendar) and 0010 to 0340
(Julian date code).

CHRYSLER 171
41TE and 42LE

1999-up Transmission Range Sensor
harness kits
A new Transmission Range Sensor (TRS) was designed for the 1999 model year
transaxles. The outside diameter of the pass through connector was increased as
well as the terminals being changed from a pin type to a blade type. Early model
1999 vehicles were built with 1998 style transaxles and used a jumper harness.
The jumper harness converted the 1999 vehicle harness to accept the 1998
transaxle TRS connector. These vehicles can accept the 1999 transaxle by simply
removing the jumper harness. When installing a 1999 transaxle into a 1998 and
prior vehicle a replacement harness must be installed.

172 CHRYSLER
41TE and 42LE

1999-up Transmission Range Sensor
harness kits
Important: The replacement harness wire colors may not match the wire
colors on the vehicle. Use the figure below and only change one wire at a time.
Part # 05014473AA….41TE Splice Kit (Modifies 1998 and earlier vehicle TRS
harness to be compatible with a 1999 transaxle)
Part # 05014474AA….42LE Splice Kit (Modifies 1998 and earlier vehicle TRS
harness to be compatible with a 1999 transaxle)
41TE 42LE
KIT # 05014473AA KIT # 05014474AA

CHRYSLER 173
41TE and 42LE

Speed Sensor faults and/or Ratio
concerns
The input and output speed sensor supplier was changed for the 1998 model
year 42LE and on August 8, 1998 for the 41TE. The terminal positions are slightly
different between the new and old sensors. When a new speed sensor is installed
on an early vehicle the terminals may spread resulting in a poor contact. Intermit-
tent loss of speed sensor signals, ratio errors and cruise control complaints may
occur. Any time a speed sensor is changed in an early vehicle the connector should
also be updated.
Part # 05014471AA Part # 05014469AA

Output Speed Sensor Input Speed Sensor
connector kit connector kit

174 CHRYSLER
41TE
Transaxle Cooler Line Splice Kit
Application: Chrysler (JR) Sebring, Sebring Convertible, Dodge (JR) Stratus
Sedan, Plymouth (PL) Neon, Chrysler (PT) PT Cruiser, Chrysler (RG) Voyager (In-
ternational Market), Chrysler (RS) Town & Country, Voyager, and Dodge (RS)
Caravans
A connector kit has been released to make transaxle cooler line service easier.
This kit should be installed whenever a service is performed that requires cooler
line removal from the transaxle. This will make the lines easy to remove and install
should service be required at a later time. An instruction sheet is included with
each kit that details installation procedures.
Parts Required
1 05016918AA Kit, Transmission Cooler Line Connector
Cut and remove Hose
Install new connectors

and reinstall hose

CHRYSLER 175
41TE
Auxiliary Differential Vent
An auxiliary vent tube assembly has been released for service on 1993-2000
Chrysler (LH) Concorde, LHS, New Yorker, 300M, 1993-2000 Dodge (LH) Intrepid,
1993-2000 Eagle (LH) Vision, and 1997-2000 Plymouth (PR) Prowler to provide
improved differential case venting. In cold climate areas, under certain driving
conditions, pressure can build up in the differential case forcing fluid out through
the primary vent tube at the top of the differential. Fluid can collect on the top of
the differential case and/or drip to the ground.
Parts Required
1 05011589AA Vent Tube Assembly Kit
1) Clean all fluid from the differential case.

2) Drain the differential fluid by removing the differential drain and fill plugs.
3) Install the differential drain plug. Tighten to 7 N.m (60 in-lbs.).
4) Fill the differential with 32 ounces of Mopar 75W-90 Gear Lubricant, P/N
04549624.
5) Install the revised differential fill plug from the vent tube kit.
6) Install the new vent tube assembly into fill plug and orient the tube between
ribs on the differential cover.
Note: Be sure vent tube is not contacting any metal surfaces on differential
cover.

176 CHRYSLER
41TE/AE, 42LE
No Response From TCM When
Using Generic Scan Tools
2000 Chrysler (GS) Voyager (European Market), Chrysler (JA) Cirrus, Dodge
(JA) Stratus, Plymouth (JA) Breeze, Chrysler (JX) Sebring Convertible, Chrysler
(NS) Town & Country, Dodge (NS) Caravan, Plymouth (NS) Voyager, Plymouth (PR)
Powler built prior to the dates in the above table may not respond properly to
diagnostic requests from some aftermarket generic scan tools. In these cases, the
aftermarket generic scan tool may indicate that the Transmission Control Module
(TCM) is not responding. This may lead to unnecessary diagnostic procedures and
or replacement of good TCM’s.
Parts Required
1 04669020 Label, Authorized Software Update
1 04275086 Label, Authorized Modification
This involves selectively erasing and reprogramming the Transmission Control

Module (TCM) with new software.
Note: This information applies to vehicles equipped with a

41TE/AE or 42LE automatic transaxle built prior to the following
dates:

CHRYSLER 177
41TE
Erroneous Body Control Module
Diagnostic Trouble Code
Town & Country, Caravan, and Voyager units with 41TE transaxles may ex-
hibit erroneous body module codes caused by the PRNDL switch. Determine if
each PRNDL indicators in the dash turn on when the ignition is turned on for
about 10 seconds (illuminated at the same time). After 10 seconds they should go
out. If all PRNDL indicators DO NOT become boxed at the same time, the DTC is
erroneous and the DTC should be cleared, it is not necessary to replace the BCM.
Note: Chrysler has not received any reports of this DTC being set by an actual
failure in the PRNDL system.

178 CHRYSLER
45RFE
Transmission Quality Enhancements
for the 1-2, 2-3, and 4-3 Shifts
Some 2000 Dodge Dakota, Durango 1999-2000 Jeep Grand Cherokee vehicles
equipped with a 45RFE transmission may experience the following shift quality
issues:
A harsh 2-3 upshift causing a powertrain clunk or shudder when

accelerating.
A harsh 1-2 upshift during light or wide open throttle conditions.
A harsh 4-3 kickdown shift during low speed, light throttle conditions.
The revision of the TCM software addresses the above shift quality conditions
for all vehicles, and adds a final gear ratio to the Grand Cherokee transmission
only.
Note: This applies to vehicles equipped with a 4.7L engine and

a 45RFE automatic transmission built before August 16, 1999
(MDH 081600).
This involves selectively erasing and reprogramming the Dakota, the Durango,
or the Grand Cherokee Transmission Control Module or TCM (with calibration
99Ver9.0, 00Ver8.5, or 00Ver9.0). And reprogramming the Grand Cherokee
Powertrain Control Module or PCM (with calibration 99Call9A or 00Call6A).

CHRYSLER 179
47RE
Harsh Engagement When the TCC is
Applied
Some 2000-2001 Dodge Ram Truck owners may complain that their transmis-
sion exhibits a harsh engagement. This harsh engagement will occur when the
transmission is in or enters 3rd gear or overdrive (O/D). The customer may not be
able to determine whether the harsh engagement is the result of a gearshift or is
the result of a torque converter clutch (TCC ) engagement.
Determine if the harsh engagement is the result of the transmission torque

converter clutch engagement. The following steps are recommended.
1)Verify that the transmission fluid level is correct and that the transmission
throttle cable is properly adjusted.
2)Drive the vehicle at a constant speed between 28 to 31 KM/H (45 to 50

MPH).
3)Make sure that the transmission is in O/D and the TCC is locked-up. If
necessary, the DRB III may be used to create a custom monitor to display the
needed transmission states.
4)While maintaining a constant speed, lift your foot off of the accelerator pedal
and then reapply the accelerator pedal, but with a deeper (wider) throttle position
while still maintaining O/D. The transmission should not be allowed to shift out of
O/D during this maneuver, but the maneuver should cause the TCC to tempo-
rarily disengage.
Note: This applies to vehicles equipped with an 8.0L gasoline

engine and a 47RE automatic transmission built between Septem-
ber 15, 1999 and August 14, 2000 (MDH 091500 to 081400).

180 CHRYSLER
47RE
Applied (continued)
5) Allow the vehicle to accelerate until TCC engagement occurs. Note if the
TCC engagement is harsh.
6) Steps 2 through 5 may need to be repeated several times to verify TCC

engagement.
7) If a harsh engagement is noted during TCC lock-up, then perform the

REPAIR PROCEDURE.
8) If a harsh engagement is not observed during TCC engagement, or if a

harsh engagement occurs during the 2-3 or the 3-O/D shift, then additional
diagnosis is required.
Parts Required
1 52118048AB Plate, Valve Body Upper Housing Separator
1 02464324AB Gasket, Transmission Oil Pan
AR (10) 05010124AA ATF-3, Transmission Oil Type 7176 (2000
M.Y.)
AR (10) 05013457AA ATF+4, Transmission Oil Type 9602 (2001
M.Y.)

CHRYSLER 181
47RE
Applied (continued)
1)Inspect the new separator plate P/N 52118048AB. The correct plate will
have a 3mm (0.118 inch) wide slot at the torque converter clutch lock-up vent
circuit.
Note: The slot in the seperator plate shown below should be

approximately 3 mm (0.118 in) wide. Wider slots, althought they
provide for a quicker TCC apply may make this probmel worse..

182 CHRYSLER
5.9L Diesel
Erratic Torque Converter Clutch
Some 1998-99 Dodge (BR/BE) Ram Trucks may experience a surge like condi-
tion while in 4th gear. This may be caused by the Torque Converter Clutch (TCC)
unlocking and locking when it should be consistently locked. The cause of this
erratic operation has been identified as electrical noise from the Throttle Position
Sensor (TPS) or Alternator.
Drive the vehicle with a helper monitoring the PCM. Warm the engine and
verify the transmission fluid temperature is greater than 32°F and consistent.
Operate the vehicle with an output shaft speed greater than 2200 rpm. Verify that
the brake switch shows a released status that is consistent and verify the park/
neutral status reads D/R and is consistent. While keeping the output shaft speed
above 2200 rpm, hold the throttle so the TPS reads 1 volt. Monitor the TC clutch
status, it should be consistently locked. If the TC clutch status shows unlocking /
locking, look to see if the TPS volts are fluctuating by 0.2 volts or more. If the
conditions are met, perform the REPAIR PROCEDURE. If a surge like condition is
felt but the above test does not confirm the TCC unlocking/locking occurrence,
further diagnosis and testing will be required.
This involves selectively erasing and reprogramming the Powertrain Control

Module (PCM) with new software (calibration changes 98call2 & 99call4).
Note: This information applies to vehicles equipped with a

5.9L 24 valve diesel engine and automatic transmission built be-
tween January 1, 1998 and December 18, 1998 (MDH 010198 &
121898).

CHRYSLER 183
47RE
Delayed Upshift/No TCC
Engagement 30-50 MPH
Some 1999-2000 Dodge (BR/BE) Ram Trucks may experience a condition
where the transmission may seem to have a delayed 3-4 upshift, while moderately
accelerating from 30-50 MPH (48 to 80 KM/H). The customer may also note high
engine rpm’s while operating in 3rd or 4th gear. This condition may be caused by a
delay in the engagement of the transmission torque converter clutch (torque con-
verter lockup).
This involves the replacement of the transmission valve body upper housing
separator plate.
Note: This applies to vehicles equipped with a federal market

(NAA) 5.9L – 24V diesel engine and built between March 2, 1999
(MDH 030299) and October 1, 1999 (MDH 100199).

