2001 ATRA Seminar Manual Contents PDF

2001
Technical
Seminar
ProCarManuals.com
2001
2001
2000 TECHNICAL SEMINAR
Automatic Transmission Rebuilders Association

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

Rebuilders Association (ATRA) Technical Department to be used by quali-
fied transmission technicians in conjunction with ATRA’s technical semi-
nars. Since the circumstances of its use are beyond ATRA’s control, ATRA
assumes no liability for the use of such information or any damages in-
curred 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 recommen-
dations. ATRA recommends only qualified transmission technicians per-
form the procedures in this manual.
This manual contains copyrighted material belonging to ATRA. No part of
this manual may be reproduced or used in any form or by any means —
graphic, electronic or mechanical, including photocopying, recording,
electronic or information storage and retrieval — without express written
permission from the ATRA Board of Directors.
Public exhibition or use of this material for group training or as part of a
school curriculum, without express written permission from the ATRA
Board of Directors is strictly forbidden.
ATRA and the ATRA logo are registered trademarks of the Automatic Trans-
mission Rebuilders Association.
Portions of materials contained herein have been reprinted with permis-
sion of General Motors Corporation, Service Technology Group.
© 2001 ATRA, Inc. All Rights Reserved. Printed in USA.
© 2001 ATRA. All Rights Reserved.

2000 TECHNICAL SEMINAR iii
Program Contents
General Motors .................................................... 1
Ford ................................................................... 49
Chrysler ............................................................. 91
Imports (Nissan and Subaru) ............................ 141
Reference ......................................................... 199
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iv 2000 TECHNICAL SEMINAR
ATRA Technical Department

Lance Wiggins, Technical Director
Mike Baird
Weldon Barnett
Bill Brayton
Larry Frash
Steve Garrett
Evelyn Marlow
Cliff McCormick
Randall Schroeder
David Skora
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Acknowledgements
Thank you for attending the 2001 ATRA seminar. The people
behind the scenes, putting programs like this together don’t
always get the recognition they deserve for the effort they put
forth. Producing a seminar program of this type requires
months of hard work. I would like to thank everyone who had a
part in producing this program. I would like to offer a special
thanks to the following persons for spending a lot of evenings
and weekends making sure we produced the best information
possible:
Larry Frash, who spent hours ferreting-out many of the facts
used in this manual, as well as the initial copywriting and
drawing.
Evelyn Marlow, who took great pains to make sure our line art
was as clean as possible, against sometimes overwhelming odds.
Cliff McCormick, whose skill with our digital camera provided
us with a crisp and unique collection of images.
Steve Garrett, who was instrumental in collecting the very
latest information for our GM section.
My personal thanks to all of you; we couldn’t have done it with-
out you.
Lance Wiggins
Technical Director

GM UPDATES AND CHANGES
GM Updates and Changes

Contents
All Applications Updates for 2000 ................................ 18
DTC P0122: 3–4 Clutch Backing Plate................. 18
TP Sensor Circuit Low Input ...............3 New TCC PWM Solenoid .................. 19
Ratio Error DTCs ..................................4 Updated Valve Body ........................ 20
4T40E Pump Interchange .............................. 21
Harsh or Soft 3–2 Downshift .................8 Valve Body Changes ........................... 26
Hard Upshifts 4L60E HD
with Possible Trouble Codes .............. 10
New Features ..................................... 30
4T40E / 4T60E
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Features Carried Over from 4L60E ..... 31

Intermittent Surge or Loss of Power .... 11
4L60E / 4L80E
4T60E
Possible No Shifts or Codes P0740,
Hard Upshifts ..................................... 12 P0753, P0758, P0785, P1860 ............ 32
4T65E Delayed Engagements;
Moan after TCC Apply......................... 13 Low Fluid Level ................................. 39
4T60E / 4T65E Hard 1–2 Upshifts; 1999 Vehicles ....... 40
Speedometer Reads 4L80E
MPH/KPH at a Stop .......................... 14 Harsh Shifts, Possible DTC 63 ............ 41
4T65E Surge While Towing;
Slip or Flare During 1996–1999 7.4L ............................... 42
1–2 or 3–4 Upshift ............................ 15 2nd Gear Starts in Manual 2nd .............. 43
4L60E 1999-and-Later Center Support
Engine Surges or Chuggles and Sun Gear Shaft Changes ............ 44
When TCC Applies ............................ 16 Allison LCT 1000
2nd Gear Starts; Normal Operating Conditions ............. 47
Binds in Manual Low ........................ 17

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GM UPDATES AND CHANGES !
All Applications
DTC P0122: TP Sensor Circuit Low Input
Some 1999-2001 W-body vehicles (Regal, Grand Prix, Monte Carlo/Impala and Intrigue)
with a 3.8L engine have been showing up with code P0122 in memory. They may also
exhibit these additional symptoms:
• Engine and transmission driveability problems
• DTC P0452 — Fuel tank pressure sensor or circuit
• DTC P0462 — Fuel level sensor or circuit
• DTC P1635 — 5-volt reference circuit
With the key on, engine off, check the 5-volt reference at the TPS.
If there’s no 5-volt reference, the problem may be the 5-volt reference wire is shorted to
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ground. The TP sensor shares its 5-volt reference circuit with several other components,
including the fuel level sensor and the fuel tank pressure sensor.
Look for this wiring to be pinched near the rear seat belt retaining stud. This chafes the
wire, shorting it to ground.

" GM UPDATES AND CHANGES
All Applications
Ratio Error DTCs
All computers that are programmed to set ratio errors work off the same basic strategy
and need to know at least three basic things.
• Input Speed: One way could be as simple as reading the engine RPM signal; an-
other can be to read true input shaft speed, such as the 4T40E.
• Output Speed: Once again, this data can be received from a few different loca-
tions. One would be at the final drive, while another could be directly from the
output shaft, such as the 4L60E.
• Calibration Knowledge: The computer must know how to calculate data from the
input and output speed sensors, and it must also know the ratios that are being
used by the year, make and model of the vehicle.
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Inaccuracy in any of these three areas will cause false ratio errors to be set.
Two Basic Causes

Cause 1: Miscalculated Ratios
One way to determine if a ratio error is set due to a miscalculation is to operate the
transmission with the drive wheels off the ground. Typically, if a ratio error is due to a
miscalculation, it will set the code even when there is no load on the transmission.
Possible causes:
• Incorrect PROM or calibration programming
• Wrong sprocket or final drive ratio (FWD only)
• Incorrect speed sensor reluctor tooth count
• Incorrect engine RPM reading
• EMI (Electromagnetic Interference)
• Incorrect PCM/TCM/VCM
• Faulty PCM/TCM/VCM

GM UPDATES AND CHANGES #
All Applications
Ratio Error DTCs (continued)
Cause 2: Component Slipping
• Leaking, damaged or worn stator support bushings (4L60E) This is generally
caused by a hardening problem with turbine shaft. The turbine shaft or input
housing may require replacement. (Very common)
N O T IC E An updated stator support bushing is now being used with the 4L60E HD.
• TCC pressure regulator valve is side loading or sticking (all applications): This
condition causes low TCC apply pressure. Valve body updates have been issued to
try to repair this condition. In addition, several aftermarket manufacturers have
valve body repair kits to address this problem. (Very common)
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• Front bearing failure (input or turbine shaft support bearing; 4T60E, 4T65E): The
manufacture of this bearing was changed to eliminate this problem. When the
bearing fails the customer may also complain of a whining noise in park or neu-
tral. The channel plate sleeve is often damaged, which will also require replace-
ment. (Very common)

$ GM UPDATES AND CHANGES
All Applications
Cause 2: Component Slipping (continued)
• A worn, sticking or damaged actuator feed limit valve or bore (all applications with
a PCS): This valve provides the feed oil for the PCS, so it controls line pressure
boost. Many times problems with this valve or its bore will also cause the vehicle
to start in a gear other than 1st gear. Generally the customer complaint will be
that the transmission bumps as the vehicle first starts to move. What the cus-
tomer is actually feeling is the transmission downshifting during acceleration.
(Very common)
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GM UPDATES AND CHANGES %
All Applications
Cause 2: Component Slipping (continued)
• Slipping or damaged clutches or bands: Refer to the clutch/band apply chart for
the unit you’re working on to determine which clutch or band could cause the
problem. Some of the GM computers can’t determine what’s actually slipping; for
example, is it the TCC or a clutch or band? (Very common)
• Faulty torque converter clutch
• Faulty or damaged TCC PWM solenoid wiring
• Faulty TCC PWM or TCC apply solenoid. Check whether an updated solenoid is
available for the unit you’re working on.
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• Leaking turbine shaft O-ring or sealing rings

• Plugged or restricted TCC or AFL screens
• Sticking, worn or damaged TCC apply valve
• Sticking or damaged PCS
• Sticking or damaged pressure regulator valve
• Valve body, channel plate or case damage (warped, cracked, dented, etc.)
• Low solenoid current flow due to high resistance. Correct current flow for the shift
solenoids and the TCC apply solenoid is generally around 0.5–1.0 amp, depending
on solenoid resistance. Correct current flow for a TCC PWM solenoid is generally
around 1.2–3.0 amps, depending on duty cycle. Low current flow indicates high
resistance in the solenoid, its wiring, or its feed or control circuits.

& GM UPDATES AND CHANGES
4T40E
Harsh or Soft 32 Downshift
Depending on the configuration, these symptoms may be caused by a missing or
mispositioned #6 checkball. As shown in the picture, the #6 checkball was moved from
its original pocket (6a) to a different location in 1997, labeled 6b.
6b
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6a

GM UPDATES AND CHANGES '
4T40E
Harsh or Soft 3-2 Downshift (continued)
The casting wasn’t changed so unless you’re certain of the year, the best way to tell
which location to use is to look at the separator plate. For the checkball to function
properly, there must be two holes in the separator plate.
6b
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6a
If your plate is set up for both locations (which many were) you can install a checkball in
either position. But in 6a the ball controls the drain rate of the direct clutch; in 6b the
ball controls the drain rate of the 2–3 accumulator. Because of this, the 3–2 shift feel
will be different, depending on the location.
• A checkball in location 6a will result in a softer 3–2 downshift.
• A checkball in location 6b will result in a firmer 3–2 downshift.

4T40E
Hard Upshifts with Possible Trouble Codes
The vehicle comes in suffering from harsh upshifts, and may have the malfunction indi-
cator lamp (MIL) on. In addition, a number of codes may be stored in memory. This is
primarily on Cavaliers, Aleros, Sunfires, Malibus and Grand Ams.
The most common codes are P0716 and P0717, which are turbine shaft speed sensor-
related.
In most cases the problem is the transmission connector. What happens is the connec-
tor only gets latched on one side, creating bad connections on the opposite side. De-
pending on which pins have a bad connection, many intermittent diagnostic trouble
codes will set.
To correct this problem, make sure the connector isn’t damaged, and reconnect it prop-
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erly. Clear any codes in memory, road test the vehicle, and check for any new codes.
Remember to perform a complete drive cycle to give codes a chance to set.

4T40E / 4T60E
Intermittent Surge or Loss of Power
After operating the vehicle at fairly high throttle, suddenly it begins losing power or
surging. The TCC may begin cycling off and on, and the transmission may even begin
hunting between 3rd and 4th gears. The problem remains evident until the throttle drops
back to idle, or maybe even until the engine’s been shut off.
The problem is restricted to 1998 N-body (Grand Am, Achieva, Skylark) and U-body
(Transport, Lumina, Venture and Silhouette) vehicles equipped with a V6 engine.
The problem usually traces back to part of the isolation tape (a heavy rubber tape used
in the radiator core support area) losing its adhesion. The tape becomes loose, and the
high air flow through the engine air intake pulls the end of the tape into the air intake.
This restricts the flow of air going into the engine, and past the mass airflow sensor
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(MAF). The engine loses power due to the restriction, and the computer receives a low
reading from the mass airflow sensor. The low reading indicates the engine is under less
of a load, so the computer adjusts engine performance and gear ratio accordingly.
Once you release the throttle or shut the engine off, the tape falls back out of the air
intake, and the engine can run properly again… until the next time the tape gets sucked
into the air intake.
Remove the loose piece of isolation tape.

4T60E
Hard Upshifts
Vehicles equipped with a 4T60E transaxle may experience harsh upshifts for one or
more of these reasons:
• A sticking accumulator valve — Clean and inspect the valve body.
• A sticking accumulator piston — Scotchbrite™ the bore and use a factory quality
seal.
In addition, a missing, loose or mispositioned accumulator sleeve retainer will cause the
sleeve to become misaligned with the valve body ports.
The bushing retainer was changed at the start of production for 1993. The 93-and-later
retainer won’t interchange with earlier models. The picture shows the two applications.
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IM P O R T A N T All 4.9L and some 3.1L applications have a specific, unique 1–2 accumulator
valve-and-spring line up, different from other 4T60E applications. Never
assume that these applications have a harsh shift due to misassembly. The
service manual may show the incorrect assembly for these applications. The
picture shows the correct assembly for these applications.
4.9L and Some 3.1L

12 Accumulator
12 Accumulator
All Others

4T65E
Moan after TCC Apply
Some 4T65Es may exhibit a moan or growl after TCC applies. The noise is generally
worse at lower road speeds, just as TCC applies. Overriding TCC by stepping on the
brake will usually eliminate the noise.
The problem is that a specific harmonic frequency is set up in the cooler line when TCC
applies. The harmonic is transferred through the cooler lines and into the vehicle body.
Many manufacturers correct this type of problem by providing tuned cooler lines. Check
with your local dealer to see if updated cooler lines are available for your particular
application.
If an updated line isn’t available, install the updated cooler line retaining bracket,
#25714015. This bracket mounts to a support bar just behind the passenger-side cool-
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ing fan.

4T60E / 4T65E
Speedometer Reads MPH/KPH at a Stop
A number of 1997-98 G, C, H and W bodies (Riviera, Aurora, Park Ave, Lumina, Monte
Carlo, Regal, Grand Prix) have been showing up with the speedometer showing the ve-
hicle is moving… while it’s fully stopped.
This is usually due to EMI (Electromagnetic Interference) being induced into the VSS
wiring. The problem is that the VSS wires are routed too close to high voltage or high
current wires.
Probable sources:
• Fuel injector wiring
• PCS (Pressure Control Solenoid) 4T65E only.
• Secondary ignition wires (spark plug and coil wires).
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• Charging system. Try disabling the alternator and retest.

To correct this problem, reroute the VSS wires to the computer. Move them away from
any source of interference.

4T65E
Slip or Flare During 12 or 34 Upshift
1999–2001 vehicles with a 4T65E transaxle may exhibit a slip or flare on the 1–2 shift.
This usually occurs during cold temperatures and disappears after the transmission
reaches operating temperature. It may also slip or flare on the 2–3 upshift.
The 1–2 shift solenoid ball and seat may distort with changing fluid temperature, caus-
ing a leak when the solenoid is supposed to be closed.
To correct this problem, replace the solenoid with an updated one, part number
24219819.
12 Shift Solenoid

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4L60E
Engine Surges or Chuggles When TCC Applies
Many 1996–1997 C, K and G trucks and vans have been experiencing a surge or
chuggle, especially when the converter clutch is applied.
Here’s a list of the possible causes for this problem:
• Driving conditions: Wind, rough roads; speak with the customer about other pos-
sible adverse driving conditions; verify the complaint.
• Drive train: Inspect the tires for abnormal wear patterns, check driveshaft, wheel
bearings, ball joints, bushings and other drive train components for wear.
• TCC apply: Use a scan tool to check for excessive converter slippage. Does the
converter clutch have a smooth apply?
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• Engine accessories: Check all belt-driven components. Turn off A/C heater system
to eliminate the A/C clutch cycling from being a possible cause.
• Engine: Check for vibrations caused by out-of-balance components, such as the
flywheel, harmonic balancer, bent pulleys, etc. Monitor engine misfire counters
with a scan tool. Ignition or fuel problems can cause engine surges or misfires
that are amplified when the TCC applies.
• Engine Calibration: Use a scan tool to make sure the latest engine calibration
software has been installed.
Revised Calibrations:
If none of the conditions listed are present, and the engine calibration is the latest ver-
sion, you may need to install the latest transmission calibrations.
Check with your local dealership for the latest calibration.

4L60E
2nd Gear Starts; Binds in Manual Low
There are three common causes for 2nd gear starts or a bind in manual low on a 4L60E
transmission:
• Broken 1–2 accumulator, commonly caused by a broken spring
• Defective or worn 1–2 accumulator seal
• Worn or defective 1–2 accumulator pin or pin bore
To prevent this from occurring, replace the 1–2 accumulator springs during every re-
build.
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4L60E
Updates for 2000
34 Clutch Backing Plate
The backing plate of the 3–4 clutch was updated to prevent it from being installed up-
side-down. This update eliminated the chamfer on the backing plate.
You can use the updated plate with earlier model units. Three selective thickness plates
are available for adjusting clutch clearance:
4.2 mm ............... 24217453
5.6 mm ............... 24217516
5.9 mm ............... 24212461
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4L60E
Updates for 2000 (continued)
New TCC PWM Solenoid
The TCC PWM solenoid was updated in 2000. This solenoid will retrofit to all units using
a PWM TCC. You can identify this solenoid by its gray connector, and its snout is now
molded plastic instead of steel. The reason for the update was to reduce the possibility of
valve body bore wear.
TCC PWM Solenoid.......... 24212690
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Early Solenoid Late Solenoid

w/Plastic Snout

4L60E
Updates for 2000 (continued)
Updated Valve Body
Currently the most common 4L60E diagnostic trouble code is P1870 — Converter
Clutch Slip. To correct this problem, GM has redesigned the TCC pressure regulator
valve, isolator valve and spring. The valve lands are now longer to improve the support of
the valve in the bore and to help reduce side-loading.
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4L60E
Pump Interchange
The non-PWM (pulse width modulated) pumps that were used only in the 93 to 94 model
4L60E are almost identical to the earlier 4L60 pumps. The main differences are the
4L60E pump stators don’t have the D2 boost circuit drilled, and the bore for the filter is
larger.
In fact, because the non-PWM pumps are becoming increasingly harder to find, some
parts remanufacturers have been machining the filter bores of 4L60 stators to meet the
demands. This works, if done properly, but there are a few more things you will need to
do:
4L60 Stator
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4L60 Filter Bore,

0.870" Bore Diameter

4L60E
Pump Interchange (continued)
4L60E Filter Bore,
0.970" Bore Diameter
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4L60E Stator
When converting a 4L60 stator,

you’ll have to use the 4L60
boost valve assembly.

