2009 ATRA Seminar Manual

2009 TE T ECHNICAL SEMINAR

Our Goa oall is YO Y OUR Succes s !

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Intro

2009 TEC TE CHNICAL SEMINAR

Our Goa oall is YO Y OUR Succe ces ss!

© 2009 ATRA. All Rights Reserved.

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Intro

The Autom Automatic atic Transmissi Transmission on Reb Rebuild uilders ers Association 2400 Latigo Avenue Oxnard, CA 93030 Phone: (805) 604-2000 Fax: (805) (805) 604-2005 604-2005 http://www.atra.com

This manual has been developed by the Automatic Transmission Rebuilders Association (ATRA) Technical Department to be used by q ualied transmission technicians in conjunction with ATRA’s technical seminars. Since the circumstances of its use are beyond ATRA’s control, ATRA assumes no liability for the use of such information or any an y damages incurred through its use and an d application. Nothing contained in this manual is to be considered contractual or providing some form of warranty on the part of ATRA. A TRA. No part of this program should be construed as recommending any procedure which is contrary to any vehicle manufacturer’s recommendations. ATRA recommends only qualied transmission technicians perform the procedures in this manual. This manual contains copyrighted material belonging to ATRA. No part of this manual may be reproduced or used in any form or by any means — graphic, electronic or mechanical, including photocopying, recording, electronic or information storage and retrieval — without express written permission from the ATRA Board of Directors. Public exhibition or use of this material for group training or as part of a school curriculum, without express written permission from the ATRA Board of Directors is strictly prohibited. ATRA and the ATRA logo are registered trademarks of the Automatic Transmission Rebuilders Association. Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service Technology Group Agreement # 0610228. Portions of materials contained herein have been reprinted with permission of Ford Motor Company. Portions of materials contained herein have been reprinted with permission of Daimler Chrysler Corporation.


Intro

iii

Dennis Madden Chief Executive Ofcer Congratulations on attending ATRA’s 2009 Technical Seminar! These days, many shops are devoting more of their time to learning marketing and management techniques; concepts and practices designed to help shops bring more customers in the door. That’s important — we can’t stay in business without customers. But bringing ’em in the door is only half the job: It doesn’t mean a thing unless you have the skills and training to get ’em back out again. That’s what the ATRA Technical Seminar program is all about: It’s designed to provide you with the latest information and training, to help you x today’s transmission problems. So you can get ’em out the door again, with their transmissions working like new. Because that’s what’ll keep ’em coming back… again and again. So, on behalf of the ATRA staff and the ATRA Chapters that have worked so hard to put this program together, I’d like to welcome you, and than k you for doing your part to keep our industry strong. We hope you have a wonderful day, and a terric learning experience.

Dennis Madden, ATRA, CEO


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Intro

Lance Wiggins Technical Director The ATRA technical department is proud to be celebrating another year serving the automatic transmission repair industry. Many changes have taken place over the years, technical training has become an integral part of today’s transmission repair industry. To that end, ATRA is pleased to present its 2009 Technical Seminar. Packed with countless hours of research, this year’s seminar will stand out as one of the most demanding and useful technical training programs ever developed for this industry. With over 240 pages of up-to-the-minute technical information, the 2009 Technical Seminar Manual will remain a valuable resource long after the seminar is just a memory. We’re condent that you’ll nd this year’s seminar presentation and technical manual both informative and protable. In fact, we’re so sure you’ll be satised with what you learn in this program, we guarantee it! On behalf of the entire ATRA staff, the international board of directors, and all of the ATRA members worldwide, we’d like to thank you f or your continued support.

Lance Wiggins ATRA Technical Director


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Intro

ATRA Technical Team Randall Schroeder Senior Technician and Seminar Speaker

Steve Garrett Technical Advisor, Seminar Speaker, Service Engineer

David Skora Senior Technician

Pete Huscher Technical Advisor

Mike Brown Technical Advisor

Bill Brayton Technical Advisor, Seminar Speaker

Mike Souza Technical Advisor, Seminar Speaker

Jon Rodriguez Technical Advisor


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Intro

ATRA Staff Chief Executive Ofcer:

Dennis Madden

GEARS Managing Editor:

Rodger Bland

GEARS Magazine:

Frank Pasley Jeanette Troub

Events Manager: Event Services:

Vanessa Velasquez Kim Paris

Director of Membership and IT Services: Membership Department:

Kelly Hilmer Kim Brattin Deon Olmos Jim Spitsen

Accounting Manager: Accounting Department:

Jody Wintermute Rosa Smith Valerie Mitchell

Bookstore Manager: ATRA Bookstore:


Shaun Velasquez Ron Brattin

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Intro

ATRA would like to thank the following companies for their continued support!


viii

Intro

Table of Contents GM 4T40/45E

TCC Surge ..................................................................2 Reverse Input Clutch Wave Plate.................................3 Intermediate/4th Clutch Cushion Springs ..................4 Direct Clutch Material ................................................5 Spacer Plate ................................................................6 4T65E

Case Cover Dowels (Channel Plate) .............................7 Sprocket Support ........................................................8 4T80E

TCC Buzz Noise ..........................................................9 6T40/45E

No and/or Hard Shifts ..............................................10 4L60E

Erratic TCC Surge, Cycling .......................................12 5L50/6L50

Shift to Park Message ...............................................13 6L50/80/90

TCC Noise and/or Vibration ......................................14 No Forward Movement ..............................................15 Clutch Shudder Condition ........................................16 Ticking and/or Rattling Noise ...................................17 P1875 .......................................................................18 Low Sprag Update .....................................................19 Delayed Engagement, Reverse Drain Down, Delay .....20 Spacer Plate and Valve Body Spring Update ..............21 P1825, P182E, P1915 ...............................................22 P0751 .......................................................................24 2-3 Shift Concerns ....................................................26 LCT 1000

Fluid Leaks from the Vent .........................................27 Fluid Leaks from the Bell housing Area .....................28 P0872, P1711 ...........................................................29 Shift Concerns, Erratic Operation .............................31 Multiple DTC’s, Erratic Operation, Bad TCM .............32 Neutrals while Driving, No Reverse, P0877, P2723 ....33 P0658, P2670, Transmission Stuck ..........................35 in Neutral, No Reverse Pump Seal ................................................................37 T1, T2, T3, and T6 Torrington Bearing ......................38 DTC’s for 2009 Model Year ........................................39 © 2009 ATRA. All Rights Reserved.

Intro

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Table of Contents Ford AWF-21B

Solenoid Identication and Locations ........................44 Pressure Regulator Valve Adjustment .......................45 Upper Valve Body Valve Description..........................46 Lower Valve Body Valve Description..........................47 Middle Valve Body ....................................................48 Upper Valve Body Top Side .......................................50 Upper Valve Body Check Valve Locations ..................51 Lower Valve Body Check Valve Locations ..................52 Accumulator Piston and Spring Location ..................53 6F50

O/D Piston Return Snap Ring Removal .....................54 Direct Clutch Return Snap Ring Removal ..................56 Intermediate Piston Return Snap Ring Removal ........58 Reverse Piston Return Snap Ring Removal ................59 Specications ...........................................................60 4R70W/4R70/75E Interchange Information Anti-Rattle Spring .....................................................62 Center Support .........................................................63 Forward Drum ..........................................................64 Intermediate Mechanical Diode Sprag .......................65 Harness Connector Changes .....................................66 Stator Support ..........................................................67 Planetary ..................................................................68 Sun Shell and Forward Sun Gear ..............................69 Pump Body ...............................................................72 Ring Gear .................................................................73 Output Speed Sensor ................................................74 Throttle Actuator Control ..........................................75 Torqshift Low/Reverse Planetary Gear Set Interchange ............76 ALL Ford’s Erratic Speedometer Reading while Sitting Still .........78


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Intro

Table of Contents Chrysler 68RFE

Introduction .............................................................90 Clutch Operation ......................................................91 Oil Level ...................................................................92 Mopar +4 ..................................................................93 Pressure Testing Ports ..............................................94 Pressure Specications .............................................96 Diagnostic Specications ..........................................97 Verication Process...................................................99 Scan Tool Acronyms ...............................................100 Quick Learn Procedures ..........................................101 Drive Learn Procedures ...........................................102 Test Tools ...............................................................106 Code Descriptions ...................................................108 Module and Connectors ..........................................110 Power and Ground Circuits ..................................... 111 Range Sensor .......................................................... 112 Sensor Circuits .......................................................113 Understanding Clutch Volume Index ......................114 Pressure Switch Wiring ...........................................116 Pressure Switch Specications................................117 Shift Solenoid Control .............................................118 Oil Pump Valve Description ....................................120 Upper Valve Body ...................................................121 Lower Valve Body....................................................123 Front and Rear End Play.........................................124 Measuring Output Shaft Endplay............................125 Bearing Location and Position .................................126 Specications .........................................................127 AS68RC

Specications .........................................................128 Identication ..........................................................129 Clutch and Band Application Chart ........................130 Solenoid Description and Operation ........................131 Service Information .................................................132 Pressure Specications and Tap Locations .............. 133 Overhaul Tips .........................................................134 B2 Brake Piston ......................................................135 Checking Clutch Travel ...........................................136 Accumulator Identication and Location ................. 137 Solenoid, Pressure Switches and Valve Body ...........138 © 2009 ATRA. All Rights Reserved.

Intro

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Table of Contents 4X4 ALL

Noise and Vibration ................................................146 4WD Identication ..................................................147 Crow Hopping .........................................................148 Diagnostic Checks ..................................................149 GM Electronic 4X4 System Diagnosis......................154 ITM 3e AWD System Introduction ...........................................................159 Components ...........................................................160


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Intro

Table of Contents Toyota U250E

Description .............................................................172 Solenoid, Clutch, Brake, and One Way Application .173 Centrifugal Fluid Pressure Canceling Mechanism....174 Solenoid Identication and Locations ......................177 Pressure Regulator Setting ......................................178 Valve Body Identication.........................................179 Large Check Ball Locations ..................................... 183 Small Check Ball Locations ..................................... 184 Check Valve Locations ............................................185 Accumulator Piston and Spring ID and Location .....186 SL and SLT Solenoid Description ............................187 DSL, S4 and SR Solenoid Description .....................188 ECM Inputs and Outputs ........................................190 ECM Basics ............................................................191 Solenoid Codes .......................................................192


Intro

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Table of Contents Mercedes 722.9

Introduction ...........................................................196 Limp Mode ..............................................................197 Electronic Control Components...............................198 Shift Sequences ......................................................200 Fluid Level Float Function ......................................201 Speed Sensor Function ...........................................202 Clutch Component Location and Apply Chart .........203 Torque Converter ....................................................204 Power Flow 1st Gear ...............................................205 Power Flow 2nd Gear ..............................................206 Power Flow 3rd Gear ...............................................207 Power Flow 4thGear ................................................208 Power Flow 5th Gear ...............................................209 Power Flow 6th Gear ...............................................210 Power Flow 7th Gear ...............................................211 Power Flow Reverse Gear “S” Mode .........................212 Power Flow Reverse Gear “C” Mode .........................213 Vehicle Towing and Fluid Types ..............................214 722.6

2-3 Drag, Bind or No 2-3 Shift then Failsafe ...........215


 xiv Intro                                                                                 

                                                                     

    

      

   

              

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                        

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               

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                    

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            

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            

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        


                                         

                         

                          

                        

       

     xv  Intro                                                

                          

      

                                                     

                                                                                                  

                                                   

Contact Bob Sorenson (507) 359-1197 or Email [email protected]


General Motors

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Table of Contents GM 4T40/45E TCC Surge ..................................................................2 Reverse Input Clutch Wave Plate.................................3 Intermediate/4th Clutch Cushion Springs ..................4 Direct Clutch Material ................................................5 Spacer Plate ................................................................6 4T65E Case Cover Dowels (Channel Plate) .............................7 Sprocket Support ........................................................8 4T80E TCC Buzz Noise ..........................................................9 6T40/45E No and/or Hard Shifts ..............................................10 4L60E Erratic TCC Surge, Cycling .......................................12 5L50/6L50 Shift to Park Message ...............................................13 6L50/80/90 TCC Noise and/or Vibration ......................................14 No Forward Movement ..............................................15 Clutch Shudder Condition ........................................16 Ticking and/or Rattling Noise ...................................17 P1875 .......................................................................18 Low Sprag Update .....................................................19 Delayed Engagement, Reverse Drain Down, Delay .....20 Spacer Plate and Valve Body Spring Update ..............21 P1825, P182E, P1915 ...............................................22 P0751 .......................................................................24 2-3 Shift Concerns ....................................................26 LCT 1000 Fluid Leaks from the Vent .........................................27 Fluid Leaks from the Bell housing Area .....................28 P0872, P1711 ...........................................................29 Shift Concerns, Erratic Operation .............................31 Multiple DTC’s, Erratic Operation, Bad TCM .............32 Neutrals while Driving, No Reverse, P0877, P2723 ....33 P0658, P2670, Transmission Stuck ..........................35 in Neutral, No Reverse Pump Seal ................................................................37 T1, T2, T3, and T6 Torrington Bearing ......................38 DTC’s for 2009 Model Year ........................................39 © 2009 ATRA. All Rights Reserved.

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General Motors

4T45E TCC Surge Some A Body cars (Cobalt, Ion and G5) customers may experience a TCC surge or Chuggle when the transmission is in 3rd or 4th gear. A new calibration has been released to address this concern on 2007 and 2008 applications.


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General Motors

4T40/45E Updates 2008 Reverse Input Clutch Wave Plate: The reverse input clutch wave plate changed from 8 teeth to 16 teeth. The change is designed to help prevent the wave plate from moving and cutting into the drum. Increasing the number of teeth reduces the stress on the drum splines. This update will back service previous year applications. The updated part number for the wave plate is 24243005.


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General Motors

4T40/45E Updates (continued) Intermediate/4th Servo Cushion Spring: A 3rd design updated servo cushion spring is now available. The update is a single spring design and will back service previous applications with the 1st design single spring or the 2nd design two piece spring assemblies. The new spring has a larger outside diameter. The spring is available in Kit 24245771.


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4T40/45E Updates (continued) Direct Clutch Material A change occurred to the material that comprises the direct clutch friction plates. The “High Energy” material is designed to signicantly improve direct clutch life. The update is only for 2008 applications. The update includes the following changes: • Direct clutch friction discs: The discs are made of a different material and can be identied by the metallic specks imprinted into the friction lining. • The spacer plate was changed: The orice feed for the clutch was changed from 2.45mm to 2.15mm. • The plate can identied by the notch pattern and part number on the plate. • TCM Calibration: An updated calibration was required for this change For 2008 applications the parts are available in kits. Non Hybrid: 24247457 Hybrid (BAS):24247456 If the kit is installed the updated calibration is also required


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General Motors

4T40/45E Updates (continued) Spacer Plate The spacer plate was changed: The orice feed for the clutch was changed from 2.45mm to 2.15mm. The plate can identied by the notch pattern and part number on the plate.


General Motors

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4T65E Updates Case Cover Dowels (Channel Plate) The dowels on the channel plate were updated to spring pin design. If a replacement channel plate is ordered it will come with the updated design dowel pins. The new pins are press t into the case and should not fall out during overhaul or service.