184 CHRYSLER
42/44/46/47/ RE and RH
“Buzz”, “Whining”, or “Moaning”
Some vehicles may exhibit an intermittent noise from the transmission when
reverse gear is selected. This noise has been described as a buzz, whining, or
moaning like noise. The noise is most noticeable when transmission fluid tempera-
ture is below 38º C (100º F). This condition is caused by a resonance of the trans-
mission regulator valve system. Other items that can cause this are: Air in valve
system or out of the internal parts. Possible cracked pump housing, a torn pump
gasket, an under filled transmission, restricted filter or cooler flow, or an out of
specification valve and or valve body. Mostly affected transmissions built after Aug
1,1995
Updated (STEEL) Pressure Regulator Valve:
Part # 04130169

CHRYSLER 185
42RE thru 47RE

Front & Rear Band Adjustments
It is important to note that Band Adjustments vary from unit to unit, from
year to year. Refer to the chart below to know what the band adjustment is for
each of these units. Harsh 1-2, and or Slide Bump on 1-2 shifts as well as reverse
engagements problems may occur if this adjustment is done incorrectly. In adjust-
ing, torque the ancor to 72 in lbs and back off number of turns listed.

186 CHRYSLER
42RE thru 47RE

1994 – 1995 Jeep Cherokee 42RE 1997
Front Band: 46RE
72 in lbs. Back off 3 5/8 turns Front Band:
Rear Band: 72 in lbs. back off 2 7/8 turns
72 in lbs. Back off 4 turns Rear Band:
72 in lbs. back off 2 turns
1996 (Jeep and Dodge line)
42RE – 44RE 47RE
Front Band: Front Band:
72 in lbs. back off 2 7/8 72 in lbs. back off 1 7/8 turns
Rear Band: Rear Band:
72 in lbs. back off 2 turns 72 in lbs. back off 3 turns
46RE – 47RE 1998 (Jeep and Dodge line)

Front Band: 42RE
72 in lbs. back off 2 7/8 turns Front Band:
Rear Band: 72 in lbs. back off 3 5/8 turns
72 in lbs. back off 2 turns Rear Band:
42RE 44RE
72 in lbs. back off 3 5/8 turns 72 in lbs. back off 2 ¼ turns
44RE
Front Band:
72 in lbs. back off 2 ¼ turns
Rear Band:

CHRYSLER 187
42RE thru 47RE

1999 2000
44RE 46RE
72 in lbs. back off 2 ¼ turns 72 in lbs. back off 2 7/8 turns
46RE 47RE
72 in lbs. back off 2 7/8 turns 72 in lbs. back off 1 7/8
47 RE 2001 (Jeep and Dodge)

Front Band: 42RE
72 in lbs. back off 1 7/8 turns Front Band:
Rear Band: 72 in lbs. back off 3 turns
72 in lbs. back off 3 turns Rear Band:
72 in lbs. back off 4 turns2
42RE 44 RE
72 in lbs. back off 3 turns 72 in lbs. back off 1 7/8 turns
46RE
42RE
Front band:
Front Band:
72 in lbs. back off 2 7/8 turns
Rear Band:
Rear Band:
72 in lbs. back off 2 turns.
44RE
Front Band:
72 in lbs. back off 1 7/8 turns
Rear Band:
188 CHRYSLER
413, 670, 727, 904, RH and RE

Proper Regulator Valve adjustments
All Chrysler/Dodge units that have a T.V. controlled line rise will have the
same adjustments for both the T.V. valve circuit as well as the Pressure Regulator
valve pre-adjustment.
Pressure Regulator Valve: From the face of the valve body to the bottom of the
adjustor plate for the regulator spring the measurement is 1 5/19".
Note: The 1 5/16” setting is an approximate setting. Manufacturing tolerances
may make it necessary to vary from this dimension to obtain desired pressure.
By adjusting the screw one complete turn will change the line pressure approxi-
mately 1 2/3 psi. Counterclockwise will raise pressure – clockwise will lower
pressure.

CHRYSLER 189
413, 670, 727, 904, RH and RE

Throttle Valve adjustments
T.V. Valve Adjustment: A special tool from Miller Tools # C3763 is used to
measure the gap distance between the throttle lever and the kickdown valve. With
the tool in place, there should be no movement of the T.V. valve (valve bottomed
into its bore – no movement).
Note: The kickdown valve spring must be fully compressed and the kickdown
valve completely bottomed to obtain correct adjustment.

190 CHRYSLER
413, 670, 727, 904, RH and RE

Pressure Regulator Valve and T.V.
Valve adjustments Tool
Parts required:
1: Shouldered bolt (Minimum 1" shoulder 3/8 bolt)
1: Roll Pin (Minimum 3" long 1/8 wide)
Procedure: Cut the head and thread section off of the bolt leaving just the
shoulder section to work with. Out of the round stock that you now have in your
hands, you need to make the overall length .627 long! Carefully do this at the
grinding wheel keeping a cup of water handy so you do not burn your fingers. This
is the same measurement of the Miller tool C3763 used for the Throttle valve
adjustment. Drill through the side of the round slug with a 1/8 drill and install roll
pin with a length of at least 3" into gauge slug. Measure up from the bottom of the
roll pin 1-5/16" and file or cut into the roll pin a notch for measuring the Pressure
Regulator spring height. Now you have a tool that does both jobs so no need hunt-
ing down 2 separate tools!
Bolt
Roll Pin

CHRYSLER 191
42/44/46/47/ RH and RE
Throttle Valve Cable Adjustment
When adjusting the Throttle Cable on any Chrysler/Dodge with the 42 series
through 47 series RE and RH transmissions, the procedure is the same. The cable
must be adjusted to the minimum side of the adjustment. The throttle lever on the
transmission and the throttle plate at engine must move simultaneously. Adjust-
ment is made at throttle body. Unsnap the cable from the throttle body. The cable
end and the centering ball on the throttle body must line up together. If not, re-
lease cable snap-lock and adjust to achieve this measurement.
Note: Be sure that as the cable is pulled forward and centered

on the throttle lever stud. Due to the angle at which the cable
housing enters the spring housing, the cable housing may bind
slightly and create an incorrect adjustment
192 CHRYSLER

HONDA / ACURA 193

194 HONDA / ACURA
Honda/Acura Contents
Honda/Acura
NoTCC Lockup When Cold ...... 196
Grinds in Reverse ................... 197
Solenoid Information .............. 198
A4RA, B4RA, M4RA
Harsh Shifts and

Engagement Complaints ......... 202
Bushing Damage .................... 204

CVT
CVT Primary Information ........ 205
Start Clutch ........................... 206
Correct Gear Range ................ 207
Fail Safe ................................. 208
Retrieving Codes..................... 209
Fluid Specification .................. 210
Pressure Specifications ........... 211
Stall Speeds ........................... 213
Break in Procedure ................. 214
Noise Idling in Reverse ........... 216

HONDA / ACURA 195

196 HONDA / ACURA
Honda / Acura
TCC does not lockup during cold
weather
1996-97 Civic with A24A and Accord with AOYA or MPOA. When ambient
temperature is less than 30°F, the PCM will not allow Lockup. If the coolant tem-
perature never exceed 176°F during normal driving, replace the thermostat.

HONDA / ACURA 197
Honda / Acura
Grinds in Reverse
1998-up Prelude and Accord units with three shift solenoids and two CPC
solenoids with this concern can be caused by installing the Reverse sleeve upside-
down. Make sure that all the Reverse gears are installed correctly.
Reverse Selector
Reverse Selector Hub

198 HONDA / ACURA
Honda / Acura
Solenoid Information
97 and Later All except CVT Electrical System

HONDA / ACURA 199
Honda / Acura
1997 and Later All (except CVT)
Shift Control Solenoid Vavle

Position Gear Position
A B C
Shifting from N position ON ON ON

Stays in 1st OFF ON ON
Shifting gears between 1st and 2nd ON ON ON
D4, D3
Stays in 2nd ON ON OFF
Shifting gears between 2nd and 3rd ON OFF OFF
Stays in 3rd ON OFF ON
Shifting gears between 3rd and 4th OFF OFF ON
D4
Stays in 4th OFF OFF OFF
2 2nd ON ON OFF
1 1st OFF ON ON
Shifting from P and N position OFF ON ON
R
Stays in reverse OFF ON OFF
P Park OFF ON OFF
N Neutral OFF ON OFF

200 HONDA / ACURA
Honda / Acura
Lockup Control Valve / Shift Control Solenoid Valve A assmbly
Shift Solenoid B and C resistance (between terminals 1 and 2) = 12-25 ohms.

Note: There should be no continuity from the solenoid body to either terminal

HONDA / ACURA 201
Honda / Acura
When checking the solenoids for resistance the resistance is measured at 5
ohms from terminal to terminal. If you measure the resistance from the terminal
to the housing the resistance will read open.

202 HONDA / ACURA
A4RA, B4RA, M4RA Models

Harsh Shifts and Engagement
Complaints
A common cause for this complaint is a broken CPC valve spring. These
springs are availible through the aftermarket. The spring pressure is calibrated by
an adjustable spring seat. Record the location and number of turns while remov-
ing the spring seat.
Before disassembly it will be necessary to count the number of turns on the
spring seat plug to ensure the correct pressure.
NOTE: Before
disassembly turn the
CPC spring seat in
counting the turns in
until it bottoms out.
Simply reverse the
order during
reassembly.
Most Fall
between 3-4
Turns

HONDA / ACURA 203
A4RA, B4RA, M4RA Model

Harsh Shifts and Engagement
Complaints
O-Ring
Measure the
turns and record
for reassembly

204 HONDA / ACURA
Honda / Acura
Bushing Damage
It is very common for these models to have a bind in Reverse. This problem
may be caused by a worn bushing in the 4th clutch tube. ATRA recommends that
this bushing be replaced during overhaul.
Honda only services the bushing as part of the support shaft. However they
are availible through the aftermarket
Damaged Bushing area

HONDA / ACURA 205
Honda
CVT Preliminary Information
Honda Civic HX models starting in 1996 have been using a CVT transmission.
Its use of a metal segmented belt and variable width pulleys is similar to the
Subaru Justy ECVT.
Forward and reverse rotation is possible by the application of one of two

clutches acting on a Ravigneaux planetary assembly.
Fixed Gear Ratios

Planetary in Reverse ……….. 2.499
Secondary………………………… 1.333
Final………………………………… 4.357
Variable Forward Ratios…….. 2.466-.449

206 HONDA / ACURA
Honda
CVT Information
The START clutch couples the driven pulley to the secondary gear shaft of the
final drive gear. The START clutch is released when the vehicle is stopped. As soon
as acceleration is needed the START clutch applies. Torque from the driven pulley
is transferred to the final drive gear via the secondary gear shaft.
Park Gear
Start Clutch
Drum
Secondary
Start Clutch Drive Gear
Hub

HONDA / ACURA 207
Honda
CVT Information
In the forward range, the correct gear ratio for the vehicle is achieved by the
drive and driven pulleys. Pressure to control the width of both pulleys comes from
the Pressure High-Pressure Low (PH-PL) valve. This valve responds to control
signal oil from the Shift Control Linear Solenoid.
The PH-PL valve maintains the correct pressure between both drive and driven
pulleys. This is important to keep the belt in contact with both pulleys. At low
speeds the drive pulley narrows and the belt rides high. At high speeds the drive
pulley widens and the belt rides lower. Remember, the PH-PL valve is also making
the driven pulley width change, but opposite of the drive pulley.
When pressure in both drive and driven pulleys are equal, the belt will ride in
the middle of both pulleys and the ratio will be about 1:1.

208 HONDA / ACURA
Honda
CVT Information
Fail Safe
When the computer detects a circuit or transmission fault, the “D” light stays
on. The transmission will still drive forward and reverse. All solenoids are turned
off. The only ratio available in failsafe is the high or overdrive ratio. A Pitot tube,
located inside a “spinning trough of oil” allows the vehicle to hydraulically apply
and release the start clutch.

HONDA / ACURA 209
Honda
Retrieving Codes
Since the transmission starts out in a high ratio, the start clutch generates a
lot of heat while taking off from a stop. It’s very important to correct and clear
computer problems as the start clutch will fail under prolonged failsafe operation.
These units have been known to have erratic solenoid and valve body prob-
lems, even when no codes are present. To confirm that the unit works in failsafe,
unplug the wiring. If the unit starts out in the high range in forward and reverse,
suspect a solenoid or computer related problem. If the unit still operates errati-
cally, suspect internal pressure, valve body or clutch problems.