4L60E
Make sure the D2 boost circuit has the necessary exhaust: Drill a vent hole about 1/8"
diameter in the D2 boost passage.
If you’re using a 4L60 stator,

drill a 1/8" hole in the D2 boost
passage for an exhaust.
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If the stator was from a unit with an auxiliary valve body, plug the forward feed tube
·
passage.
If you’re using the stator

from a unit with an auxiliary
valve body, plug the for-
ward feed tube passage.

4L60E
Does this sound like a can of worms just to replace a pump? Actually, the only reason
we’re covering this is in case you receive a rebuilt pump that was converted from a
4L60. We want you to know it can work, and show you what to check to make sure it
will work.
There is a much easier way to replace a bad pump in a non-PWM 4L60E:
When GM introduced the PWM lockup system in 1995, the pump body and stator cast-
ings were redesigned.
But you can use a complete PWM pump assembly in the 93 and 94 non-PWM transmis-
sions without any modification. The difference between the PWM and non-PWM pumps
is that converter charge now feeds directly from mainline, which is the same thing that
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happens when a technician grinds the center land of the pressure regulator valve for the
commonly-used “line-to-lube” modification.
C A U T IO N Never try to mix the halves from a PWM and a non-PWM assembly. A com-
plete PWM pump assembly will work in a non-PWM transmission. But a non-
PWM pump won’t work in a PWM transmission.
The circles show where to look

for the most obvious differences.
Non-PWM Stator PWM Stator

4L60E
The circles show where to look
for the most obvious differences.
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Non-PWM Pump Body PWM Pump Body

4L60E
Valve Body Changes
There are three basic versions of 4L60E valve bodies.
In 1993 and 1994 the 4L60E used a non-PWM converter clutch, which was the same as
the one used on the 4L60. These valve bodies used 4 solenoids.
1993 94 Valve Body

Uses 4 Solenoids
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4L60E
Valve Body Changes (continued)
In 1995, GM introduced the PWM converter clutch to the 4L60E. These valve bodies are
exactly the same as the non-PWM valve bodies, except:
• they have an additional solenoid.
• the separator plate is different.
• they have a converter clutch regulator valve instead of a signal valve.
You can interchange these valve bodies with the earlier, non-PWM valve bodies as long
as you swap the valves assembly and separator plate, and add the PWM solenoid.
1995 Valve Body

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Uses 5 Solenoids and a

Non-Vented Manual Valve

4L60E
Valve Body Changes (continued)
In 1996, GM modified the 3–2 control valve; it’s now a switch
valve, and uses a 19–24 ohm, on/off solenoid, rather than a 9–
14 ohm PWM solenoid.
These valve bodies also use a vented manual valve
bore. This provides a vent for the low/reverse
clutch circuit while in the D4 range. Earlier, non-
vented valve bodies trapped this circuit —
any foreign oil in the circuit could apply the
low/reverse clutch.
You can’t benefit from this new vent by
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installing the manual valve on earlier valve

bodies. The valve will work, but no differ-
ently than earlier valves. If you use an ear-
lier manual valve on vented valve bodies,
1996 On Valve Body

Uses 5 Solenoids and
a Vented Manual Valve
you’ll lose all line pressure through the

vent when the shifter is in park.
The separator plate for 1996-and-later
valve bodies is different than both earlier
plates.
·
·
Late (Vented)
The vented manual valve has the
longer second land. But it only
provides a vent for the low/reverse
clutch circuit when used with the
vented valve body (arrow).
·
Early (Non-Vented)

4L60E
There are three different separator plates made for the 4L60E. Use this picture to iden-
tify which separator plate you have.
95-on
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(PWM)
93-94 only
93-95 (Non-PWM)
only

! GM UPDATES AND CHANGES
4L60E HD
2001 Models
Identification
• Model Tag: 1KZD
• RPO Code: M32
The 4L60E HD appears in sport utility vehicles with the 6.0L engine; these include the
Grand Suburban, Denali, Denali XL, Centennial pickup, Yukon-XL and 2002 Cadillac
Escalade.
New Features
• 5-pinion carriers made of powdered metal and assembled with bronze, bat-wing
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washers to support each pinion.

Reaction Carrier: Part # 24218069
Input Carrier: Part # 24218063
• Heavy duty sun shell and sun gear.
HD Sun Shell: Part # 24217145
HD Sun Gear: Part # 24218234
• A new, heavy duty output shaft that has been stress relieved through a shot-
peening process during manufacturing, to increase durability.
HD output shaft: Part #24217157
Reaction Carrier

4L60E HD
2001 Models (continued)
• Thinner 3–4 frictions to make room for an extra clutch without changing the de-
sign of the input housing. Instead of six frictions, the drum now holds seven.
• Improved input and reaction shell thrust bearings were added to handle the in-
creased thrust loads.
• Induction hardened turbine shaft. Induction hardening relieves internal stress
and increases shaft strength.
• Heat-treated stator support splines reduce the tendency to strip under extreme
loads. Aluminum bushings are used because they can handle higher loads than
bronze.
A heavy duty low roller clutch, with large rollers and an enhanced housing for
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•
increased load capacity.
Low Roller Clutch assembly (plate kit w/rear piston, steels, center support and
roller clutch): Part # 8687996
Features Carried Over from 4L60E

• ECCC (Electronically controlled capacity converter clutch)
• Adaptive shift control
• Abuse and shift torque management.
• Shift stabilization
• Second gear starts in manual 2
• Tow/Haul mode
• Service transmission monitor

! GM UPDATES AND CHANGES
4L60E / 4L80E
Possible No Shifts or
Codes P0740, P0753, P0758, P0785, P1860
4L60E/4L80E transmissions may exhibit any or all of these trouble codes and driveabil-
ity problems:
P0740 — TCC Solenoid Electrical Fault
P0753 — 1–2 Solenoid Electrical Fault
P1860 — TCC PWM Solenoid Electrical Fault
• 4L80E applications fail to shift, or will drop into second gear intermittently. The
customer may complain that the “vehicle is going to neutral at higher road speeds.”
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• 4L60Es fail to shift and may drop or stay in 3rd gear when the shift lever is in the
OD position.
• Any or all of these codes
may set: P0758, P0785,
P1860, P0753, P0740. If
the problem is intermit-
tent, the system may not
set a code.
This problem is caused by a poor
crimp on one of the terminals for
circuit 1020.

GM UPDATES AND CHANGES !!
4L60E / 4L80E
Possible No Shifts or Codes P0740, P0753,
P0758, P0785, P1860 (continued)
Generally the crimp problem is cavity A2 at the bulkhead connector or (C100) on later
model applications at connector C2, pins E2 and F2 of the UBEC (Underhood Bussed
Electrical Center, used on many trucks.
Circuit 1020
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Bulkhead Connector (C100)
C100

!" GM UPDATES AND CHANGES
4L60E / 4L80E
P0758, P0785, P1860 (continued)
Starting with 1998 S-10 trucks and all other trucks and vans, GM began using the
UBEC (Underhood Bussed Electrical Connector) rather than the simple bulkhead con-
nector. The UBEC consists of several PC boards which connect a number of circuits,
including the ignition switch to the transmission.
When the UBEC fails you’ll lose power to the transmission, resulting in failsafe or trans-
mission solenoid codes. Unfortunately, you can’t repair the UBEC like you could the
earlier bulkhead connector. Instead, you must either bypass the UBEC or replace it.
UBEC
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C2 Connector
Inner Fender

GM UPDATES AND CHANGES !#
4L60E / 4L80E
P0758, P0785, P1860 (continued)
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Terminal E2: Power to UBEC

Terminal F2: Power from UBEC
to Transmission
C2 Connector
UBEC

!$ GM UPDATES AND CHANGES
4L60E / 4L80E
P0758, P0785, P1860 (continued)
ProCarManuals.com

GM UPDATES AND CHANGES !%
4L60E / 4L80E
P0758, P0785, P1860 (continued)
ProCarManuals.com

!& GM UPDATES AND CHANGES
4L60E / 4L80E
P0758, P0785, P1860 (continued)
On VCM applications, if a code sets for only one or two solenoids or circuits, inspect the
weatherpack seal at the VCM. You may find the seal is mispositioned, allowing water
into the VCM connector. This may cause severe corrosion, which can degrade solenoid
performance and cause codes to set. If corrosion is present, the VCM and the female
terminals may require replacement.
The ignition switch is also a common source of any or all of these problems. This holds
true for the redesigned, 3-contact ignition switches used on the S-10s.
To isolate this as a possible source of the problem, monitor pin voltage on circuit 1020
when the condition occurs. If the voltage drops below battery voltage, inspect the pins
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listed or the ignition switch for possible problems. If you find an open in the UBEC,
you’ll have to replace it, as it is can’t be disassembled and reassembled effectively.

GM UPDATES AND CHANGES !'
4L60E / 4L80E
Delayed Engagements; Low Fluid Level
Some 4x4s with the 4L60E or 4L80E may experience delayed engagements, caused by
low fluid level in the transmission. This could be due to external leaks, but in some
cases may be caused by a leak in the seal that separates the transmission from the
transfer case.
If you don’t see any signs of major external leaks, check the transfer case fluid level: If
it’s high, the input shaft seal is probably the culprit.
Possible Causes:
• External leaks
• Damaged or improperly manufactured transfer housing input shaft seal: Check
transfer case fluid level: If level is high, inspect the transfer case input shaft seal.
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To correct the problem, examine the transfer housing input gear and bearing carefully.
Replace any part that’s worn or damaged.
Then replace the input shaft seal with part number 14095609. Remember to drain the
transfer case, and refill with the proper fluid.

4L60E / 4L80E
Hard 12 Upshifts; 1999 Vehicles
Some 1999 vehicles equipped with the 4L60E or 4L80E transmissions may experience
harsh 1–2 upshifts. This problem may be accompanied by one or both of these other
problems:
• Hard 1–2 upshifts at heavy throttle.
• Shift may seem long with, a bump at the end.
One possibility for this problem may be a line pressure variation during the shift.
The correction is to reflash the VCM with an updated calibration. These calibrations
include changes in the line pressure tables.
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Calibration Update: Hard 1–2 Upshifts

Old Calibration New Calibration
Vehicle Engine/Trans Axle Ratio Number Number
C/K 2500 6.0L/4L80E 3.73:1 16253293 16264187
4.10:1 16253294 16264188
16264138 16264205
16264140 16264206
C/K 1500 4.8L/4L60E 3.42:1 16254164 16264165
3.73:1 16254166 16264167
4.10:1 16264200 16264243
5.3L/4L60E 3.42:1 16264201 16264244
3.73:1 16254202 16264245
4.10:1 16246203 16264246

GM UPDATES AND CHANGES "
4L80E
Harsh Shifts, Possible DTC 63
Vehicles equipped with a 4L80E transmissions and diesel engines (mostly 6.5L models)
may experience a harsh shift complaint. This may be accompanied by code 63 in memory.
The problem could be the vehicle has the wrong (or a faulty) BARO/boost sensor.
Diesel applications use a BARO/boost sensor to determine altitude. Gasoline applica-
tions use a MAP sensor to determine manifold pressure. Although these sensors look
identical, they’re calibrated differently.
To correct this problem, install BARO sensor number 16006833 on diesel applications.
·
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4L80E
Surge While Towing; 19961999 7.4L
A number of 1996–99 trucks with the 7.4L engine have been showing up with a surge
while towing. Here are the symptoms you can expect:
• Vehicle surges only when pulling a trailer.
• How bad a surge varies based on vehicle speed, trailer weight, condition and type
of suspension, and the trailer hitch location and configuration.
• Surge tends to reduce significantly or go away when the TCC releases.
To diagnose this problem:
• Monitor the MAP, MAF and TPS values with a scan tool while the problem is oc-
curring. Look for fluctuations at steady throttle. If the MAP, MAF and TPS signals
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fluctuate under steady throttle, check for fuel- or emission-related problems such
as EGR, fuel pressure, faulty or dirty injectors, and ignition problems.
• Monitor TCC slip and gear ratios.
• Inspect the trailer suspension and hitch for possible problems. Consider relocat-
ing the load in the trailer or relocating the position of the hitch (5th wheel applica-
tions).
If all other possibilities check out okay, a new calibration is available to change the TCC
lockup speed. This will greatly reduce the surge. Use a scan tool to identify the current
calibration and the chart below to select the proper calibration update.
Calibration Update: Surge While Tow ing

Old Scan Tool New Scan Tool
Model Year Calibration Number Calibration Number
1996 16227602 16241010
16227603 16241011
1997 16243564 16241012
1998 16267332 16241013
16216254 16241014
1999 16232743 16241015
16232744 16241016

GM UPDATES AND CHANGES "!
4L80E
2nd Gear Starts in Manual 2nd
A 1999 through 2001 vehicle equipped with a 4L80E starts in second gear when M2
range is selected.
This is normal operation: A calibration update was issued for the GMT800 Pickup/
Suburban. To improve traction in slippery weather, the VCM was programmed to pro-
vide 2nd-gear-only operation in manual 2nd. This feature is identical to the 4L60E truck.
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"" GM UPDATES AND CHANGES
4L80E
1999-and-Later Center Support
and Sun Gear Shaft Changes
In 1999, GM added a 0.041" shim under the
rear ring gear bearing. This raised the
height of the sun gear by 0.041".
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To offset this difference, they made a

0.041" recess in the under side of the
support, where the bearing race sits.
1997 98 1999 On
GM UPDATES AND CHANGES "#
4L80E
and Sun Gear Shaft Changes (continued)
This also required a change in the sun gear shaft. The machined area that contacts the
center support bushing is 0.041" shorter. The two tubes are easy to mix up, except that
the 1999-and-later shaft has a machined groove in the splined area.
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·
1997 98 1999 On

"$ GM UPDATES AND CHANGES
4L80E
and Sun Gear Shaft Changes (continued)
You may interchange these components as a set but not individually. Obviously, if you
omit the shim (or add it where it doesn’t belong) you will affect the rear endplay.
Mixing up the sun gear shaft and support will affect
·
the height of the shoulder of the shaft. The shoulder
of the shaft should be about 0.050" above the
center support ring tower.
Naturally, a mismatch will also affect the front
endplay, but if you aren’t careful you could
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change the shim on the pump to

make up for it, without
noticing the direct drum
resting on the center sup-
port ring tower. You will
notice it when it comes back.
Incorrect Correct Incorrect
· · ·
Late Shaft w/ Matching Shaft Early Shaft w/
Early Support and Support Late Support
Shoulder is Shoulder is Shoulder is
almost flush about 0.050" about 0.090"
with the support above support above support
GM UPDATES AND CHANGES "%
Allison LCT 1000

Normal Operating Conditions
The Allison LCT 1000 appears in GM heavy duty applications equipped with 8.1L gas
and 6.6L Duramax diesel engines.
Several conditions may be misdiagnosed as problems when in fact they are actually
normal conditions, according to GM and Allison. Never attempt to repair any of these
customer complaints:
• A clunk when shifting the transmission from reverse to park. This noise is simply
the parking pawl engaging the park gear.
• A clunk or clicking noise in park during startup. This noise has been identified as
hydraulic valve train movement or staging in anticipation of operation.
• A clunk when shifting from park while parked on a hill; a condition common to
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several transmissions.
• A light whine or humming noise when the vehicle is stopped with the engine
idling. This is considered normal by Allison for the type of pump design they are
using.
• A whining noise when the vehicle is moving. This is a typical planetary noise and
is considered normal for the three-planetary design that Allison is using. The
whine is most noticeable in 1st and 2nd gears.
• Shifts which aren’t driver initiated are a common complaint. The TCM that Allison
uses has the ability to command upshifts, downshifts and TCC apply or release
without any input from the customer. The customer may notice that during decel-
eration, engine braking may occur while going down a grade. In addition, the
customer may notice the transmission shifting even though they are decelerating
down a hill or traveling in hilly terrain.
• Some customers may comment on the firm shifts the LCT 1000 provides. The LCT
1000 uses a clutch-to-clutch shift, so you’ll feel a distinct firmness regarding both
upshifts and downshifts.
GM uses the LCT 1000 in heavy duty applications only. This transmission is designed to
withstand heavy use, so harsh shifts and certain noises are considered normal.