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General Motors

4T65E Sprocket Sprocket Suppor Supportt Some technicians have inquired regarding the nish on the inside diameter of the driven sprocket support (P/N 24209098). It appears that the cross h atch is rough and concerns have been raised regarding the life expectancy for the input housing seals. GM Powertrain engineering has stated that the cross hatch seen in the picture below is normal and should not raise durability concerns for the seals. In addition many technicians have inquired regarding the proper position for the 4th clutch piston in the driven sprocket support housing. Engineering had the vendor for the piston stamp a “V” mark in the piston so it could be properly oriented in the housing. The piston should be placed in the housing as shown.


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General Motors

4T80E TCC Buzz Noise Some Cadillac DTS (K Body) customers may comment that they hear a TICK or BUZZ type noise coming from the dash area. Generally this noise will be present when TCC is applied and will diminish or disappear completely when TCC is released. Use your scan tool to verify that the noise is present when TCC is applied. The cause of the noise is the TCC solenoid pressure pulsations that are being transmitted into the passenger compartment via the shifter cable. The pressure pulsations are considered NORMAL. The best way quiet the noise is to install a cable dampener on the shift cable. The cable dampener is sold under part number 20778626. IMPORTANT: Install damper onto the shifter cable n ext to the adjuster if possible. Make certain the dampener does not come into contact with the body, shifter, or any other vehicle components or it will be unable to dampen the noise successfully.


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General Motors

6T40/45E No and/or Hard Shifts Some customers with Z body (Malibu, G6, Aura) 6T40 applications may experience any or all of the following conditions: • SES light on • Engine may/may not start • Transmission may exhibit hard shifts • Transmission may not shift • I/P cluster may not operate or may operate intermittently • Scan tool may or may not be able to communicate with the Transmission Control Module • DTC’s may be set, these may include any or all of the following in any combination. P150C, U0073, U0100, U0100-7F, U0100-75, U0101, U2106, C0561 (Communication Error DTC’s) or P0700 (Transmission DTC set) • You may nd that in addition to communication problems, the TEHCM (TCM) may not function correctly or it may fail to function at all. Diagnosis will lead you replace the TEHCM (TCM) Several items may cause the concern including: • The high speed LAN circuits may be shorted to ground • The cooling fan may be developing a voltage spike


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General Motors

6T40/45E No and/or Hard Shifts (continued) Inspect the ECM/PCM harness (Circuits 2500,2501,5060) for damage. Typically the harness is rubbing at the strut tower area. Repair the harness and tie the harness back so it can no longer rub. If the TEHCM (TCM) is not functioning it may have been damaged by a voltage spike from the engine cooling fan. Replace the TEHCM (TCM). The updated GM TEHCM (TCM) utilizes a de-spiking circuit to prevent damage to the controller.


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General Motors

4L60E Erratic TCC Surge, Cycling 2006-07 S/T truck applications (Rainier, Colorado, Trailblazer, Canyon, Envoy, H3, or 9.7X) may experience a condition where the engine tends to surge while at cruising speeds with the throttle held steady. This condition may be worse on rough roads. Upon inspection the technician will typically be unable to nd a cause for the condition. No DTC’s will be set and the condition may be difcult to duplicate. If the technician is able to duplicate the concern, he/she should monitor the TCC command status and the engine misre counters. He/She will notice the misre counters when the TCC is being commanded OFF. If this condition is present a ttempt to isolate the cause of the misre. If the cause cannot be isolated, an updated PCM program is available to address the concern. The updated program changes the misre diagnostic programming.

NOTE: Remember ALL GM vehicles will inhibit TCC when a MISFIRE is PRESENT. So if the engine has tune-up concerns, the TCC WILL NOT WORK PROPERLY. This applies to 1996-current model vehicles.


General Motors

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5L50/6L50 Shift to Park Message Some 2004 and later Cadillac XLR and XLR-V models may display a “Shift to Park” message on the Driver Information Center (DIC) even though the vehicle is actually in the park position. In addition the auto door lock feature may not function and the ignition key may not move all the way to the off position. Several items can cause this concern including: • Shifter Cable Adjustment: The cable should be adjusted with the shifter in the park position. Verify the shifter is in park, and that the parking pawl is engaged. Release the cable adjuster lock and allow the cable to relax. Re-seat the cable adjuster lock. •

Secondary Park Switch: Verify the transmission IMS operation with your scan tool. If the IMS is operating correctly inspect the secondary park switch. The secondary park switch is located on the right side of the shifter and is an input to the BCM so you will need to monitor BCM data to check the operation of the switch.


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General Motors

6L50 TCC Noise and/or Vibration Some customers may notice a boom, vibration, or noise when TCC is applied in Cadillac DTS application. The cause of the concern is engine ring pulses that are being transmitted through the drivetrain. To correct the condition an updated calibration has been released that raises the TCC apply speed approximately 10 mph.

NOTE: If the updated calibration is installed, the customer will notice a decrease in the vehicle fuel economy.


General Motors

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6L80 No Forward Movement 1-2-3-4/3-5-R Clutch Housing The clutch housing was updated to address a NO Forward condition. This concern could happen without notice. Upon inspection, the technician will notice the snap ring has popped out of the housing. To address the concern the housing was updated. In addition, the 3-5R waved plate and the 1-2-3-4 wave plate were updated. The 3-5 R wave plate changed from 12-18 teeth. The 1-2-3-4 wave plate changed from 9-18 teeth This update was implemented for the mid 2007 model year as an interim 07 change. Service for the updated housing require that clutch travel be checked. • 3-5-R wave plate # 24239828 • 1-2-3-4 wave plate # 24239615 • Selective snap rings #2440194 – 24240201 • Clutch housing kit, Housing and selective snap rings # 24241232 • The updated housing, wave plates and snap rings will back service previous model applications.


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General Motors

6L80 Clutch Shudder Condition Low/Reverse Clutch Plates An update occurred to the Low/Reverse clutch friction plates to address a clutch shudder concern. The material was changed and it is being sold as part # 24235460. If the updated clutch discs are installed, a calibration update is required for 2006-2007 applications.


General Motors

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6L80 Ticking and/or Rattling Noise 2-6 Clutch Friction Material The 2-6 friction discs were updated to address a Ticking/Rattling Noise issue. The groove pattern changed from an X shaped pattern to radial grooves in the material. The updated parts will back service previous model year applications. The updated discs are available under part #24240221


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General Motors

6L80 P1875 IMS Out of Range

The IMS update was completed as a mid 2007, interim 2007 update. Oxidation was forming on the contacts, leading to contact resistance, which may result in a P1875 DTC. The updated IMS added additional nickel plating to the contacts and changed the lead frame to stainless steel to reduce the contact resistance. The updated IMS will back service previous applications and is available under part # 24246427


General Motors

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6L80 Low Sprag Update The low sprag was updated as a mid 2007, interim 2007 change. The update design changed the number of sprag elements from 30 to 38. The updated design will back service early 2007 and all 2006 applications. The updated sprag is available as a kit under part #24248957


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General Motors

6L80 Delayed Engagement, Reverse Drain Down, N-R, P-R Delay 3-5 Reverse Clutch Piston Capacity Reduction This update occurred at start of production (SOP) for the 2008 model year. Clutch piston capacity was reduced by 20% for the 1-2-3-4/3-5 Reverse clutches. This updated piston is designed to limit the amount of oil volume req uired to stroke the piston. The update also required a calibration change so it will not currently back service 2006-07 applications. The piston and the seals were updated and communized between cars and trucks for this concern. Parts are available under the following part numbers: • 2006-07 3-5 Reverse Clutch Piston #24234213 • 2008-09 3-5 Reverse Clutch Piston #24238696 • 2008-09 1-2-3-4 Clutch Piston # 24238700 • 2008-09 Seal kit for 1-2-3-4/3-5 Reverse drum #24243898 • 2006-07 Seal kit for 1-2-3-4/3-5 Reverse drum (CAR) #24248576 • 2006-07 Seal kit for 1-2-3-4/3-5 Reverse drum (TRUCK) #24248578


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General Motors

6L80 Spacer Plate and Valve Body Spring Updates The spacer plate has undergone multiple changes for this application. The 1st major change occurred in mid 2007 as a 2007 interim change. The spacer plate added an exhaust and a parallel path for a lube circuit bleed. The plate can be interchanged between the 6L50/80/90 applications. The part number used at the time was 24246916. Additional updates were performed to the plate as a mid 2008, interim 2008 change. These changes were designed to address the P0751 DTC that commonly sets. In addition to the plate upgrade, a 2009 update occurred in July 08 to the lower valve body springs as the second part of the update to address the P0751. The spring load on the clutch select valves #2 and #3 were lowered. This allowed the select valves to move at a lower pressure reducing the tendency of the P0751 to set. The clutch select valves springs are not available individually. The updated valve body and spacer plates will back service previous model year applications if used together. Updated part number: • Spacer plate #24245720 • Lower valve body with spring updates # 24250384

Clutch select valves #2 and #3


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General Motors

6L50/80/90 P1825, P182E, P1915 Mode Switch Codes Some customers with Chevrolet, Cadillac, GMC, Hummer, and Pontiac vehicles equipped with the 6L50, 6L80, or 6L90 transmissions may note any or all of the following DTC’s, P1825, P182E and/or P1915 are set upon inspection with a scan tool. In addition the PRNDL display may not function. The DTC’s will set if the following conditions occur: P1825 will set if: • IMS range A is Low while in D6 range for more than 8 seconds • IMS range C is High while in D6 range for more than 8 seconds • IMS range A, B, P are low while in Park range for more than 1 second • P/N switch indicates park/neutral but the IMS shows a range other than P/N • IMS indicates a INVALID range for more than 3.25 seconds • VSS greater than 10 mph • P0722 or P0723 not set P1915 will set if: • The engine speed is greater than 525 RPM for more than 3.25 seconds • The transmission input shaft speed is greater than 250 RPM • Transmission output speed less than 90 RPM • As the shifter is moved the IMS voltage sequence does not follow the designed state. In other words the IMS range sequence does not correspond in the correct order to the designated range sequence.

P1915 generally indicates the wrong range was indicated at one time or another.


General Motors

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6L50/80/90 P1825, P182E, P1915 (continued) Mode Switch Codes If a P1825, P1915 or P182E sets the TCM will: • Command max line pressure • Turn off all solenoids, resulting in 3rd or 6th gear default depending on the gear the transmission was in at the time the DTC set • Freeze shift adapts If you have any combination of the DTC’s set inspect the IMS scan values, the scan values should match the IMS status chart. If the scan values fail to match the IMS status chart inspect the circuit wiring. If the status stays HIGH inspect the circuit/IMS for being open. If the status stays LOW inspect the circuit/IMS for being shorted to ground. P1825 generally indicates an Invalid range sequence was monitored at one timer or another. If • • • • •

the values match the chart or if the concern is intermittent proceed as follows: Inspect the shifter cable for damage, kinks, bends and for a binding condition Check shifter cable adjustment Inspect the shift lever mechanism Inspect the rooster comb and detent assembly within the transmission Inspect the TCM calibration le for updates. An update was released for 2006-2007 applications for this concern. Install the calibration update. • Replace the IMS. The IMS internal contacts were updated for this concern in March 2007. This update applies to 2006- 2007 models. Install the updated IMS.


24

General Motors

6L50/80/90 P0751 SS1 Solenoid Performance, Stuck Off P0751 will set if: • No DTCs P0716, P0717, P0722, P0723, P1915 or P1825 are set • First gear is commanded. • Commanded gear slip is equal to or less than 75 RPM for 2 seconds during decel or commanded gear is 1st and the gear ratio indicates 4th or slip exceeds 35 RPM for .51.05 seconds. When in rst gear engine braking, if rst gear ratio is not achieved in a predetermined period of time and the closest gear ratio detected is fourth, the TCM commands second gear and if second gear ratio is attained this indicates a stuck OFF SS valve 1 and the DTC P0751 will set. Several items may cause the P0751 to set. To diagnose the P0751 proceed a s follows: • Inspect the pan for excessive debris • Inspect the lter for evidence of cracks or holes in the seams and seal area where air may leak in • Remove the valve body and inspect the separator plate for debris and for proper check ball operation. Inspect the separator plate gasket for evidence of cross leaks • Inspect the clutch select valve 2 bore plug in the valve body for proper size (11.502mm +/- .004 mm) • Inspect the CBR1/C456 regulator valve for freedom of movement • Check the TEHCM solenoid operation using the DT47825 as outlined in previous ATRA seminars. • Check to see if an updated calibration is available to address the P0751 for your application. As outlined in previous ATRA seminars updated calibrations are available for 2006-07 applications that exhibit this concern • Install the updated spacer plate designed to address this concern.

Models: 2007-08 MYD, 2008 MYB, MYC, #24245720 2006-07 MYC #24246916 2007 MYB #24246917


25

General Motors

6L50/80/90 P0751 (continued) SS1 Solenoid Performance, Stuck Off (continued) Clutch select valves #2 and #3

CBR1/C456 regulator valve


26

General Motors

6L80 2-3 Shift Concerns 1234/3-5 Reverse Clutch Pump Cover Seal Update A major design change has occurred as a mid 2009, interim 2009 change. The update includes the grooves and seals that are located on the back of the pump cover. This update was designed to address 2-3 shift complaints. A redesign to the pump cover seals and the addition of O-Ring type backup rings were added to mid production 2009 and later 6L80 a pplications. The new O-rings t into updated grooves in the pump cover. The updated seals now utilize anti-rotational tabs. This updated seals design can only be used in the updated pump cover design. The seals will not back service unless the pump cover is also changed. Do not intermix seal and pump cover designs. The parts are available under the following part numbers: • Seal kit for old design pump cover and seals # 2428581 • Seal kit for updated design pump cover with o-ring backup #24248559 • Updated pump cover and seal kit #24248573

2007-2008


2009-on

27

General Motors

LCT 1000 Fluid Leaks from the Vent Fluid leaks from the transmission vent when the vehicle is allowed to set overnight or for extended periods of time. This condition may get worse if the engine is allowed to idle for extended periods of time before being driven. This condition may also be more pronounced at ambient temperatures lower than 0°F (-18°C). This concern was prevalent on 2001-2003 applications. Lube oil is not draining back into the sump properly. This leads to pressure build up in the case and pump. A new vented dipstick has been released to address this concern. GM part #15115171 should be used.

This notch was added to help prevent pressure build up.