HONDA / ACURA 211
Honda
CVT Pressures
There are 6 pressure ports. Use the following pressure chart to confirm hy-
draulic operation. Note: in failsafe the driven pulley pressure may be above
500psi.
Pressure Port Gear Selector Accepted psi

Forward Clutch………....Drive…………………....... 203-253 @ 1,500 rpm
Reverse Brake………......Reverse…………………... 203-253 @ 1,500 rpm
Drive Pulley…………...... Neutral…………………....28-101 @ 1,500 rpm
Driven Pulley………….... Neutral…………………….218-334 @ 1,500 rpm
Lubrication……………....Neutral…………………….Above 30 @ 3,000 rpm
Reverse Brake
Pressure Tap
(Marked with “LUB”)
ATF Dipstick Start Clutch

Pressure Tap
(Marked with “SC”)
212 HONDA / ACURA
Honda
CVT Pressures
Forward Clutch Drive Pulley

Pressure Tap Pressure Tap
(Marked with ‘F’) (Marked with “DR”)
Lube Pressure Tap Driven Pulley

(Marked with “LUB”) Pressure Tap
(Marked with “DN”)

HONDA / ACURA 213
Honda
CVT Stall Speeds
A stall test can be used to detect problems in the start, forward or reverse
clutches. Follow these steps:
1.Block the front wheels and set the parking brake.

2.Make sure A/C is off and engine is at operating temperature.
3.Connect a tachometer or scan tool to read engine rpm.
4.Start engine and select D.
5.Apply brakes and fully depress accelerator. Note engine rpm.
Do not stall test transmission longer than 6-8 seconds.
6.Allow transmission to cool for 2 minutes and repeat test for S, L and R.
Stall Specifications
Gear Range Normal Accepted Range
D 2500rpm 2350-2650rpm
L, S & R 3000rpm 2800-3100rpm
RESULTS
Stall too high in D, L & S Check fluid, filter, Stuck PH
Regulator, Slipping Forward
Or Start Clutches
Stall too high in R Check fluid, filter, Stuck PH

Regulator, Slipping Reverse
Or Start Clutches
Stall too low in D, L, S & R Engine Output Low, Faulty

Start Clutch, Stuck Shift Valve

214 HONDA / ACURA
Honda
CVT Break in Procedure
After overhaul of the engine or transmission, or any transmission computer
related work has been done, the start clutches need to be calibrated.
A simple
jumper wire
can be used
for this
procedure
When the following parts are repaired or replaced, the PCM or TCM must
memorize the feedback signal for the start clutch control.
• PCM or TCM
• Transmission assembly
• Lower valve body assembly
• Engine assembly or overhaul
Procedure for 1996 model only:
Caution: Do not use this procedure for 1997 and newer vehicles.
1. Engage the parking brake, and block the front wheels securely.
2. Jump the Service Check connector as shown. (The Service Check

Connector is located under the dash on the passenger side of the
vehicle.)

HONDA / ACURA 215
Honda
CVT Break in Procedure
3. Start the engine and warm it up to normal operating temperature (the
radiator fan comes on twice.)
4. Fully depress the brake pedal and accelerator for 20 seconds with the
gear selector in the D position (full power stall).
5. Shift into N or P. To store the engine negative pressure in memory, let
the engine idle in N or P for one minute under the following condi
tions:
• With the brake pedal depressed.
• With the A/C switch off.
• With the combination light switch off.
• With the heater fan switch off.
• Turn OFF all other electrical accessories.
6. Shift into “D” position and let the engine idle for two minutes to store the
feedback signal in memory under the same conditions as in step 5.
7. Connect a scantool and verify the TCM has completed the start clutch
calibration.
NOTE: The TCM will not store the feedback signal when the CVT fluid tempera-
ture is below 104° F (40°C) even if the engine coolant temperature reaches normal
operating temperature.
• Repeat these procedures until the start clutch calibration is

shown to be completed in scan tool data.
8. Disconnect the jumper from the Service Check Connector.
Procedure for 1997 - 2000 Vehicles:
The TCM (‘97-’98 vehicles) and PCM (‘99 and newer) memorize the feed back
signal when you drive the vehicle as follows:
• After warming up the engine (the radiator fan comes on).

• Shift into “D” position.
• Turn off all electrical accessories.
• Drive the vehicle up to 37 m.p.h. (60 km/h).
• After speed reaches 37 mph (60 km/h), release the accelerator
for 5 seconds.

216 HONDA / ACURA
Honda / Acura
Noise Idling in Reverse
A certain amount of noise should be expected while the unit is idling in
reverse. You may need to explain what is taking place to a customer who
questions the noise.

MITSUBISHI 217
Mitsubishi Contents
Eclipse
Scanner Access .................... 218
Internal Wiring Harness

Changes ............................... 219
R/V4A51
Pressure Tap Location
and Specification .................. 220
Air Test Points ...................... 222
No Park Engagement ............ 223
Overheating Problems and

Foaming Concerns................ 224

218 MITSUBISHI
Ecplise
Scanner Access
On 1995-1998 Eclipse 2.0L vehicles equipped with the 41TE transaxle must
be scanned using the Domestic Primary Cartridge. The MITSU-1 Y-cable must be
connected to the OBD-II and the Mitsubishi twelve pin diagnostic connector. Per-
sonality Key number seven must be installed in the OBD-II adapter. Use VIN#
chart below to manipulate the scanner to access codes. It is not necesary to install
the 2nd, 3rd,or 8th digets for the 97-98 cartridges.
1997 and 1998 Primary Cartridge

10th...................use actual vehicle VIN#
5th.....................U
1999-On Primary Cartridge

10th...................use actual vehicle VIN#
2nd.....................E
3rd......................3
5th......................U
8th......................Y

MITSUBISHI 219
F4A41/42/51
Internal Harness Change
The internal harness was changed in September of 2000. The ATF Tempera-
ture sensor is now an integral part of the harness. The old harness is still used in
the truck series and the sensor is still availible.
Part# MR528943
ATF Temperature Resistance (Ohms)

32°F 16.7-20.5K
68°F 7.3-8.9K
104°F 3.4-4.2K
176°F 1.0-1.2K
212°F .57-0.69K
220 MITSUBISHI
R/V4A51
Pressure Tap Location and
Specifications
Pressure specifications are in PSI.
Torque Torque
Second
Gear Engine Underdrive Reverse Overdrive Low-Reverse Converter Converter
Brake
Selected RPM (UC) (RC) (OC) Brake (LB) Release Apply
(2B)
(TR) (TA)
Park 2500 30-50 30-50
75-100
Reverse 2500 185-255 185-255
Neutral 2500 30-50 30-50
1st Gear 2500 145-155 145-155 75-100
2nd Gear 2500 145-155 145-155 75-100
3rd Gear 2500 110-130 110-130 75-100
4th Gear 2500 110-130 110-130 75-100
NOTE: Torque Converter apply pressure can vary between 0-50 PSI during gear changes while driving
when the Torque Converter is not applied.

MITSUBISHI 221
R/V4A51
Pressure Tap Location and
Specifications
Standard Hydraulic Pressure Test
Measurement
Standard Hydraulic Pressure MPa (psi)
Condition
Torque
Underdrive Reverse Overdrive Direct Low-Revers- Second Reducti-
Selector Engine Convert-
Shift Clutch Clutch Clutch Clutch e Clutch Brake on Brake
Lever Speed er
Positon Pressure Pressure Pressure Pressure Pressure Pressure Pressure
Position (r/min) Pressure
(UD) (RV) (OD) (DIR) (LR) (2ND) (RED)
(DR)
1.01 -
0.25 -
0.22 - 0.36 1.05
P - 2,500 - - - - - 0.39 (37
(32-52) (147 -
- 57)
152)
1.27 -
0.50 -
1.27-1.77 1.27-1.77 1.77
R Reverse 2,500 - - - - 0.70 (73
(185-256) (185-256) (185 -
- 101)
256)
0.22 - 0.25 -
0.22 - 0.36
N - 2,500 - - - - - 0.36 (32- 0.39 (37
(32-52)
52) - 57)

222 MITSUBISHI
R/V4A51
Air Test Points

MITSUBISHI 223
R/V4A51
No Park Engagement
The split roll pin used in the park rod assembly may break due to fatigue in
the roll pin. The pin should be inspected during repairs. A ratcheting noise may
be heard while transmission is put into park. A stuck in park may also be noticed
due to the pin breaking and leaving the rod in the transmission tail park lever
assembly.

224 MITSUBISHI
R/V4A51
Overheating Problems, Foaming
Concerns
Most overheating problems with 1999-2001 model Motero Sports are caused
by improper fluid levels. The early dipstick level-full area is difficult to read, be-
cause of this, a new dipstick and pan were introduced to lower the level in the
pan.
Part# MR593383...Pan, Filter, Dipstick
Part# MR951878...Dipstick O-Ring
NOTE: All of the 1999 models flash the “N” indicator light 2 times per second to
indicate overheating conditions. The 2000-2001 two wheel drive models also
use the “N” indicator. The 2000-2002 four wheel drive models have a seperate
ATF temperature light.

NISSAN 225
NOTES:

226 NISSAN
Nissan Contents
RE4F04A
Harsh 1-2 Shift ....................... 228
Subaru
Identification ........................... 229
Clutch and Band Application ... 230
Pressure Specifications ........... 231
Pressure Port Identification ..... 232
Case Passage Port

Identification ........................... 234
Solenoid Information ............... 235
Valve Body Information ........... 236
Code Retrieval ......................... 238
4-AT DTC List.......................... 239
Pin Chart ................................ 240

NISSAN 227

228 NISSAN
Nissan
Harsh 1-2
RE4F04A
Make sure the 1-2 accumulator control check ball is in the correct location.
There is another pocket near this one which orifices the 3-2 servo release oil. But
this pocket has never had a check ball installed here in the RE4F04A units.
No ball here
No ball here

NISSAN 229
Subaru
1999 Subaru 4-AT
Since 1999, Subaru vehicle are equipped with a modified EC8 transmission.
The 2-4 Band is replaced with a 2-4 Brake Clutch. Lockup apply is modulated and
capable in all forward ranges. The accumulators are now part of the valve body.
There are a total of seven solenoids. Four of the solenoids control similar
circuits found in the EC8 transmission. One of the additional solenoids modulate
the Low Clutch (Forward Clutch) apply rate. The other two solenoids modulate
and control the 2-4 Brake Clutch and one TFT sensor.

230 NISSAN
Subaru
Clutch and Brake Operation
Subaru
Low High Low/ One-Way
Range 2-4 Brake Reverse
Clutch Clutch Reverse Clutch
Park
R A A
N
D4 A A A
D3 A A
D2 A A
D1 A
M1 A

NISSAN 231
Subaru
Main Line At Idle WOT
Selector In D 44-60 psi —
Selector In R — 220-250 psi
Selector In 2 — 164-190 psi
Transfer
Test
Selector Pressure
Condition
AWD Mode
Idle In Drive 135-158 psi
2/3 Throttle In Drive 31-43 psi
In Park at
FWD Mode zero psi
2000 rpm

232 NISSAN
Subaru
Pressure Port Identification

NISSAN 233
Subaru
Pressure Port Identification

234 NISSAN
Nissan/Subaru
Case Passage Port Identification

NISSAN 235
Subaru
Solenoid
Solenoid No.1 Solenoid No. 2
Command
1st Gear On On
2nd Gear Off On
3rd Gear Off Off
4th Gear On Off
Transmission Connector Pin Colors

Connector Pin No. Circuit Wire Color
1 Solenoid 1 Green
2 Solenoid 2 Yellow
3 Low Clutch Solenoid Gray
4 2-4 Timing Solenoid Black
5 Line Pressure Solenoid Red
6 Transfer Clutch Solenoid Brown
9 2-4 Solenid Yellow/Red
11 ATF Sensor Orange
12 ATF Sensor White
13 Lockup Solenoid Blue
16 Ground Black
These colors are on the transmission side of the connector. The colors are different on
the vehicle harness side.