"& GM UPDATES AND CHANGES
ProCarManuals.com

FORD UPDATES AND CHANGES "'
Ford Updates and Changes

Contents
All Applications A4LD
False Codes P1729 or P1781 .............. 51 No Cooler Flow after
VSS / PSOM Problems Bellhousing Change ......................... 72
Codes 452 /P0500.............................. 52 A4LD, 4R44E / 4R55E

4R100 Pump Identification ............................ 74
Squawking Noise in Reverse 4R44E, 5R55E

Backing up a Hill ............................. 57 4R44E: No 2nd, No 4th After Rebuild
5R55E: No 3rd, No 5th After Rebuild ... 77
No 3–4 Upshift or a 3–4 Shift Hunt
When Using Cruise Control .............. 58 No TCC Apply ..................................... 78
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4R100 / E4OD 4R44E / 4R55E / 5R55E

P0605 (RAM Test Error) or Low Line Pressure and No Line Rise ... 79
P0603 (KAM Test Error).................... 59
Extension Housing Leaks ................... 80
Valve Body Gasket and
4R70W
Separator Plate ID ............................ 60
Multiple Transmission Codes
Type 1 Case Gasket ......................... 62
after Installing
Type 1 Valve Body Gasket ............... 63 Exchange Transmission ................... 81
Type 2 Case Gasket ......................... 64 AX4N / AX4S
Type 2 Valve Body Gasket ............... 65 No Movement after Rebuild;
Type 3 Case Gasket ......................... 66 Valve Body, Converter or
Internal Problem .............................. 82
Type 3 Valve Body Gasket ............... 67
CD4E
Type 4 Case Gasket ......................... 68
Passenger Side Axle Seal Wear,
Type 4 Valve Body Gasket ............... 69 Noise or Vibration ............................ 89
Plate ID ........................................... 70
No Reverse, Slips in Reverse ............... 71

# FORD UPDATES AND CHANGES
ProCarManuals.com

FORD UPDATES AND CHANGES #
All Applications
False Codes P1729 or P1781
1999-2000 Econoline, Crown Victoria, Grand Marquis, and Town Cars may experience
codes P1729 (4x4 Low Switch Error) or P1781 (4x4 Circuit Out of Self Test Range) in
continuous memory. A check of the systems will show these to be false codes.
Codes P1729 and P1781 are stored in continuous memory; they won’t cause any
driveability problems, or cause the Malfunction Indicator Lamp (MIL) or Transmission
Indicator Lamp (TCIL) to light.
Clear the codes from memory; if they return, ignore them. Repair any other codes per
normal diagnostics. Don’t replace or reflash the computer for these codes — there is no
correction for this problem at this time.
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# FORD UPDATES AND CHANGES
VSS / PSOM Problems

Codes 452 /P0500
There are a number of problems that can be related to the vehicle speed sensor (VSS).
These problems can include:
• VSS related DTCs
• Hard upshifts
• Early or late upshifts
• No speedometer reading
• No speed reading with a scan tool
The first thing you need to do is to determine whether the problem is in the speed sen-
sor itself, or if the signal is being altered by a problem in the circuit.
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PCM
VSS PSOM
SCS
GEM
ABS/
4WABS
MSGC

FORD UPDATES AND CHANGES #!
VSS / PSOM Problems

Codes 452 /P0500 (continued)
Check the signal at the VSS with it disconnected and the drive wheels spinning. Voltage
should be a minimum of 0.5 VAC. If not, check the reluctor or gear; if everything else
looks okay, replace the sensor.
1 2
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Shown from the

terminal side of the
sensor.
VSS+ VSS
If the VSS checks out okay, the problem could be due to a failure in one or more of these
modules. Each of these modules shares the VSS signal, so each has the capability of
influencing the VSS circuit.
Instrument Cluster Connector (PSOM) ID
Test Pin 3 PSOM (+)

Grnd
VSS+ Test Pin 6 PSOM ()
Programmable Speedometer/
Odometer Module (PSOM)
Vehicle Harness Connector
Shown from the
terminal side of the
harness connector.

#" FORD UPDATES AND CHANGES
VSS / PSOM Problems

Speed Control Servo Connector ID
Shown from the terminal side

VSS+
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of the harness connector.
GEM Module Connector ID
Shown from the

VSS+ terminal side of the
harness connector.

FORD UPDATES AND CHANGES ##
VSS / PSOM Problems

ABS Connector ID
VSS+

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Message Center Connector ID

VSS+

#$ FORD UPDATES AND CHANGES
VSS / PSOM Problems

EEC-IV Connector ID VSS Only
VSS+ (Pin 3) VSS (Pin 6)

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OBD-II Connector ID VSS Only

VSS (Pin 33)

VSS+ (Pin 58)

FORD UPDATES AND CHANGES #%
4R100
Squawking Noise in Reverse Backing up a Hill
Models affected: 1999 F250 Heavy Duty and Super Duty F-series trucks with 5.4L or
6.8L gas engines.
This condition is often due to low line rise; the computer command for line rise isn’t
adequate for the conditions.
To correct this, Ford has issued an update computer calibration. Use the transmission
tag number and calibration number to determine whether the truck you’re working on
requires this update.
Ford Computer Calibration Update

Application Transmission ID Tag Calibration Number
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5.4L 49 State MER 9 VZA-AF

5.4L CA NUY 9 VZA-BJ
6.8L 49 State YHH 9 WAA-AA
AEO 9 WAA-AC
BIH 9 WAA-AF
DOZ 9 WAA-AH
MCM 9 WAA-AI
6.8L CA EAP 9 WAA-BC
FOT 9 WAA-BD
JUR 9 WAA-BL
JTY 9 WAA-BV
MFG 9 WAA-BY
NRR 9 WAA-BZ

#& FORD UPDATES AND CHANGES
4R100
No 34 Upshift or a 34 Shift Hunt
When Using Cruise Control
Models affected: 1999 F-series Super Duty pickups with 7.3L diesel engines may experi-
ence a hunt between 3rd and 4th gears when using cruise control. In some cases, they
may lose 4th gear entirely.
A calibration update has been issued to take care of this problem.
Ford Calibration Update

Application Climate Transmission ID Calibration Code
F-250/350 Federal Warm FIF 9DTA-AR
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Cold NVK 9DTA-AU

F-450/550/650 Federal Warm AGD 9DTA-AS
Cold CNH 9DTA-AV
F-250/350 California Warm NSU 9DTA-BH
Cold FHP 9DTA-BK

FORD UPDATES AND CHANGES #'
4R100 / E4OD
P0605 (RAM Test Error) or
P0603 (KAM Test Error)
Some OBD-II vehicles equipped with a 7.3L DI Turbo diesel engines have been showing
up with the MIL (Malfunction Indicator Lamp) on. When you pull the codes, either
P0603 or P0605 will appear.
These codes may be caused by aftermarket devices designed to enhance engine and
transmission driveability. Typically these devices plug into the harness between the
computer and the vehicle harness, or on the J3 connector located at the back of the
computer.
Some of the vehicles may exhibit poor driveability; others will seem to operate just fine.
In either case, the MIL may be lit.
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To repair the code, you’ll need to remove the device and retest the vehicle for codes. If
the problem doesn’t return, the customer can then decide to leave it off, or return the
vehicle to the person who originally installed device.
J3 Connector

$ FORD UPDATES AND CHANGES
4R100 / E4OD
Valve Body Gasket and Separator Plate ID
Gasket ID
There are four sets of valve body gaskets that cover 1989-2001 E4OD/4R100. Here’s
how to choose the correct set of gaskets, by examining just the separator plate.
Step 1: Check location A.
• If it has a hole at A, use type 2 gaskets.
• If it doesn’t have a hole at A, go to step 2.
Step 2: Check location B.
• If it doesn’t have a hole at B, use type 4 gaskets.
• If it has a hole at B, go to step 3.
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Step 3: Check location C.

• If it has a round hole at C, use type 1 gaskets.
• If it has a slot at C, use type 3 gaskets.
Separator Plate Identification

Plate Location A Location B Location C
Type 1 No Hole Hole Round Hole
Type 2 Hole Hole Round Hole
Type 3 No Hole Hole Slot
Type 4 No Hole No Hole Slot

FORD UPDATES AND CHANGES $
4R100 / E4OD
VB Gasket and Separator Plate ID (continued)
Gasket ID (continued)
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Location A
Location B
Separator Plate
Location C

$ FORD UPDATES AND CHANGES
4R100 / E4OD
Type 1 Case Gasket
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E9TZ-7C155-B
1989 Gasket
No Colors

FORD UPDATES AND CHANGES $!
4R100 / E4OD
Type 1 Valve Body Gasket
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E9TZ-7D100-B
Plain Black Stripe

$" FORD UPDATES AND CHANGES
4R100 / E4OD
Type 2 Case Gasket
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F4TZ-7C155-A
Yellow Stripe

FORD UPDATES AND CHANGES $#
4R100 / E4OD
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F5TZ-7D100-A
Yellow Stripe

$$ FORD UPDATES AND CHANGES
4R100 / E4OD
Type 3 Case Gasket
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F6TZ-7C155-A
Green Stripe

FORD UPDATES AND CHANGES $%
4R100 / E4OD
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F6TZ-7D100-A
Green Stripe

$& FORD UPDATES AND CHANGES
4R100 / E4OD
Type 4 Case Gasket
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F81Z-7C155-AA
Blue Stripe

FORD UPDATES AND CHANGES $'
4R100 / E4OD
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F81Z-7D100-AB
Blue Stripe

% FORD UPDATES AND CHANGES
4R100 / E4OD
Plate ID
Even though there are only four different sets of gaskets to choose from, there are sev-
eral separator plates.
This chart can help you identify the separator plate you have by its identification
notches. On applications with more than one listing, either separator plate will work.
Separator Plate Application

Year Engine Siz e Separator Plate Plate ID Gasket Type
1989 7.3L, 7.5L, 5.8L E9TZ-7A008-A 1
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1990–95 4.9L, 5.0L, 5.8L, 7.3L, 7.5L F4TZ-7A008-A 2
F5TZ-7A008-A
1990–95 4.9L, 5.0L, 5.8L, 7.3L, 7.5L F6TZ-7A008-B* 3
F5TZ-7A008-B*
1996 4.9L, 5.0L, 5.8L, 7.3L, 7.5L F6TZ-7A008-B 4
F7TZ-7A008-AA
1997 6.8L F7UZ-7A008-AA 4
F8UZ-7A008-CA
F81Z-7A008-EA
4.2L, 4.6L, 5.4L, 7.3L F7TZ-7A008-AA 4
1998 6.8L 7.3L (4R100 Only) F8UZ-7A008-AA 4
6.8L (E4OD) F8UZ-7A008-BA 4
1998–2000 4.2L, 4.6L, 5.4L F7TZ-7A008-AA 4
2000–2001 Transmission Tags H, J, L, M F81Z-7A008-BA 4
1999–2001 Transmission Tags A, B, C, D, E, F F81Z-7A008-DA 4
* These replacement separator plates will only retrofit if you update the entire valve body assem-
bly to 1996 parts.

FORD UPDATES AND CHANGES %
4R100 / E4OD
No Reverse, Slips in Reverse
The Ford 4R100 and E4OD early and late accumulator bodies aren't interchangeable.
1996-and-later accumulator bodies have only three exhaust slots; earlier bodies have
four.
If you install a 1995 accumulator body with four slots on a later unit, reverse oil will
exhaust through the line modulator exhaust slot.
1996-and-Later
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Accumulator Body,
with 3 Exhaust Slots
1995 Accumulator
Body, with
4 Exhaust Slots

% FORD UPDATES AND CHANGES
A4LD
No Cooler Flow after Bellhousing Change
If you install an A4LD pump and plate on an unmodified 4R44/55E bellhousing, you’ll
end up with no cooler flow. But you can easily modify the 4R44/55E bellhousing to
work with the A4LD pump and plate.
IM P O R T A N T This is a one-way interchange; there’s no easy way to modify the A4LD
bellhousing to work with the 4R44/55E pump and plate.
To modify the 4R44/55E bellhousing:
• Extend the lube circuit passage through the additional bolt hole in the 4R44/55E
bellhousing.
• Use the pump plate to make sure the lube passage is completely clear.
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Before Modification After Modification
Remove the dam in the 4R44/55E bellhousing between the bolt hole and lube circuit.

FORD UPDATES AND CHANGES %!
A4LD
No Cooler Flow (continued)
Use the pump plate as a template to make sure the modified hole is extended enough to
open the lube passage all the way through the plate.
Partially blocked
passage; remove
material until
the hole is
clear
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%" FORD UPDATES AND CHANGES
A4LD, 4R44E / 4R55E

Pump Identification
The 4R44E/4R55E bellhousing is the only individual part of the two pump assemblies
that you can easily interchange, with just a simple modification. However, you can inter-
change the complete assemblies, as long as you keep the components together as a set.
The following illustrations identify the differences in these assemblies, to prevent mis-
matching components.
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FORD UPDATES AND CHANGES %#
A4LD, 4R44E / 4R55E

Pump Identification (continued)
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%$ FORD UPDATES AND CHANGES
A4LD, 4R44E / 4R55E

Pump Identification (continued)
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FORD UPDATES AND CHANGES %%
4R44E, 5R55E
4R44E: No 2nd, No 4th After Rebuild
5R55E: No 3rd, No 5th After Rebuild
After a rebuild or valve body repair, some 4R44Es and 5R55Es may have some gears
missing:
• 4R44E: No 2nd or 4th gears
• 5R55E: No 3rd or 5th gears
One likely cause for this problem is the plug between the EPC boost valve and the for-
ward modulator valve is installed backward.
Use the photo to identify the correct way to install this plug.
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%& FORD UPDATES AND CHANGES
4R44E/4R55E
No TCC Apply
1995-96 model 4R44E/4R55E transmissions may experience no TCC application. This
may be due to a broken tip on the TCC solenoid.
The repair is simple: Replace the solenoid. The updated solenoid part number is F77Z-
7G136-AA.
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Original Design Updated Design
Original Design;
Damaged

FORD UPDATES AND CHANGES %'
4R44E / 4R55E / 5R55E

Low Line Pressure and No Line Rise
A number of 4R44E, 4R55E and 5R55E transmissions have been showing up with low
line pressure and/or no line rise. Symptoms of these problems include:
• Soft shifts
• Slips on acceleration
• Ratio errors
• Burned clutches and bands
One common cause for this is a weak or bent EPC solenoid bracket. This allows the EPC
solenoid to back out of the bore, causing line pressure to drop too low.
If you run into one of these units, check the bore and the solenoid for wear and install a
new bracket, part # XL2Z-7L491-AA.
EPC
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Solenoid
SSB
SSA SSD/
CCS
TCC
Solenoid
Solenoid Brackets
SSC

& FORD UPDATES AND CHANGES
4R44E / 4R55E / 5R55E

Extension Housing Leaks
A number of 1998–2000 Rangers equipped with the 3.0L engine have been showing up
with extension housing leaks. A further inspection reveals that the bushing has seized
onto the driveshaft yoke, and spun in the housing.
One likely cause of this problem is the computer programming: These computers origi-
nally allowed the vehicle to reach speeds in excess of 95 MPH. The driveshaft yoke seizes
in the bushing due to lack of lube at these speeds, which causes it to spin in the tail
housing.
To correct the leak, replace the tail housing with part # F77Z-7A039-CA, and install an
updated driveshaft.
To correct the actual source of the failure, have the processor reprogrammed to prevent
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the vehicle from reaching such high speeds.
Updated Driveshafts
Chassis Length Ford P/N
112" Wheelbase F87ZA-4602-AA
118" Wheelbase F87ZA-4602-EA
126" Wheelbase F87ZA-4602-PA

FORD UPDATES AND CHANGES &
4R70W
Multiple Transmission Codes
after Installing Exchange Transmission
In 1998 Ford’s 4R70W changed its transmission connector. The illustrations show the
terminal ID.
Pre-1998 Connector
Pre-1998 4R70W Terminal Identification
Pin Function Pin Function
2
3 1 1 Shift Solenoid 1 6 EPC B+
6 5 2 Shift Solenoid B+ 7 TCC B+

7 4 3 TCC 8 TFT Ground
9 8
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4 TFT 9 EPC Solenoid

5 Shift Solenoid 2
1998-On Connector
2 1
3
1998-On 4R70W Terminal Identification

1 TFT Ground 5 EPC Solenoid
2 TCC Solenoid 6 Shift Solenoid 1 4
3 Solenoid B+ 7 Shift Solenoid 2
4 TFT Signal
7
6 5

& FORD UPDATES AND CHANGES
AX4N / AX4S
No Movement after Rebuild;
Valve Body, Converter or Internal Problem
Whenever you’re facing a unit that won’t move after a rebuild, the first question is
whether the problem is caused by the valve body, converter or an internal transmission
problem.
The first step in this type of diagnosis is to monitor the signal from the input speed
sensor with the transmission in gear and the drive wheels stopped. If you have a signal,
the input shaft is turning, so the converter must be transmitting power: The problem
has to be either in the valve body, or caused by an internal problem.
If there’s no signal from the input speed sensor, the input shaft probably isn’t turning.
That means the problem is either in the valve body or converter; that’s the problem we’ll
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discuss here.

FORD UPDATES AND CHANGES &!
AX4N / AX4S
No Movement after Rebuild (continued)
Converter or Control Problem?
Remove the cooler lines and start the engine. If cooler flow is good, the converter is full
of oil. That means the valve body is doing its job, providing the oil necessary for the
converter. So that solves the problem: The converter is the culprit.
If you get little or no cooler flow it means there’s no converter charge. This can be
caused by a pump volume problem or a sticking converter regulator valve.
Pump Volume Problem?

If the pump volume is unable to meet the demands of the pressure regulator valve, the
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mainline regulator valve will cut off converter charge to maintain as much pump volume
as possible. Check mainline and EPC pressures.
Mainline
EPC
AX4N

&" FORD UPDATES AND CHANGES
AX4N / AX4S
Pump Volume Problem (continued)
Direct Clutch
Mainline
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EPC
AX4S/
AXODE
If mainline is extremely high, and…
• EPC Normal — May be a stuck pressure regulator valve.
• EPC High (up to but not over 100 PSI) — May be a bad EPC solenoid or electrical
problem. Test accordingly.
• EPC High (over 100 PSI) — Remove the spring from the pressure failsafe valve and
block the valve toward the retaining clip with a 5/16" rubber checkball.
If mainline is extremely low, remove the side cover, and blow air into the mainline pres-
sure tap. Look for signs of leaks in the mainline circuit. If there are no signs of leaks,
you may have a bad pump.