28

General Motors

LCT 1000 Fluid Leaks from the Bell Housing Area Fluid leaking from converter/bell housing area Fluid may be leaking from two areas: • Torque converter lugs as outline in previous ATRA seminars • The lower bolts on the bell housing, bolt #109,110. Inspect the area for the source of the leak • Replace the converter if the leak is converter related • Install sealer or copper washers on the bottom bell housing bolts


General Motors

29

LCT 1000 P0872, P1711 Pressure Switch #3 Circuit Some LCT 1000 applications may set a DTC P0872 and/or P1711. In many instances the DTC’s may not have been set prior to transmission repair. To set a P0872 or a P1711 the following must occur P0872 • Engine speed greater than 200 but less than 7500 RPM • Shift solenoid “E” is commanded into the “OFF” or un-stroked position while pressure switch E status remains ON for 2-20 seconds. The amount of time required to set the DTC depends on the transmission uid temperature. At 0°C the timer is set at 2 seconds while the timer will increment to 20 seconds at -40°C. P1711 (This DTC was not used on later model applications) • Shift solenoid “E” is commanded from the “ON” position to the “OFF” position. • Pressure switch E does not reect the change in solenoid/shift valve position • The amount of time required to set the DTC depends on the transmission uid temperature. At 0°C the timer is set at 2 seconds while the timer will increment to 10.5 seconds at -40°C. Several items can cause the DTC’s to set they include: • A crack in the 4WD adapter housing. This allows sand and debris to enter the transmission leading to the stuck shift valve • Dirt or sand enters the transmission during service or overhaul • Faulty pressure switch manifold or wiring • Faulty shift solenoid “E” • Shift valve bore or shift valve are worn or stuck (Check C and E shift valves/bores). Inspect C shift valve for cross leaks into E shift valve circuit. • Impoper Valve Body torqing


30

General Motors

LCT 1000 P0872, P1711 (continued) Pressure Switch #3 Circuit (continued) Repair: • Replace the 4WD adapter housing if cracked. Diagnosis and repair for this concern was covered in earlier ATRA seminars • Replace the uid/lters and ush the cooler lines • With your scan tool, monitor the pressure switch manifold (TFP) switch status. With the key ON engine OFF TFP switches “C,D, and E” should read OFF. Start the engine TFP switches “C, D and E” should read ON. If the switches read as indicated the TFP and its wiring are functioning properly. Operate the vehicle in 1st gear, steady state, TFP switch “C” should read OFF and TFP switch “D” should read ON. TFP switch “E” should change to OFF. If it does not change when steady state 1st gear is achieved inspect shift valve E for being stuck, shift solenoid E for proper operation and shift valve C for a cross leak into shift valve E condition.

e v l a V h c t i w S ” E “


31

General Motors

LCT 1000 Shift Concerns, Erratic Operation Some LCT 1000 and 2000 series may experience problems with mainline pressure not operating as designed. As covered in the 2005 ATRA seminar a modulated main line solenoid (Solenoid G) was added to the transmission for the 2004 model year. Some transmissions may experience a condition that can cause solenoid G function improperly or not to function at all, without setting a DTC. This may result in shift feel concerns. The problem may vary in intensity based on: • System Voltage • Temperature • TCM build variations • Solenoid build variations Inspect the TCM calibration level. Calibrations that were created between March 2006 and September 2007 ( CC level 44 or 48) could indicate that solenoid G is being commanded to respond correctly to load, but in fa ct the main line pressure is not following the command. This may indicate a possible problem with the calibration software. It has been found that the TCM may lack the proper “Pull In” solenoid driver current to properly operate solenoid G. Verify the base line pressure as well as pressure boost. Specications: • G solenoid On = 85 to 105 psi (590 – 720 kpa) • G solenoid Off = 105 to 220 psi (721 – 1480 kpa)

If the line pressure does not vary (Locked High) with No DTC’s set, inspect the calibration level. Recalibrate the TCM as necessary. Install a new TCM if you are unable to repair the fxed high line pressure concern with a calibration update.


32

General Motors

LCT 1000 Multiple DTC’s, Erratic Operation, Bad TCM The LCT 1000 TCM may exhibit various DTC’s and/or operational symptoms (neutral only, shifting, shift feel, erratic operation). This may include non transmission symptoms such as speedometer operation that is intermittent, Drivability concerns and/or Communication concerns. As discussed in several ATRA seminars in the past, proper ground for the TCM is imperative. In this instance you may diagnose the cause of the concern as a faulty TCM. Before replacing ANY TCM always clean and secu re the controller grounds. Bad grounds on the Allison application can cause controller circuit board fa ilure. Solder joint failure on the circuit board have been traced back to a faulty ground on many TCM’s returned for warranty or as cores.


33

General Motors

LCT 1000 Neutrals while Driving, No Reverse, P0877, P2723 Some LCT 1000 and 2000 series transmission may exhibit any/all the following conditions: • Intermittent or No Reverse operation • Possible P0877 and/or P2723 set • Problem may have occurred after a transmission service P0877 will set if: • Battery voltage is between 9-18 Volts • The engine is running • TFT is greater than 32°F (0°C) P0708 or P0878 are not set • Park/Neutral or a forward range is selected • Pressure switch #4 (PS4) remains ON (Closed mechanically or Electrically ON) for more than 1 second P2723 will set if: • Battery voltage is between 9-18 volts • Turbine speed exceeds 60 RPM • Output speed is greater than 125 RPM • TFT is greater than 32°F (0°C) • Ratio calculation indicates the oncoming clutch that is commanded at the time has failed to fully apply. This indicates the clutch that is being controlled by Pressure control solenoid 1 (PCS1) may be stuck off. • P0716,P0717, P0721, P0722, P0877, P0878 are not set If • • • •

a P0877 or P2723 are set the TCM will: Freeze the shift adapts Inhibit TCC Illuminate the MIL Default to Neutral after the shifter has been moved if other parameters are met (Forward gears possible until the parameters are met) • Default to Neutral (No reverse) after the shifter h as been moved


34

General Motors

LCT 1000 Neutrals while Driving, No Reverse, P0877, P2723 (continued) The root cause of this problem may be the PCS #1 feed orice in the spacer plate may be plugged. This has been noted when aftermarket spin on lters have been used. Some lters are wrapped in plastic shrink wrap. When the lters are wrapped by the equipment at the manufacture, the machine melts the ends of the wrap together. In some cases pieces of plastic will drop into the lter. Another cause for this concern is the technician unwrapping the lter. In many cases the technician will poke his/her nger through the plastic and into the hole in the lter. Pieces of plastic can drop into the lter which may lead to the concern. If you suspect this may be the cause for your concern, inspect the spacer plate orices for contamination. To avoid this concern consider using a lter that is not wrapped in plastic or check for plastic remnants prior to installing a new lter. In addition, avoid poking holes in the plastic over the open end of the lter. Allison lter # 29539579


General Motors

35

LCT 1000 P0658, P2670, Transmission Stuck in Neutral, No Reverse Some LCT 1000 applications may set a P0658 and/or a P2670 DTC. The TCM provides voltage to the shift solenoids via a pair of High Side Drivers (HSD) The HSD has current limiting protection as well a diagnostic routine which is used to set the following DTC’s, P0658, P0659 (HSD1), and P2670, P2672 (HSD2). HSD2 controls the voltage for SS1, SS2 and SS3. HSD1 controls the voltage for the modulated main solenoid (G solenoid) PCS1 and the TCC solenoid. P0658 will set if: • The High Side Driver #1 (HSD1) is commanded ON • Battery Voltage is between 9-18 volts • The engine is running • The TCM detects that the HSD1 voltage is LESS than 6 volts for more than 75 ms (Indicates a short to Ground) If a P0658 sets the TCM will: • Command the transmission to Neutral or 3rd gear after the shift selector is moved and other conditions are present • Inhibit TCC • Illuminate the MIL P2670 will set if: • The High Side Driver #2 (HSD2) is commanded ON • Battery Voltage is between 9-18 volts • The engine is running • The TCM detects that the HSD2 voltage is LESS than 6 volts for more than 75 ms (Indicates a short to Ground) If a P2670 is set the TCM will: • Command the transmission to neutral after the shift selector is moved and other conditions are present • Inhibit modulated main operation • Freeze adapts • Inhibit TCC • Illuminate the MIL


36

General Motors

LCT 1000 P0658, P2670, Transmission Stuck in Neutral, No Reverse (continued) The most common cause of these DTC’s is metal contamination. One source of the contamination is the Torrington bearing (T3 bearing ) on the P1 sun gear. The bearing fails due to sun gear machining issues leading to metal contamination. The contamination may bridge the solenoid terminal to ground on the solenoid frame leading to the DTC. Inspect the solenoid electrical terminals for metal particulate. If you nd metal, locate the source of the contamination. In addition you should consider updating the internal wiring harness. The updated harness has particulate dams built into the solenoid connectors to prevent bridging concerns f rom happening. The updated harness part number remained the same as the previous harness.


General Motors

37

LCT 1000 Pump Seal The pump seal was updated on all LCT 1000 and 2000 applications starting with serial number 6310831532 transmissions. The updated seal includes an additional dust lip to prevent foreign material from getting into the interior lip of the seal. The updated seal is coated with a dry wax for protection. The seal is available under part number 29546682 and will back service earlier applications.


38

General Motors

LCT 1000 T1, T2, T3 and T6 Torrington Bearing Starting with mid 2008 models the T1,T2, T3 and T6 Torrington bearings were updated for durability reasons. The updated “hardened race” bearings can be identied by the “BLUE” stripe on the bearing race. The following part numbers are for the updated bearings T1 & T6 29539501 T2 29531090 T3 29531095


39

General Motors

LCT 1000 DTC’S for 2009 Model Year Six new trouble codes were added for the 2009 model year. As with other DTC’s they are application specic. The following DTC’s were added: P0897: Transmission Fluid Deteriorated P088B: Transmission Fluid Very Deteriorated P2789: Maximum Adaptive Pressure Limit Reached P0657: Actuator Supply Voltage 1 Open (Modulated Main High Side Driver 1) P2669: Actuator Supply Voltage 2 Open (SS1, SS2 SS3, PCS2 High Side Driver 2) P2772: 4WD Low Switch Performance Problem


40


General Motors

Reprogram GM, Ford, Chrysler & Toyota Vehicle Controllers Using Your PC!! Don’t Miss Out!! FLASH REPROGRAMMING is an important part of repairs and tune-ups on most 1996 and newer cars. Many times, Reprogramming is the only way to repair a vehicle and eliminate false DTCs. With the EASE Universal Reprogrammer for GM, Ford, Chrysler & Toyota, you can reprogram a customer’s vehicle - using the SAME REPROGRAMMING DATA available to the dealerships. Don’t miss out on this profitable, and quickly growing market.

Over 100 million cars on the road today support Flash Reprogramming. Auto Manufacturers are constantly updating controller software to solve problems such as false DTCs, hesitation, rough idle, emissions problems, hard starting, poor fuel economy and others. These problems plague many 5 to 8 year old cars that are no longer under warranty. Your competitors are making thousands of dollars repairing these cars by Flash Reprogramming. You should be too!!

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On-Board Programming (In Vehicle):  1993 and newer GM Powertrain/Body/Chassis flash reprogrammable controllers  1996 and newer Saturn Powertrain/Body/Chassis flash reprogrammable controllers Off-Board Programming:  1993 and newer GM Powertrain flash reprogrammable controllers  1996 and newer Saturn Powertrain flash reprogrammable controllers

Ford, Lincoln and Mercury On-Board Programming (In Vehicle):  1996 and newer Powertrain/Body/Chassis flash reprogrammable controllers Off-Board Programming:  1996 and newer Powertrain flash reprogrammable controllers

Chrysler, Dodge, Plymouth and Jeep On-Board Programming (In Vehicle):  1996 and newer Powertrain flash reprogrammable controllers Off-Board Programming:  1996 and newer Powertrain flash reprogrammable controllers

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WHAT DO YOU NEED TO GET STARTED? J2534-ON-KIT-A-C

J2534 On-Board Reprogramming Kit - Cabled This kit allows you to reprogram controllers in the vehicle. OEM data subscriptions not included. Includes: Universal Reprogrammer Unit- Cabled EASE Flash Wizard OBD II Cables GM OBD I Cable Power Transformer Cigarette Plug Power Cable USB Cable Carrying Case        

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J2534-ON-KIT-A-W J2534 On-Board Reprogramming Kit - Wireless

- ADD-ONS J2534-GFC-CBL-PT GM, Ford & Chrysler Powertrain Off-Board Cable Set (11 Cables) These cables allow you to reprogram most GM, Ford and Chrysler controllers out of the vehicle. Requires: J2534-ON-KIT-A-C or J2534-ON-KIT-A-W Includes: GM Powertrain Off-board Cable Set (7 cables); Ford Powertrain Off-board Cable (1 cable); Chrysler Powertrain Off-board Cables (3 cables)

J2534-GFC-CBL-R GM, Ford & Chrysler Powertrain Advanced Universal Off-Board Cable Set (6 Cables) EASE developed a set of Advanced “Universal” off-board cables that can be connected to virtually any GM, Ford and Chrysler PCM that can be reflashed. These Universal cables require you to manually connect to the PCM pins, however, detailed wiring diagrams are included to show you how to do this in the EASE Flash Wizard software. Requires: J2534-ON-KIT-A-C or J2534-ON-KIT-A-W Includes: GM Powertrain Advanced Universal Off-board Cables (3 cables); Ford Powertrain Advanced Universal Offboard Cable (1 cable); Chrysler Powertrain Advanced Universal Off-board Cables (2 cables)

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Contact Bob Sorenson (507) 359-1197 or Email [email protected]

Table of Contents Ford

Ford

43

AWF-21B Solenoid Identication and Locations ........................44 Pressure Regulator Valve Adjustment .......................45 Upper Valve Body Valve Description..........................46 Lower Valve Body Valve Description ..........................47 Middle Valve Body ....................................................48 Upper Valve Body Top Side .......................................50 Upper Valve Body Check Valve Locations ..................51 Lower Valve Body Check Valve Locations ..................52 Accumulator Piston and Spring Location ..................53 6F50 O/D Piston Return Snap Ring Removal .....................54 Direct Clutch Return Snap Ring Removal..................56 Intermediate Piston Return Snap Ring Removal ........58 Reverse Piston Return Snap Ring Removal ................59 Specications ...........................................................60 4R70W/4R70/75E Interchange Information Anti-Rattle Spring .....................................................62 Center Support .........................................................63 Forward Drum ..........................................................64 Intermediate Mechanical Diode Sprag .......................65 Harness Connector Changes .....................................66 Stator Support..........................................................67 Planetary ..................................................................68 Sun Shell and Forward Sun Gear..............................69 Pump Body ...............................................................72 Ring Gear .................................................................73 Output Speed Sensor ................................................74 Throttle Actuator Control ..........................................75 Torqshift Low/Reverse Planetary Gear Set Interchange ............76 ALL Ford’s Erratic Speedometer Reading while Sitting Still .........78


RatioTek

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Eliminates the need to replace TCC Regulator and Isolator valves - No reaming. Restores pressure regulator booster valve function. Includes "Booster Recovery System™" Patent Pending

Eliminates the need to replace TCC PWM solenoid due to sticky valve. TCC will have full apply even if solenoid has failed - saves $$. Adjust 1-2 shift firmness without removing VB. Provides 20% more torque for L ockup. Has parts that stabilize line pressure reducing TCC shudder, booster valve wear and bump 1-2 shift .

For Hot Rods use kit # RT-4L60E-HD Includes Pan and Valve Body Gaskets.

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RT 4F50N

RT AX4S Also fi ts AXODE

Both kits include a bypass booster valve sleeve assembly and the Patent Pendin g

Also fi ts AX4N

" Boost er Recovery System™"

restoring pressure regulator valve function. Improve shift firmness. Billet retainers your gonna love!

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RT E4OD/4R Kit fits E40D and 4R100 Comes with 3 high tech regulator valves for the "stick free" accumulator body. Improves TCC torque capacity. Provides adjustable shift firmness.

Software for th e serious transmission rebuilder. ™

software has books in color, plus super fixes, videos, common complaints and tech information. Print pages for the bench. Software installs to multiple computers. Takes 5 seconds to look up VB check balls.