236 NISSAN
Subaru
Valvebody Information
Accumulator
Check balls
Upper V/B
High Clutch
Low Clutch
2-4 Brake
Middle V/B
2-4 Brake
Reverse
Orifice
High Clutch
Anti
Drainback
NISSAN 237
Subaru
Valvebody Information
Lower V/B
Solenoid Feed Screens

238 NISSAN
Subaru
Code Retieval
Codes maybe obtained with a scan tool through the Data Link Connector
located behind a cover at the lower dash panel. Codes can also be obtained manu-
ally by using the AT Oil Temp Light. Manual code method can only retrieve some
of the codes.
Normally the AT Oil Temperature light should stay lit for 2 seconds then go
out, after the ignition is switched on. If a malfunction is present, the AT Oil Temp.
Light keeps blinking for 8 seconds.
When you complete the following steps, the AT Oil Temperature light will
display long and short flashes. The Long flashes will equal the number 10, the
short flashes will equal the number 1.
STEP 1. If light keeps blinking, test drive vehicle above 12 MPH

then stop.
STEP 2. Turn ignition off, then switch ignition on. Place gear
selector in 1st.
STEP 3. Turn ignition off and then back on. Move gear selector in
sequence of 2-1-2-3-D.
STEP 4. The AT Oil Temperature light should now blink codes.
To clear codes, remove No. 4 fuse located in main fuse box behind hood re-
lease.

NISSAN 239
Subaru
Subaru 4-AT DTC
DTC Definitions
AT Temp. Light/OBDII Definition
11/P0725 Engine rpm
27/P0710 ATF Temp. Sensor
31/P1700 TPS
33/P0720 VSS No. 2
36/P0715 TSS
38/P1106 or P1106 Engine Torque Signal
45/P0100 MAP
71/P0753 Shift Solenoid No. 1
72/P0758 Shift Solenoid No. 2
73/P1703 Low Clutch Timing Solenoid
74/P1704 2-4 Brake Timing Solenoid
75/P0748 Line Pressure Solenoid
76/P1705 2-4 Brake PWM Solenoid
77/P0743 Lockup PWM Solenoid
79 Transfer Clutches Solenoid
93/P0500` VSS No. 1
P0703 Brake Switch
P0705 Range Sensor
P0731 1st Gear Ratio Incorrect
P0732 2nd Gear Ratio Incorrect
P0733 3rd Gear Ratio Incorrect
P0734 4th Gear Ratio Incorrect
P0740 TCC Malfunction
P1115 Engine Torque Control Cut Signal Input High
P1116 Engine Torque Control Cut Signal Input Low
P1701 Cruise Control Set Signal Incorrect
P1702 Transaxle Diagnosis Input Signal Circuit Input Low
P1722 Transaxle Diagnosis Input Signal Circuit Input
High
P1742 Transaxle Diagnosis Input Signal Circuit
Malfunction
All Other Codes…………………………………………………...Engine Related

240 NISSAN
Subaru
Subaru TCU Pin Charts
Check with Ignition ON.

Resistance
Terminal
Content Connector Measuring conditions Voltage (V) to body
No.
(ohms)
Back-up power
B55 6 Ignition switch OFF 10—13 —
supply
B54 23 Ignition switch ON (with
Ignition power supply 10—13 —
B54 24 engine OFF)
Select lever in "P" range Less than 1

"P" range Select lever in any other
B55 23 —
switch than "P" range (except More than 8
"N" range)
Select lever in "N" range Less than 1
"N" range Select lever in any other
B55 22 —
switch than "N" range (except More than 8
"P" range)
Select lever in "R" range Less than 1
"R" range
B55 17 Select lever in any other —
switch More than 8
than "R" range
Inhibitor Select lever in "D" range Less than 1
switch "D" range
switch More than 8
than "D" range
Select lever in "3" range Less than 1
"3" range
switch More than 8
than "3" range
Select lever in "2" range Less than 1
"2" range
switch More than 8
than "2" range
Select lever in "1" range More than 8
"1" range
switch More than 8
than "1" range
Brake pedal depressed More than 10.5
Brake switch B55 24 —
Brake pedal released Less than 1
AT Oil temp warning Light On Less than 1

B54 3 —
light Light Off More than 9

NISSAN 241
Subaru
Resistance
Terminal
No.
(ohms)
Throttle fully closed 0.2—1.0
Throttle position sensor B55 2 —
Throttle fully opened 4..2—4.7
Throttle position sensor Ignition switch ON (with
B55 1 4.82—5.3 —
power supply engine OFF)
ATF Temperature 68°F
1.6—2.0 2.1k—2.9k
ATR Temperature (20°C)
B55 11
sensor ATF Temperature 176°F
0.4—0.9 275—375
(80°C)
Vehicle stopped 0
Rear vehicle speed
B55 3 Vehicle speed at least 450—650
sensor More than 1 (AC range)
12MPH (20km/h )
Vehicle stopped 0
Front vehicle speed
B55 5 Vehicle speed at least 450—650
sensor More than 1 (AC range)
12MPH (20km/h )
Engine idling after
0
Torque converter warmup (D range)
B55 12 450—650
turbine speed sensor Engine idling after
More than 1 (AC range)
warmup (N range)
Vehicle speed output Vehicle speed at most
B55 13 Less than 1< More than —
signal 6MPH (10km/h )
Ignition switch ON (with
More than 10.5
engine OFF)
Engine speed signal B55 4 —
8—11
engine ON)
When cruise control is
Less than 1
set (Set lamp ON)
Cruise set signal B54 11 —
When cruise control is
More than 6.5
not set (Set lamp OFF
Torque control signal 1 B54 13 More than 4 —
engine ON)
Torque control signal 2 B54 21 More than 4 —
engine ON)
Torque control cut
B54 2 Ignition switch ON 8 —
signal
Intake manifold Engine idling after
B54 20 0.4—1.6 —
pressure signal. warmup
242 NISSAN
Subaru
Resistance
Terminal
No.
(ohms)
1st to 4th gear More than 9

Shift solenoid 1 B54 7 10—16
2nd to 3rd gear Less than 1
1st to 2nd gear More than 9
Shift solenoid 2 B54 6 10—16
3rd to 4th gear Lelss than 1
engine OFF) Throttle fully 1.5—4.0
closed after warn-up
Line pressure duty solenoid B54 9 2.0—4.5
gnition switch ON (with
engine OFF) Throttle fully Less than 0.5
opened after warn-up
When lock-up occure More than 8.5
Lock-up duty solenoid B54 16 10—17
When lock-up is released Less than 0.5
Fuse on FWD switch More than 8.5
Fuse removed from FWD
Transfer duty solneoid B54 15 switch (with throttle fully 10—17
Less than 0.5
open and with selector
lever in 1st gear)
Throttle fully closed (with
engine OFF) after 1.5—5.0
warming up
2-4 brake duty solenoid B54 8 2.0—4.5
Throttle fully open (with
engine OFF) after Less than 0.5
warming up
1st gear Less than 1
2-4 brake timing solenoid B54 5 10—16
3rd gear More than 9
2nd gear Less than 1
Low clutch solenoid B54 14 10—16
4th gear More than 9.1
Fuse removed 6—16 —
FWD switch B55 14
Fuse installed Less than 1 —
engine OFF) after More than 8.5
warming up
2-4 brake dropping resistor B54 17 2.0—4.5
warming up

NISSAN 243
Subaru
Resistance
Terminal
No.
(ohms)
engine OFF) after More than 8.5
warming up
Line pressure dropping resistor B54 18 2.0—4.5
warming up
Fused ON FWD switch Less than 1

FWD indicator light B54 12 —
Fuse removed from FWD
More than 9
switch
ABS switch ON Less than 1
ABS signal B54 19 —
ABS switch OFF 6.5—15
Sensor ground line 1 B55 10 — 0 —
Sensor ground line 2 B55 21 — 0 —
B55 19 Less than 1
System ground line — 0
B55 9 Less than 1
Less than 1<
AT diagnosis signal B54 4 Ignition switch ON —
>More than 4
Data link signal (Subaru Select
B55 7 — — —
Monitor)

244 NISSAN

VOLVO 245
VOLVO
Table Of Contents
AW50-42LE
Cracked Input Drum ........... 246
Hard or Slow Engagement

Forward and / or Reverse .... 248

246 VOLVO
AW50-42LE
Cracked Input Drum
A common failure on these units is a cracked input drum. This part is not
serviced separately. Besides buying a complete unit from Volvo, the only option
has been to buy a good used one.
The Difference between the Daewoo drum and the Volvo drum is in the weld
area. The weld area for the new drum from Daewoo has a stepped area for
durability.
Volvo Daewoo

VOLVO 247
AW50-42LE
Cracked Input Drum
The Daewoo Leganza also uses a similar FWD AW transmission. Internal
transmission parts for the Leganza are available. The Daewoo part number for the
input drum is 3570150A021. The discount price from a local dealer is about
$350.00. This part has the identical dimensions as the Volvo part with the
addition of a widened support flange where the shaft is welded to the drum.
The other option is to buy the matching forward piston (part no.
3560250A010) and direct piston (part No. 3560650A011) from Daewoo for about
$130.00 for both parts.
In order to use this input drum, the forward piston has to

be relief cut .065". This relief allows for the additional support
flange of the input drum. We cut a forward piston and found
over .090" of material still left in the piston wall.
Make sure these

areas are cut to
.065” this will allow
you to use the old
piston assembly with
the new drum.
2.825”Diameter
0.065” Depth
Volvo
Rear of Original C1 Clutch

248 VOLVO
AW50-42LE
Hard or Slow Engagemnet Forward
and/or Reverse
This maybe caused by worn seal rings in the rear cover. These rings control
the oil to the C1 and C2 clutches. The C1 clutch is one of the forward elements.
The C2 clutch is one of the reverse elements. Both these clutches are enclosed in
the input shaft and drum. To check the C1 and C2 clutches, attach two pressure
gauges to the transmission as shown. Move gear selector to “D”. The C1 clutch
pressure should be 57 psi and the C2 clutch pressure stay at zero. Move gear
selector to “N”. Wait three seconds and check the pressures again.

VOLVO 249
AW50-42LE
Hard or Slow Engagemnet Forward
and/or Reverse
Move the gear selector to “N”. Wait three seconds and move gear selector to
“R”. The C2 pressure gauge should read 85 psi and the C1 pressure stay at zero.
Move gear selector to “N”. Wait three seconds and check the pressures again.
If the clutch pressures do not work right, the seal rings or ring support are
worn. A new rear transmission cover with a steel ring support is available from
Volvo. The kit part No. is 9463445 and cost about $180.00. This kit includes a
rear cover, three Teflon rings, an O-ring, a steel washer, four seals and eight
mounting bolts.
The rear cover can be replaced with the transmission on the car. Volvo
allows their technicians 2.5 hours to R & R the cover.