FORD UPDATES AND CHANGES &#
AX4N / AX4S
Pressure Problem
Remove the spring
from the pressure
failsafe valve and
block the valve toward
the retaining clip with a
5
/16" rubber checkball.
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AX4N Pressure
Failsafe Valve
AX4S Pressure
Failsafe Valve

&$ FORD UPDATES AND CHANGES
AX4N / AX4S
Converter Charge Problem
If mainline is normal, the converter charge passage in the pump shaft may be plugged,
or the sleeve in the valve body rotated. Either of these conditions will cut off converter
charge oil to the converter.
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FORD UPDATES AND CHANGES &%
AX4N / AX4S
Converter Charge Problem (continued)
The most common cause of no converter charge is the converter regulator valve sticks
and blocks converter charge oil. To correct this problem, install a 20%–30% heavier
spring in the converter regulator valve.
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Converter
Regulator
Valve
AX4N

&& FORD UPDATES AND CHANGES
AX4N / AX4S
Converter Charge Problem (continued)
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Converter
Regulator
Valve
AX4S

FORD UPDATES AND CHANGES &'
CD4E
Passenger Side Axle Seal Wear, Noise or Vibration
A number of 1995-96 Contours and Mystiques have been showing up with a noise or
vibration when moving. An inspection usually reveals excessive wear on the passenger
side axle seal.
A likely source of the problem is if the wrong bolt holes were used to mount the interme-
diate axle shaft bracket. The original bracket has two sets of bolt holes: One set is used
for the MTX-75 (manual transaxle) and the other for the CD4E applications.
MTX-75
CD4E
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CD4E
Original Axle
Bracket
To prevent this from happening any more, two axle support brackets are now available:
One is for the MTX-75, the other for the CD4E. But this only prevents the problem if you
use the correct bracket.
The CD4E retainer The MTX-75 retainer

bolts use these holes bolts use these holes
CD4E: F5RZ-3A329-F MTX-75: F5RZ-3A329-E

' FORD UPDATES AND CHANGES
ProCarManuals.com

CHRYSLER UPDATES AND CHANGES '
Chrysler Updates and Changes

Contents
42LE 42RH
Differential Disassembly and Setup .... 93 Worn Manual Valve .......................... 126
Differential Disassembly ..................... 94 46RE / 47RE
Checking and Adjusting Reverse Buzz .................................... 127
Pinion Depth .................................. 100
Front Clutch Failure ......................... 128
Setting Pinion Depth ........................ 103
45RFE
Interpreting Your Reading ............. 106
New Product Information .................. 129
Differential Preload ........................... 109
TCM Operation ................................. 136
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Pinion Shaft Preload ......................... 113

Torque Converter Lockup ................. 138
Differential Backlash ........................ 117
Pressure Testing ............................... 139
Output Shaft Preload ........................ 120
Air Pressure Tests ............................ 140
Sprockets and Chain ........................ 121

' CHRYSLER UPDATES AND CHANGES
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CHRYSLER UPDATES AND CHANGES '!
42LE
Differential Disassembly and Setup
In 1993, Chrysler introduced the 42LE in their Concord, Intrepid, and Vision models. In
1994 they added the New Yorker and LHS to the list.
Today the 42LE is becoming popular as a rebuild prospect, and with it come certain
procedures that are critical for a successful rebuild. One of the most critical procedures
is setting up the differential, pinion shaft, and output shaft.
The output shaft is simple; it’s very similar to the 41TE. The pinion is similar to the
41TE, but because it’s a helical-type arrangement you sometimes have to consider pin-
ion depth. Finally, the differential; this is very similar to setting up the differential in a
rear-wheel drive vehicle.
Output shaft preload, pinion preload, and differential preload and backlash are proce-
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dures you’ll need to follow for every rebuild; we’ll cover them later.
Setting pinion depth isn’t necessary during most rebuilds. But sometimes you’ll be faced
with serious damage that requires replacement of the pinion bearings, or worse yet,
replacement of the entire ring and pinion assembly. In either case, you must reset pin-
ion depth. You must reset pinion depth anytime you replace the pinion shaft or pinion
bearings.
And you’ll need some special tools to set the pinion depth. Some of the tools are com-
mon, such as a dial indicator, bearing splitter, and miscellaneous hardware; you should
already have these tools on hand.
But there are a few tools that are especially made just for this process; you’ll need them
as well. The picture shows all of the specialty tools we’ll use for setting up the geartrain
on this unit. Included are tools we’ll use for setting the pinion depth, as well as all the
procedures for adjusting preload and backlash.

'" CHRYSLER UPDATES AND CHANGES
42LE
Differential Disassembly and Setup (continued)
Differential Disassembly
Once you have the valve body, pump, clutch drums, clutch packs and planetary
gearsets removed from the transaxle, removing the differential is easy and doesn’t re-
quire any special tools:
• Remove the inner and outer differential adjuster ring clamps.
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• Remove the outer differential adjuster ring from the differential side cover.
• Remove the differential side cover bolts, then carefully remove the side cover,
without damaging the cover-to-case mating surfaces.
• Remove the differential, then remove the inner differential adjuster ring.

CHRYSLER UPDATES AND CHANGES '#
42LE
Differential Disassembly (continued)
The output shaft and pinion shaft are a bit more challenging. First you need to remove
the drive chain:
• Measure the drive chain stretch to determine whether the chain is reusable (we’ll
discuss this procedure at the end of this section).
• Remove the snap ring and wave spring from each of the sprockets.
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• Install the special sprocket spreader tool between the sprockets.
• Tighten the spreader until you can slide the sprockets up and off the output and
pinion shafts easily.

'$ CHRYSLER UPDATES AND CHANGES
42LE
• Remove and save the small plastic thrust washer from under the output sprocket.
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The procedure for removing the nuts on the two shafts is the same:
• Grind or chisel the stake outward or off of each nut.
• Remove the nut from the shaft. Tools 6497 (nut wrench) and 6498 (shaft socket)
make this easy. You may prefer using an impact gun to remove these nuts, but
you’ll need these tools during reassembly, so you might as well have them avail-
able.

CHRYSLER UPDATES AND CHANGES '%
42LE
Once you have the nuts removed from the shafts, press the two shafts out of the case.
The output shaft pops right out through the case, usually requiring little more than a
few good taps with a soft mallet to slide the shaft through the bearing. Locate and save
the small selective metal shim from under the rear output shaft bearing.
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The pinion shaft isn’t quite as cooperative. Tap (or pound, if required) the pinion shaft
toward the case to pop the rear bearing off the shaft.
But the rear bearing outer race — still in the case — prevents you from tilting the pinion
shaft enough to remove it from the case. For this you’ll need the bearing-race-removal
tool (6577). This is a must-have tool; the race is almost impossible to remove without it.
Here’s how it works:

'& CHRYSLER UPDATES AND CHANGES
42LE
• Install the jaws of the tool on the bearing.
• Install the tool.
• Tighten the nut.
…and the race pops off. Retrieve the selective shim from under this bearing, too.
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Remove the bearing shield plate from the case by gently tapping it out from behind, then
you can easily remove the pinion shaft through the differential housing.

CHRYSLER UPDATES AND CHANGES ''
42LE
The next step is to remove the pinion shaft seals. For this you can simply use a large
screwdriver or drift and drive them out through the rear of the case.
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If the output shaft and front pinion shaft bearings and races are in good condition,
there’s no need to remove these three races from the case. The unit is now sufficiently
disassembled, ready for parts inspection and cleaning.
N O T IC E The bearing race bores in the case may have a layer of oxidation. This will
cause an excessively tight fit when installing new bearing races. It’s a good
idea to lightly sand the case bores of any bearing races that you removed.

CHRYSLER UPDATES AND CHANGES
42LE
Checking and Adjusting Pinion Depth
There’s no need to check the pinion shaft depth unless the pinion shaft bearings, pinion
and ring gears, or case need to be replaced. If these parts are okay, skip ahead to the
next section. If you do need to perform this check, we’ll assume that you’re replacing the
pinion bearings too, so we’ll also cover how to do that.
• Remove the pinion shaft front bearing race from the case using a drift or long punch.
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• Lightly sand the race bore to remove any coating or oxidation.

• Remove the pinion bearing from the pinion shaft with a common bearing splitter
and press.

42LE
Checking and Adjusting Pinion Depth (continued)
There’s a shim between the bearing and the pinion gear: This is the selective washer to
check if you replace the pinion shaft or its bearings.
Install the new pinion shaft front bearing race into the case. You’ll need to keep the
pressing force on the race in line with the race bore, to keep the race from jamming
partway into place. But this isn’t always easy to do. Chrysler’s special tool set (6494) is
designed specifically for this purpose. It works great and ranks quite high on our ‘Must
Get’ tools list. You also need part of this tool set to perform the actual pinion depth
measurement, which we’ll discuss next.
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42LE
Checking and Adjusting Pinion Depth (continued)
Make sure that the bearing race seats all the way down into its bore by trying to slip a
thin feeler gauge between the race and the end of the case bore. If the feeler gauge goes
in, the race isn’t home yet. Keep pressing or bashing until the race is fully seated.
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IM P O R T A N T The tests and adjustments for pinion depth, differential preload, pinion shaft
preload, and differential backlash must be performed in the order presented.
Neither pinion depth nor pinion shaft preload can be checked with the differ-
ential in the case, differential preload can’t be checked with the pinion shaft
in the case, and so on.

CHRYSLER UPDATES AND CHANGES !
42LE
Setting Pinion Depth
You’ll need special tool 6549 for this, which is actually a kit that includes several tools.
You will also need tool 6494-2, which is a large, disk-shaped part of tool 6494, the tool
used to press the front pinion bearing race into the case.
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The procedure is fairly simple:

• Install the centering block into the case, making sure it bottoms out in the ad-
juster bore.

" CHRYSLER UPDATES AND CHANGES
42LE
Setting Pinion Depth (continued)
• Place the new pinion shaft front bearing on the gauge disk (6549-3) and threaded
rod included in the kit, and slide them into the case.
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• Set tool 6494-2 into the rear pinion bearing race bore, and run the special nut
from the 6549 kit down the threaded rod, into tool 6494-2. Center the gauge disk
on the bearing as you finger-tighten the nut.

CHRYSLER UPDATES AND CHANGES #
42LE
• Insert your dial indicator into the locating block from the kit, locking it into place
with the block’s set screw. Make sure that your indicator doesn’t protrude beyond
the back of the locating block. Remove the tip from your indicator and screw in
the dial indicator extension from the kit.
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• Zero-out your dial indicator, using the tube-shaped special tool from the kit. Place
your dial indicator through the tube, and then lay the fixture on a flat surface.
Press down on your indicator and zero the dial indicator, then lock or tape the dial
face in place so it doesn’t move.

$ CHRYSLER UPDATES AND CHANGES
42LE
• To make your measurement, insert the dial indicator locating block into the center
hole of the centering block in the case. Holding the locating block against the
centering block, slowly rotate the indicator, sliding the indicator peg back and
forth across the gauge disk to achieve the reading closest to zero.
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Interpreting Your Reading

Since different types of indicators use different types of scales, which can involve differ-
ent ways of interpreting readings, it’s easy to get confused when trying to figure out your
actual measurement. We’re going to try to make this a bit easier for you.
Most dial indicators rotate clockwise when you push the indicator peg toward the dial. If
yours does, you’re looking for how many thousandths of an inch counterclockwise your
needle is from zero.

CHRYSLER UPDATES AND CHANGES %
42LE
If your indicator rotates counterclockwise when you push it, count the thousandths
clockwise from zero to the measurement. The indicator used in our example rotates
clockwise.
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Although the indicator needle is pointing to 0.060" on the dial, we’re going to ignore that
and count counterclockwise from zero, arriving at a measurement of 0.040".
One clue: Your measurement must be somewhere within the 0.023"–0.047" range. If
your reading is substantially different, then either you’re measuring improperly; inter-
preting your measurements wrong; or the pinion shaft front bearing, race or gauge disk
is out of position. Check the bearing race; it may not be pressed all the way into its bore.
To select the proper pinion depth shim, you’ll need two things:
1. The measurement value from your dial indicator reading, and…
2. The pinion adjustment factor, which you’ll add to or subtract from your measure-
ment, to give you the required shim size.

& CHRYSLER UPDATES AND CHANGES
42LE
The pinion adjustment factor is the number painted on the pinion shaft, with either a
plus or a minus sign in front of it. If your shaft doesn’t have a number on it, the factor is
zero. Ready for some twisted logic?
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• If the adjustment factor number on the shaft has a minus in front of it, add that
number to your measurement to determine the shim size.
• If the shaft number has a plus, subtract that number from your measurement to
determine the shim size.
The shaft used has a minus 3 printed on it, so we add 0.003" to the reading of 0.040",
for a required shim size of 0.043".
There are 17 shims to choose from, in increments of about 0.001", from 0.027" to
0.045". Once you’ve installed the correct shim on the pinion shaft and pressed the bear-
ing into place, you’re done with pinion depth.

42LE
Differential Preload
• Install the O-ring and seal onto the inner differential adjuster ring.
C A U T IO N Support the outside diameter of the inner adjuster while pressing the seal in,
and only drive the seal in flush. It’s easy to break the center out of the ad-
juster if you drive the seal too far into its bore.
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• Lube the O-ring and adjuster threads with gear lube, and then install the adjuster
into the case using special tool (6502C) until it’s just flush with the differential
side of the case.
• Lube the differential bearings with gear lube, then place the differential carrier
into the case.

42LE
Differential Preload (continued)
• Check the cover and case mating surfaces for damage on the contact area. Repair
any damage that would keep the cover from lying flat on the case.
• Install the differential cover without any sealer, and tighten the bolts to 20 ft-lbs.
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• Install the O-ring on the outer adjuster, but don’t install the seal yet.
• Lube the O-ring and adjuster threads with gear lube.
• Install the outer adjuster into the case, being careful not to damage the O-ring as
it enters the bore. You may want to use the side of a pick tip to help feed the ring
into the bore.
• Use an inch-pound torque wrench with special tool 6503 to tighten the outer
adjuster until you start to feel a bit of preload on the differential bearings. Using
the torque wrench will make sense in just a moment.

42LE
Now you’ll set the turning torque for the differential. This is a bit tricky so follow closely:
Use tool 6548, with a long extension and an inch-pound torque wrench, to measure the
differential turning torque.
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The proper turning torque for the differential carrier is:

• 19 to 23 inch-pounds for new bearings.
• 6 to 10 inch-pounds for used bearings.
Remember, you’re checking for turning torque; in other words, the torque required to
keep the differential turning, not starting torque, which is the torque required to start
the differential turning.
While you’re measuring the turning torque, tighten (or loosen) the outer adjuster to
change the amount of turning torque.

42LE
Keep in mind that you’re using an inch-pound torque wrench on the outer adjustment
tool (6503). What you’re doing is measuring how much torque it takes to tighten the
outer adjuster to achieve the proper differential turning torque — usually requiring
about 125–150 in-lbs of torque on the outer adjuster ring. Here’s why you’re checking
this torque:
After you install the pinion shaft, you won’t be able to measure the differential turning
torque by itself, because the differential and pinion shaft will be engaged. But now we
know how much adjuster torque is needed to achieve the correct differential turning
torque! You’ll use the torque applied to the outer adjuster to get back to the right differ-
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ential turning torque, even though the pinion shaft is installed and engaged with the
differential.
Once you’ve recorded the adjuster torque needed to achieve the correct differential turn-
ing torque, remove the outer adjuster from the differential cover. Then remove the differ-
ential cover and differential. There’s no reason to remove the inner adjuster, so just
leave it in the case.

42LE
Pinion Shaft Preload
Set the pinion shaft into the case, and hold it in place with the support fixture tool
(6595). Or you can use a substitute that will load the shaft against the front pinion
bearing race firmly enough during seal installation.
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• Slide the seal protector tool (6592) onto the pinion shaft so you don’t damage the
seals.
• Install the two pinion shaft seals one at a time using the special driver tool
(6567A), which also controls the crucial seal installation depth.

42LE
Pinion Shaft Preload (continued)
Notice that the two seals have a different outside diameter;
install the smaller of the two seals with the ridges on one
side of it first, closer to the differential. These ridges must
face away from the differential, with the seal lip and garter
spring facing toward the differential.
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The larger seal installs with its back against the smaller
seal back, seal lip and garter spring facing away from the
differential.
• Install the bearing shield into the case.

42LE
• Slide the selective shim over the pinion shaft. Don’t worry about which selective
washer you use just yet; use the washer that came with the unit.
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• Drive the rear pinion shaft bearing race into the case bore, making sure it goes all
the way down against the shoulder in the bore.
• Place the rear pinion bearing onto the shaft, then start a new pinion shaft nut on
the shaft threads.
C A U T IO N Never beat on the bearing; the shaft is still being held by the support fixture
at the other end of the shaft. You can use the nut to press the bearing into
position on the shaft.

42LE
To tighten the pinion shaft nut, you’ll need the same two special tools used to remove it:
the socket for turning the shaft (with a torque wrench this time), and the holding wrench
for the nut.
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The torque for the nut is 200 ft-lbs, and the turning torque for the pinion shaft is 1 to 8
inch-pounds. Measure the turning torque repeatedly as you tighten the nut.
• If you exceed the turning torque specification without reaching the tightening
torque of the nut, stop and install a thicker selective washer.
• If you reach the 200 ft-lbs and have endplay on the shaft, you’ll need a thinner
selective washer.
One you achieve both the proper turning torque and tightening torque, stake the nut so
it won’t back off. Chrysler has a special tool (6589) that makes staking the nut easy.

42LE
Differential Backlash
To set differential backlash:
• Place the differential into the case.
• Clean and dry the differential side cover and case mating surface.
• Apply a thin bead of silicone to the side cover and install it onto the case.
• Tighten all the cover bolts to 20 ft-lbs.
• Tighten the outer adjuster until you get to the specification you recorded earlier.
Remember, you can’t check the turning torque of the differential, so you must
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tighten the adjuster to the specification you found earlier; this should provide the
correct differential turning torque.

42LE
Differential Backlash (continued)
Okay, once again the next part gets a bit tricky, so follow closely. You must now set the
differential backlash:
• Place a dial indicator through the access hole, with the tip of the indicator resting
on the side of one of the differential ring gear teeth.
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• Reach into the access hole and move the differential ring gear back and forth
while you check the indicator. Make sure the pinion shaft doesn’t move while
you’re checking the backlash.
The proper backlash is 0.0045" to 0.0105".
If the backlash is incorrect, move the differential carrier closer to, or away from, the
pinion shaft.
To move the carrier toward the pinion, turn the inner adjuster away from the carrier a
small amount, then turn the outer adjuster toward the carrier the exact same amount,
until you reach the proper adjuster torque. Check the backlash again.
• Moving the carrier closer to the pinion shaft reduces backlash.
• Moving the carrier away from the shaft increases the backlash.

42LE
Differential Backlash (continued)
It’s a pretty weird tool setup, so it may take some practice to get reliable readings. Once
you have the backlash correct, recheck the tightening torque of the outer adjuster.
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Remember, as you’re adjusting the differential backlash, you’re changing the turning
torque on the differential, because you’re moving the adjusters. Once you have both the
backlash and adjuster torque set properly, you’re finished with this part of the setup
procedure: Secure the adjusters with the adjuster clamps.
Install the stub shaft seal protector over the differential stub shaft and install the seal
into the outer adjuster.

42LE
Output Shaft Preload
The next part of the process is setting up the output shaft. You must set the turning
torque of the output shaft, just as you did the pinion shaft.
The procedure for setting the output shaft turning torque is exactly the same as it was
for the pinion shaft. You use the same tools, the turning torque is the same, and you
measure it the same way. And since the procedure is virtually identical, refer to the
pinion shaft preload section for this procedure.
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42LE
Sprockets and Chain
The output sprocket uses a selective shim under it to raise or lower the output sprocket
to align the two sprockets.
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To set up and install the sprockets and chain:

• Place the shim that came with the unit on the output shaft.
• Place the sprockets on their shafts, without the chain in place.
• Place a straightedge across the sprockets. Carefully press on the straightedge, first
over one sprocket, then the other.
The sprockets may be perfectly aligned, but it’s doubtful. You’ll most likely find that
when you press the straightedge over one sprocket, there’s clearance between the other
sprocket and the straightedge. If so, measure this clearance with a feeler gauge. You
want less than 0.015" clearance between the sprocket and straightedge.