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626-968-2754 Fax 626-961-8563 www.ratiotek.com

Ford

45


46

Ford

AWF-21B Solenoid Identification and Locations The Solenoid identications and locations are important. If the Solenoids are installed into the wrong location, shifting problems, codes, and ratio error will occur. • •

SSA and SSB = 11-15 ohms SSC, SSD, SSE, TCC and PCA = 5-7 ohms

CAUTION: There are “keepers” throughout this valve body. Pay close attention to your disassembly process and use the following pages for reference. If a pin is lost during your rebuild, a replacement can be made using a needle bearing. Pin Measurement size 0.932 x 0.118


47

Ford

AWF-21B Pressure Regulator Valve Adjustment This pressure regulator valve has a stepped sleeve. Always measure the distance from the tip of the sleeve to the valve body for proper installation.

Always measure the distance from the tip of the sleeve to the valve body for proper installation.

0.158”


48

Ford

AWF-21B Upper Valve Body Valve Description Use the following illustrations for reference during your rebuild.

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.


Blank C2 Control Valve Blank Blank Blank Secondary Regulator Valve B2 Control Valve Blank Lock-Up Control Valve C1 Control Valve Blank Servo Control Valve PCA Regulator Valve

49

Ford

AWF-21B Lower Valve Body Valve Description Use the following illustrations for reference during your rebuild.

1. 2. 3. 4. 5. 6. 7. 8. 9.

Blank Blank Blank Solenoid Regulator Valve Blank Blank Blank Torque Converter Regulator Valve Solenoid Regulator Valve


50

Ford

AWF-21B Middle Valve Body Check Valve and Spring Locations ‘Upper Side” Use the following illustrations for reference during your rebuild.

Red Spring “Keeper”

“Keeper”

“Keeper”

“Keeper”

White Spring Light Blue Spring


51

Ford

AWF-21B Middle Valve Body (continued) Check Valve and Spring Locations ‘Lower Side” Use the following illustrations for reference during your rebuild.

Plain Spring

Plain Spring

The accumulator check valves are installed with the blue side facing down into the valve body slot.


52

Ford

AWF-21B Upper Valve Body Top Side There are no manufacturer specications for the spring tensioner depths. There are four (4) different valves with this type of layout. Always measure the depth of the tension adjusters prior to disassembly.

Always measure depth of adjusters prior to disassembly


Servo Accumulator

53

Ford

AWF-21B Upper Valve Body Check Valve Locations Use the following illustration for check valves with spring and piston locations. New check valves come in the rebuild kit and should be replaced with every rebuild.

Red Spring

White Spring

Red Spring



54

Ford

AWF-21B Lower Valve Body Check Valve Locations Use the following illustration for check valve with spring a nd piston locations. New check valves come in the rebuild kit and should be replaced with every rebuild.

White Spring

White Spring

Red Spring


Solenoid Feed Filters


White Spring

55

Ford

AWF-21B A ccumulator Piston and Spring Location Use the following illustration for accumulator valve and spring locations.


56

Ford

6F50 O/D Piston Return Snap Ring Removal We used parts from around the shop to take the place of the special tools needed to disassemble and reassemble the 6F50N. To remove the retaining snap ring from the OD clutch piston return spring assembly, you’ll need some parts from other transmissions: • an A4LD/5R55E rear ring gear (for the low/reverse planet) • a worn out OD clutch hub/shaft from a 4T60E • a large deep socket • a suitable press. Use a cutting wheel to cut large slots out of the 4th clutch hub/shaft. Place the ring gear on the clutch retainer and slide the 4th clutch hub down onto the ring gear. Use the deep socket as an extension of the hub to be pressed down to remove the ring.


57

Ford

6F50 O/D Piston Return Snap Ring Removal (continued) Deep Socket

4T60E 4th clutch hub/shaft

A4LD/5R55E rear ring gear

Press down on the retainer just enough to access the snap ring

Access and remove the snap ring here


58

Ford

6F50 Direct Clutch Return Snap Ring Removal To remove and install the direct clutch piston return spring without breaking the tab, use a: • low/reverse piston from an AW50-42LE or a 4L30E reverse clutch piston • a bar or 12 inch 3/8 extension. The 4L30E reverse piston will have to be modied with a cutting wheel to gain access to the snap ring but it is the correct diameter to t the direct clutch piston.

4L30E Reverse Piston before cut outs have been made


AW50-42LE low/reverse piston-no modication necessary

59

Ford

6F50 Direct Clutch Return Snap Ring Removal (continued) The drum is placed in the press and with the bar or extension across the piston to push the piston down evenly. CAUTION!! Only press the direct clutch cylinder down far enough to get the snap ring out of its groove. Pressing the cylinder down too far can break the tab and the cylinder.

Access the snap ring here

Only press the direct clutch cylinder down far enough to get the snap ring out. Pressing the cylinder down too far can break the tab and destroy the drum.


60

Ford

6F50 Intermediate Piston Return Snap Ring Removal

To compress the intermediate clutch spring to remove and install the retaining snap ring, use: • an E40D/4R100 Sun Shell or RE5R05A Sun Shell (cut two slots opposite of each other) • a bar to use in the press Use a cutting wheel or a torch, (much faster) to cut large notches out of the sun shell. These slots allow access to the snap ring. The slots should not be any wider than 4 inches. Any larger and the return springs may get distorted when compressing the spring.


61

Ford

6F50 Reverse Piston Return Snap Ring Removal To remove or install the reverse clutch return spring use: • A pair of C clamp vice grips. Use the C clamp to compress the return spring. Use a screwdriver with a twisting motion to securely hold the snap ring in place. Move around the end cover in this way until the retaining ring is completely seated in the groove.


62

6F50 Specifications


Ford

Ford

63

6F50 Specifications (continued)


64

Ford

4R70W/4R70/75E Interchange Information Anti-Rattle Spring Ford has come up with a better designed anti rattle spring. The updated spring is a “V” shaped strip of spring steel that won’t eat into the case or center support. This spring will retrot back all the way to the AOD transmission and is a great case saver for severely worn cases. The part number for the updated spring is 2L3Z-7F277-AA.

Discard

Updated Spring Part # 2L3Z-7F277-AA


65

Ford

4R70W/4R75E Interchange Information (continued) Center Support To make room for the turbine speed sensor, the 4R70E/75E center support has an extra notch cut out. If you install a 4R70W support in a 4R70E/75E case, the turbine speed sensor will not install all the way into the case. If you are in a pinch, grinding a notch into the support to make room for the sensor will not pose a problem.


66

Ford

4R70W/4R75E Interchange Information (continued) Forward Drum 2004-on, forward drums have three clutch apply holes, 120º apart, verses the earlier version having only one. This design change is cosmetic and will not affect forward clutch apply if interchanged. The 4R70/75E drum will t on all year models.

Pre-2004 only has one apply hole


2004-on, forward drums have three clutch apply holes

67

Ford

4R70W/4R75E Interchange Information (continued) Intermediate Mechanical Diode Sprag In 2007, Ford introduced a new design mechanical diode. They increased the number of ratchet teeth in the diode which should increase holding strength. At the time of printing this manual, there have been no reports of premature failure. The new diode has a snap ring that holds the element retainer in place instead of the earlier pressed design. Height dimensions have changed slightly where the snap ring rides on the reverse input/OD drum. The new design diode supersedes the previous design, and when used on any diode-style drum, will increase the clearance between the inner race and the snap ring by about 0.020", this is a normal clearance by design. An aftermarket-designed spiral snap ring should be used in place of the stock snap ring to prevent snap ring failure.


68

Ford

4R70W/4R75E Interchange Information (continued) Harness Connector Changes Use the diagrams to make sure you are using the correct connector for your application. The diagrams shown are the vehicle side of the harness. From 1993-1997, the transmission connector is white with soft wiring built into the connector. From 1998-on, the connector is black in color and uses the separate hard plastic harness. Solenoids will not interchange due to connection differences.

NOTE: Installing the wrong wiring harness can create multiple codes and erratic shifts.


69

Ford

4R70W/4R75E Interchange Information (continued) Stator Support The stator supports are identical in hydraulic design but there is an important difference in the forward sealing ring lands. The 4R70E/75E uses a plastic ring that is much thinner than the 4R70W cast iron design. The outer dimensions of the two rings are identical so as long as the correct rings are used, the stator supports can be interchanged. The other difference is the forward clutch feed hole. Ford changed the machining process for the forward clutch apply hole and turned it into a slot instead of a round hole. This is strictly cosmetic and will have no effect on forward clutch apply if interchanged.


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4R70W/4R75E Interchange Information (continued) Planetary The planetary gear set is the same ratio and dimensions between the two units. The only difference is how the rear cover is attached. The 4R70E/75E uses a welded design as the older versions use rivets to connect the bottom cover to the top portion of the gear set. That area has never had a real issue and the chan ge is due to an easier manufacturing process. Interchange between years will not pose a problem.


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4R70W/4R75E Interchange Information (continued) Sun Shell and Forward Sun Gear 2004 & up sun shells are designed with added strength by utilizing a two piece riveted or a one piece design in the later applications. On both designs, the metal is thicker along the chamfer at the base of the gear which will reduce cracking. Height dimensions from the bottom of the sun gear to the area where the bearing rides has been reduced by .030” to make room for the thicker two piece bearing. The sun shell, bearing, and forward sun gear must be changed as a set if changing over to a 4R70W or the end play will be incorrect. Ford sells this complete service kit under part # 4L3Z-7D234-AA.

2.0550”

2.0250”


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Ford

4R70W/4R75E Interchange Information (continued) Sun Shell and Forward Sun Gear (continued) The sun shell, bearing, and forward sun gear must be changed as a set if ch anging over to a 4R70W or the end play will be incorrect. Ford sells this complete service kit under part # 4L3Z-7D234-AA.

Thicker two piece bearing.

1.177”

1.167” ID Groove


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Ford

4R70W/4R75E Interchange Information (continued) Sun Shell and Forward Sun Gear (continued) The single most important change with the 4R70E/75E sun shell is something you can not see with the naked eye, but will prevent the transmission from leaving your shop. That is the 4R70E/75E sun shell is non-magnetic. In order for the input speed sensor that the 4R70E/75E’s now incorporate to work, the sun shell must be non magnetic so that the sensor can pick up the signal from the stamping on the forward drum. Failure to use a non magnetic sun shell will result in harsh or no shifting with possible ratio and input speed sensor codes.


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4R70W/4R75E Interchange Information (continued) Pump Body The pump bodies are identical except for the intermediate piston design. The 4R70E/75E uses a bonded rubber piston that is larger in size and will produce more holding power than the aluminum piston design. A wave style piston return spring in 04-05 models and a one piece in the 06 and up models is utilized on the molded style and ca nnot retrot back. The wave style spring requires a seat that sits in the case so that the wave spring does not eat into the aluminum. The later one piece style has a notch that indexes at 12 o’clock in the case and is placed with the springs facing up towards you. The two different designed pumps can be interchanged from one another without any issues, but as a complete set. You cannot interchange intermediate pistons or springs with one another. If you choose to use a 4R75E pump in place of the early 4R70W, make sure to install the wave spring retainer into the early case or damage to the case will occur. If using the 06-up one piece design spring, no retainer is needed.

4R70W

4R75E

Area for the Intermediate Piston is larger for the molded rubber style

2006-on uses the single piece retainer © 2009 ATRA. All Rights Reserved.

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Ford

4R70W/4R75E Interchange Information (continued) Ring Gear A new designed output speed sensor was incorporated for the 2004 model year. The new sensor uses the exciter ring from the 24 extended parking pawl lugs as where the old sensor uses six (6) holes that are machined around the ring gear. Mismatching an early ring gear in a late transmission will result in a 75% reduction in the output speed sensor signal and will not let the trans shift out of rst gear. Using a late ring gear in an early transmission will produce an output speed signal 400% faster and shift the transmission into fourth gear by the time you hit 10 MPH. No interchange possible.


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4R70W/4R75E Interchange Information (continued) Output Speed Sensor The Output Speed Sensor changed from the oval connector to the square in 2001. The length is the same as the earlier version up to 2004 when the ring gear changed. Installing the shorter late sensor in 01-03 models could create a weak signal and intermittent OSS codes. Installing the early sensor in an 04 and up will cause damage to the sensor.


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4R70W/4R75E DTC P2106 Throttle Actuator Control (TAC) System-Forced limited Power The Torque Based Throttle Control system is a “Drive by Wire” throttle system that uses the Mass Air Flow (MAF), Accelerator Pedal Position Sensor (APPS), Crank Position Sensor (CKP), Turbine Speed Sensor (TSS), and Output Speed Sensor (OSS) to calculate load and determine the correct throttle opening for the condition in which the vehicle is driving in. If the incorrect sun shell is installed or if there is a Turbine Speed Sensor failure, P2106 will set. Keep in mind that a malfunction with any other of the above mentioned sensors along with a mechanically stuck throttle or throttle actuator can set this code as well.


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Ford

Torqshift Low/Reverse Planetary Gear Set Interchange Starting in late 2008 Ford introduced a new planetary gear set. This planet has the Low/ Reverse sprag and the Low/Reverse clutches built onto the planet assembly. On late model units 2008 and up, if the Low/Reverse clutches are burnt or worn out the whole planet assembly must be replaced. The planet can be purchased from the dealer as an assembly. The alternative is to use the earlier Low/Reverse clutches and steels, Planetary, and Sprag assembly. The early Low/Reverse clutch pack only has a ve (5) clutch pack stack-up. You must use six (6) clutch bers and six (6) steels to complete the interchange.

Early Pre-2008 Low/Reverse planet with separate clutches and sprag assembly


Late 2008-up Low/Reverse planet with integral clutches and sprag assembly

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79

Torqshift Low/Reverse Planetary Gear Set Interchange (continued) The clutches have been stacked up and the planets placed in the same case. The late and the early planet/clutch assemblies have the exact same clearance and can be interchanged between years.

Early pre-2008 planet with 5 frictions. May be upgraded to 6 frictions

Early pre-2008 planet assembled in the case

Late 2008-up planet with 6 frictions can be interchanged with earlier pre2008 parts

Late Planet 2008-up assembled in the case


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Ford All Erratic Speedometer Reading while Sitting Still Speedometer reading while sitting still, possible speedometer codes P0500, P0503 VSS intermittent. These symptoms and codes can be very difcult and time consuming to diagnose. Often times the cause is EMI. The top causes of EMI are: 1. Bad alternator (disconnect) 2. Defective grounds on the controller 3. Erratic TSS or ISS signals (due to bad grounds) 4. High power electrical devices (after market ampliers-boom boxes) 5. Check ignition wave form for irregularities. 6. Added resistance from faulty spark plugs Isolate the conditions in both KOEO or KEOR? Disconnect devices one at a time, disconnecting all devices at the same time may work but won’t isolate the issue.

Disconnect the alternator as a quick check for EMI.


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Ford All Erratic Speedometer Reading while Sitting Still (continued) Loose grounds contribute to EMI inside the controller. When diagnosing erratic speed sensor readings, check and veried all grounds are clean and tight before any other tests are done.

Check those grounds!


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Ford All Erratic Speedometer Reading while Sitting Still (continued) F-150 Schematic

Main computer grounds


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Ford All Erratic Speedometer Reading while Sitting Still (continued) Erratic VSS signals to the PCM can be caused by EMI getting into the PCM. When Wh en erratic speedometer concerns are present always inspect the TSS or ISS wiring.