250 VOLVO

VOLKSWAGEN 251

252 VOLKSWAGEN
Volkswagen Contents
096/01M Scanning for Codes ................... 273
Transaxle Identification ............. 254
VAG Code Definitions ................ 275
Model and TCM Application ....... 255
Generic Codes ........................... 277
Clutch Apply Chart ................... 257
Kills The Engine in Gear Code
Servicing ................................... 258 P1582 ....................................... 278
Pressure and Fluid Neutral or Flare on Take Off ...... 279

Specification.............................. 259
Momentary 3-4 Bind or Flare ..... 280
Pressure Response Charts ......... 260
Hard or Slide Bump
Rebuilding Tips ......................... 261 on the 1-2 Shift ......................... 281
Pump Warpage .......................... 262 Shuttle Shift

1-2, 1-2 or 3-4, 3-4 ................... 282
Stator Support Thrust Washer ... 263
No Forward Except Manual Low 283
B1 Clutch .................................. 264
B2 Clutch .................................. 265
Valve Body Identification ........... 266
01M/096 Check Ball

Locations .................................. 268
Adjusting the Manual Valve ....... 271
Specifications ............................ 272

VOLKSWAGEN 253

254 VOLKSWAGEN
096/01M
Transaxle Identification
In 1993, VW vehicles used an 096 Phase 2 transaxle. As early as 1994, the
O1M transaxle was installed. This transaxle used a different shift strategy and
TCC was PWM controlled. The Identification tags can be found on the side of the
transaxle or underneath the filter. The chart below will help you identify the gear
ratio of the unit you’re working on.
Gear Ratios
096
2.0L (CNK) 4.22
2.8L (CFF) 3.70
01M
1.8L (CKX) 4.53
2.0L (CLK, DYK) 4.22
2.8L (CCB, DCE, ECM) 3.70
Diesel (CK2, ECN) 3.27

VOLKSWAGEN 255
Model and TCM Applications
The TCM application is based on the PCM. This is because some TCMs
recieve the TPS signal from ECM. The location of a 4-cylinder engine code is
shown here on top of the engine block below the intake manifold, 6-cylinder
engine codes are located at the front of the block

256 VOLKSWAGEN
Model and TCM Applications
Engine Code ……………………………..TCM Part No.

Golf
1993 2.0L ABA 096 927 731A
2.8L AAA 096 927 731C
1994 2.0L ABA 096 927 731BH
2.8L AAA 096 927 731CE
1995 2.0L ABA 096 927 731AT
2.8L AAA 096 927 731BA
95-96 2.0L (ABA)

USA 01M 927 733 EB
Calif 01M 927 733 EA
2.8L (AAA)
From 1H-S-072 799 01M 927 733 FJ
From 1H-T-000 001 01M 927 733 CB
97-99 2.0L (ABA) 01M 927 733 CA

2.8L (AAA) 01M 927 733 CB
(AHU) 01M 927 733 BJ
Jetta
95-96 2.0L (ABA)
USA 01M 927 733 EB
Calif 01M 927 733 EA or CA
2.8L
(Trans. No. F1B-S-XXX XXX) 01M 927 733 FJ
(Trans. No. F1H-T-XXX XXX) 01M 927 733 CB
97-98 2.0L (ABA) 01M 927 733 CA

2.8L (AAA) 01M 927 733 CB
(ABU) 01M 927 733 BJ
99
(ALH) 01M 927 733 CA
(ABG) 01M 927 733 CA
(APP) 01M 927 733 CA
(AWD) 01M 927 733 CA
(AWM) 01M 927 733 CA
(AVH-ABG) 01M 927 733 CA
VOLKSWAGEN 257
Clutch Apply Chart

Even through the 096 and 01M use the same clutch layout, the elements in
use is different. Note the difference between the 2-3 and 3-4 shifts between the
096 phase 2 and the 01M.
K1 = Fwd Clutch
096 Phase 2
K2 = Rev. Input (096); Rev. Input
and 3rd Clutch (01M)
K3 = 3/4 (096); 4th Clutch (01M)
B1 = Man. Low and Rev. Brake
B2 = 2nd/4th Brake
F1 = Low Roller 01M Transmission

258 VOLKSWAGEN
Servicing
There is no dipstick on the Phase 2 096 and 01M transaxles. A standpipe is
located in the oil pan. The oil level is correct when the level of oil in the pan is
even with the top of the standpipe. If the oil is too high, the excess oil will spill out
when the inspection plug is removed. The following steps must be followed for the
level to be correct.
Step 1) Make sure the vehicle is level.
Step 2) Start the engine and warm it up to about 85-95 degrees F.
Step 3) Run the gear selector through all ranges ending in Park.
Step 4) Remove the inspection plug.
Step 5a) Allow excess oil to run out and replace inspection plug.
Step 5b) If needed, remove RED fill cap and add oil.
Order the replacement RED cap under VW 014 301 485 (cost $2.00)
Or in a service kit 01M 398 998
The service capacity is about 3 qts (an overhaul takes about 6 qts.)
Allow
transmission
oil to run out
of the stand
pipe.

VOLKSWAGEN 259
Pressure and Fluid

Specifications
The 096 uses Dextron…..01M requires VW synthetic ATF
VW Synthetic ATF
G 052 162 A1 (.5L)
G 052 162 A2 (1.0L) about $15.00/liter
VW Synthetic 75 W90 gear oil
G 052 145 AI (.5L)
G 052 162 A2 (1.0L)
Use a 0-400 psi pressure gauge.

Idle 2000 RPM W/ Wiring Disconnected
D 49-55 146 164
R 94-109 334-348

260 VOLKSWAGEN
Pressure Response Charts

These charts display the change in line pressure in response to TPS and ve-
hicle speed. Note the drop in pressure during the shift. The pressure can drop
down as low as 60-75 lbs. and then return to line pressure. This is normal. Dur-
ing engagements and each shift, the number 5 solenoid is cycled. This solenoid
hydraulically operates three orifice control valves. There is one valve for each of
the following clutches: B2, K1 and K2. Each valve bleeds clutch apply oil back to
the pan. All three orifice control valves operate during all forward shifts. In Re-
verse, the number 5 solenoid works to cushion the B1 clutch and the K2 orifice
control valve cushions the K2 clutch.

VOLKSWAGEN 261
01M / 096
Rebuilding Tips
This unit can be a money maker. The owners like driving their VWs, and these
cars hold their resale value. The dealers charge $4,000-5,000 for an exchange
unit plus any computer and/or electrical repairs the car may need. In some areas,
the closest dealer maybe 100+ miles away.
The truth is, this unit is very easy to build. Service parts, information and
scan tools are now readily available. The aftermarket has or will soon release
replacement parts for the valve body. Most of the units don’t require any more
than a master kit, filter, a couple of solenoids, a new wire harness, converter and
don’t forget $100.00 in VW ATF (if it’s an 01M). This still leaves at least a $3,000
margin. The most common hard part damage seems to be the K3 clutch, the
pump and occasionally the planets. The only red herring left is the valve body. If
it’s worn out or can’t be fixed, the only options would be to spend $500.00 at the
dealer or get a guarranted valve body from a supplier.
NOTE: Replace all moulded pistons during overhaul.

262 VOLKSWAGEN
01M / 096
Rebuilding Tips
Pump Warpage
To check for proper clutch operation, air check the clutches stacked on top of
oil pump before disassembly and during reassembly. This checks for leaks in the
oil pump assembly.
Check for leaks

between the
pump and
stator support
K1
K2
K3
VOLKSWAGEN 263
01M / 096
Rebuilding Tips
Stator Support Thrust Washer
Always replace the Stator Support thrust washer during the rebuild. This
washer retains a major amount of heat and becomes very brittle. Failing to replace
this washer may lead to premature failure of the washer after overhaul and major
damage to the transmission.
Thrust Washer
Stator and Ring Support
The VW part
number is
095-321-285

264 VOLKSWAGEN
01M / 096
Rebuilding Tips
B1 clutch
During the assembly of the B1 clutch make sure to install the diaphragm
spring with the cone up. Always be aware of the location of the wave spring. If the
wave spring is installed incorrectly a clutch failure or harsh/soft engagements
may be felt.
Wave
Spring
Location

VOLKSWAGEN 265
01M / 096
Rebuilding Tips
B2 clutch
During the assembly of the B2 clutch make sure the wave plate is installed
against the B2 piston.
Make sure
the wave
plate sits
under the
thick
pressure
plate

266 VOLKSWAGEN
01M / 096
Rebuilding Tips
Solenoid Description (NXX shown on scanner)
#1 N88 = K1/B1 Shift Solenoid (EV1)
#2 N89 = B2 Shift Solenoid (EV2)
#3 N90 = K3 Shift Solenoid (EV3)
#4 N91 = TCC Solenoid (EV4) (Non-PWM on 096 / PWM on 01M)
#5 N92 = Shift Apply Feel Solenoid (EV5)
#6 N93 = EPC Solenoid (EV6)
#7 N94 = 3rd and 4th Control Solenoid (EV7) (O96)
#7 N94 = K1 Clutch Kickdown Control Solenoid (EV8) (O1M)
Valve Description
A = Manual Low Valve
B = Manual Valve
C = TCC Modulator Valve
D = K3 Shift Valve
E = B1/Shift Control Valve
F = K1/B1 Shift Valve
G = B2 Shift Valve
H = B2 Orifice Control Valve
I = 3-4 Regulator Valve
J = 2-3 Regulator Valve (O96)/Blocked (O1M)
K = K1 Orifice Control Valve
L = K2 Orifice Control Valve
M = Boost Control Valve (Not Shown)
N = Main PR
O = Converter Regulator Valve
P = Solenoid Feed Limit Valve
Q = Manual 1 Regulator Valve

VOLKSWAGEN 267
01M / 096
Rebuilding Tips
01M Valve Body Exploded View
7 6 Q P
A
4 B
3 C O
5 D N
E M*
1 F L
2 G K
H I J
096 Valve First
01M Spring First
* M - Not Shown

268 VOLKSWAGEN
01M / 096
Rebuilding Tips
01M Check Ball Locations
K2
Checkball Low & Reverse
Checkball
B1 Orifice
Checkball
Orifice K1 B2 Exhaust
Checkball Checkball

VOLKSWAGEN 269
01M / 096
Rebuilding Tips
Check Ball Locations
2-3 Regulator &

3-4 Regulator
relief checkball
and spring

270 VOLKSWAGEN
01M / 096
Rebuilding Tips
01M Check Ball Locations
Another way to identify the checkball location is to locate the “Dimples” in the
separator plate. However not all separator plates will have these dimples, locate
the check ball area if a check ball was in the valve body it will surly leave a mark
on the separator plate.

VOLKSWAGEN 271
01M / 096
Rebuilding Tips
Adjusting the Manual Valve
If the line pressure in D is low, but correct in Manual 3, suspect a misadjusted
manual valve. To Adjust the manual valve properly you must first:
1. Select the Park position
2. Loosen the Torx screw
3. Bottom out the Manual Valve in the Valvebody
4. Tighten Torx screw
Manual
Valve
Lever
Torx
Screw
Manual Valve
272 VOLKSWAGEN
01M / 096
Rebuilding Tips
Rebuild Specifications
Clutch Clearances
B1 5 Clutches .047"
B2 5 or 6 .070"-.076"
K1¹ 5 Plates .060"-.075"
K2¹ 5 Plates .070"-.080"
K3 .010"- .012" / friction
Endplay
.
Planet geartrain / carrier
009"-.014"
K2 to K1 .023"-.040"
Input shaft .019"-.047"
Torque Specifications
Drive gear hex head nut 184 ft. lbs.
Driven gear nut 184 ft. lbs.
Diff. cover bolt 84 Inch lbs.
Input shaft / Planet bolt 22 ft. lbs.
Manual valve lever screw 35 Inch lbs.
Oil pan bolt 108 Inch lbs.
Oil pump bolt 70 Inch lbs. + ¼ Turn
Transfer gear cover bolt 70 Inch lbs.
Transfer / Pinion shaft seal

150 ft. lbs.
retainer
Valve body bolt 44 Inch lbs.
¹ personnel observations
VOLKSWAGEN 273
Electronic Diagnosis
Scanning for Codes and Data
In order to scan the TCU, you must have a VAG1551/2 or VAG compatible
scanner. VAG stands for Volkswagen Audi Group. Depending on your current shop
equipment, you can get one from Ross-Tech for $250.00. Their software is down-
loaded into your PC or laptop. AST, BAUM and others, offer similar software or
stand alone scanners from $650.00-2,500.00. Or you could take the car to a
dealer (if they are local) to get codes and scan data.
Why buy a specialized scanner? My current scanner can access the TCU un-
der Generic.
Using your current scanner under Generic mode will clear codes and retrieve
select codes. A VAG type scanner will retrieve all codes, display the data stream
and reset the TCU base values. These cars are known to have lots of connector
and wiring problems. With a scanner, you can pinpoint the problem. Also, when
the battery is disconnected, these cars may stay in limp until the TCU is reset or
all codes are cleared.