42LE
Sprockets and Chain (continued)
If the clearance is more than 0.015", replace the selective washer under the output
sprocket with a different thickness washer, until you get the right clearance.
Once you have the sprockets aligned, it’s time to install the chain:
• Place the chain on the sprockets.
• Use the special chain sprocket-spreading tool (6550) to spread the sprockets
apart; tightening the chain and place this assembly on the shafts.
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• Loosen the tool while you turn the two shafts. Once the splines of the sprockets
and shafts line up, the sprockets and chain will slide right down onto the shafts.
• Install the spring washers and snap rings that secure the two sprockets.

42LE
The last measurement is the chain snubber clearance:
• Bolt the snubber in place.
• Tighten the chain by prying on the side of the chain opposite the snubber with a
screwdriver or bar, then measure the clearance between the snubber and chain.
Snubber-to-chain clearance should be 0.000"–0.030". If you have too much clear-
ance, replace the snubber.
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42LE
While we’re at the chain, let’s look at how you measure it for too much stretch:
• Pry on the chain the same way you did for checking snubber clearance.
• Measure the distance across the inside of the chain.
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• Pry the same side of the chain in the opposite direction, and measure the distance
across the inside of the chain again.
If you have a difference of more than 1" between the two measurements, replace the
chain. Naturally, now isn’t the time to check for chain stretch; you should have done
that before you took the unit apart. But this is a great time for showing you how to do it.

42LE
This last page of the section provides charts of the shim thicknesses available for the
differential setup procedure.
Transfer Shaft Rear Shims (Inches)

0.139–0.140 0.150–0.150 0.161–0.162 0.173–0.174
0.140–0.141 0.151–0.152 0.163–0.163 0.174–0.175
0.141–0.142 0.152–0.153 0.164–0.165 0.176–0.176
0.142–0.143 0.153–0.154 0.165–0.166 0.177–0.178
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0.143–0.144 0.154–0.155 0.166–0.167 0.178–0.179

0.144–0.144 0.155–0.156 0.167–0.168 0.179–0.180
0.145–0.146 0.157–0.158 0.169–0.169 0.180–0.181
0.146–0.147 0.158–0.159 0.170–0.171 0.181–0.182
0.147–0.148 0.159–0.160 0.171–0.172 0.183–0.183
0.148–0.149 0.160–0.161 0.172–0.173 0.184–0.185
Output Shaft Rear Shims (Inches)

0.203–0.204 0.213–0.214 0.222–0.223 0.232–0.233
0.205–0.205 0.214–0.215 0.223–0.224 0.233–0.234
0.206–0.207 0.215–0.216 0.225–0.226 0.234–0.235
0.207–0.208 0.216–0.217 0.226–0.227 0.235–0.236
0.208–0.209 0.218–0.218 0.227–0.228 0.237–0.237
0.209–0.210 0.219–0.220 0.228–0.229 0.238–0.239
0.211–0.211 0.220–0.221 0.230–0.230
0.212–0.213 0.221–0.222 0.231–0.232
Output Sprocket Spacer Shims (Inches)

0.104–0.112 0.120–0.128 0.145–0.153 0.162–0.170
0.112–0.120 0.137–0.145 0.153–0.161
These procedures are time consuming and precise, but they really are necessary. The
tools used in these procedures run about $1000. Naturally you can improvise for some of
them, but with others you’ll have to get the tools, because the right tools will let you do
the job right… the first time.

42RH
Worn Manual Valve
Dodge has a recall on 1991 and 92 Dakotas with the 42RH transmission. The problem
has to do with the manual valve wearing out. Dodge offers a replacement valve under kit
number CBMT8710.
You may not want to purchase the complete kit, since it includes the pan gasket, a filter
and some other seals that you probably already have. But always check the manual
valve for wear.
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Manual Valve

46RE / 47RE
Reverse Buzz
This complaint is very common. There have been a number of fixes designed to help
combat this complaint, such as:
• Pressure Regulator Valve (Steel OEM): 4130169
• Brass Screen (Aftermarket): Ask your supplier
• Servo Kit (OEM: Reverse Band Anchor, Reverse Boost Valve and Plug):
04897877AA
• Reverse Boost Sleeve (OEM): 52118761
• Reverse Boost Plug (OEM): 52118763
• Worn Manual Valve: Replace the valve body or get a good valve
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All these repairs have fixed the problem at one time or another… but none of them
works every time.
Pay special attention to the pump gears: Any wear across the face of the teeth can and
will cause a buzz. Using the higher volume pump on 46RE and 47RE units will usually
take care of this problem.

46RE and 47RE

Front Clutch Failure
Make sure you inspect the seal surface of the front clutch carefully during every rebuild.
Some front clutch drums weren’t finished properly, so they wear out the piston seal. If
the seal surface isn’t smooth all the way around, replace the front clutch drum.
And make sure the inner seal isn’t recessed too deeply into the seal groove. Some drums
have seal grooves that are cut too deep, which prevents the seal from making adequate
contact with the piston.
Check the seal surface indicated: If

they aren’t smooth all the way
around, replace the drum.
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·
And make sure the seal
protrudes slightly.

45RFE
New Product Information
The 45RFE is used in the 1999-on Jeep Grand Cherokee, equipped with the 4.7L engine.
The 42RE is still used with the smaller 4.0L engine in the Jeep Grand Cherokee. This
can lead to some problems when giving quotes for servicing these vehicles. Make sure of
the engine size to determine which unit you’re dealing with.
Clutch Application
Low /
Shifter Position Reverse S eco n d Overdrive Fourth Underdrive Overrun Reverse
Park
Reverse
Neutral
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Overdrive 1st 0
nd
2
2nd Prime
3rd
4th
Limp In
Manual 2 1st 0
nd
2
Limp In
Manual Low
0 L/R clutch is only applied when the output shaft speed is below 150 RPM.
Gear Ratios
Gear Ratio
st
1 3.00:1
nd
2 1.67:1
nd
2 Prime 1.50:1
rd
3 1.00:1
th
4 0.75:1
Reverse 3.00:1

! CHRYSLER UPDATES AND CHANGES
45RFE
New Product Information (continued)
The primary mechanical components of the transmission are:
• Three multiple disc input clutches — underdrive, overdrive, and reverse.
Reverse
Reaction Snap Ring
Plate (Selective)
Reverse Reverse
Hub/Shaft Clutch
Snap Ring
Rev/OD (Flat)
Reaction Plate
Bearing
Snap Ring Number 4
Bearing (Wave)
Number 3
OD
Hub/Shaft Disc
Plate
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Seal Snap Ring Snap

Input Clutch UD Balance Ring
Hub Piston
Seal
UD
Snap Hub/Shaft
Ring
Bearing OD Clutch
Input Number 2
Shaft
Spring Snap Ring
Seal (Taper)
Disc UD/OD
UD Snap Ring Reaction Plate
Piston (Flat) (Selective)
Clutch
Retainer
Seal
OD/Rev UD
Piston Clutch
Snap Ring Belleville Plate
Spring

45RFE
• Three multiple disc holding clutches — 2C, 4C and Low/Reverse).
2C Piston
Seal Snap
Ring
2C
Bellville
Spring
Disc
Plate
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4C Retainer
Bulkhead
Snap Ring
(Selective)
Reaction
Plate
Snap
Return Ring
Spring
Seal
4C Piston
Disc
Reaction
Plate
Snap Ring
(Selective) Plate
Snap Overrunning
Ring Clutch L/R Clutch
Retainer
Seal
Piston
Seal
Belleville
Snap Retainer Spring
Ring

! CHRYSLER UPDATES AND CHANGES
45RFE
• Three planetary gear sets — reaction, reverse and input.
Bearing
Number 11
Bearing
Number 10
Input
Snap Ring Annulus
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Bearing Input
Number 9 Planetary
Carrier
Bearing
Number 8 Input Sun
Gear
Reaction Reverse
Annulus Planetary
Carrier
Bearing
Number 6
Reaction
Planetary
Reaction Carrier
Sun Gear
Bearing
Number 7
Thrust Plate

CHRYSLER UPDATES AND CHANGES !!
45RFE
• Dual-stage hydraulic oil pump, consisting of four TCC valves, a pressure regulator
valve, two pumps (primary and secondary), and a bolt-on stator.
TCC
Accumulator TCC TCC Switch
Valve Control Valve Valve
Oil Pump to
Case Bolt (6)
TCC Limit
Valve
Pump
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Housing
Pressure
Regulator Pump Cover
Valve
Valve Body Oil
Pump
Seal
Reaction Shaft
Support Pump
Body Drive
Gear
Oil Filter
Sealing Seal
Rings (5) Driven
Gears

!" CHRYSLER UPDATES AND CHANGES
45RFE
• Valve body — low/reverse switching valves, solenoid switch valves, 7 checkballs,
and a manual valve. Features five hydraulic accumulators — overdrive,
underdrive, 4C, 2C, and low/reverse.
Low/Reverse
Accumulator
Low/Reverse
Switch Valve
Upper
Valve Body
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2C Accumulator
4C Accumulator
Underdrive Manual
Accumulator Valve
Overdrive
Accumulator
Solenoid
Switch
Valve
TRS
Selector
Plate
#7 #5
#4
#2 #1
Clutch
Passage #3
Seals
#6
Detent
Spring

CHRYSLER UPDATES AND CHANGES !#
45RFE
• Solenoid pack — solenoids, pressure switches, range selector, and temperature
sensor. There are 23 pins in the connector.
Transmission Terminal Identification

Shown from the pin side
1 Fused Ignition Switch Ouput (Run) 13 TRS T2 Sense
of the harness connector
2 L/R Solenoid 14 L/R Pressure Switch
Gray 3 Engine Starter Motor Relay 15 2nd Clutch Pressure Switch
4 TRS T41 Sense 16 Overdrive Pressure Switch
5 TRS T42 Sense 17 Underdrive Solenoid
6 Backup Lights 18 Underdrive Pressure Switch
3 1 7 Overdrive Solenoid 19 4th Clutch Solenoid
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7 4
12 8 8 TRS T3 Sense 20 2nd Clutch Solenoid
16 13 9 TRS T1 Sense 21 MS Solenoid
20 17 10 Transmission Control Relay Output 22 Speed Sensor Ground
23 21
11 4th Clutch Pressure Switch 23 Transmission Temperature Sensor
12 Pressure Control Solenoid
Pressure
Control
Solenoid
Solenoid
Pack
Transmission
Range Sensor
23-Way Connector
!$ CHRYSLER UPDATES AND CHANGES
45RFE
The Transmission Control Module (TCM) is the brain of the electronic control system
and relies on information from various direct and indirect inputs (sensors, switches,
etc.) to determine driver demand and vehicle operating conditions. With this informa-
tion, the TCM can calculate performance in a timely manner, to optimize the shifts.
Various output or control devices are used to achieve this, such as the solenoid pack,
transmission control relay, etc.
TCM Operation
The 45RFE relies on full electronic control for all upshifts and downshifts. It features
real-time adaptive closed-loop shift and pressure control.
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Direct Inputs:
• Battery (B+) Voltage
• Ignition (On) Voltage
• Transmission Control Relay (Switched B+)
• Throttle Position Sensor
• Crankshaft Position Sensor
• Transmission Range Sensor
• Pressure Switches
• Transmission Temperature Sensor
• Input Shaft Speed Sensor
• Output Shaft Speed Sensor
• Line Pressure Sensor
Indirect inputs:
• Engine/Body Identification
• Manifold Pressure
• Target Idle
• Torque Reduction Confirmation
• Engine Coolant Temperature
• Ambient/Battery Temperature
• DRB Scan Tool Communications

CHRYSLER UPDATES AND CHANGES !%
45RFE
TCM Operation (continued)
Direct Outputs:
• Transmission Control Relay
• Solenoids
• Torque Reduction Request
Indirect Outputs:
• Transmission Temperature (to ECM)
• PRNDL Position (to BCM)
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Other responsibilities and functions of the TCM are:

• Storing and maintaining Clutch Volume Indexes (CVIs).
• Storing and selecting appropriate shift schedules, depending on shift lever posi-
tion, throttle position, engine load, fluid temperature, and software level.
• System Self-Diagnostics
• Diagnostic Capabilities (with DRB scan tool)
N O T IC E If you replace the TCM, you’ll have to perform the Quick Learn Procedure.
Clutch Volumes
Clutch Updated During… Clutch Volume
Low/Reverse 2–1 or 3–1 Downshift 45 to 134
Second 3–2 Kickdown 25 to 85
Overdrive 2–3 Upshift 30 to 100
Fourth 3–4 Upshift 30 to 85
Underdrive 4–3 Kickdown 30 to 100
Now, with all that out of the way, let’s get into some of the things that make this unit
stand above others that are trying to achieve the same things.

!& CHRYSLER UPDATES AND CHANGES
45RFE
Torque Converter Lockup
The lockup torque converter has four different working modes:
• No EMCC (Electronic Modulated Converter Clutch): When the L/R solenoid is off,
there’s no EMCC. Several conditions can cause this, such as a failure in the trans-
mission or the TCM simply determines that, because of the load, it isn’t needed.
This may be normal.
• Partial EMCC: The L/R solenoid is modulated (duty cycled) to obtain partial
lockup. The TCM maintains partial EMCC until conditions are right for it to switch
to full lockup. During partial EMCC, some slip occurs. Partial EMCC usually takes
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place at lower road speeds, low load and light throttle.

• Full EMCC: The TCM increases the L/R solenoid duty cycle to 100% (full on) only
after partial EMCC. The TCM brings the transmission input speed within the
desired slip range of the engine speed, relative to engine RPM.
• Gradual-to-no EMCC: This is to soften the change from full or partial EMCC to no
EMCC. This occurs at mid-throttle. The TCM decreases the duty cycle on the L/R
solenoid to achieve this.
To determine how to control lockup, the TCM uses coolant temperature, engine RPM,
vehicle speed, throttle position, and manifold vacuum. The TCC can be engaged in third
gear while in D range, and in fourth gear in OD range, depending on the position of the
overdrive control switch.

CHRYSLER UPDATES AND CHANGES !'
45RFE
Pressure Testing
There are only three pressure tests you can perform from the outside of the 45RFE: T/C
off (converter released), T/C on (converter applied), and line pressure, which requires a
special adapter. This adapter allows you to check the integrity of the pressure trans-
ducer, as well as the working line pressure at idle. Compare the pressure reading on
your scan tool to the gauge reading to determine whether the transducer is sending the
correct signal to the TCM.
It’s possible to check all of the clutch circuits by using a special oil pan that lets you
hook into virtually every circuit in the transmission. This pan must be used when
checking oil pressures.
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The 45RFE uses closed loop control of the line pressure, so the pressure readings may
very greatly, but should always follow line pressure. The pressure specs are:
• Upshift/downshift pressure for all shifts except the 3–4, 4–3 and 4–2 prime is
120 PSI.
• Upshift/downshift pressure for the 3–4, 4–3, and 4–2 prime is 100 PSI.
• Garage shift pressure for N–R is 220 PSI.
• Garage shift pressure for R–N and N–1 is 120 PSI.
Transmission
Special
Tool 8258

45RFE
Pressure Testing (continued)
Air Pressure Tests
When air pressure testing, always regulate the air pressure to 30 PSI. You can perform
these air pressure tests in the vehicle or on the bench when repairing this unit. Refer to
for the different test port locations.
Air pressure tests will enable you to determine the holding ability of the clutch drum
being used. If the clutches are damaged, the test won’t let you determine the holding
ability of that clutch, but it does let you identify problems in the apply circuit.
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4th
Low/Reverse 2nd
Overdrive
Underdrive
Reverse

IMPORT UPDATES AND CHANGES "
Import Updates and Changes

Contents
Nissan Nissan Trouble Code Diagnosis
Soft Shifts, Burnt Clutches Code Retrieval Procedures ................ 166
and Bands, Poor Line Pressure ....... 143 Preliminary Check ............................ 167
RE4F02A and RL4F02A ................. 144 All, Except J30, Q45 and Quest ........ 168
RE4F03A ....................................... 145 Quest Only ....................................... 168
RE4F04A and 4F20E ..................... 146 J30 Only .......................................... 169
RL4R01A, RE4R01A, Q45 Only .......................................... 169
R4A-EL and R4AX-EL ................. 147
Reading Codes – Most Systems ......... 170
RE4R03A ...................................... 148
Reading J30 Codes ........................... 172
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JR403E ......................................... 149

Reading Q45 Codes .......................... 174
Subaru 4-Speed ............................ 150
Diagnostic Trouble Codes ................. 175
RE4R01A, RE4R03A, R4AEL,
Clearing Diagnostic Trouble Codes ... 175
Subaru and JR403E
Line Pressure Control Solenoid.... 152 Code 1: Revolution Sensor ................ 176
RE4F02A Line Pressure Code 2: VSS (Vehicle Speed Sensor) .. 178
Control Solenoid ......................... 152 Code 3: TPS
RE4F03A, RE4F04A and 4F20E (Throttle Position Sensor) ............... 181
Line Pressure Control Solenoid.... 153 Solenoid Codes ................................. 184
RE4F02A ....................................... 154 Code 8: Fluid Temperature Sensor Out of
RE4F03A, RE4F04A and 4F20E .... 155 Range ............................................ 186
RE4R01A, RE4R03A, R4A-EL, Code 9: Engine Revolution Signal ..... 188
R4AX-EL, JR403E and Nissan Computer Pin Charts
Subaru 4-Speed .......................... 156 All Up to 1998
RE4F02A ....................................... 157 Except RWD Vans and Wagons ...... 189
RE4F03A, RE4F04A and 4F20E .... 158 All RWD Vans and Wagons
RE4R01A, RE4R03A, R4A-EL, Up to 1998 ..................................... 191
R4AX-EL, JR403E and 1999-On ........................................... 193
Subaru 4-Speed .......................... 159 Subaru Computer Pin Charts
Nissan RE4F02A Early Models .................................... 195
Low Pressure at Idle ......................... 160 Late Models ...................................... 197
Nissan RE4F04A and 4F20E
Slides Through 2nd Gear,
Upshifts 1–3–4 ............................... 163