2004 F-250 5.4L


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Ford

Ford All Erratic Speedometer Reading while Sitting Still (continued) Improperly installed stereo amps, stereo heads, speakers, or other accessories can be a source of EMI. Simply power down the device in question and retest.


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Ford All Erratic Speedometer Reading while Sitting Still (continued) Ignition wave forms can also be a good way to track down EMI. Ford’s Coil Over Plug (COP) coils are controlled directly by the PCM. If there is excessive inductive voltage from the spark plug ring it could cause EMI. This can interfere with other signals inside the PCM including the VSS.

Coil Discharge Normal spark plug wave form

Coil Discharge Oscillations

Plug Firing Across the Gap

Charge Back to the beginning of the next cycle

Defective spark plug reading

Erratic spikes


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Ford

Ford All Erratic Speedometer Reading while Sitting Still (continued) Worn plugs from a 2004 Ford F250 with approximately 39,000 miles, typically these plugs are recommended for replacement at or around the 60,000 mile mark. “ A special Thank You to Roger Perry at Lake Sumter Transmissions for the spark plugs”


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Ford All Erratic Speedometer Reading while Sitting Still (continued) This is a schematic of a 2004 F250 with ABS. Testing for EMI can be done at pin 58. The wire will have to be cut as close to the computer as possible and still make a complete connection after we are done testing. After the wire is cut check for DC Hz on both ends of the wire. Typically if the problem is worn spark plugs there will be DC Hz coming OUT of the PCM and nothing going into the PCM while the engine is running and the transmission is in park,

Cut the VSS wire here to check for the source (internal or external) of the EMI


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Chrysler Table of Contents Chrysler

89

68RFE Introduction .............................................................90 Clutch Operation ......................................................91 Oil Level ...................................................................92 Mopar +4 ..................................................................93 Pressure Testing Ports ..............................................94 Pressure Specications .............................................96 Diagnostic Specications ..........................................97 Verication Process...................................................99 Scan Tool Acronyms ...............................................100 Quick Learn Procedures ..........................................101 Drive Learn Procedures ...........................................102 Test Tools ...............................................................106 Code Descriptions ...................................................108 Module and Connectors ..........................................110 Power and Ground Circuits ..................................... 111 Range Sensor .......................................................... 112 Sensor Circuits .......................................................113 Understanding Clutch Volume Index ......................114 Pressure Switch Wiring ...........................................116 Pressure Switch Specications................................117 Shift Solenoid Control .............................................118 Oil Pump Valve Description ....................................120 Upper Valve Body ...................................................121 Lower Valve Body....................................................123 Front and Rear End Play .........................................124 Measuring Output Shaft Endplay............................125 Bearing Location and Position .................................126 Specications .........................................................127 AS68RC Specications .........................................................128 Identication ..........................................................129 Clutch and Band Application Chart ........................130 Solenoid Description and Operation ........................131 Service Information .................................................132 Pressure Specications and Tap Locations ..............133 Overhaul Tips .........................................................134 B2 Brake Piston ......................................................135 Checking Clutch Travel ...........................................136 Accumulator Identication and Location ................. 137 Solenoid, Pressure Switches and Valve Body ...........138


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68RFE Introduction The 68RFE offers full electronic control of all automatic up and downshifts.

Features: - Real-time adaptive closed-loop shift and pressure control - Electronic shift and torque converter clutch controls (help protect the transmission from damage due to high temperatures, which can occur under severe operating conditions). By altering shift schedules, line pressure, and converter clutch control, these controls reduce heat generation and increase transmission cooling. To help reduce parasitic losses, the transmissions includes a dual-stage transmission uid pump with electronic output pressure control. Under most driving conditions, pump output capacity greatly exceeds that which is needed to keep the clutches applied. The 68RFE pump-pressure control system monitors input torque and adjusts the pump pressure accordingly. The primary stage of the pump works continuously; the second stage is bypassed when demand is low. The control system also monitors input and output speed and, clutch slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure in proportion to demand. A high-travel torque converter damper assembly allows earlier torque converter clutch engagement to reduce slippage. Needle-type thrust bearings reduce internal friction. The 68RFE is packaged in a one-piece die-cast aluminum case. To reduce NVH, the case has high lateral, vertical and torsional stiffness. Dual lters protect the pump and other components. A cooler return lter is added to the main sump lter. Independent lubrication and cooler circuits assure ample pressure for n ormal transmission operation even if the cooler is obstructed or the uid cannot ow due to extremely low temperatures. The hydraulic control system design (without electronic assist) provides the transmission with PARK, REVERSE, NEUTRAL, and FOURTH gears, based solely on driver shift lever selection. This design allows the vehicle to be driven (in “limp-in” mode) in the event of a electronic control system failure, or a situation that the Transmission Control Module (TCM) recognizes as potentially damaging to the transmission.


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68RFE Clutch Operation The 68RFE has a design change that allowed for the full time 6 speed as well as the increase in torque ratios. The 4C on the 45/545RFE held an annulus as the planet was driven by a sun gear. On the 68RFE the 4C holds a sun gear causing the annulus to be driven by the planetary.

* When output speed is greater than 150 rpm the L/R clutch is released and the ORC is the holding element before the 1-2 shift. ** Failsafe is 3rd gear on the 45/545RFE and 4th gear on the 68RFE (Vehicles that have ERS (Electronic Range Select) will not have a manual low “2nd” gear while in failsafe).


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68RFE Oil Level When servicing and/or testing for proper oil level it is important to note that the ll is based off of oil temperature. Proper ll does req uire the use of a scan tool to verify actual transmission temperature.

To avoid overlling transmission after a uid change or overhaul, perform the following procedure: 1. Remove dipstick and insert clean funnel in transmission ll tube. 2. Add following initial quantity of Mopar® ATF +4 to transmission: a. If only uid and lter were changed, add 10 pints (5 quarts) of ATF +4 to transmission. b. If transmission was completely overhauled and the torque converter was replaced or drained, add 24 pints (12 quarts) of ATF +4 to transmission.


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68RFE Mopar +4 The only recommended uid for the 68RFE is MOPAR +4 oil. There are many different blends of oil that claim +4 rating. The only way to assure that you are using +4 blend is to use MOPAR brand. Using a blend that is not recommended may result in shift concerns that can only be xed by using the proper oil.


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Chrysler

68RFE Pressure Testing Ports Accurate tachometer and pressure test gauges are required. Test gauges must have a 300 psi range and is used at all locations where pressures exceed 100 psi.

Pressure Test Port Locations The torque converter clutch apply (3) and release (1) ports are located on the right side of the transmission case . There are two (2) methods of testing line pressure. The 1st method requires the use of a scan tool and adapter that allows you to monitor perceived pressure (scan data) vs. actual pressure (pressure gauge). The 2nd method (not available on all applications because of mounting issues) is the use of a special adapter oil pan that allows you to tap into each clutch pressure port located on the valve body.

Method #1 The scan tool can be used to read line pressure from the line pressure sensor. The second method is to install Line Pressure Adapter 8259 (3) into the transmission case and then install the pressure gauge and the original sensor (2) into the adapter. This will allow a comparison of the scan tool readings and the gauge reading to determine the accuracy of the line pressure sensor. The scan tool line pressure reading should match the gauge reading within ±10 psi.


Chrysler

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68RFE Pressure Testing Ports (continued) Method #2 Another method of testing hydraulic line pressure involves removing the valve body pressure test ports and installing the parts of the valve body pressure tap adapter and one or more 300 psi pressure gauges (Miller Special Tool #8258-A and #C-3293SP).


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Chrysler

68RFE Pressure Specifications With method #1 or #2 the proper procedure is as follows when testing: • • • •

Check the transmission uid level and condition (this condition can only be tested when the oil pan is removed). Check the shift cable adjustment. Raise the vehicle on a hoist, install a tachometer and the pressure gauge with adapter (s). Check line pressure while operating the transmission at 1500 engine rpm in Park, Reverse and Drive. Compare the scan tool line pressure reading with the desired line pressure and gauge reading. All three readings should agree. If the gauge reading does not match the scan tool reading, there is a line pressure sensor problem. If the scan tool reading does not match the desired line pressure, there is a pressure control problem (oil level, lter, pump regulator valve, PCS solenoid, etc.)

Actual line-pressure while in-gear will very based upon minimum learned line-pressure. Minimum line-pressure starts at 40 psi and learns up to the minimum pressure to hold the clutches in a applied state. © 2009 ATRA. All Rights Reserved.

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68RFE Diagnostic Specifications NOTE: This vehicle uses an NGC4 Control Module (which only controls Transmission operation) and an Engine Control Module (ECM) that controls the Diesel engine. In these procedures, the NGC4 Control Module is referred to as the Powertrain Control Module (PCM).

Perform the following before attempting any diagnostic procedures: 1. With the scan tool, check pinion factor (if equipped) for proper tire identication and program or reprogram if necessary. 2. Check the transmission uid level. If the uid level is low, locate and repair any leaks and ll the transmission to the proper level. Refer to the appropriate Service Information for procedures. Many transmission symptoms can be caused by a low uid level. 3. Check the battery. To avoid false diagnosis, testing should only be performed with the battery fully charged. 4. With the scan tool, read Engine (ECM) DTCs. If DTCs are present, refer to the Driveability Category and perform to the appropriate diagnostic procedure(s) before proceeding. 5. With the scan tool, read Transmission (PCM) DTCs. Record all Stored, Active, and Pending DTC information. Diagnose any Pending DTC a s a matured DTC. 6. With the scan tool, read and record the Event Data. Use this data to identify the conditions in which the DTC was set. 7. NOTE: DTC Event Data may exist even if no DTCs are stored. DTC Event Data is only erased by a Battery Disconnect, reash, or QuickLearn procedure. Clearing DTCs does NOT erase the DTC Event Data. Some DTCs require two “bad trips” before they are stored (and the MIL illuminates). The transmission may enter “limp-in” mode during the rst “bad trip,” but if the fault condition is not present after the vehicle is restarted, the pending DTC may be cleared without lighting the MIL. Nevertheless, the DTC Event Data for the pending DTC will remain stored and can still be retrieved with the scan tool. If the customer reports a “limp-in” event but no DTCs are present, check the DTC Event Data.


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68RFE Diagnostic Specifications (continued) Perform the following before attempting any diagnostic procedures: (continued...) 8.

9.

Performing a Battery Disconnect will clear all Event Data and reset all learned Transmission values to the default values, which may temporarily result in erratic shift schedules. With the scan tool, perform the Shift Lever Position Test. If the test fails with an error code, refer to the diagnostic procedure for P0706 Transmission Range Sensor Rationality. If the test fails without an error code, adjust the shift linkage in accordance with the Service Information.

10. For Gear Ratio Error DTCs or shift quality complaints, use the scan tool to view CVI Monitor data. Read and record the Clutch Volume Index information. 11. Use the wiring diagram as a guide. Inspect the wiring and connectors related to this circuit. Repair as necessary. 12. Refer to the When Monitored and Set Conditions for this DTC. DTCs can set at ignition on, at start up, after driving under specic conditions and after diagnostic monitors have been run. 13. Refer to applicable Technical Service Bulletins (TSBs) for controller software update information. Some conditions can be corrected by upgrading the Engine (ECM) or Transmission (PCM) controller software. 14. Refer to any Service Information Tune Ups or Technical Service Bulletins that apply.

Were there any repairs made that xed the vehicle? Yes - Testing complete. Perform 68RFE TRANSMISSION VERIFICATION TEST. No - Refer to DTC Based Diagnostics and perform the application.


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68RFE Verification Process Perform the following after completion of a diagnostic repair: 1.

Connect the scan tool to the Data Link Connector (DLC).

2.

With the scan tool check pinion factor (if equipped) for proper tire identication and program or reprogram if necessary.

3.

Reconnect any disconnected components.

4.

If the PCM has been replaced or updated (ashed), or the transmission has been repaired or replaced, using the scan tool, perform a Quick Learn Procedure.

5.

With the scan tool, erase all Transmission and Engine DTCs.

6.

With the scan tool, perform a BATTERY DISCONNECT, this will clear the Event Data

7.

With the scan tool, display Transmission Temperature. Start and run the engine until the Transmission Temperature is HOT.

8.

Check the Transmission uid level and adjust if necessary. Refer to the Service Information for the Fluid Fill procedure.

9.

Road test the vehicle.

10. Perform the following shifts from a standing start with a constant throttle opening of 20 to 25 degrees to the speeds of 97 km/h (60 mph); make fteen to twenty 1 to 2, 2 to 3, 3 to 4, 4 to 5, 5 to 6 upshifts. 11. Perform the following shifts with speeds below 40 km/h (25 mph); make ve to eight wide open throttle kickdowns to 2nd gear. Allow at least 5 seconds each in 3rd and 4th gear between each kickdown. 12. Check for DTCs during and after the road test. 13. If after performing the road test, if any shift concerns are noted, perform the drive learn procedure for those affected shifts. 14. Use the OBDII task manager to run Good Trip time in each gear, this will conrm the repair and to ensure that the DTC does not re-mature Were there any Diagnostic Trouble Codes (DTCs) set during the road test? Yes - Refer to DTC Based Diagnostics and perform the appropriate diagnostic procedure. No - Repair is complete.


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68RFE Scan Tool Acronyms

This is not a complete list. Just the most common terms that are used when looking at diagnostic information. Always keep notes of NEW ACRONYMS. © 2009 ATRA. All Rights Reserved.

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68RFE Quick Learn Procedures The quick learn procedure requires the use of the scan tool. This program allows the electronic transmission system to recalibrate itself. This will provide the proper transmission operation. The quick learn procedure should be performed if any of the following procedures are performed: •

Transmission Assembly Replacement.

•

Transmission Control Module Replacement.

•

Solenoid Pack Replacement.

•

Clutch Plate and/or Seal Replacement.

•

Valve Body Replacement or Recondition.

To perform the Quick Learn Procedure, the following conditions must be met: 1.

The brakes must be applied.

2.

The engine speed must be above 500 rpm.

3.

The throttle angle (TPS) must be less than 3 degrees.

4.

The shift lever position must stay in PARK until prompted to shift to overdrive.

5.

The shift lever position must stay in overdrive after the Shift to Overdrive prompt until the scan tool indicates the procedure is complete.

6.

The calculated oil temperature must be above 60°F and below 200°F.


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68RFE Drive Learn Procedures When a transmission is repaired and a Quick Learn procedure has been performed on the Transmission Control Module (TCM), the following Drive Learn procedure can be performed to ne tune any shifts which are particularly objectionable.

NOTE: It is not necessary to perform the complete Drive Learn procedure every time the TCM is Quick Learned. Perform only the portions which target the objectionable shift. Learn a Smooth 1st Neutral to Drive Shift Perform this procedure only if the complaint is for a delayed or harsh shift the rst time the transmission is put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn the 1st N-D UD CVI.

NOTE: The transmission oil temperature must be between 80° - 110°F (27° - 43°C). 1.

Start the engine only when the engine and ignition have been off for at least ten (10) minutes.

2.

With the vehicle at a stop and the service brake applied, record the 1st N-D UD CVI while performing a Neutral to Drive shift. The 1st N-D UD CVI accounts for air entrapment in the UD clutch that may occur after the engine has been off for a period of time.