274 VOLKSWAGEN
Scanning for Codes and Data (continued)
Limp Mode
Limp mode on a 096 or 01M is 3rd gear in any forward range and Reverse. In
limp mode, either the D position light stays on no matter where the gear selector
is moved to or all PRNDL positions will light up.

VOLKSWAGEN 275
VAG Code Definitions
VAG DTC Description

00258 Open Or Short to Ground Or Faulty Solenoid No. 1
00281 Open In Wiring, Faulty Vehicle Speed Sensor (VSS)
Or Impulse Wheel Loose
00293 Open In Wiring Or Faulty Transmission Range (TR) Switch
00297 Open In Wiring Or Faulty Transmission VSS
00300 Open In Wiring Or Faulty Transmission Temperature Sensor
00518 Open Or Short In Wiring Or Faulty Throttle Position Sensor 1,2
00529 Open In Wiring, Engine Speed Information Missing
00532 Battery Faulty Or Poor Voltage Supply To Solenoid Valves
00545 Open Or Short To Ground (No Communication Between
ECM & TCM)

276 VOLKSWAGEN
VAG Code Definitions
00596 Short In Wiring Between Solenoid Valves

00638 Open Or Short To Ground (No Communication Between
ECM & TCM)
00641 ATF Temperature Too High Or Faulty ATF Temperature
Sensor
00652 Gear Ratio Error/Hydraulic Malfunction (Clutch Or Valve
Body Faulty)
00660 Open Wiring Or Incorrect Signal From TP Sensor (Faulty TP
Sensor)
65535 Faulty TCM
1 - On 6-cylinder or diesel engine models, TP signal is sent through

ECM to TCM
2 - On vehicles with CAN-Bus system, TCM checks signal from TP
sensor only, not TP sensor operation. On Vehicles without CAN-Bus
system, wire to TCM from TP sensor for signal is also checked. If DTC
is retrieved from TCM or TP sensor, retrieve ECM DTC and repair first.

VOLKSWAGEN 277
Generic Codes
Use this chart to convert generic codes to VAG codes. Some codes are not
available under generic mode.
Example: A very common code is 00652 for gear ratio or gear slip code. Only a
VAG type scan tool can display this code.
Generic DTC Interchange

Generic VAG DTC Definition
P0120 16505 (00518) TPS
P0501 16885 (00281) VSS
P0715 17099 (NA) TSS
P0722 17106 (00297) OSS
P0725 17109 (00529) RPM
P0748 17132 (00268) EPC
P0753 17137 (00258) Solenoid 1
P0758 17142 (00260) Solenoid 2
P0763 17147 (00262) Solenoid 3
P0768 17152 (00264) Solenoid 4
P0773 17157 (00266) Solenoid 5
P1778 18186 (00270) Solenoid 7

278 VOLKSWAGEN
01M / 096
Kills Engine in Gear and/or Engine
Code P1582 (Idle Too Low)
This problem is usually caused by a clogged TCC solenoid #4 or a worn TCC
boost valve and sleeve. Since the TCU has the ability to turn lockup on in any
forward gear, a short circuit or bad TCU may also cause the TCC to kill the engine
in gear.
TCC Solenoid and Valve

Assembly
#4

VOLKSWAGEN 279
01M / 096
Neutral or Flare on Take Off
This is usually caused by no line rise. Using a VAG scanner, make sure the
computer commands lower amperage during acceleration. If not, check TPS, scan
the PCM and TCM to locate the electrical problem. If the TCU works correctly,
replace or clean the# 6 EPC solenoid.
#6 EPC Solenoid

280 VOLKSWAGEN
01M / 096
Momentary 3-4 Bind or Flare
If a momentary bind occurs, the K1 clutch may not be exhausting fast
enough. Make sure solenoid #1 and solenoid #7 are not plugged. Check the K1
shift valve, 3-4 shift control and K1 orifice control valves can stroke freely in their
bores .
If a flare occurs, the B2 or K3 clutch circuits are coming on too slow. If 2nd
gear works good, check solenoid #3 and make sure it’s not plugged. Make sure
the K3 shift valve strokes freely in it’s bore. If the K3 shift valve stokes freely and
you still have this problem try installing a lighter shift valve spring. If 2nd gear is
also soft, install a 20-30% stronger B2 orifice control spring.
#7
#3
#1
#2
K1 Orifice
B2 Shift Valve

VOLKSWAGEN 281
01M / 096
Hard or Slide Bump 1-2
This is a common complaint after overhaul. The driver may have “lived” with
this problem for a long time. It’s usually caused by low line rise or general wear in
the valve body. If this is the only complaint and line rise looks good, turn the
boost control valve end cap one turn in. Some builders make a habit of turning
this cap ½ in during overhaul.
Turn Boost Sleeve in

One Turn Clockwise

282 VOLKSWAGEN
01M / 096
Shuttle Shifts 1-2-1-2 or 3-4-3-4
Feels like high gear starts, then bangs after you start rolling. This is usually
an installer created problem. The wiring for the speed sensors are easy to cross
up. Make sure the turbine speed sensor wires are Green and Red and the Output
Speed Sensor wires are Yellow and White. A VAG scanner will display MPH while
sitting still.
If the two speed sensors are installed correctly, check the valve body for
stuck valves or solenoid malfunctions.
OSS =
Yellow and
White Wires
TSS =
Green and
Red Wires

VOLKSWAGEN 283
01M / 096
No Forward Except Manual Low
This condition is caused by the K1 clutch not holding. Pull the valve body and
air check the K1 clutch. If it air checks, look for a stuck K1 shift valve or plugged
#1 solenoid.
#1
K1/B1
Solenoid
K1 Shift Valve

284 VOLKSWAGEN

2003 TECHNICAL SEMINAR 285
Reference Contents
Conversion Tables ........................................................................................ 286
Resistor Values ............................................................................................. 289
Ohm’s Law.................................................................................................... 290
Electrical Power ............................................................................................ 290
Electrical Formulas ....................................................................................... 291
Resistors in a Series Circuit ...................................................................... 291
Two Resistors in a Parallel Circuit ........................................................... 291
Multiple Resistors in a Parallel Circuit ..................................................... 291
Two Capacitors in a Series Circuit ........................................................... 291
Multiple Capacitors in a Series Circuit ..................................................... 291
Capacitors in a Parallel Circuit ................................................................. 291
Schematic Symbols ....................................................................................... 292
Glossary of Electrical Terms ......................................................................... 294
Abbreviations................................................................................................ 298
Numeric Equivalents .................................................................................... 299

286 2003 TECHNICAL SEMINAR
Conversion Tables
Area Distance
Multiply By To Obtain Multiply By To Obtain
In² 645.2 mm² in 25.4 mm
In² 6.452 cm² in 2.54 cm
In² 0.0069 Ft² mm 0.0394 in
Ft² 0.0929 m² cm 0.3937 in
Ft² 144.0 In² ft 0.3048 meter
m² 10.764 Ft² ft 5280.0 miles
cm² 0.155 In² meter 3.2808 ft
mm² 0.00155 In² mile 1.6093 km

km 0.6214 mile
area of a circle = Sr²
area of a cylinder = Sr²h
S = 3.14 r = Radius h = Height Pressure
Multiply By To Obtain
Temperature PSI 0.0703 kg/cm²
(F° – 32) x 5 y 9 = C° PSI 0.0689 bar
(C° x 9 y 5) + 32 = F° PSI 6.8948 kPa
kPa 0.14503 PSI
bar 14.503 PSI
kg/cm² 14.2233 PSI
Hg 34.0136 mbar
mbar 0.0294 Hg
Continued…

Conversion Tables (continued)

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

Cubic in. (in3) 0.01639 Liters Quarts 0.94633 Liters

Cubic in. (in3) 16.387 Cubic cm (cm 3) Pints 0.4732 Liters
Cubic in. (in3) 16387.0 Cubic mm (mm3) Ounces 0.02957 Liters
Liters 61.025 Cubic in. (in3) LIters 1.05672 Quarts
Cubic cm (cm3) 0.06103 Cubic in. (in3) LIters 2.11344 Pints
Cubic mm (mm3) 0.000061 Cubic in. (in3) Liters 33.81497 Ounces

Conversion Tables (continued)

Duty Cycle/Dwell/Voltage
Duty Cycle (%) Degrees Dwell
Feed Controlled Ground Controlled 4-Cyl Scale 6-Cyl Scale 8-Cyl Scale Voltage*
100 0 90.0 60 45.00 14.0
95 5 85.5 57 42.75 13.3
90 10 81.0 54 40.50 12.6
85 15 76.5 51 38.25 11.9
80 20 72.0 48 36.00 11.2
75 25 67.5 45 33.75 10.5
70 30 63.0 42 31.50 9.8
65 35 58.8 39 29.25 9.1
60 40 54.0 36 27.00 8.4
55 45 49.5 33 24.75 7.7
50 50 45.0 30 22.50 7.0
45 55 40.5 27 20.25 6.3
40 60 36.0 24 18.00 5.6
35 65 31.5 21 15.75 4.9
30 70 27.0 18 13.50 4.2
25 75 22.5 15 11.25 3.5
20 80 18.0 12 9.00 2.8
15 85 13.5 9 6.75 2.1
10 90 9.0 6 4.50 1.4
5 95 4.5 3 2.25 0.7
0 100 0.0 0 0.00 0.0
* The voltage values are based on a 14-volt system voltage. Variations from this level will affect
all of the voltage readings.

Resistor Values
If you can read the bands on a ceramic resistor, you can determine its resistance value and its tolerance:
• The first two bands indicate the first two digits of its resistance value.
• The third band indicates the number of zeros to add.
• The fourth band indicates the tolerance.
Resistance Values
Color 1st Band 2nd Band 3rd Band 4th Band
Black 0 0 0 —
Brown 1 1 1 —
Red 2 2 2 —
Orange 3 3 3 —
Yellow 4 4 4 —
Green 5 5 5 —
Blue 6 6 6 —
Violet 7 7 7 —
Gray 8 8 8 —
Brown White 9 9 — —
1% Brown — — — 1%
Gold — — — 5%
Silver — — — 10%
Plain 1234
—
1234 12345
—
12345 1234
—
1234 12345
20%
12345
1234 12345 1234 12345
1234 12345 1234 12345
1234
1234 12345
12345 1234
1234 12345
12345
1234
1234 12345
12345 1234
1234 12345
12345
1234
1234 12345
12345 1234
1234 12345
12345
1234
1234 12345
12345 1234
1234 12345
12345
1234 12345 1234 12345
1234
1234 12345
12345 1234
1234 12345
12345
1234
1234 12345
12345 1234
1234 12345
12345
1234 12345 1234 12345
1234
1234 12345
12345 1234
1234 12345
12345
1234 12345
12345 1234
1234 12345
12345
So if the bands are: The resistor value is:

Blue Green Yellow Silver
6 5 0,000 ±10% = 650 kΩ, ±10%
Red Violet Brown Gold
2 7 0 ±5% = 270 Ω, ±5%
White Orange Violet Plain
9 3 0,000,000 ±20% = 930 MΩ, ±20%

Ohm’s Law
With Ohm’s Law, as long as you have any two circuit values,
VOLTS you can easily calculate the third:
Volts ÷ Amps = Ohms
Volts ÷ Ohms = Amps
AMPS OHMS Amps x Ohms = Volts
Electrical Power
A measurement of power developed in an electrical circuit.
WATTS Just like with Ohm’s Law, whenever you have two measure-
ments, you can calculate the third.
Watts ÷ Volts = Amps
VOLTS AMPS Watts ÷ Amps = Volts
Volts x Amps = Watts

Electrical Formulas
Resistors in a Series Circuit
RTOTAL = R1 + R2 + R3 …
Two Resistors in a Parallel Circuit