" IMPORT UPDATES AND CHANGES
ProCarManuals.com

IMPORT UPDATES AND CHANGES "!
Nissan
Soft Shifts, Burnt Clutches and Bands,
Poor Line Pressure
It isn’t uncommon for electronically-controlled Nissan transmissions to have problems
with line pressure. Whether it’s low mainline at idle, not enough line rise, or no line rise
at all, the result will be soft shifts or burnt clutches and bands. It’s a good idea to check
pressures before any work is performed on the vehicle. But it’s absolutely necessary to
check pressures when you reinstall the unit, even if it seems to work great.
Most of these transmissions don’t have a true line pressure tap. Instead, you can check
line pressure by checking the forward clutch pressure when the unit’s in D, S and L,
and reverse clutch pressure when it’s in reverse. But remember, if forward clutch pres-
sure is 20 PSI at idle, it could be a mainline pressure problem… or it could be a leak in
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the forward clutch circuit. The point is, don’t assume there’s a problem with mainline
pressure just because forward clutch pressure is low.
Mainline Pressure Specifications

Pressure in Drive (PSI) Pressure in Reverse (PSI)
Transmission Vehicle Idle Full Idle Full
RL4F02A All 54–64 175–200 54–64 175–200
RE4F02A All 55–61 186–198 55–61 186–198
RL4F03A All 75–80 155–160 125–130 250–260
RE4F03A All 70–75 155–160 120–125 265–275
RE4F04A / 4F20E Quest / Villager 70–75 170–180 120–130 260–270
All Others 70–75 155–165 120–130 245–260
RL4R01A All 61–67 128–139 97–102 202–213
RE4R01A / 2WD 64–70 128–139 102–108 201–212
RE4R03A
4WD 68–74 148–159 95–101 206–218
R4A-EL / R4AX-EL 2WD 68–74 175–186 88–94 219–230
4WD 57–74 148–159 102–108 206–218
Subaru 4-Spd 2WD / 4WD 64–82 164–182 85–100 206–230

"" IMPORT UPDATES AND CHANGES
Nissan
Poor Line Pressure (continued)
RE4F02A and RL4F02A
Lockup Release Reverse Clutch
High Clutch
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Mainline
Mainline
Governor
(RL4F02A Only)
Low Clutch
Cooler Flow
(to Cooler) Low/Reverse
Brake

IMPORT UPDATES AND CHANGES "#
Nissan
RE4F03A
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Forward Clutch Low/Reverse Brake

"$ IMPORT UPDATES AND CHANGES
Nissan
RE4F04A and 4F20E
Forward Clutch
Lockup
Release
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Lockup Apply
Low/Reverse
Brake

IMPORT UPDATES AND CHANGES "%
Nissan
RL4R01A, RE4R01A, R4A-EL and R4AX-EL
Accumulator Vent
Passage Plug
High Clutch/
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Servo Release
3rd Gear
Governor
(RL4R01A Only)
2nd Band
Apply
4th Band Apply Reverse
Forward Clutch

"& IMPORT UPDATES AND CHANGES
Nissan
RE4R03A High Clutch/Ser vo Release
3rd Gear A ccum ulator Vent
Passage Plug
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2nd Band
A pply
4th Band A pply Reverse
Overrun
Clutch
For ward
Clutch

IMPORT UPDATES AND CHANGES "'
Nissan
JR403E
Reverse
ProCarManuals.com
3rd Clutch/
Ser vo Release
3rd Gear
2nd Band A pply

A ccum ulator Vent
4 Band A pply
th Passage Plug
For ward
Clutch
Overrun
Clutch
Low/Reverse
Brake
Mainline
# IMPORT UPDATES AND CHANGES
Nissan
Subaru 4-Speed
3rd Clutch
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Lockup
Apply
Overrun
Clutch
Forward
Clutch

IMPORT UPDATES AND CHANGES #
Nissan
Subaru 4-Speed (continued)
Oil Pump Control

Reverse
Clutch
3rd Clutch/
Servo Release Transfer
Clutch
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Oil Pump
Outlet
Low/Reverse
Brake
Reverse Clutch
2nd Band
Apply 4th Band
Apply

# IMPORT UPDATES AND CHANGES
Nissan
The most common reason for no line rise in Nissan transmissions with electronic pres-
sure control is a bad line pressure control solenoid. The only way to purchase one of
these solenoids separately is to order one for the RE4R01A, part # 31940-41X01. All
Nissan line pressure control solenoids are the same, except for the bracket and wiring.
The bracket is held on to the solenoid by a snap ring. To use this solenoid on other
units, simply use the original connector and bracket from the unit you’re working on,
and splice the wires to the original connector.
RE4R01A, RE4R03A, R4AEL, Subaru and JR403E

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Line Pressure Control Solenoid
RE4F02A Line Pressure Control Solenoid

IMPORT UPDATES AND CHANGES #!
Nissan
RE4F03A, RE4F04A and 4F20E Line Pressure Control Solenoid
ProCarManuals.com
Subaru 4-Speed

#" IMPORT UPDATES AND CHANGES
Nissan
Another common reason for no line rise is insufficient feed to the line pressure control
solenoid. Always enlarge the line pressure control solenoid feed orifice to 0.042", on
every Nissan transmission you rebuild.
Solenoid Feed
RE4F02A Orifice
ProCarManuals.com

IMPORT UPDATES AND CHANGES ##
Nissan
RE4F03A, RE4F04A and 4F20E
ProCarManuals.com
Solenoid Feed
Orifice

#$ IMPORT UPDATES AND CHANGES
Nissan
RE4R01A, RE4R03A, R4A-EL, R4AX-EL, JR403E and Subaru 4-Speed
ProCarManuals.com
Solenoid
Feed Orifice

IMPORT UPDATES AND CHANGES #%
Nissan
If you are getting line rise — but not enough — on all Nissans except RE4F02A, install a
25%–30% stronger spring in the pilot valve and a 40%–45% stronger spring in the pres-
sure modifier valve. The RE4F02A doesn’t use a pressure modifier valve, but you can
still add a 25%–30% stronger spring in the pilot valve. These modifications will greatly
improve line rise and can be used as a normal rebuild procedure.
RE4F02A
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Install a 25%–30% stronger

spring in the pilot valve.

#& IMPORT UPDATES AND CHANGES
Nissan
RE4F03A, RE4F04A and 4F20E
ProCarManuals.com

Install a 40%–45% stronger spring

in the pressure modifier valve.

IMPORT UPDATES AND CHANGES #'
Nissan
RE4R01A, RE4R03A, R4A-EL, R4AX-EL, JR403E and Subaru 4-Speed
ProCarManuals.com


spring in the pressure
modifier valve.

$ IMPORT UPDATES AND CHANGES
Nissan RE4F02A
Low Pressure at Idle
The RE4F02A has a unique way of controlling the pump slide.
The job of the mainline regulator valve is to control pressure by dumping pump volume
when mainline pressure is too high. When the mainline pressure is too high, the valve
moves toward the spring and opens a passage that sends the excess oil through the
converter relief valve to the converter. If this isn’t enough to regulate mainline pressure,
the valve moves farther toward the spring, sending pressure to the control cylinder. The
control cylinder pushes the pump slide to lower the output volume.
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IMPORT UPDATES AND CHANGES $
Nissan RE4F02A
Low Pressure at Idle (continued)
The problem occurs when the area where the pump slide contacts the pump is either
worn or machined wrong. When this happens, the first time the control cylinder moves
the slide, the slide sticks hydraulically in a low volume position. This will cause low line
pressure at idle.
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When the area that the slide

contacts is worn or machined
wrong, the slide can stick hydrau-
lically in a low volume position.

$ IMPORT UPDATES AND CHANGES
Nissan RE4F02A
Low Pressure at Idle (continued)
To correct or prevent the pump slide from sticking, block the control cylinder piston
toward the cover. This will prevent the control cylinder from moving the pump slide. It’s
okay to do this during every RE4F02A rebuild.
Install the bushing

To prevent the pump slide from
here to block the sticking, block the control cylinder
control cylinder. piston toward the cover.
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Single-seal type uses

a THM 200-4R center Dual-seal type uses a
support bushing. THM 350 sun gear bushing.

IMPORT UPDATES AND CHANGES $!

Slides Through 2nd Gear, Upshifts 134

We haven’t found a consistent fix for these symptoms. Instead, there are a few modifica-
tions to cure the problems. You can perform these modifications, one by one, until the
problem goes away, or you can perform them all at once.
Step 1: Check mainline, and make sure it’s operating properly
(covered in the previous section.)
Step 2: Install a lighter spring in the 2–4 servo.
Return Spring
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Install a lighter spring

in the 2–4 servo

$" IMPORT UPDATES AND CHANGES


Upshifts 134 (continued)
Step 3: Install a heavier spring in the 1–2 accumulator piston.
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Install a heavier spring into

the 1–2 accumulator piston.

IMPORT UPDATES AND CHANGES $#


Upshifts 134 (continued)
Step 4: Enlarge the feed hole to the 1–2 accumulator piston to 0.072".
ProCarManuals.com
Enlarge the feed hole to

the 1–2 accumulator
piston to 0.072".
12 Accumulator
Feed

$$ IMPORT UPDATES AND CHANGES
Nissan Trouble Code Diagnosis

Code Retrieval Procedures
Nissan and Infinity provide diagnostic trouble codes through one of four ways:
• Power (or Power Shift) Light
• O/D Off Light
• A/T Check Light
• Digital readout at the diagnostic information display
These systems indicate there are codes in memory by flashing the light 16 times every
time you start the engine.
The light used to indicate and display codes depends on the specific vehicle you’re work-
ing on.
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O/D Off Light
If the vehicle has a Mode switch, it indicates Some Nissans and Infinities display trouble
codes through the Power or Power Shift light. codes through the O/D Off light.
A/T Check Light
Digital Display
The 300 ZX and J30s display diagnostic Q45s display diagnostic trouble codes
trouble codes through the A/T Check light. through a digital display.

IMPORT UPDATES AND CHANGES $%

Code Retrieval Procedures (continued)
Preliminary Check
To enable Nissans to display any diagnostic trouble codes stored in memory, you have to
run through a specific procedure. This puts the system into the mode to display diag-
nostic trouble codes.
Before you can begin the code procedure, you must first run through a preliminary
check, to prepare the vehicle for self-diagnosis, and to make sure the lights are working
properly.
Here’s how to prepare the system to deliver codes.
Step 1: Bring the engine to normal operating temperature.
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Step 2: Turn the key off.

Step 3: Set the parking brake.
Step 4: Turn the key on, engine off.
Now you’re ready to check the display light, to make sure it’s capable of working. This
applies to all vehicles except the Q45.
This procedure depends on what type of light and switches the vehicle uses:
Step 1: Put the switch in the proper position:
• If the vehicle has an O/D Off button, work the button to make sure the O/D
Off light comes on. Then work the button again to turn the light off.
• If the vehicle has a Mode button, work the button to make sure the Power or
Power Shift light comes on. Then work the button again to turn the light off.
Step 2: Turn the key off, and wait a few seconds.
Step 3: Turn the key on, engine off.
The indicator light on the dash should come on for a few second, then turn off. This is to
check the light circuit, to make sure it’s capable of indicating codes. If the light doesn’t
come on now, check the light circuit’s operation before continuing the test procedure.
Step 4: Turn the key off.
Step 5: Move the shifter to D.
Step 6: Turn the O/D Off switch off.
Now you’re ready to begin the specific procedure to retrieve codes. The procedure de-
pends on which vehicle you’re working on.

$& IMPORT UPDATES AND CHANGES

All, Except J30, Q45 and Quest
Here’s how to set the system to display diagnostic trouble codes, on all Nissans and
Infinities, except the J30, Q45 and Quest:
Step 1: Turn the key on, engine off, and wait for a few seconds.
Step 2: Move the shifter to 2.
Step 3: Turn the O/D switch on (light off).
Step 5: Turn the O/D switch off (light on).
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Step 6: Press the throttle to the floor and release it.

Step 7: On vehicles that display codes through the O/D Off light, turn the O/D switch
on.
After performing this procedure, the computer system will display any diagnostic trouble
codes by flashing the appropriate light on the dash.
Quest Only
Here’s how to set the system to display diagnostic trouble codes on the Quest:
Step 1: Hold the O/D Off button in, and turn the key on, engine off. Then wait for a few
seconds, and release the button; at this point, the O/D Off light should be lit.
Step 3: Press and release the O/D Off switch; the O/D Off light should go out.
Step 5: Press and release the O/D Off switch; the O/D Off light should come back on.
Step 6: Press the throttle to the floor and release it.
codes by flashing the O/D Off light on the dash.

IMPORT UPDATES AND CHANGES $'

J30 Only
Here’s how to set the system to display diagnostic trouble codes on the J30:
Step 1: Turn the key on, engine off, and wait for a few seconds.
Step 3: Press the throttle to the floor, then release it.
Step 4: Move the shifter to the right — this puts the shifter into Manual 1.
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codes by flashing the A/T Check light on the dash.
Q45 Only
Here’s how to set the system to display diagnostic trouble codes on the Q45:
Step 1: Turn the odometer reset counter knob counterclockwise, and hold it there for
the next step.
Step 2: Turn the key on, engine off, and then release the odometer reset knob — the
odometer display should display “AT CHECK.”
Step 7: Move the shifter to the right — this puts the shifter into Manual 1.
codes on the digital odometer display.

% IMPORT UPDATES AND CHANGES

Reading Codes Most Systems
Nissans and M30 Infinities display diagnostic trouble codes using an 11-flash sequence.
The light flashes 11 times in a row; the sequence always starts with a long flash —
about two seconds long. It’s followed by 10 shorter flashes.
If there are no problems in the system, all ten flashes will be very short — about 0.2
seconds each.
Here’s how Nissans and most On

Infinities indicate no diagnos-
tic trouble codes in memory. Off
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But if the computer identifies a problem in the system, one of those 10 flashes will be
longer — nearly a full second long. Count the flashes: The long flash identifies the code
in memory.
For example, if the first flash after the two second flash is the long one, you’re looking at
code 1.
Here’s how Nissans and On

most Infinities display
diagnostic trouble code 1. Off
If the fourth flash is the longer one, you’re looking at code 4.
And here’s how Nissans On

and most Infinities display
If there’s more than one code in memory, the computer displays all of the codes in the
same pass. Here’s how a system would display codes 1, 4 and 8 at the same time:
This is how Nissans and some On

Infinities would display codes
1, 4 and 8 at the same time. Off

IMPORT UPDATES AND CHANGES %

Reading Codes Most Systems (continued)
After the code displays, the light remains off for about 21/2 seconds. If there are no other
codes in memory, the computer repeats the code; if there are additional codes stored,
the computer displays the next code in the sequence.
If the light flashes on and off, in regular, one-second intervals, it indicates the battery is
low or was disconnected long enough to interrupt the computer memory.
If the battery is low, or was

disconnected long enough to
affect the computer’s memory,
On
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the light will flash on and off in

regular, one-second intervals. Off
If the light remains on or off, try performing the sequence again: You may have missed
one of the steps in the procedure.
If the light still remains off, look for a problem in one of these systems or circuits:
• shift lever position (inhibitor) switch
• 1-range switch
• kickdown switch
• idle switch (closed throttle position switch)
• overdrive switch
• display circuit system
• computer

% IMPORT UPDATES AND CHANGES

Reading J30 Codes
Infinity J30s display diagnostic trouble codes using a 13-flash sequence. The light
flashes 13 times in a row; the sequence always starts with a long flash — about two
seconds long. It’s followed by 12 shorter flashes.
If there are no problems in the system, all twelve flashes will be very short — about 0.2
seconds each.
Here’s how J30s indicate On

there are no diagnostic
trouble codes in memory. Off
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But if the computer identifies a problem in the system, one of those 12 flashes will be
longer — nearly a full second long. Count the flashes: The long flash identifies the code
in memory.
For example, if the first flash after the two second flash is the long one, you’re looking at
code 1.
On
Here’s how J30s display
If the fourth flash is the longer one, you’re looking at code 4.
On
And here’s how J30s display
diagnostic trouble code 4.
Off
If there’s more than one code in memory, the computer displays all of the codes in the
same pass. Here’s how a system would display codes 1, 4 and 8 at the same time:
This is how the J30 computer On

would display codes 1, 4 and
8 at the same time. Off

IMPORT UPDATES AND CHANGES %!

Reading J30 Codes (continued)
After the code displays, the light remains off for about 21/2 seconds. If there are no other
codes in memory, the computer repeats the code; if there are additional codes stored,
the computer displays the next code in the sequence.
If the light flashes on and off, in regular, one-second intervals, it indicates the battery is
low, or was disconnected long enough to affect the computer memory.
If the battery is low, or discon-

nected long enough to affect On
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the computer memory, the light

will flash on and off in regu-
lar, one-second intervals. Off
If the light remains on or off, try performing the sequence again: You may have missed
one of the steps in the procedure.
If the light still remains off, look for a problem in one of these systems or circuits:
• shift lever position (inhibitor) switch
• 1-range switch
• kickdown switch
• idle switch (closed throttle position switch)
• display circuit system
• computer

%" IMPORT UPDATES AND CHANGES

Reading Q45 Codes
The Infinity Q45 indicates diagnostic trouble codes through a digital display. This dis-
play doubles as the odometer display. During the diagnostic trouble code retrieval, you
have to turn the odometer reset knob counterclockwise; this changes the odometer
display to read “AT CHECK.”
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Q45s display diagnostic trouble

Digital Display
codes through a digital display.
After you’ve gone through the diagnostic trouble code retrieval procedure, any codes in
memory will display in a hexadecimal format; that is, it will display any codes as a 1
through 10, or as an A through D.
1
Here’s how a Q45 would dis-
play diagnostic trouble code 1.
If there are no codes in memory, the odometer will display “OK.”
O K
Here’s how a Q45 indicates
there are no codes in memory.