3.

Repeat Step #1 and Step #2 until the recorded 1st N-D UD CVI value stabilizes.

NOTE: It’s important that this procedure be performed when the transmission temperature is between 80° - 110°F (27° - 43°C). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily during normal vehicle usage. The TCM also learns at higher oil temperatures, but these values (line pressure correction values) are not available for viewing on the scan tool.


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68RFE Drive Learn Procedures (continued) Learn a Smooth Neutral to Drive Garage Shift Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its rst shift. Use the following steps to have the TCM learn the Norm N-D UD CVI.

NOTE: The transmission oil temperature must be between 80 110°F (27 - 43°C) to learn the UD CVI. Additional learning occurs at temperatures as low as 0°F and as high as 200°F. This procedure may be performed at any temperature that experiences poor shift quality. Although the UD CVI may not change, shift quality should improve. Learn a Smooth Neutral to Drive Garage Shift 1.

Start the vehicle engine and shift to drive.

2.

Move the vehicle forward to a speed of at least 16 km/h (10 MPH) and come to a stop. This ensures no air is present in the UD hydraulic circuit.

3.

Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor Norm N-D UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-D shift then the normal value shown which is used for 4-3 coastdown and kickdowns. Perform repeated shifts in this temperature range until the Norm N-D UD CVI value stabilizes and the N-D shifts become smooth.

Learn the 1st 2-3 Shift After Restart or Shift Reverse Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI. NOTE:

The transmission oil temperature must be above 80°F (27°C).

1.

With the vehicle engine running, select reverse gear for over 2 seconds.

2.

Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform a 2-3 shift while noting the 1st 2-3 OD CVI.

3.

Repeat Step #1 and Step #2 until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI stabilizes.


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68RFE Drive Learn Procedures (continued) Learn a Smooth 2-3 and 3-4 Upshift NOTE: The transmission oil temperature must be above 110°F (43°C). Use the following steps to have the TCM learn the OD and 4C CVI’s. 1.

Accelerate the vehicle from a stop at a steady 15 degree throttle opening a nd perform multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse.

2.

Repeat Step #1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable.

Learn a Smooth 4-3 Coastdown and Part Throttle 4-3 Kickdown Shift NOTE: The transmission oil temperature must be above 110°F (43°C). Use the following steps to have the TCM learn the UD shift volume. 1.

At a vehicle speed between 64-97 km/h (40-60 MPH), perform repeated 4-3 kickdown shifts.

2.

Repeat Step #1 until the UD volume becomes somewhat stable and the shift becomes smooth.

Learn a Smooth 1-2 Upshift and 3-2 Kickdown Use the following steps to have the TCM learn the 2C shift volume. NOTE: The transmission oil temperature must be above 110°F (43°C). 1.

With a vehicle speed below 48 km/h (30 MPH) and the transmission in 3rd gear, perform multiple 3-2 kickdowns.

2.

Repeat Step #1 until the 3-2 kickdowns become smooth and the 2C CVI becomes stable.


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68RFE Drive Learn Procedures (continued) Learn a Smooth Manual 2-1 Pulldown Shift as well as a Neutral to Reverse Shift NOTE: The transmission oil temperature must be above 110°F (43°C). Use the following steps to have the TCM learn the LR volume. 1.

With the vehicle speed around 40-48 km/h (25-30 MPH) in Manual 2nd, perform manual pulldowns to Low or 1st gear at closed throttle.

2.

Repeat Step #1 until the LR CVI becomes stable and the manual 2-1 becomes smooth.

Learn a Smooth Neutral to Reverse Shift NOTE: The transmission oil temperature must be a bove 110°F (43°C). 1.

With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump.

2.

If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission problem may be present.

Learn a Smooth 4-5 Upshift NOTE: The transmission oil temperature must be above 110°F (43°C). Use the following steps to have the TCM learn the Alt 2C CVI. 1.

2.

Accelerate the vehicle through 88 km/h (55mph) at a steady 10-15 degree throttle opening and perform multiple 4-5 upshifts. Repeat Step #1 until the 4-5 shift become smooth and the Alt 2C CVI become stable. There is a separate 2C volume used and learned for 4-5 shifts, 2CA. It is independent of the 2C CVI learned on 3-2 kickdowns.


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68RFE Test Tools Simulator Box The simulator box values are specic and when used in conjunction with a scan tool, all parameters can be checked for the true preset values. The box will test range sensor, pressure switches, speed sensors, etc. It helps to eliminate wiring and module from diagnosis.


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68RFE Test Tools (continued) Breakout Box The breakout box allows you to do voltage testing with the NGC (Next Gen. Controller) without doing damage to the pins. The module pins are very easily damaged when testing if the box is not used.

Miller Tool 8815 & 8815-1

8815-1

8815


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68RFE Code Descriptions With computer strategy changing to allow for a full time six (6) speed, diagnostic codes also had to be added to allow for the different ratios. Typically when dealing with codes for ratio errors they start off with P0731 for a 1st gear ratio followed by P0732 for 2nd and so on. Because the P0736 was already established for “REVERSE” on the 45/545RFE the ratio code for 6th gear does n ot follow the rule of which gear that is having the ratio issues. The code for 6th gear ratio is P0729.

Code List is as follows: P0218 – HIGH TEMPERATURE OPERATION ACTIVATED P0602 – CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED P0604 – INTERNAL CONTROL MODULE RAM P0605 – INTERNAL CONTROL MODULE ROM P0613 – INTERNAL TCM P0706 – TRANSMISSION RANGE SENSOR RATIONALITY P0711 – TRANSMISSION TEMPERATURE SENSOR PERFORMANCE P0712 – TRANSMISSION TEMPERATURE SENSOR LOW P0713 – TRANSMISSION TEMPERATURE SENSOR HIGH P0714 – TRANSMISSION TEMPERATURE SENSOR INTERMITTENT P0716 – INPUT SPEED SENSOR 1 CIRCUIT PERFORMANCE P0721 – OUTPUT SPEED SENSOR CIRCUIT PERFORMANCE P0729 – GEAR RATIO ERROR IN 6TH P0731 – GEAR RATIO ERROR IN 1ST P0732 – GEAR RATIO ERROR IN 2ND P0733 – GEAR RATIO ERROR IN 3RD P0734 – GEAR RATIO ERROR IN 4TH P0735 – GEAR RATIO ERROR IN 5TH P0736 – GEAR RATIO ERROR IN REVERSE P0740 – TCC OUT OF RANGE P0750– L/R SOLENOID CIRCUIT P0755– 2C SOLENOID CIRCUIT P0760– OD SOLENOID CIRCUIT P0765– UD SOLENOID CIRCUIT P0770– 4CSOLENOID CIRCUIT P0841– L/R PRESSURE SWITCH RATIONALITY P0845– 2C HYDRAULIC PRESSURE TEST P0846– 2C PRESSURE SWITCH RATIONALITY P0868– LINE PRESSURE LOW P0869– LINE PRESSURE HIGH P0870– OD HYDRAULIC PRESSURE TEST © 2009 ATRA. All Rights Reserved.

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68RFE Code Descriptions (continued) Code List is as follows: P0871– OD PRESSURE SWITCH RATIONALITY P0875– UD HYDRAULIC PRESSURE TEST P0876– UD PRESSURE SWITCH RATIONALITY P0882– TCM POWER INPUT LOW P0883– TCM POWER INPUT HIGH P0884– POWER UP AT SPEED P0890– SWITCHED BATTERY P0933– HYDRAULIC PRESSURE SENSOR RANGE/PERFORMANCE P0934– LINE PRESSURE SENSOR CIRCUIT LOW P0935– LINE PRESSURE SENSOR CIRCUIT LOW P0944– LOSS OF HYDRAULIC PUMP PRIME P0957– AUTO STICK CIRCUIT LOW (ERS) P0958– AUTO STICK CIRCUIT HIGH (ERS) P0987– 4C HYDRAULIC PRESSURE TEST P0988– 4C PRESSURE SWITCH RATIONALITY P1684– BATTERY WAS DISCONNECTED P1715– RESTRICTED MANUAL VALVE IN T3 RANGE P1775– SOLENOID SWITCH VALVE LATCHED IN TCC POSITION P1776– SOLENOID SWITCH VALVE LATCHED IN L/R POSITION P1794– SPEED SENSOR GROUND ERROR P2700– INADEQUATE ELEMENT VOLUME L/R P2701– INADEQUATE ELEMENT VOLUME 2C P2702– INADEQUATE ELEMENT VOLUME OD P2703– INADEQUATE ELEMENT VOLUME UD P2704– INADEQUATE ELEMENT VOLUME 4C P2706– MS SOLENOID CIRCUIT U0002– CAN C BUS OFF PERFORMANCE U0100– NO COMMUNICATION WITH THE ECM/PCM U0121– LOST COMMUNICATION WITH ABS U0141– LOST COMMUNICATION WITH FCM


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68RFE Module and Connectors Understanding pin positions and connector make the diagnosis procedures a breeze. The Next Generation module has four connectors. The Black/Green connector is the C4 which houses most all the transmission controls.

The Black/Green connector is the C4 which houses most all the transmission controls.


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68RFE Power and Ground Circuits It all starts here. Transmission Control Output is a switched voltage that typically will be charging voltage while the motor is running. Transmission Control is a continous B+ used for a keep alive memory and is present at all times. Powertrain Control Module grounds must have no voltage present.

Note: As with any electronically controlled transmissions, it is very important that the charging system and the battery/s all be at their performance level and conditions. With Diesels (two batteries), both batteries need to be at the same surface voltages. If one is lower than the other this will cause the charging system to compensate for the battery that is undercharged. Remember, step one in any diagnosis after documenting and clearing trouble codes is to clean the batteries, even if they look clean and retest for codes.


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68RFE Range Sensor Because of this being a electronically controlled transmission, the ran ge sensor inputs are very critical in order for the transmission module to function properly. When reading on scan data the “PID” names are C1-C2-C3-C4-C5. There are transition ranges so that the module knows the direction the driver is selecting while moving the shifter. These transitions are referred to as TMP 1-TMP 2-TMP 3. Remember that the manual valve only has three positions that change oil ow. This means that in order to control shift schedules this input is imperative.


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68RFE Sensor Circuits Speed Sensors, Pressure Sensor, Temperature Sensor and OD Cancel-TOW/HAUL Essential to transmission operation is the use of sensors (inputs). There are two speed sensors (input and output) that measure rpm. These sensors register the speed of shift transitions and are used to determine the CVI (clutch volume index) values. In addition to these sensors there is; line pressure sensor (feeds a signal voltage inf orming the module what line pressure is doing). This is a feed back/closed loop for a command on line pressure given from the module), Temperature sensor (used so the module can control shift timing and feel through all the temperature ranges), OD cancel/Tow/haul switch that allows the module to know if the driver is towing and or requesting that OD is canceled.

Note: Remember when OD is canceled this is a 4 speed unit (5th and 6th gear are both OD ranges) © 2009 ATRA. All Rights Reserved.

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68RFE Understanding Clutch Volume Index (CVI) CVI is the measurement of the physical amount of uid required to ll the clutch and stroke the piston. CVIs are in general updated when a clutch is applied. These measurements require the use of speed sensing devices (input and output speed sensors).

Note: 1 (one) CVI is equal to 1/64 of a cubic inch of transmission uid (64 CVIs would equal one square inch of oil). Gear Ratios are determined by monitoring change in speed rotations of input signals from the Input and Output speed sensors. By comparing the two inputs, the TCM determines not only which gear you are in but also the CVI monitor value. These values are based on how long it takes to complete a gear change.


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68RFE Understanding Clutch Volume Index (CVI) (continued) Electronically, the upshifts are performed by timing the venting of the releasing clutch to the lling of the applying clutch. The releasing clutch must lose its holding capacity at the same time the applying clutch gains holding capacity. Proper CVI values are critical to properly perform upshifts.

Each accumulator has the holding value of 64 CVIs. If the measurement of oil passing through the valve passageways and applying the holding clutch element was an additional 64 CVIs that would give a value of 128 CVIs (Too High). The accumulator CVIs are not taken into consideration when the scan data is shown, only the clutch volume (applying oil) is which would be 64.


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68RFE Pressure Switch Wiring


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68RFE Pressure Switch Specifications The Transmission System uses ve (5) pressure switches to monitor the uid pressure in the L/R, 2C, 4C, UD, and OD clutch circuits. These switches are continuously monitored for the correct states in each gear as shown.


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68RFE Shift Solenoid Control There are six (6) solenoids used to control hydraulic uid direction in this transmission and one (1) solenoid used to control (reduce) line pressure. The continuity of each solenoid circuit is periodically tested. Each inactive solenoid is turned on for a few milliseconds, then off. Each active solenoid is turned off for a few milliseconds, then on. This pulsing of voltage to the solenoid causes an inductive spike which can be sensed by the Transmission Control System. If this spike is out of range a solenoid code will set.


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68RFE Shift Solenoid Control (continued) When hydraulic diagrams are required for shift concerns, use the 545RFE diagrams for your reference. 1st gear is the same, 2nd gear is the same, 2nd gear prime is now 3rd gear, 3rd gear will be now 4th, 4th will be used as 5th, and what was the 5th gear will now be 6th. Changes in how the 4th clutch holds when locking onto the clutch hub (originally holding a ring gear/annulus but with the 68RFE holding a sun gear) have allowed for the full time 6 speed. Oil ow through the shift solenoids and valve body has remained the same other than the computer strategy for gear command.

Solenoid Resistance values: Line Pressure = 4.3 ohms All Others = 1.9 ohms


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68RFE Oil Pump Valve Description Converter Clutch Switch Valve The converter clutch switch valve is used to control the direction of oil ow to the torque converter. When the converter clutch is released (CC switch valve downshifted), hydraulic pressure is supplied to the front (OFF) side of the torque converter clutch. When the converter clutch is applied (CC switch valve upshifted), regulated oil pressure is supplied to the back (ON) side of the converter clutch.

Converter Clutch Regulator Control Valve and Accumulator The converter clutch regulator valve is used to control the hydraulic pressure supplied to the back (ON) side of the torque converter clutch.

Torque Converter Limit Valve The torque converter limit valve serves to limit the maximum pressure supplied to the front side of the torque converter clutch.

Pressure Regulator Valve The pressure regulator valve controls the line pressure in the transmission. It is a balanced dump valve to maintain a xed line value. With the use of the Line Pressure Solenoid the pressure can be lowered to a working value.


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68RFE Upper Valve Body The Solenoid Switch Valve (SSV) controls the direction of the transmission uid when the L/R-TCC solenoid is energized. The Solenoid Switch Valve controls line pressure from the LR-TCC solenoid. In 1st gear, the SSV will be in the downshifted position directing uid to the L/R clutch circuit. In all other gears, the solenoid switch valve will be in the upshifted position and directs uid into the torque converter clutch (TCC) circuit. When shifting into 1st gear, a special hydraulic sequence is performed to ensure SSV movement into the downshifted position. The L/R pressure switch is monitored to conrm SSV movement. If the movement is not conrmed (the L/R pressure switch does not close), 2nd gear is substituted for 1st. A DTC will be set after three unsuccessful attempts are made to get into 1st gear in one given key start.