R1 x R 2
RTOTAL =
R1 + R2
Multiple Resistors in a Parallel Circuit

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

C1 x C 2
CTOTAL =
C1 + C2
Multiple Capacitors in a Series Circuit

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

CTOTAL = C1 + C2 + C3 …

Schematic Symbols
+ V
+
Battery Power Ground
Connected Wires Unconnected Wires
+
Fuse Circuit Breaker Bulb Meter
Pushbutton Switches On/Off Switches
NC Switch NO Switch NC Switch NO Switch
Transformer (Coil) Relay

Schematic Symbols (continued)
Fixed Resistor Variable Resistor Potentiometer
Diode Zener Diode LED Photodiode
Fixed Capacitor Fixed Capacitor (Polarized) Variable Capacitor
C E C
B B B
E C E
NPN Transistor PNP Transistor Phototransistor
Crystal

Glossary of Electrical Terms

Ammeter — Electrical test device that measures De-energize — To turn off, or shut down a circuit or
current flow in a circuit. Displays measure- component.
ment in amperes, or amps. Digital — On/off signal. A series of pulses that are
Amperage — Measurement of current flow in a either on or off, which provide information
circuit. by varying frequency, or which control a
circuit by varying frequency, duty cycle or
Amperes; Amps — Unit of measurement for read-
on-time.
ing current flow. Amperage is actually a
reading of how many electrons are moving Digital Multimeter — Also DMM; DVOM; Digital
through a circuit at any given moment. One Volt-Ohmmeter. Electrical device that pro-
amp is the amount of current that one volt vides measurements of electrical circuits,
will push through one ohm of resistance. using a digital display. Digital meters and
oscilloscopes read a circuit through sam-
Analog Meter — Measurement device that provides
pling; how accurate your measurement is
readings using a needle, instead of a digital
depends on how many samples the meter
output. Analog meters measure constantly, so
takes per second.
the reading you see is the value taking place
right now. But analog meters tend to be less Digital Volt-Ohmmeter — See Digital Multimeter.
accurate than digital meters, and the reading Distributorless Ignition System — Also Electronic
only updates as quickly as the needle can Ignition. A type of ignition that doesn’t use a
move. distributor to provide spark to the cylinders.
B+ — Battery power. These systems usually provide spark through
a process known as “wastespark”; a process
Closed Circuit — A complete electrical path that
which provides spark to two cylinders at
provides the means for electricity to perform
once. One cylinder fires; the other receives
work. A closed circuit allows current to flow
spark on its exhaust stroke — that cylinder’s
from its source, through the resistances, and
spark is “wasted.” Ford uses this term to
back to its source.
identify one of its electronic ignition system.
Computer — Also controller; microprocessor.
Device that provides the commands neces- Diode — An electrical one-way shutoff valve. A
diode is a semiconductor, designed to allow
sary to operate the engine or transmission,
current flow in one direction, but not in the
based on inputs from a series of sensors and
other direction. These devices are commonly
switches.
used to control the spark that develops when
Controller — See Computer. an electromagnetic coil de-energizes, and the
Conventional Electrical Theory — Electrical magnetic field collapses.
circuit model which indicates that electrical Duty Cycle — A signal that varies its relationship
flow is from positive to negative. More between on-time and off-time. Duty cycle
recent studies show that electrons actually signals usually control a computer output
flow from negative to positive, but most texts device, such as an electronic pressure control
still prefer to use the conventional model. solenoid: The longer the signal on-time, the
Current — Electron flow through a circuit, current longer the solenoid remains open, so the
is measured in amps. lower mainline pressure becomes.
Continued…

Glossary of Electrical Terms (cont)

Electrostatic Discharge — Electrical potential that change it will make to the circuit operation
releases suddenly; the “shock” you feel when when connected.
you touch a doorknob on a dry day is electro- Intermittent — Taking place in an irregular or
static discharge. That “shock” can damage or unpredictable cycle. An intermittent problem
destroy electronic components. That’s why or failure may happen one moment, then not
it’s important to take precautions — wear a be there the next. That’s why intermittent
static strap, never touch the terminals, etc. — failures are often difficult to isolate.
when working with electronic devices.
Light-Emitting Diode — Also LED. A semiconduc-
Energize — To turn on a circuit or component; tor that lights when energized, much like a
provide with power and ground, to enable an light bulb. But, unlike a light bulb, an LED
electrical device to operate. requires very little current, and that current
Engine Control Module — Also ECM. SAE J-1930 flow must be in a specific direction, or the
term for a device that controls only engine LED won’t light.
operation. See also PCM, TCM, Computer. Microprocessor — See Computer.
Frequency — The number of complete oscillations, Ohm — Unit of resistance measurement. It takes
or cycles, that occur each second. Measured one volt to push one amp of current through
in Hertz. one ohm resistance.
Ground — The return side of an electrical circuit, as Ohmmeter — Electrical device for measuring
defined by the conventional electrical theory. resistance in a circuit or component.
More recent studies show that electrons
actually flow in the opposite direction of that Ohm’s Law — Principle that defines the relation-
shown by conventional theory, but it’s still ship between pressure (voltage), flow (am-
the most common model for electrical cir- perage) and resistance (ohms). Ohms x Amps
cuits. = Volts; Volts ¸ Ohms = Amps; Volts ÷ Amps
= Ohms.
Grounded Circuit — An electrical circuit failure
that keeps the circuit energized all the time, Open Circuit — An incomplete electrical path that
regardless of switch or relay position. Also won’t provide the means for electricity to
known as a short-to-ground. perform work. An open circuit prevents
current flow, so the circuit won’t operate.
Hertz — Also Hz. Unit of measurement for fre-
quency; the number of complete cycles that Oscilloscope — An electrical test device that maps
take place in one second. A signal that re- voltage changes in a circuit over a specific
peats itself 20 times every second has a amount of time. An oscilloscope displays the
frequency of 20 Hertz. voltage signal as a picture, to show how
voltage changes through the component’s
High Impedance — Having high resistance to operating cycle.
electrical flow. Usually used to describe
electrical meters. When used to test an Parallel Circuit — An electrical circuit designed with
electronic circuit, a low impedance meter multiple paths through the circuit, so that not
would affect the characteristics of the circuit. all of the current must pass through all of the
The higher the meter’s impedance, the less loads in the circuit. If one leg of a parallel
effect it will have on the circuit, so the less circuit opens, it won’t prevent the other legs
Continued…


from operating. reduce or limit current flow.
Potentiometer — A three-wire sensor that modifies Resistor — A device that limits or reduces current
a voltage signal based on movement or flow in a circuit.
position. Potentiometers receive a regulated Sensor — A device that provides signals to the
voltage signal to one end of a resistor, and computer, based on engine or transmission
ground to the other; a wiper slides along the operating conditions. The computer uses
resistor, and picks up the voltage signal, these signals to control engine operation
based on its position along the resistor. more precisely.
Powertrain Control Module — Also PCM. SAE J- Serial Data — A digital signal from the computer, to
1930 term for a computer that controls engine communication information with other
and transmission operation. A PCM may also computers or scan tools. Scan tools can
control other systems, including cruise con- provide the actual sensor readings the com-
trol, A/C system, antilock brakes, etc., but it puter sees, and outputs from the computer, by
must control engine and transmission to be interpreting serial data signals.
called a PCM. See also ECM, TCM.
Series Circuit — An electrical circuit in which all of
Pulse Generator — An AC generator that develops the loads are wired end to end, in such a way
a frequency signal that varies with the rota- that forces all of the current passing through
tional speed of an internal transmission the circuit to travel through all of the loads. If
component, such as a sun shell, turbine shaft one load in a series circuit opens, it will
or output ring gear. The computer uses this prevent the other loads from operating.
signal to measure the component’s RPM.
From this, the computer can determine when Short Circuit — An electrical circuit without the
to shift, when a shift is complete, or if a resistance necessary to operate properly.
clutch is slipping. Because of this lost resistance, these circuits
will often burn up, unless protected by a fuse
Pulse Width Modulated — Also PWM. A signal or circuit breaker. Not to be confused with a
that varies its relationship between on-time grounded circuit.
and off-time. Pulse width modulated signals
usually control a computer output device, Shrink Tubing — An insulating material that
such as an electronic pressure control sole- shrinks to seal a connection when you apply
noid: The longer the signal on-time, the heat.
longer the solenoid remains open, so the Solenoid — An electrical device that turns electrical
lower mainline pressure becomes. See Duty signals into movement or work. Solenoids
Cycle. can control lever movement, such as throttle
Relay — An electrical device that allows a low kickers, or can control vacuum or hydraulic
current circuit to control a high current flow. The solenoids you’ll most likely be
circuit. Energizing a relay energizes an dealing with open and close to control hy-
electromagnet, which opens or closes a set of draulic flow, to allow the transmission to
contacts, to provide power or ground to a shift gears, control lockup, and control line
circuit that would normally require too much pressure.
current for the device controlling the circuit.
Continued…
Resistance — The ability of a circuit or device to


Thermistor — A semiconductor that varies resis-
tance based on temperature. There are two
types of thermistor: negative temperature
coefficient (NTC) and positive temperature
coefficient (PTC). The NTC thermistor is
more common — as the temperature goes up,
its resistance goes down.
Transistor — A semiconductor that operates as an
electronic “relay.” Transistors allow a low
current circuit to control power or ground to
a high current circuit.
Variable Resistor — A one- or two-wire sensor that
modifies a voltage signal based on stress or
temperature. Thermistors are the most com-
mon type of variable resistor in today’s cars
and trucks.
Voltage — The pressure in an electrical system, that
pushes current through the circuit. One volt
of pressure is necessary to push one amp of
current through one ohm of resistance.
Sometimes called the circuit’s potential.
Voltmeter — Electrical test device that measures the
voltage potential in a circuit. Displays its
reading in volts.

Abbreviations
Abbr. Description Abbr. Description
A Ammeter kV Kilovolt
AC Alternating current kW Kilowatt
B, b Base electrode, units with single base kWH Kilowatt hour
°C Degrees Celsius or centigrade lb Pound
C Capacitance, capacitor M Mega; x1,000,000
C, c Collector electrode m Milli; one-one thousanth; 1/1000; 0.001
cm Centimeter mf, mfd Microfarad
cu Cubic MHz Megahertz
db Decibels mm Millimeter
DC Direct current NC Normally closed
dm Decimeter Nm Newton-meter
DPDT Double-pole, double-throw switch NO Normally open
DPST Double-pole, single-throw switch R Resistance; resistor
E, e Emitter electrode SPDT Single-pole, double-throw switch
E, e Voltage SPST Single-pole, single-throw switch
mf Microfarad t Time
°F Degrees Fahrenheit T Temperature
F, f Frequency V, v Volt; voltmeter
flu Fluid VBB Base supply voltage (DC)
FM Frequency modulation VBC Base-to-collector voltage (DC)
g Gram VBE Base-to-emitter voltage (DC)
gnd, grd Ground VCB Collector-to-base voltage (DC)
Hg Mercury VCC Collector supply voltage (DC)
Hz Hertz VCE Collector-to-emitter voltage (DC)
I Current VEB Emitter-to-base voltage (DC)
IB Base current (DC) VEC Emitter-to-collector voltage (DC)
IC Collector current (DC) vee Emitter supply voltage (DC)
IE Emitter current (DC) vF Forward voltage (DC)
k x1000 W Watt; work
kg Kilograms w Watt
kHz Kilohertz wh, whr Watt-hour