IMPORT UPDATES AND CHANGES %#

Diagnostic Trouble Codes
Here is a list of the diagnostic trouble codes that apply to Nissans. Remember, never
condemn a component based solely on a code; always check the circuit and component
before replacing any parts.
Diagnostic Trouble Codes

All J30 Q45
Except: Code Definition
1 1 1 Vehicle Speed Sensor (Revolution Sensor) —
Transmission Circuit Open or Shorted
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2 2 2 Vehicle Speed Sensor — speedometer circuit

Open or Shorted
3 3 3 Throttle Position Sensor Circuit Open or Shorted
4 4 4 Shift Solenoid A Circuit Open or Shorted
5 5 5 Shift Solenoid B Circuit Open or Shorted
6 6 6 Timing Solenoid or Overrun Clutch Solenoid Circuit
Open or Shorted
7 7 7 Lockup Solenoid Circuit Open or Shorted
8 8 8 ATF Temperature Sensor circuit is Open, or the
Computer Power Source is Insufficient
9 9 9 Engine RPM Signal Circuit Open or Shorted
10 — — Line Pressure Solenoid Circuit Open or Shorted
— 10 A Turbine Shaft Speed Sensor is Open or Shorted
— 11 B Line Pressure Solenoid Circuit Open or Shorted
— 12 C Engine Control Circuit between Engine and
Transmission Computers is Open or Shorted
Regular Flashing D Battery is Low, or Power was Disconnected Long
On and Off Enough to Affect Computer Memory
Light Stays Off AT Inhibitor Switch, 1 Range Switch, Kickdown Switch,
CHECK Idle Switch, Overdrive Switch, Display Circuit
System or Computer
Clearing Diagnostic Trouble Codes

Nissan clears any codes in memory automatically after you’ve repaired the problem, and
started the engine twice.

%$ IMPORT UPDATES AND CHANGES

Code 1: Revolution Sensor
About the Sensor
The revolution sensor produces an AC signal that increases in voltage and frequency as
output shaft speed increases. Typical voltage is about 0.5 VAC at a slow vehicle speed
and can go as high as 15–20 VAC in some cases.
The sensor uses two wires, but the connector has three terminal cavities: terminal 3 is
the ground wire for a shielded housing.
D IA G N O S T IC T IP While the computer uses the frequency to calculate vehicle speed, it won’t
recognize the signal if the voltage is below about 0.5 VAC. This is called the
threshold voltage.
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IMPORT UPDATES AND CHANGES %%

Code 1: Revolution Sensor (continued)
Conditions to Set Code
The computer must see a signal from the VSS while receiving no signal from the revolu-
tion sensor.
Testing the Revolution Sensor

Pulse Generator Pin ID
Pin Function
1 2 3 1 Pulse Generator +
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2 Pulse Generator –
3 Shield Ground
Shown from the sensor
side of the connector.
Resistance Test
The resistance should be between 500 – 600 ohms at normal operating temperature, but
checking the resistance of the revolution sensor isn’t a complete test. If the resistance is
out of range, the sensor is bad. But even if the resistance is within specs, the sensor
could still create insufficient voltage or a variation in frequency. That’s why you should
always check sensor output too.
Revolution Sensor Output Test

With the sensor either connected or disconnected, probe the two wires with your digital
meter or scope.
With the drive wheels rotating, the signal voltage should be above 0.5 VAC. The fre-
quency should be zero with the vehicle stopped, and should increase smoothly with
vehicle speed.

%& IMPORT UPDATES AND CHANGES

Code 2: VSS (Vehicle Speed Sensor)
About the Sensor
The VSS produces an AC signal that increases in voltage and frequency with vehicle
speed. Typical voltage is about 0.5 VAC at a slow vehicle speed and can go as high as
15–20 VAC in some cases.
The combination meter (speedometer) uses the AC signal to toggle a 5-volt DC reference,
which the computer uses to calculate vehicle speed.
VSS
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Transmission
Computer
Combination
Meter
(Speedometer)

The computer must see a signal from the revolution sensor and receive no signal from
the VSS.

IMPORT UPDATES AND CHANGES %'

Code 2: VSS (continued)
Testing the Vehicle Speed Sensor
Resistance Test
The resistance should be about 200 ohms at normal operating temperature, but check-
ing the resistance of the VSS isn’t a complete test. If the resistance is out of range, the
sensor is bad. But even if the resistance is within specs, the sensor could still create
insufficient voltage or a variation in frequency. That’s why you should always check
sensor output too.
Sensor Output Test

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With the VSS either connected or disconnected, probe the two wires with your digital
meter or scope.
With the drive wheels rotating, the signal voltage should be above 0.5 VAC, and can rise
as high as 15–20 VAC. The frequency should be zero with the vehicle stopped, and
should increase smoothly with vehicle speed.
VSS connector shown

1 2 from the sensor side
of the connector

& IMPORT UPDATES AND CHANGES

Code 2: VSS (continued)
Testing the Vehicle Speed Sensor (continued)
VSS Signal to the Computer
While the VSS creates its own AC signal, the computer never actually receives that sig-
nal. Instead, the combination meter (speedometer) takes the AC signal, and creates a
digital, 5-volt DC signal that varies in frequency; as the vehicle speed increases, the
signal frequency increases with it. This is the signal that the TCM receives.
Testing the DC Signal

To check the DC signal at the TCM, you’ll need a digital meter that reads DC frequency
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or an oscilloscope.
• Use the pin charts to find the VSS signal wire at the computer.
• Backprobe the VSS signal wire with your meter or scope’s positive lead.
• Connect the negative lead to the computer signal ground.
• Rotate the drive wheels.
The signal from the speedometer should switch from zero to 5 volts. As you increase the
wheel speed, the signal speed — or frequency of the pulses — should increase. On a
meter, the signal voltage will average out to about 2.5 volts. The frequency of the signal
should continue to increase with wheel speed.
If the signal isn’t correct, check these three items before condemning the speedometer:
• Make sure the VSS signal to the speedometer is correct.
• Make sure you have a good 5-volt reference signal to the speedometer.
• Make sure you have a good ground to the speedometer.
If these three items check out okay, the speedometer is probably the source of the problem.

IMPORT UPDATES AND CHANGES &

Code 3: TPS (Throttle Position Sensor)
About the Sensor
The TPS provides a varying voltage signal to the computer.
Inside the TPS are two additional switches: the idle switch and the full throttle switch.
These switches supply the computer with a 12-volt signal, one at idle and the other at
full throttle. But failure of the idle /full throttle switches will not set a code #3. The
function and connector view is provided to avoid confusion while testing the TPS.
The TPS signal travels through the short harness attached to the side of the TPS; the
idle/full throttle signals use the connector molded to the TPS housing.
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1 2 3
6 5 4
Throttle Position Sensor (TPS) Idle / Full Throttle Switch harness

harness connector shown from connector shown from the switch
the switch side of the connector side of the connector

The computer must see a TPS signal below 0.2 volts or above 5 volts.
4 .5
4 .0
3 .5
3 .0
2 .5
2 .0
1 .5
1 .0
0 .5
0 .0
/1 4
/1 2
/3 4
ll
d
F u
se
lo
C

& IMPORT UPDATES AND CHANGES

Code 3: TPS (continued)
Testing the TPS
1 5-Volt Reference
2 TPS Signal
3 Ground
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4 Idle Switch
6 Full Throttle Switch
• Backprobe terminal #1 at the sensor.

Reference voltage should be about 5 VDC. If incorrect most Nissans supply refer-
ence voltage to the TPS from the TCM and the ECM. One of the computers should
be able to provide the correct voltage. Splice in a new wire from the correct voltage
source to the sensor.
The ground circuit should have no more than 0.1 V. If incorrect, splice in a wire to
the battery (–) terminal.
Signal voltage should increase steadily with throttle opening. Any sudden drop-
outs or glitches in the signal can indicate a faulty sensor or wire returning to the
ECM or TCM.

IMPORT UPDATES AND CHANGES &!

Code 3: TPS (continued)
Testing the TPS at the Computer
Testing the TPS signal return voltage at the TCM is a valid test. Knowing that the return
circuit is typically wired to the ECM first, and then is an output to the TCM can shorten
diagnostic time.
The circuit pin numbers and locations vary between vehicles at the computers.
Check the signal output from the ECM. If the signal is incorrect, splice in a new wire
from the input at the PCM to the input at the TCM.
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&" IMPORT UPDATES AND CHANGES

Solenoid Codes
About the Solenoids
All but one Nissan transmission use five solenoids: two shift solenoids, an overrun sole-
noid to control engine braking, a lockup solenoid, and a line pressure control
solenoid.The R4AEL in a Mazda 929 uses a 6th solenoid together with a lockup PWM;
this is an on-off solenoid.
The chart indicates the code that each solenoid will set, and the specs for testing that
solenoid.
Transmission Solenoid Specifications

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Solenoid Normally Resistance Current @ 13.0 VDC C ode

A Open 20–30 Ω 0.43–0.65 amps 4
B Open 20–30 Ω 0.43–0.65 amps 5
Overrun Clutch Open 20–30 Ω 0.43–0.65 amps 6
Lockup Closed (PWM) 2.5–5.0 Ω Varies with Duty Cycle 7
Line Pressure Control Closed (PWM) 2.5–5.0 Ω Varies with Duty Cycle 10
R4AEL Lockup Control Open 20–30 Ω 0.43–0.65 amps

As soon as the ignition turns on, the computer begins monitoring current flow through
each of the solenoid circuits. The computer will identify a solenoid problem if the current
is either too high or too low.
Solenoid Diagnostic Tips

Solenoid codes are easy to fix as long as you keep in mind that only one or more of the
following items can cause a solenoid code to set:
Battery Voltage: Battery voltage directly affects current flow throughout all electrical
circuits, including the solenoids. The system must maintain between 12.6 to 15.0 volts
at all times.
Insufficient Ground: Make sure the transmission case is well grounded.
Poor Connections and Bad Wiring: Inspect the connectors first. If they’re good, con-
sider replacing the wire in question, from the computer to the solenoid.

IMPORT UPDATES AND CHANGES &#

Solenoid Codes (continued)
Solenoid Diagnostic Tips (continued)
Bad Shift Solenoids: Shift solenoids don’t go bad electrically that often. But if you sus-
pect a bad solenoid, try connecting some known good solenoids to the harness, outside
of the case, before pulling the pan.
Bad Computer: Before replacing the computer, try connecting a solenoid directly to the
computer. Try to get as close to the computer connector as possible, cut the wire near
the computer connector, and connect it directly to the known good solenoid (refer to pin
chart).
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&$ IMPORT UPDATES AND CHANGES

Code 8: Fluid Temperature Sensor Out of Range
About the Sensor
The fluid temperature sensor is a thermistor; a variable resistor that changes resistance
based on temperature. The fluid temperature sensor is a Negative Temperature Coeffi-
cient (NTC) thermistor; that is, its resistance decreases as temperature increases.
The computer supplies a 5-volt reference to the sensor. When the sensor is cold, its
resistance is high, so the signal voltage will be high. As the temperature increases, the
resistance through the sensor to ground decreases, so the voltage also decreases.
Transmission Fluid Temperature Sensor Specifications

Fluid Temperature
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ºF ºC Resistance Voltage
68 20 2.5 kΩ 1.56 V
176 80 0.3 kΩ 0.45 V

The computer must read a signal that is out of range (open or shorted signal).

IMPORT UPDATES AND CHANGES &%

Code 8: Fluid Temperature Sensor (continued)
Testing the Fluid Temperature Sensor
The best way to test the fluid temperature sensor operation is to start when the system
is cold, and then continue to monitor it as the system warms up. Here’s how to check
the sensor signal:
• Backprobe the fluid temperature sensor wire with the positive lead from your
scope or digital meter.
• Connect the negative lead to a good ground.
• Start the engine, and check the signal. It should be high, depending upon the
temperature outside.
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Let the vehicle run with your meter connected. If possible, drive the vehicle while moni-
toring the sensor signal. As the transmission fluid warms up, the sensor signal voltage
should continue to drop off smoothly.
When the transmission temperature reaches normal operating temperature, the sensor
signal should have dropped below about half a volt.
If the sensor voltage is out of range, make sure you have a good connection to the sen-
sor. If the connections are okay, but the sensor voltage drops off to zero or jumps to 5
volts, the sensor’s probably bad.

&& IMPORT UPDATES AND CHANGES

Code 9: Engine Revolution Signal
About the Signal
The engine revolution signal isn’t like other signals to the computer. Instead of coming
from a dedicated sensor, the engine revolution signal is created by the engine control
module (ECM) for the transmission computer. It’s based on the signal the ECM receives
from the crankshaft sensor.
This is a digital signal that switches from zero to five volts. It varies in frequency based
on engine RPM.
Testing the Engine Revolution Signal

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Since the engine starts and runs, we have to assume the crankshaft sensor is working
properly. Without the reference signal from the crankshaft sensor, the engine won’t
start.
So with that in mind, you can narrow down the engine revolution signal failure to a few
areas:
• The ECM isn’t developing the proper signal.
• There’s an open or short in the wiring between the ECM and the transmission
computer.
• The transmission computer isn’t acknowledging the signal properly.
Check the signal from the ECM at the transmission computer with the engine running,
using a scope or digital meter.
• If you’re getting a signal at the transmission computer, the TCM itself is most
likely the problem.
• If you don’t have a signal at the transmission computer, run a new wire from the
ECM to the transmission computer.
• If you still don’t get a signal, the problem is most likely in the ECM.

IMPORT UPDATES AND CHANGES &'
Nissan Computer Pin Charts

All Up to 1998 Except RWD Vans and Wagons
! " ' ! " # ! " # $ % & ' ! ! ! !! !" !#

# $ % & $ % & ' !$ !% !& !' " " " "! "" "# "$ "% "&
Pin Function Conditions Signal

1 Line Pressure Control Solenoid Idle 1.5–2.5 VDC
Full Throttle <0.5 VDC
2 Line Pressure Control Solenoid w/Drop Idle 5–14 V D C
Resistor
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3 O/D Off Light Or Power Indicator Light O/D Off or In Power Mode <0.5 VDC
O/D On B+
4 Ignition Key Off 0 VDC
Key On B+
5 TCC Solenoid Solenoid Off <1.0 VDC
Solenoid On 8–15 V D C
6 Shift Solenoid A Solenoid Off <0.5 VDC
Solenoid On B+
7 Shift Solenoid B Solenoid Off <0.5 VDC
Solenoid On B+
8 Overrun Clutch / 3-2 Control Solenoid Solenoid Off <0.5 VDC
Solenoid On B+
9 Ignition Key Off 0 VD C
Key On B+
13 Inhibitor Switch P/N (Some Models) In Park or Neutral <1.0 VDC
All Other Ranges 5.0 VDC
14 Idle Switch Idle B+
Above Idle <1.0 VDC
15 Ground Always <0.1 VDC
16 Inhibitor Switch 1 In Manual Low B+
All Other Ranges <0.5 VDC
17 Inhibitor Switch 2 In Manual 2 B+
18 Inhibitor Switch D In Drive B+
19 Inhibitor Switch P or N In Neutral or Park B+
' IMPORT UPDATES AND CHANGES

All Up to 1998 Except RWD Vans and Wagons (continued)
20 Inhibitor Switch R In Reverse B+
21 Full Throttle Switch Full Throttle B+
All Other Throttle Openings <0.5 VDC
23 Keep Alive Power Key On B+
Key Off B+
24 Engine Speed Signal Engine Running: Voltage Should 0.6-2.5 VDC
Rise with Engine RPM
25 Revolution Sensor Wheels Rotating: Voltage Should >0.5 VAC
Rise with Vehicle Speed
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27 Vehicle Speed Sensor Vehicle Stopped 0 or 5 V D C

Vehicle Moving 2.5 VDC
31 TPS Reference Voltage Key Off 0 VDC
Key On 5 VDC
33 Transmission Fluid Temperature Sensor ATF @ 68º F (20º C) 1.56 VDC
ATF @ 176º F (80º C) 0.45 VDC
34 TPS Signal Idle 0.2–0.6 VDC
Rises Gradually to Full Throttle 3.0–4.0 VDC
35 TPS Ground Always <0.1 VDC
36 A/T Power Switch (Some Models) Switch in Power Position B+
Switch Not in Power Position <1.0 VDC
37 Cruise Control Signal ASCD Cruise Being Performed B+
ASCD Cruise Not Being Performed <1.0 VDC
39 O/D Select Switch O/D Switch On 5–14 V D C
O/D Switch Off <0.1 VDC
40 O/D Cut Signal from Cruise Control ASCD Cruise Released 4.5-5.5 VDC
ASCD Cruise Applied <1.0 VDC
42 A/T Comfort Switch (Some Models) Comfort Position On B+
Comfort Position Off <1.0 VDC

IMPORT UPDATES AND CHANGES '

All RWD Vans and Wagons Up to 1998
! " # $ % & ' ! " # $ % &
! " # $ % & ' ' ! ! ! !! !" !# !$

3 A/T Power Switch (Some Models) Switch in Power Position B+
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Switch Not in Power Position <1.0 VDC

Above Idle <1.0 VDC
6 O/D Cut Signal from Cruise Control ASCD Cruise Released 4.5–5.5 VDC
ASCD Cruise Applied <1.0 VDC
7 Full Throttle Switch At Full Throttle B+
O/D Switch Off <0.1 VDC
10 TPS Reference Voltage Key Off 0 VDC
Key On 5 VDC
12 Transmission Fluid Temperature Sensor ATF @ 68º F (80º C) 1.56 VDC
ATF @ 176º F (80º C) 0.45 VDC
16 Revolution Sensor Wheels Rotating: Voltage Should >0.5 VAC
17 Full Throttle Switch At Full Throttle B+
19 Inhibitor Switch N or P In Neutral or Park B+

' IMPORT UPDATES AND CHANGES

All RWD Vans and Wagons Up to 1998 (continued)
21 Overrun Clutch / 3-2 Control Solenoid Solenoid Off <0.5 VDC
Solenoid On B+
23 O/D Off Light or Power Indicator Light O/D Off <0.5
O/D On or in Power Mode B+
24 Vehicle Speed Sensor Vehicle Stopped 0 or 5 V D C
Vehicle Moving 2.5 VDC
25 Engine Speed Signal Engine Running: Voltage Should 0.6–2.5 VAC
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Key Off B+
Key On B+
Key On B+
Resistor
34 Line Pressure Control Solenoid Idle 1–1.5 VDC
Solenoid On B+
Solenoid On B+

IMPORT UPDATES AND CHANGES '!