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68RFE Upper Valve Body (continued) Manual Valve The manual valve is a relay valve. The purpose of the manual valve is to direct uid to the correct circuit needed for a specic gear or driving range. The manual valve, as the name implies, is manually operated by the driver with a lever located on the top of the valve body. The valve is connected mechanically to the gearshift mechanism. The valve is held in each of its positions by a roller detent spring that engages the rooster comb of the TRS selector plate.

Low/Reverse Switch Valve The low/reverse switch valve allows the low/reverse clutch to be operated by either the LR/CC solenoid or the MS solenoid.


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68RFE Lower Valve Body Check Ball and Functions There are 7 check balls located in the lower valve body. It is important when doing repairs to the valve body that new check balls be installed. Ball #1: Used in 2nd gear. Neutral to 8 mph. If left out will energize the L/R clutch. In 2nd, 3rd, and kickdown to 1500 RPM, three elements apply. Ball #2: Used in 5th gear. If the ball is left out energizes the UD clutches in 5th, three elements apply. Ball #3: Used in Reverse. If the ball is left out it allows bypass of R-1 Ball #4: Used in 1st and 2nd gear. If ball is left out the OD clutches apply, three elements apply. Ball #5: Used in 3rd and 4th gear. If the ball is left out, three elements apply Ball #6: Used in 4th gear. If left out the OD clutch vents apply oil Ball #7: Used in 2nd and 3rd. If left out it vents 2nd clutch oil.

#3 #6 #1

#5

#7

#4

#2


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68RFE Front and Rear Endplay Using Adapter 8266-17 from End-Play Tool Set 8266 (1) and Dial Indicator C-3339 (2), measure and record the input shaft end-play. The correct end-play is 0.52-0.74 mm (0.020-0.029 in.). Adjust as necessary.

27 28 29 30 31 32 33 34 35 36 37 38 39 40 41

= = = = = = = = = = = = = = =

1.57 1.71 1.85 1.99 2.13 2.27 2.41 2.55 2.69 2.83 2.97 3.11 3.25 3.39 3.67

mm mm mm mm mm mm mm mm mm mm mm mm mm mm mm

(0.062 (0.067 (0.073 (0.078 (0.084 (0.089 (0.095 (0.100 (0.106 (0.111 (0.117 (0.122 (0.128 (0.133 (0.144


in.) in.) in.) in.) in.) in.) in.) in.) in.) in.) in.) in.) in.) in.) in.)

Install the chosen selectable bearing spacer on the number 5 thrust bearing and re-measure end-play to verify selection.

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68RFE Measuring Output Shaft Endplay Using an alignment plate, output shaft endplay Socket 8266-20, handle from End-Play Tool Set 8266 (2) and Dial Indicator C-3339 (3), measure and record the output shaft end-play. The correct output shaft end-play is 0.25-0.52 mm (0.010-0.020 in.). Adjust as necessary. Install the chosen output shaft selective bearing spacer and re-measure end-play to verify selection.

09 10 11 12 13 14 43 16 17 18 19

= = = = = = = = = = =

2.18 2.33 2.48 2.63 2.78 2.69 3.08 3.23 3.38 3.53 3.68

mm mm mm mm mm mm mm mm mm mm mm

(0.086 (0.092 (0.098 (0.103 (0.109 (0.115 (0.121 (0.127 (0.133 (0.139 (0.145

in.) in.) in.) in.) in.) in.) in.) in.) in.) in.) in.)

Selective Plate


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68RFE Bearing Location and Position Bearing #1 through #12 appear in the order from front (rst in input drum) to rear (last in adapter housing). Pay close attention when installing the needle bea rings. To assure that they get proper lubrication they must be installed so that the oil ows smoothly over the bearing and return to uid sump.


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68RFE Specifications


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68RFE Specifications (continued)


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AS68RC Identification The AS68RC is an Aisin Seiki 6-Speed rear wheel drive transmission. Primarily used for commercial trucks this unit also goes in the Dodge pickups.


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AS68RC Clutch and Band Application Chart


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AS68RC Solenoid Description and Operation This transmission uses 4 self-grounded ON/OFF solenoids and 4 PWM (linear) solenoids that are TCM grounded. The ON/OFF Solenoids A, B, & C (S1, S2 & S3) are used in combination with Linear Solenoids A, B, & C to precisely apply and release the clutches for all forward and reserve gears operations. ON/OFF Solenoid D (S4) and Linear Solenoid D control Lockup. Use the following chart to troubleshoot shifting concerns.


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AS68RC Service Information Service Intervals are 30,000 miles. Change Filter only if oil is contaminated. Use ONLY AS68RC Fluid Part Number #05 189977AA.

CAUTION: Any other Fluid CAN result in shift concerns or damage. Capacity 14-15 Qts. (Overhaul) or 7.2Qts. (Service)

Drain Plug

-Note Temperature (See Chart) -Check Fluid Level Idling in Park


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AS68RC Pressure Specifications and Tap Locations Line Pressure: Forward: @ Idle: 81-125 @ Stall: 240-290

Park/Neutral @ Idle: 81-125 @ Stall: 240-290 Line Pressure

B1 Brake

TCC Apply

B2 Brake K3 Clutch

K1 Clutch © 2009 ATRA. All Rights Reserved.

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AS68RC Overhaul Tips The Low/Rev (F1 Sprag) is located in the case with two snap rings. Make an alignment mark so the Sprag goes back to it original position. There are two (2) lugs opposite of each other,make sure they are installed straight up and down in the case. If you forget, the rear extension housing won’t t.

Make an alignment mark so the Sprag goes back to it’s original position.

The Manufacturer does not recommend dissassmbling the L/R Sprag assembly.

The Washer goes on the backside of the spring


L/R Sprag

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AS68RC B2 Brake Piston When removing the B2 Brake Piston, the factory recommends using Tool MD991790. However you can use a Sun Gear Shell from an RE4R01A or a usable substitute. This will allow you to compress the spring to gain access to removing the snap ring.

The RE4R01A sun shell does the job well.


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AS68RC Checking Clutch Travel Use a dial indicator to check clutch pack travel. The clutch pack should compress evenly with 58-78 psi applied. Assemble the clutch stack, note the clutch travel specications listed. Setup your dial indicator as shown and apply 58-78 psi to compress the clutch plates. Selective reaction plates are available if an adjustment is required.

Clutch Specications: B1 0.061 - 0.071 B2 0.072 - 0.090 K1 0.059 - 0.069 K2-K3 0.063 - 0.071

Clutch apply port

The clutch diameter is so large that the traditional feeler gauge method may cause a false reading. This is an example using the K1 Clutch assembly.


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AS68RC A S68RC A ccumulator Identif ication and Location

Purple Spring

No Color Spring

Yellow Spring

Factory Specications Specications

The Springs may be different in color then the factory specications, during our overhaul the spring colors shown were the colors we removed from the transmission. The Chart lists the factory specications.


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AS68RC A S68RC Solenoid and Pressure Switches Use the illustration to identify the solenoids and pressure switch and wiring colors during dissassembly and assembly.


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AS68RC A S68RC Solenoid and Pressure Switches Make sure all of the pressure switches are wired correctly

This ball is over 1 inch in diameter


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AS68RC A S68RC Lower Low er Valve Body Bod y Exploded Exploded View 20

1 2

19

3

18

4 17

5 6

7 16

8

9 15

10

11 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Large Check Ball Capsule Lockup Control Valve Shift Valve #4 Control Valve #3 for K1 & K3 (Use 3 Clips) Linear Solenoid C Linear Solenoid A Control Valve #1 for K1, K2 & B1 (Use 4 Clips) Linear Solenoid B Control Valve #2 for K3 & B2 B2 (Use 6 Clips) Clips) On/Off Solenoid A


12

13 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.

14

Pressure Switch #3 Pressure Switch #7 Pressure Switch #2 Pressure Switch #1 On/Off Solenoid D Pressure Switch #6 On/Off Solenoid B Pressure Switch #8 On/Off Solenoid C On/Off Solenoid D

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AS68RC A S68RC Upper Valve Body Exploded View 1

10

2 9 8 7

3

6 5 Filter

4

1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Drain Valve (Check valve for clutch exhaust oil to drain to pan) Change Valve (Modies control pressure into line pressure for clutch operation) Manual Valve (Directs oil depending on driver selection) Check Valve Modulator Valve (Regulates oil for solenoid operation) Shift Valve (Identied as number 3 shift valve) Shift Valve (Identied as number 2 shift valve) Check Valve Shift Valve (Identied as number 1 shift valve) Check Ball Capsule


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143


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Table of Contents 4X4 ALL Noise and Vibration ................................................146 4WD Identication ..................................................147 Crow Hopping .........................................................148 Diagnostic Checks ..................................................149 GM Electronic 4X4 System Diagnosis......................154 ITM 3e AWD System Introduction ...........................................................159 Components ...........................................................160


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Noise and Vibration Noise and vibration concerns seem to be the number one complaint on today’s fourwheel drive systems. Some noises or vibrations in all-wheel, four-wheel, or part-time fourwheel drive systems may be normal operational characteristics for that particular system. The key to diagnosing noises and vibrations is to know what is normal operating characteristics and what is not. One of the easiest ways to determine if a noise or vibration is abnormal is to compare the customer’s vehicle with a similar vehicle. Similarities should include: Vehicle type (truck, extended cab or short bed, SUV mileage, and equipment). A comparison drive should make it easy to determine if the noise or vibration is abnormal or not. Some noise and vibration is normal, particularly in part-time four-wheel drive systems when vehicles are operated in fourwheel drive mode on high traction surfaces such as clean dry pavement. These noises or vibrations are usually a result of driveline loading, binding or wind-up and will increase as the vehicle turning radius decreases, this may be normal operation for your particular system. Each type of Four-Wheel drive system has its own particular operating characteristics.


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4WD Identification All-Wheel Drive Systems: All-wheel drive systems offer the most transparent system operation. However, they do have some driving characteristics such as torque steer not found on two-wheel drive vehicles. Generally, all-wheel drive systems are quieter than similar four-wheel drive systems operated in 4HI, and certainly quieter than in 4LO ranges. On-demand all-wheel drive systems do not operate until wheel slip is detected and the driver may hear or feel the system engage and disengage at times, which is normal.

Part-Time Four-Wheel Drive Systems: With part-time four-wheel drive systems, engagement and disengagement of the system can be noticeable. These systems are designed to be used on loose traction surfaces such as snow, mud or loose dirt. Driveline binding may occur if operated on high traction surfaces such as hard pavement.

On-Demand Four-Wheel Drive Systems: Automatic or on-demand systems are more transparent than part-time systems. In “auto” mode, a clutch pack allows for the difference in axle speeds and operates like an all-wheel system.


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All Systems “Crow Hopping” “Crow hopping” is a common concern on four-wheel drive systems and is due to driveline binding or wind-up. As the vehicle turns, the front and rear axles follow a different arc and turn at different speeds, this results in a bind and the only way to compensate for this is for the wheels to slip. Evidence of this condition can sometimes be found on the tire surfaces. One or more tires may show signs of small scratches or scufng, around the tire circumference, and are caused by the tire slipping across the road surface while turning.


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AWD and 4WD Diagnostic Checks There are some basic checks and tire inspections that can be performed in your service bay and on the road that can help isolate the cause of the driveline noise.


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AWD and 4WD Diagnostic Checks (continued) Garage Shift Check: In the service bay, listen for noises or vibrations as you compare each gear range. Be sure to operate the vehicle in all ranges with the four-wheel drive system engaged in both Hi range and LO range. Check for noises, vibrations, or gear grinding during engagement.

Road Test Check: Take the vehicle for a test drive, again operating the vehicle in all ranges including HI and LO ranges. Use the “auto” feature if your vehicle is so equipped. Drive in a straight line as well as in turns. Drive the vehicle with and without acceleration load. Try to detect driveline noise or vibrations. Try to recreate the same driving conditions as when the customer experiences the noise or vibration. Sometimes a bad road surface can cause unusual noises or vibrations. Remember, you can’t diagnose a problem if you can’t duplicate it.

Tire Check: Check all tires to make sure they are all the same size and brand. Different brands may have different circumferences, even though they are the same size. Look for uneven tire wear. Tires with different tire wear will roll at different rates and speeds.


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AWD and 4WD Diagnostic Checks (continued) Tire Infation Check:

Always check your tire pressure. Proper and even tire pressure is very important especially with “on-demand” or “all-wheel” systems. A tire with low pressure will roll at a different rate than a tire at the proper pressure. As little as 2 pounds per square inch difference between tire pressures has been known to cause four-wheel drive system drivability concerns.


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AWD and 4WD Diagnostic Checks (continued) Rolling Tire Circumference Check: Performing the rolling tire circumference check is the easiest and fastest way to tell if you’re having a tire circumference concern. Start by marking all the tires at the six o’clock position. Drive forward on a at surface in a straight line for a minimum of 10 complete tire revolutions. Bring one tire back to the six o’clock position. Check all tires to verify that all tires are within ½” of the six o’clock position. Tires that do not match will have to be replaced, usually as a complete set (all four tires).


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AWD and 4WD Diagnostic Checks (continued) Tire Replacement Criteria: All four tires must be the same brand, size, and speed rating. If a tire must be replaced, the remaining tires must have at least 30% of the tread remaining. Any tires with less than 30% tread remaining, as compared with the new tire, will have to be replaced.

Default Operation: Most electronic transfer case systems have sophisticated software or built-in logic. The TCCM or GEM system will not allow four-wheel low range to engage unless all parameters are met, and will stay in the previously commanded range. These parameters include but are not limited to, transmission in neutral and vehicle speed is less than three miles per hour. Some vehicles with the GEM system will not engage fourwheel low range if the GEM thinks that the drivers door is open.

Noise Isolation: There are several tools available today to help isolate noises and vibrations. One of the most helpful tools out there is “Chassis Ears” or even a vacuum hose. “Chassis Ears” is an electronic stethoscope that is available from your local tool supplier. An Electronic Vibration Analyzer (EVA) is also available.


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G.M. Electronic 4x4 System Diagnosis The early NV233 systems up to 2004, found on Blazer, S-10 trucks and Tahoe applications, will not allow data or code retrieval with a scanner, however manual code retrieval is available. To retrieve codes manually, locate the data link connector (DLC) near the right side of steering column. Install a jumper wire between the diagnostic pigtail (orange wire at DLC terminal No.13) and ground. Turn ignition switch on and observe the 4WD selector switch status lights. After approximately 3 second, if there is a code in the TCCM system, the 4WD selector switch lights will start to ash. All NV233 transfer case codes are single digit codes. These codes are: Code #1: TCCM Internal Fault Code #2: Encoder Circuit Fault Code #3: Motor Circuit Fault Code #4: TCCM RAM/ROM Fault To clear codes: Remove T/L CTSY (20 amp) fuse (“T” series) or “T-CASE” fuse (“K” series); wait 2 ½ minutes and then reinstall fuse. Cycle ignition 5 times, codes should be cleared from TCCM. When attempting to retrieve codes from the NVG233 transf er case system, you may encounter inoperative 4WD lights. If the 4WD lights are inoperative, check the 10-amp “Gauges” fuse (fuse #4) located in the instrument panel fuse block. If the 10-amp “gauges” fuse is good, inspect the 20-amp “4WD” fuse (fuse #19) also located in the instrument panel fuse block. If either fuse is blown, repair the affected circuit as needed. The next step is to check the TCCM power feed circuits at terminals #C6, C8, D14 & D15 for 12vdc with the ignition on, and the ground circuits at terminals #C10, D10, D12 & D13 for a good path to ground. The ground path should have less than a 0.05vdc voltage drop. After verifying good power and grounds to the TCCM, the next step is to check for power on TCCM terminals #C11, C12 & C13 with the ignition on. A quick and easy test for the 4WD light system is to ground TCCM terminals #C11, C12 & C13 individually and see if each 4WD light illuminates. If each 4WD light illuminates, the 4WD light circuits are intact. Suspect a possible TCCM problem. Refer to the TCCM connector views to determine the correct terminal locations.