Numeric Equivalents
Decimal Fraction Drill Tap Decimal Fraction Drill Tap
Inches Inches Millimeters Size Size Inches Inches Millimeters Size Size
0.0078 1
/128 0.1981 0.1130 2.8702 33 6-40 NF
0.0135 0.3429 80 0.1160 2.9464 32
15
0.0145 0.3683 79 0.1172 /128 2.9769
0.0156 1
/16 0.3962 0.1200 3.0480 31 6-48 NS
1
0.0160 0.4064 78 0.1250 /8 3.1750
0.0180 0.4572 77 0.1285 3.2639 30
17
0.0200 0.5080 76 0.1328 /128 3.3731
0.0210 0.5334 75 0.1340 3.4036 4mm - 0.70
0.0225 0.5715 74 4mm - 0.75
0.0234 3
/128 0.5944 0.1360 3.4544 29 8-32 NC
0.0240 0.6096 73 8-36 NF
0.0250 0.6350 72 0.1405 3.5687 28 8-40 NS
9
0.0260 0.6604 71 0.1406 /64 3.5712
0.0280 0.7112 70 0.1440 3.6576 27
3
0.0292 0.7417 69 0.1470 3.7338 26 /16-24 NC
0.0310 0.7874 68 0.1476 3.7500 4.5mm - 0.75
19
0.0312 1
/32 0.7925 0.1484 /128 3.7694
0.0320 0.8128 67 0.1495 3.7973 25 10-24 NC
0.0330 0.8382 66 0.1520 3.8608 24
0.0350 0.8890 65 0.1540 3.9116 23
5
0.0360 0.9144 64 0.1563 /32 3.9700
3
0.0370 0.9398 63 0.1570 3.9878 22 /16-32 NF
0.0380 0.9652 62 0.1590 4.0386 21 10-32 NF
0.0390 5
/128 0.9906 61 0.1610 4.0894 20
21
0.0400 1.0160 60 0.1641 /128 4.1681
0.0410 1.0414 59 0.1650 4.1910 5mm - 0.90
0.0420 1.0668 58 0.1660 4.2164 19
0.0430 1.0922 57 0.1690 4.2926 5mm - 0.80
0.0465 1.1811 56 0.1695 4.3053 18
11
0.0469 3
/64 1.1913 0-80 NF 0.1719 /64 4.3663
0.0520 1.3208 55 0.1730 4.3942 17
0.0547 7
/128 1.3894 0.1770 4.4958 16 12-24 NC
23
0.0550 1.3970 54 0.1797 /128 4.5644
0.0595 1.5113 53 1-64 NC 0.1800 4.5720 15
1-72NF 0.1653 4.2000 5.5mm - 0.80
0.0625 1
/16 1.5875 0.1820 4.6228 14 12-28 NF
0.0635 1.6129 52 0.1850 4.6990 13 12-32 NEF
3
0.0670 1.7018 51 0.1875 /16 4.7625
0.0700 9
/128 1.7780 50 2-56 NC 0.1890 4.8006 12
2-64 NF 0.1910 4.8514 11
0.0730 1.8542 49 0.1935 4.9149 10 14-20 NS
25
0.0760 1.9304 48 0.1953 /128 4.9606
0.0781 5
/64 1.9837 0.1960 4.9784 9
0.0785 1.9939 47 3-48 NC 0.1990 5.0546 8
1
0.0810 2.0574 46 0.2010 5.1054 7 /4-20 NC
0.0820 2.0828 45 3-56 NF 14-24 NS
13
0.0860 11
/128 2.1844 44 4-36 NS 0.2031 /64 5.1587
0.0890 2.2606 43 4-40 NC 0.2040 5.1816 6
0.0935 2.3749 42 4-48 NF 0.2050 5.2070 6mm - 1.00
0.0938 3
/32 2.3825 1
/8-32 NC 0.2055 5.2197 5
1
0.0960 2.4384 41 0.2090 5.3086 4 /4-24 NS
27
0.0980 2.4892 40 3mm - 0.50 0.2109 /128 5.3569
1
0.0995 2.5273 39 0.2130 5.4102 3 /4-28 NF
7 1
0.1015 2.5781 38 1
/8-40NF 0.2188 /32 5.5575 /4-32 NEF
5-40NC 0.2210 5.6134 2
29
0.1016 13
/128 2.5806 0.2266 /128 5.7556
1
0.1040 2.6416 37 5-44 NF 0.2280 5.7912 1 /4-40 NS
0.1065 2.7051 36 6-32 NC 0.2340 5.9436 A
15
0.1094 7
/64 2.7788 0.2344 /64 5.9538
0.1100 2.7940 35 0.2380 6.0452 B
0.1110 2.8194 34 6-36 NS 0.2400 6.0960 7mm - 1.00
Numeric Equivalents (continued)

Decimal Fraction Drill Tap Decimal Fraction Drill Tap
Inches Inches Millimeters Size Size Inches Inches Millimeters Size Size
29 1
0.2420 6.1468 C 0.4531 /64 11.5087 /2-20 NF
31 1
0.2422 /128 6.1519 /2-24 NS
59
0.2460 6.2484 D 0.4609 /128 11.7069
1 15
0.2500 /4 6.3500 E 0.4688 /32 11.9075
5 61
0.2570 6.5278 F /16-18 NC 0.4766 /128 12.1056
33
0.2578 /128 6.5481 0.4800 12.1920 14mm - 2.00
31 9
0.2610 6.6294 G 0.4844 /64 12.3038 /16-12 NC
17 63
0.2656 /64 6.7462 0.4922 /128 12.5019
1
0.2660 6.7564 H 0.5000 /2 12.7000 14mm - 1.50
0.2720 6.9088 I 8mm - 1.25 0.5039 12.8000 14mm - 1.25
5 33 9
/16-24 NF 0.5156 /64 13.0962 /16-18 NF
35 17 5
0.2734 /128 6.9444 0.5312 /32 13.0962 /8-11 NC
35
0.2770 7.0358 J 0.5469 /64 13.8913
0.2800 7.1120 8mm - 1.00 0.5590 14.2000 16mm - 2.00
9
0.2810 7.1374 K 0.5625 /16 14.2875
9 5 37 5
0.2813 /32 7.1450 /16-32 NEF 0.5781 /64 14.6837 /8-18NF
37 3
0.2891 /128 7.3431 /8-18NPT
0.2900 7.3660 L 0.5787 14.7000 16mm - 1.50
19 11
0.2950 7.4930 M 0.5938 /32 15.0825 /16-11 NS
19 39
0.2969 /64 7.5413 0.6094 /64 15.4788
0.3020 7.6708 N 0.6220 15.8000 18mm - 2.50
39 5 11
0.3047 /128 7.7394 0.6250 /8 15.8750 /16-16 NS
41
0.3110 7.8994 9mm - 1.25 0.6406 /64 16.2712
5 3 21 3
0.3125 /16 7.9375 /8-16 NC 0.6562 /32 16.6675 /4-10 NC
0.3160 8.0264 O 0.6614 16.8000 18mm - 1.50
43
0.3190 8.1026 9mm - 1.00 0.6719 /64 17.0663
41 11 3
0.3203 /128 8.1356 0.6875 /16 17.4625 /4-16NF
0.3230 8.2042 P 0.7008 17.8000 20mm - 2.50
45 1
0.3270 8.3058 9mm - 0.75 0.7031 /64 /2-14 NPT
21 23
0.3281 /64 8.3337 0.7187 /32
3 47
0.3320 8.4328 Q /8-24 NF 0.7344 /64
43 3
0.3359 /128 8.5319 0.7500 /4
1 49 7
0.3390 8.6106 R /8-27 NPT 0.7656 /64 /8-9 NC
25
0.3430 8.7122 10mm - 1.50 0.7812 /32
11 51
0.3438 /32 8.7325 0.7969 /64
13 7
0.3480 8.8392 S 0.8125 /16 /8-14 NF
0.3500 8.8900 10mm - 1.25 0.8228 20.9000 22mm - 1.50
45 53 7
0.3516 /128 8.9306 0.8281 /64 /8-18 NS
0.3580 9.0932 T 10mm - 1.0 0.8425 21.4000 24mm - 3.00
23 27
0.3594 /64 9.1288 0.8437 /32
47 55
0.3672 /128 9.3269 0.8594 /64
7 7
0.3680 9.3472 U /16-14 NC 0.8750 /8 1-8 NC
3
0.3750 /8 9.5250 0.8779 22.3000 24mm - 2.00
57
0.3770 9.5758 V 0.8906 /64
29
0.3820 9.7028 11mm - 1.50 0.9062 /32
49 59
0.3828 /128 9.7231 0.9219 /64 1-12 NF
3
0.3860 9.8044 W /4-14 NPT
25 7 15
0.3906 /64 9.9212 /16-20 NF 0.9375 /16 1-14 NS
61
0.3970 10.0838 X 0.9531 /64
51 31
0.3984 /128 10.1194 0.9687 /32
63
0.4040 10.2616 Y 0.9844 /64
13
0.4063 /32 10.3200 1.0000 1
0.4130 10.4902 Z 12mm - 1.75
53
0.4141 /128 10.5181
0.4210 10.6934 12mm - 1.50
27 1
0.4219 /64 10.7163 /2-13 NC
0.4290 10.8966 12mm - 1.25
55
0.4297 /128 10.9144
7 1
0.4375 /16 11.1125 /4-18NPT
57
0.4453 /128 11.3106



ATRA 2003 Seminar Manual

Încărcat de

Informații document

Descriere originală:

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

ATRA 2003 Seminar Manual

Încărcat de

Drepturi de autor:

Formate disponibile

2003 TECHNICAL SEMINAR

Automatic Transmission Rebuilders Association

This manual has been developed by the Automatic Transmission Rebuilders

© 2003 ATRA. All Rights Reserved.

© 2003 ATRA. All Rights Reserved.

© 2003 ATRA. All Rights Reserved.

General Motors ................................................ 1-72

© 2003 ATRA. All Rights Reserved.

ATRA Technical Team

Dennis Madden Lance Wiggins

Evelyn Marlow Randall Schroeder Steve Garrett

© 2003 ATRA. All Rights Reserved.

ATRA Technical Team (continued)

Bill Brayton David Skora Mike VanDyke

Mike Baird Mike Brown Pete Huscher

Cliff McCormick Kelly Hilmer Shaun Velasquez

© 2003 ATRA. All Rights Reserved.

Chief Executive Officer: Dennis Madden

Executive Director: Steve Gray

Without the ATRA team, it would be very hard to accomplish

© 2003 ATRA. All Rights Reserved.

© 2003 ATRA. All Rights Reserved

General Motors Contents

© 2003 ATRA. All Rights Reserved

Service 4wd Light On, Possible

NOTE: Your scan tool must be capable of communicating with

DTC B2725 will set if:

© 2003 ATRA. All Rights Reserved

Service 4wd Light On, Possible

The correct control switch resistance values are as follows:

© 2003 ATRA. All Rights Reserved

The most common cause of this problem happens when attempting to

© 2003 ATRA. All Rights Reserved

 P0716 (Turbine speed electrical interference/noise)

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

P1815 will set if:

 D2, D4 or reverse range is indicated at start up

P1810 will set if:

 The PCM detects an invalid gear range

If the problem is related to contamination replace the PSA. Updated

© 2003 ATRA. All Rights Reserved

RPO Codes for the 4T60E Applications

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

GM recommends the new pump not be installed on earlier design applica-

 2002-1st design two-piece pump (Part # 24221299)

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

Early style PSA

Late style PSA

© 2003 ATRA. All Rights Reserved

© 2003 ATRA. All Rights Reserved

The new design washer is available in 10 selective thickness. The updated

P0716 (Turbine speed electrical interference/noise)

D2, D4 or reverse range is indicated at start up

The PCM detects an invalid gear range

2002-1st design two-piece pump (Part # 24221299)

A possible lack of power may also be present

The TCM check sum is incorrect (internal software check)

Hard/soft garage shifts

Harsh 1-2 shifts

Distributor housing/base: Inspect for excessive levels of rust on the

Service 4WD light is on

Delayed downshifts, erratic downshifts

Output shaft misalignment. This concern is the most common cause

The speed sensor bolts. New part number 11517516

The forward clutch wave plate. New part number 24205560

Overrun clutch spring retainer. New part number 24216149

Reaction carrier part number 24215026

Output carrier 2WD models part number 24214966

Output carrier 4WD models part number 24215388