1999-On
! " # $ % & ' # $ % & ' ! ! ! !!

! " # $ % & !" !# !$ !$ !& !' " " "
' ! " "! "" "# "$ "% "&

1 Line Pressure Control Solenoid Idle 1.5–2.5 VDC
Resistor
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Key On B+
Solenoid On B+
Solenoid On B+
13 O/D Off Light O/D Off <0.5 VDC
O/D On or In Power Mode B+
Above Idle <1.0 VDC
17 Full Throttle Switch Full Throttle B+
18 O/D Cut Signal from Cruise Control ASCD Cruise is Released 4.5–5.5 VDC
ASCD Cruise is Applied <1.0 VDC
19 Ignition Key Off 0
Key On B+
20 Overrun Clutch / 3–2 Sontrol Solenoid Solenoid Off <0.5 VDC
Solenoid On B+
O/D Switch Off < 0.1 VDC
24 O/D Cut Signal from Cruise Control ASCD Cruise is Released 4.5–5.5 VDC
ASCD Cruise is Applied <1.0 VDC

'" IMPORT UPDATES AND CHANGES

1999-On (continued)

All other ranges <0.5 VDC
Key Off B+
29 Revolution Sensor Wheels Rotating: Frequency Should >0.5 VAC
30 EC M
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31 EC M
32 TPS Reference Voltage Key Off 0 VD C
Key On 5 VD C
33 EC M
36 Inhibitor Switch N or P In N or P B+
39 Engine Speed Signal Engine Running: Frequency Should 0.6–2.5 VDC
40 VSS Vehicle Stopped 0 or 5 V D C
Vehicle at Speed (DC Frequency) 2.5 VDC
45 Brake Switch Brake Pedal Applied B+
Brake Pedal Released 0 VD C
47 Transmission Fluid Temperature Sensor ATF @ 68° F (20° C) 1.56 VDC
ATF @ 176° F (80° C) 0.45 VDC

IMPORT UPDATES AND CHANGES '#
Subaru Computer Pin Charts

Early Models
! " # $ % & ' ! " # $ % &
! " # $ % & ' ' ! ! ! !! !" !# !$

1 Inhibitor Switch 3 In Manual 3 <0.1 VDC
All Other Ranges B+
2 Inhibitor Switch 2 In Manual 2 <0.1 VDC
All Other Ranges B+
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3 Brake Switch Brake Pedal Applied B+

Brake Pedal Released <1.0 VDC
Above Idle <1.0 VDC
5 Speed Sensor 2 Drive Wheels Stopped <0.1 or 5 VDC
Drive Wheels Rotating 5.0 V Pulses
6 O/D Cut Signal from Cruise Control ASCD Cruise Released 4.5–5.5 VDC
ASCD Cruise Applied < 1.0 VDC
st
9 1 Gear Hold Switch Switch On 5–14 V D C
Switch Off < 0.1 VDC
10 FWD Switch FWD On <0.1 VDC
FWD Off B+
12 Transmission Fluid Temperature Sensor ATF @ 68° F (20° C) 1.56 VDC
ATF @ 176° F (80° C) 0.45 VDC
13 Manual 2 Indicator Light In Manual 2 <0.1 VDC
All Other Ranges B+
14 Inhibitor Switch Park In Park <0.1 VDC
All Other Ranges B+
16 Revolution Sensor Wheels Rotating: Frequency Should >0.5 VAC
18 Keep Alive Power Key Off B+
Key On B+
'$ IMPORT UPDATES AND CHANGES

Early Models (continued)

19 Inhibitor Switch N In Neutral <0.1 VDC
All Other Ranges B+
20 Inhibitor Switch D In Drive <0.1 VDC
All Other Ranges B+
21 Overrun Clutch / 3–2 Control Solenoid Solenoid Off <0.5 VDC
Solenoid On B+
23 O/D Off Light or Power Indicator Light Off <0.5 VDC
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On or in Power Mode B+
24 Transfer Clutch Solenoid 2WD Mode <0.1 VDC
4WD Mode Varies
25 Engine Speed Signal Engine Running: Frequency Should 0.6–2.5 VDC
26 Inhibitor Switch R In Reverse <0.1 VDC
All Other Ranges B+
28 Oil Temperature Light Light On <0.1 VDC
Light Off B+
Key On B+
Key On B+
Resistor
34 Line Pressure Control Solenoid Idle 5–14 V D C
Solenoid On B+
Solenoid On B+

IMPORT UPDATES AND CHANGES '%

Late Models
! " # $ % & ' ! " # $ ! " # $ % &

! " # $ % & ' % & ' ' ! " # $
Connector A Connector B
Connector C

A1 Ground Always <0.1 VDC
A2 FWD Switch Fuse Removed B+
Fuse Installed <0.1 VDC
A3 Cruise Control Signal ASCD Cruise Being Performed B+
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A5 ABS Signal Switch On <0.1 VDC
Switch Off 6–10 V D C
A6 Manual Switch Switch On <0.1 VDC
Switch Off B+
A7 Brake Switch Brake Pedal Applied B+
Brake Pedal Released <0.5 VDC
A8 Inhibitor Switch N In Neutral B+
A9 Inhibitor Switch P In Park B+
A 10 Inhibitor Switch R In Reverse B+
A11 VSS Vehicle Stopped 0 or 5 V D C
Vehicle at Speed (DC Frequency) 2.5 VDC
A 14 Keep Alive Power Key On B+
Key Off B+
A 16 Idle Switch Idle <0.1 VDC
Off Idle 3–6 V D C
A 20 Ground Always <0.1 VDC

'& IMPORT UPDATES AND CHANGES

Late Models (continued)
B1 Inhibitor Switch D In Drive B+
B2 Inhibitor Switch 3 In Manual 3 B+
B6 Ignition Key Off 0
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Key On B+
B7 Ground Always <0.1 VDC
B8 TPS Signal Idle 0.2–0.6 VDC
B 10 Transmission Fluid Temperature Sensor ATF @ 68° F (20° C) 1.56 VDC
ATF @ 176° F (80° C) 0.45 VDC
B 12 Pulse Generator Wheels Stopped 0
Wheel Rotating 0.5 AC
C1 Ignition Key Off 0
Key On B+
C3 FWD Solenoid FWD Fuse In B+
FWD Fuse Out 0.5 VDC
C5 TCC Solenoid Solenoid Off <1.0 VDC
C7 Line Pressure Control Solenoid w/Drop Idle 2.5 VDC
Resistor
C8 Line Pressure Control Solenoid Idle 5–14 V D C
C 10 Ground Always <0.1 VDC
C 13 Shift Solenoid B Solenoid Off <0.5 VDC
Solenoid On B+
C 14 Shift Solenoid A Solenoid Off <0.5 VDC
Solenoid On B+
C 15 Overrun Clutch / 3–2 Control Solenoid Solenoid Off <0.5 VDC
Solenoid On B+

REFERENCE ''
Reference
Contents
Conversion Tables ............................................................... 200
Resistor Values ................................................................... 203
Ohm’s Law .......................................................................... 204
Electrical Power .................................................................. 204
Electrical Formulas ............................................................. 205
Resistors in a Series Circuit ............................................. 205
Two Resistors in a Parallel Circuit .................................... 205
Multiple Resistors in a Parallel Circuit ............................. 205
ProCarManuals.com
Two Capacitors in a Series Circuit.................................... 205

Multiple Capacitors in a Series Circuit ............................. 205
Capacitors in a Parallel Circuit ........................................ 205
Schematic Symbols ............................................................. 206
Glossary of Electrical Terms ................................................ 208
Abbreviations ...................................................................... 213
Numeric Equivalents ........................................................... 213

REFERENCE
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 = πr²
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area of a cylinder = πr²h

π = 3.14 r = Radius h = Height Pressure
Multiply By To Obtain
Temperature PSI 0.0703 kg/cm²
(F° – 32) x 5 ÷ 9 = C° PSI 0.0689 bar

(C° x 9 ÷ 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

REFERENCE
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

Kilograms 2.20462 Pounds
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kg-cm 0.8679 in-lbs

kg-m 7.233 ft-lbs Kilograms 0.001102 Tons
Volume (Cubic Measure) Volume (Liquid Measure)

Cubic in. (in 3) 0.01639 Liters Quarts 0.94633 Liters
Cubic in. (in 3) 16.387 Cubic cm (cm 3) Pints 0.4732 Liters

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

REFERENCE
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
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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.

REFERENCE !
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 —
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Yellow 4 4 4 —
Green 5 5 5 —
Blue 6 6 6 —
Violet 7 7 7 —
Gray 8 8 8 —
White 9 9 — —
Brown — — — 1%
Gold — — — 5%
Silver — — — 10%
Plain — — — 20%
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 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
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%
" REFERENCE
Ohms Law
VOLTS With Ohm’s Law, as long as you have any two

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

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

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

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

C1 x C2
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 …

$ REFERENCE
Schematic Symbols
+ V
+
Battery Power Ground
Connected Wires Unconnected Wires

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+
Fuse Circuit Breaker Bulb Meter
Pushbutton Switches On/Off Switches
NC Switch NO Switch NC Switch NO Switch
Transformer (Coil) Relay

REFERENCE %
Schematic Symbols (continued)
Fixed Resistor Variable Resistor Potentiometer
Diode Zener Diode LED Photodiode

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Fixed Capacitor Fixed Capacitor (Polarized) Variable Capacitor
C E C
B B B
E C E
NPN Transistor PNP Transistor Phototransistor
Crystal

& REFERENCE
Glossary of Electrical Terms

Ammeter — Electrical test device that that electrical flow is from positive to
measures current flow in a circuit. negative. More recent studies show
Displays measurement in amperes, that electrons actually flow from nega-
or amps. tive to positive, but most texts still
prefer to use the conventional model.
Amperage — Measurement of current flow
in a circuit. Current — Electron flow through a circuit,
current is measured in amps.
Amperes; Amps — Unit of measurement
for reading current flow. Amperage is De-energize — To turn off, or shut down a
actually a reading of how many circuit or component.
electrons are moving through a Digital — On/off signal. A series of pulses
circuit at any given moment. One that are either on or off, which pro-
amp is the amount of current that vide information by varying fre-
one volt will push through one ohm quency, or which control a circuit by
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of resistance. varying frequency, duty cycle or on-

Analog Meter — Measurement device that time.
provides readings using a needle, Digital Multimeter — Also DMM; DVOM;
instead of a digital output. Analog Digital Volt-Ohmmeter. Electrical
meters measure constantly, so the device that provides measurements
reading you see is the value taking of electrical circuits, using a digital
place right now. But analog meters display. Digital meters and oscillo-
tend to be less accurate than digital scopes read a circuit through sam-
meters, and the reading only updates pling; how accurate your measure-
as quickly as the needle can move. ment is depends on how many
B+ — Battery power. samples the meter takes per second.
Closed Circuit — A complete electrical Digital Volt-Ohmmeter — See Digital
path that provides the means for Multimeter.
electricity to perform work. A closed Distributorless Ignition System — Also
circuit allows current to flow from its Electronic Ignition. A type of ignition
source, through the resistances, and that doesn’t use a distributor to
back to its source. provide spark to the cylinders. These
Computer — Also controller; microproces- systems usually provide spark
sor. Device that provides the com- through a process known as
mands necessary to operate the en- “wastespark”; a process which pro-
gine or transmission, based on inputs vides spark to two cylinders at once.
from a series of sensors and switches. One cylinder fires; the other receives
spark on its exhaust stroke — that
Controller — See Computer.
cylinder’s spark is “wasted.” Ford
Conventional Electrical Theory — Elec- uses this term to identify one of its
trical circuit model which indicates electronic ignition system.

REFERENCE '
Glossary of Electrical Terms (cont)

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

Microprocessor — See Computer. along the resistor.
Ohm — Unit of resistance measurement. It Powertrain Control Module — Also PCM.
takes one volt to push one amp of SAE J-1930 term for a computer that
current through one ohm resistance. controls engine and transmission
operation. A PCM may also control
Ohmmeter — Electrical device for measur-
other systems, including cruise con-
ing resistance in a circuit or compo-
trol, A/C system, antilock brakes,
nent.
etc., but it must control engine and
Ohm’s Law — Principle that defines the transmission to be called a PCM. See
relationship between pressure (volt- also ECM, TCM.
age), flow (amperage) and resistance
Pulse Generator — An AC generator that
(ohms). Ohms x Amps = Volts; Volts ¸
develops a frequency signal that
Ohms = Amps; Volts ÷ Amps = Ohms.
varies with the rotational speed of an
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Open Circuit — An incomplete electrical internal transmission component,

path that won’t provide the means such as a sun shell, turbine shaft or
for electricity to perform work. An output ring gear. The computer uses
open circuit prevents current flow, this signal to measure the
so the circuit won’t operate. component’s RPM. From this, the
Oscilloscope — An electrical test device computer can determine when to
that maps voltage changes in a cir- shift, when a shift is complete, or if a
cuit over a specific amount of time. clutch is slipping.
An oscilloscope displays the voltage Pulse Width Modulated — Also PWM. A
signal as a picture, to show how signal that varies its relationship
voltage changes through the between on-time and off-time. Pulse
component’s operating cycle. width modulated signals usually
Parallel Circuit — An electrical circuit control a computer output device,
designed with multiple paths through such as an electronic pressure con-
the circuit, so that not all of the cur- trol solenoid: The longer the signal
rent must pass through all of the on-time, the longer the solenoid
loads in the circuit. If one leg of a remains open, so the lower mainline
parallel circuit opens, it won’t prevent pressure becomes. See Duty Cycle.
the other legs from operating. Relay — An electrical device that allows a
Potentiometer — A three-wire sensor that low current circuit to control a high
modifies a voltage signal based on current circuit. Energizing a relay
movement or position. Potentiom- energizes an electromagnet, which
eters receive a regulated voltage opens or closes a set of contacts, to
signal to one end of a resistor, and provide power or ground to a circuit
ground to the other; a wiper slides that would normally require too
along the resistor, and picks up the much current for the device control-
voltage signal, based on its position ling the circuit.

REFERENCE

Resistance — The ability of a circuit or Solenoid — An electrical device that turns
device to reduce or limit current flow. electrical signals into movement or
work. Solenoids can control lever
Resistor — A device that limits or reduces
movement, such as throttle kickers,
current flow in a circuit.
or can control vacuum or hydraulic
Sensor — A device that provides signals to flow. The solenoids you’ll most likely
the computer, based on engine or be dealing with open and close to
transmission operating conditions. control hydraulic flow, to allow the
The computer uses these signals to transmission to shift gears, control
control engine operation more pre- lockup, and control line pressure.
cisely.
Thermistor — A semiconductor that varies
Serial Data — A digital signal from the resistance based on temperature.
computer, to communication infor- There are two types of thermistor:
mation with other computers or scan
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negative temperature coefficient (NTC)

tools. Scan tools can provide the and positive temperature coefficient
actual sensor readings the computer (PTC). The NTC thermistor is more
sees, and outputs from the com- common — as the temperature goes
puter, by interpreting serial data up, its resistance goes down.
signals.
Transistor — A semiconductor that oper-
Series Circuit — An electrical circuit in ates as an electronic “relay.” Transis-
which all of the loads are wired end tors allow a low current circuit to
to end, in such a way that forces all control power or ground to a high
of the current passing through the current circuit.
circuit to travel through all of the
Variable Resistor — A one- or two-wire
loads. If one load in a series circuit
sensor that modifies a voltage signal
opens, it will prevent the other loads
based on stress or temperature.
from operating.
Thermistors are the most common
Short Circuit — An electrical circuit with- type of variable resistor in today’s
out the resistance necessary to oper- cars and trucks.
ate properly. Because of this lost
Voltage — The pressure in an electrical
resistance, these circuits will often
system, that pushes current through
burn up, unless protected by a fuse
the circuit. One volt of pressure is
or circuit breaker. Not to be con-
necessary to push one amp of current
fused with a grounded circuit.
through one ohm of resistance. Some-
Shrink Tubing — An insulating material times called the circuit’s potential.
that shrinks to seal a connection
Voltmeter — Electrical test device that
when you apply heat.
measures the voltage potential in a
circuit. Displays its reading in volts.

REFERENCE
Abbreviations
Abbr. Description Abbr. Description
A Ammeter kV Kilovolt
AC Alternating current kW Kilowatt
B, b Base electrode, units with single kWH Kilowatt hour
base lb Pound
°C Degrees Celsius or centigrade M Mega; x1,000,000
C Capacitance, capacitor m Milli; one-one thousanth; 1/1000;
C, c Collector electrode 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
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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

REFERENCE !
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
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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
" REFERENCE
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
ProCarManuals.com
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

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2001

Automatic Transmission Rebuilders Association

This manual has been developed by the Automatic Transmission

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

ATRA Technical Department

© 2001 ATRA. All Rights Reserved.

GM Updates and Changes

Features Carried Over from 4L60E ..... 31

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

Two Basic Causes

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

• Leaking turbine shaft O-ring or sealing rings

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

4.9L and Some 3.1L

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

• Charging system. Try disabling the alternator and retest.

© 2001 ATRA. All Rights Reserved.

12 Shift Solenoid

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

Early Solenoid Late Solenoid

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

4L60 Filter Bore,

© 2001 ATRA. All Rights Reserved.

When converting a 4L60 stator,

© 2001 ATRA. All Rights Reserved.

If you’re using a 4L60 stator,

If you’re using the stator

© 2001 ATRA. All Rights Reserved.

The circles show where to look

Non-PWM Stator PWM Stator

© 2001 ATRA. All Rights Reserved.

Non-PWM Pump Body PWM Pump Body

© 2001 ATRA. All Rights Reserved.

1993  94 Valve Body

© 2001 ATRA. All Rights Reserved.

1995 Valve Body

Uses 5 Solenoids and a

© 2001 ATRA. All Rights Reserved.

installing the manual valve on earlier valve

1996  On Valve Body

you’ll lose all line pressure through the

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

washers to support each pinion.

© 2001 ATRA. All Rights Reserved.

Features Carried Over from 4L60E

© 2001 ATRA. All Rights Reserved.

© 2001 ATRA. All Rights Reserved.

Bulkhead Connector (C100)

12 Shift Solenoid

1993 94 Valve Body

1996 On Valve Body

VSS+ Test Pin 6 PSOM ()

VSS+ (Pin 3) VSS (Pin 6)