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G.M. Electronic 4x4 System Diagnosis (continued) Code #1: TCCM Internal Fault: Attempt to clear code #1. If the code resets, turn ignition switch on a nd check for battery voltage on circuit #1640 (orange wire) at TCCM terminals #D14 & D15. If battery voltage is found at TCCM terminals #D14 & D15, check the TCCM ground circuits #150 (black wire) at terminals #C9, C10, D10, D12 & D13. If the TCCM has good power and ground circuits, replace the TCCM and recheck the 4x4 system operation.

C10 Blk

C9 Blk/Ylw

D10 Blk

D11 Blk

D12 Blk D14 ORG

D15 ORG


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G.M. Electronic 4x4 System Diagnosis (continued) Code #2: Encoder Circuit Fault: Attempt to clear code #2. If the code resets, disconnect the transfer case harness connector. Turn the ignition switch on and check for a 5vdc signal coming from the TCCM to the transfer case harness connector terminals #1, 2, 4, & 8 (encoder circuits A, B, C & D). If the TCCM is delivering a 5vdc signal to the encoder circuits, go to the next step. The next step is to measure the resistance of the internal encoder circuits to the transfer case ground. If the resistance to case ground is less than 5ohms on any one of the internal encoder circuits, replace the encoder/motor assembly. If the resistance on the internal encoder circuits are greater than 5ohms, check the resistance of circuit #1554 (black/yellow wire) from the TCCM terminal #C9 to the encoder/motor connector terminal # 3. If the resistance is less than 2ohms, replace the TCCM. (Warning: always check the TCCM power and grounds before replacing the TCCM)

#8 Red/Wht

#1 Ylw/Blk

#2 Dk BL/Wht

#3 Blk/Ylw C9 Blk/Ylw #4 Brn/Wht


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G.M. Electronic 4x4 System Diagnosis (continued) Code #3: Motor Circuit Fault: Attempt to clear Code #3. If the code resets, check 20 amp “4WD” fuse (fuse #19) located in instrument panel fuse block. If the 4WD fuse is blown, repair the circuit as needed. If the 4WD fuse is not blown, turn the ignition switch on and while moving the 4WD selector switch between 4HI and 4LOW positions, measure the voltage at the encoder/ motor connector terminals # 6 & #7. The voltage should alternate from positive 12vdc to negative 12vdc while moving the selector switch between 4HI and 4LOW positions. If voltage alternates from positive to negative, replace the encoder/motor assembly. If voltage does not alternate from positive to negative, check the motor control circuits going back to the TCCM. If the motor control circuits are good, suspect a faulty TCCM.

#7 Black

#6 Red

C16 Black

D1 Red © 2009 ATRA. All Rights Reserved.

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G.M. Electronic 4x4 System Diagnosis (continued) Code #4: TCCM RAM/ROM Fault: Attempt to clear code #4. If the code resets, check for power (12vdc) at TCCM terminals #C6, C8, D14 & D15. Then check the TCCM ground circuits at TCCM terminals #C10, D10, D12 & D13. If the TCCM power and ground circuits are okay, replace the TCCM. (The vehicle used for this example was a 1996 Chevrolet Blazer 4.3L equipped with a 4L60E transmission and a NVG233 transfer case system. Refer to the four-wheel drive system connector terminal identication chart and specic wiring schema tics for your particular vehicle)

C6 ORG

C10 Blk

C8 Pink

D10 Blk

D11 Blk

D12 Blk D14 ORG


D15 ORG

4 X 4

159

ITM 3e AWD System Introduction What’s New in AWD: The ITM 3e system is just one of the latest interactive all-wheel drive systems available as part of BorgWarner’s growing “iTrac ®” torque management systems portfolio. BorgWarner has a full line of active torque management devices focused on the needs of the ever expanding all-wheel drive market, such as the new “NexTrac®” all-wheel drive system being launched in 2009 Hyndai Santa Fe and/or the Cadillac CTS’s “ITM®” all-wheel drive system also being launched this year. These all-wheel drive systems are among the most advanced interactive all-wheel drive systems available in the world today.

A Closer Look at the “ITM 3e®” System: The “ITM 3e®” system uses sophisticated controls and algorithms to sense wheel slip and can seamlessly convert to an all-wheel drive system within milliseconds. This enhances vehicle handling by optimizing vehicle traction to both the front and rear wheels when needed. While driving at highway speeds, the “ITM 3e®” system reduces torque transfer to the rear wheels, which improves fuel economy when compared to a full-time all-wheel drive system. The “ITM 3e®” system is designed to work in conjunction with other vehicle onboard systems such as the anti-lock brake system (ABS) and the electronic ride stability system to provide improved traction and stability when needed.

Electronically Controlled All-Wheel Drive System: The “ITM 3e®” system requires no front-to-rear slippage to activate the all-wheel drive system, unlike other all-wheel drive systems that rely on pumps or a viscous fuid to transfer torque to the non-driving wheels when needed. This system transfers torque solely in response to accelerator pedal position and other veh icle system inputs. This electronically controlled all-wheel drive system does not incorporate traction control. The all-wheel drive system does not a id in side-to-side traction. The anti-lock brake system (ABS) is responsible for side-to-side traction using brake intervention programming.


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ITM 3e AWD System Components The electronically controlled all-wheel drive system includes: • • • • • •

An All-Wheel Drive ECM (AWD ECM) A Power Transfer Unit (PTU) or transfer case A two-piece drive shaft An Electronically Controlled Coupling (ECC) A Rear Differential assembly Axle shafts


4 X 4

161

ITM 3e AWD System Components (continued) ECM

The AWD ECM communicates with the ABS control module and the PCM over the CAN C “BUS” system. The AWD ECM uses the wheel speed sensor inputs from the ABS module to monitor wheel speeds relative to one another and also determine the vehicle’s actual speed. The AWD ECM uses this information along with the accelerator pedal position to determine how much torque is to be transferred to the rear wheels. The AWD ECM then sends an electrical current to the ECC that is proportional to the amount of torque required. This allows the torque transfer to the rear wheels, to be ne-tuned to the amount of traction actually needed.


162

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ITM 3e AWD System Power Transfer Unit (PTU) The power transfer unit (PTU) or transfer case is mounted to the right side of the transmission. The right axle half-shaft passes through the power transfer unit and drives the right front wheel. The power transfer unit transfers torque from the driving wheels to the rear differential through the drive shaft and electronically controlled coupling (ECC).


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ITM 3e AWD System Two Piece Drive Shaft and the ECTC Two Piece Drive Shaft: The two piece drive shaft connects the power transfer unit to the electronically controlled coupler. A center bearing supports the drive shaft and a center plunge type joint compensates for movement between the engine/power transfer unit and the electronically controlled coupling.

The Electronically Controlled Transfer Case (ECTC) The purpose of the ECTC is to transmit torque to the rear wheels by way of a two-stage clutch system. The low torque electromagnet powered clutch, is controlled by the AWD ECM. A cam and ball mechanism amplies the force of the low torque clutch, applying the wet multi-disc main clutch that transmits torque to the rear wheels. The wet clutch is similar to clutch packs in automatic transmissions.


164

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ITM 3e AWD System The Rear Differential Assembly and Axle Shafts The rear differential assembly of the “ITM 3e®” system consists of the electronically controlled coupling and the rear differential. The rear differential uses the torque provided by the electronically controlled coupling to drive the rear wheels. The electronically controlled coupling is not serviceable and must be replaced as an assembly.

Axle Shafts:

The axle shafts are internal to the rear differential assembly. The purpose of the axle shaft is to transfer torque from the differential carrier to the wheels.


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ITM 3e AWD System How Does the “ITM 3e®” System Work? The electrically controlled all-wheel drive system includes the following electrical components: • The AWD Electronic Control Module (AWD ECM) • The Anti-lock Brake System (ABS)and wheel speed sensors • The Electronically Controlled Coupling (ECC)


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ITM 3e AWD System Operating Systems The system has four operating modes: • • • •

Open loop Closed loop Wheel speed dependent Vehicle dynamics enhancement

The AWD ECM also interfaces with the ABS/Stability ride control system and the traction control system. This interface allows the ABS system to inuence rear wheel torque transfer through the EEC and helps the driver maintain control of the vehicle.

Open Loop Operation: In high power demand situations, the all-wheel drive system immediately starts engaging the electronically controlled coupling, transferring a high percentage of torque to the rear wheels. This prevents front wheel slippage, as power is transmitted to all four wheels. This mode of operation is called open-loop operation, because the AWD ECM does not use inputs from the ABS system to control the torque transfer to the rear wheels.

Closed Loop Operation: In closed-loop operation, the AWD ECM uses inputs from the ABS control module to determine the proper torque transfer as needed. Power to the rear wheels is also modulated under the following conditions. • Front wheels slipping on ice while backing will transfer torque to the rear wheels • Loss of traction at freeway speeds, as in hydroplaning, will transfer torque to the rear wheels. Both open-loop and closed-loop modes are always active with the closed-loop mode layered on top of the open-loop mode to increase torque to the rear wheels when needed to maintain traction in extreme situations.


4 X 4

167

ITM 3e AWD System Operating Systems (continued) Wheel Speed Dependent Operation: Wheel Speed dependent mode is independent of the open-loop and closed-loop modes, using wheel speed differences to determine when the vehicle is turning in a tight turn. This condition is indicated by a large difference in the side-to-side wheel speeds. This causes the AWD ECM to reduce torque to the rear wheels which prevents binding in the driveline.

Vehicle Dynamics Enhancement: Additional AWD ECM calibrations control the torque being sent to the rear wheels for improved handling at speeds between 25 mph and 65 mph. At these speeds, the system increases torque to the rear wheels during cornering. Above 70 mph. and under normal driving conditions, the AWD ECM strategy provides minimal torque transfer to the rear wheels to increase fuel economy.


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170


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Toyota Table of Contents Toyota

171

U250E Description .............................................................172 Solenoid, Clutch, Brake, and One Way Application .173 Centrifugal Fluid Pressure Canceling Mechanism ....174 Solenoid Identication and Locations ......................177 Pressure Regulator Setting ...................................... 178 Valve Body Identication.........................................179 Large Check Ball Locations ..................................... 183 Small Check Ball Locations..................................... 184 Check Valve Locations ............................................185 Accumulator Piston and Spring ID and Location .....186 SL and SLT Solenoid Description ............................187 DSL, S4 and SR Solenoid Description .....................188 ECM Inputs and Outputs ........................................ 190 ECM Basics ............................................................191 Solenoid Codes .......................................................192


172

U250E Description


Toyota

Toyota

173

U250E Solenoid, Clutch, Brake and One-Way Clutch A pplication


174

Toyota

U250E Centrifugal Fluid Pressure Canceling Mechanism To prevent the generation of pressure by the centrifugal force that is applied to the uid in the piston when the clutch is released, a check ball is provided to discharge the uid. This check ball prevented bind ups and clutch ll apply time. The later design uses lube oil on the front side of the piston to aide in the release of the clutch as shown.


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Toyota

U250E Centrifugal Fluid Pressure Canceling Mechanism (continued) The balance piston creates a piston uid pressure chamber that uses lube oil to create centrifugal uid pressure on top of the piston. This will counteract any centrifugal pressure created on the bottom or apply side of the piston. This eliminated the need to discharge the uid through the use of a check ball, and a highly responsive and smooth shifting characteristic has been achieved.


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Toyota

U250E Centrifugal Fluid Pressure Canceling Mechanism (continued)

O/D Direct Clutch Balance Piston

Lube Oil

O/D Direct Clutch Piston Clutch Apply O/D Piston

Clutch Apply O/D Drum


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U250E Solenoid Identification and Locations It is important to identify the differences between how the repair manuals and the parts manuals list the solenoids, use the chart below for ordering reference.


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U250E Pressure Regulator Setting There is no factory setting information available at this time. Be sure to mark the setting before dissassembly. It is model dependent and will vary from model to model.

Mark both, the valve body and the PR adjuster prior to removal


Toyota

179

U250E Valve Body Identification 2007 Model Upper Valve Body During disassembly, inspect the valves and bores for wear and scoring. Use the following pages for reference during your rebuild.


180

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U250E Valve Body Identification (continued) 2007 Model Upper Valve Body (continued)


181

Toyota

U250E Valve Body Identification (continued) 2007 Model Lower Valve Body


182

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U250E 2005-2006 Valve Body Identification


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183

U250E Large Check Ball Locations There are three (3) large check balls in the upper portion of the valve body. These check balls are steel and are used for exhausting oil, make sure the check balls seat properly before reusing.

Check Ball Sizes: 0.394 (10mm)


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Toyota

U250E Small Check Ball Locations There are eleven (11) check balls in the main portion of the valve body. All of the check balls are composite, make sure the check balls seat properly before reusing. It is recommended to replace the check balls during every rebuild.


Toyota

185

U250E Check Valve Location The torque converter check valve and spring must be installed as shown. Failure to install it correctly or not at all will result in a converter charge related concern.

Spring size: H: 0.909 W: 0.436 D: 0.039


186

Toyota

U250E A ccumulator Piston and Spring Identification and Locations

e g n d a e r O R : : l e l g r a a m L S

l a r t u e N : e g r a L

B1 C0 © 2009 ATRA. All Rights Reserved.

e e u u l l B B t t h h g g i i L L : : l e l g r a a m L S

C1

187

Toyota

U250E SL and SLT Solenoid Description The linear solenoid valve SLT controls the transmission line pressure for a smooth shift based on signals from the throttle position sensor and the vehicle speed sensor. The ECM adjusts the duty cycle of the SLT solenoid valve to control hydraulic line pressure coming from the primary regulator valve. The solenoids valves SL1, SL2, SL3, and SLT have the same basic structure.


188

Toyota

U250E DSL, S4 and SR Solenoid Description The Solenoid Valve SR controls the solenoid relay valve. The uid passages from the solenoid valve DSL and S4 have been redesigned starting in 2007.

The DSL, S4 and the SR solenoids are three-passage shift solenoid valves.


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Toyota

U250E DSL, S4 and SR Solenoid Description (continued) The S4 solenoid valve, when commanded “ON”, controls the 4-5 shift valve to stroke against the spring. Fifth (5th) gear is established by removing pressure applied to the B3 brake and applying pressure to the C3 clutch.

4th Gear Shown

5th Gear Shown


190

Toyota

U250E ECM Inputs and Outputs The ECM combines both the Engine CPU and the Transmission CPU. The inputs from the engine and transmission sensors are used to control shift timing and feel. The strategy is derived from emissions related devices.


191

Toyota

U250E ECM Basics This diagram should be used as a quick reference to identify what controls the transmission.


192

Toyota

U250E Solenoid Codes P0746 P0748 P0776 P0778 P0796 P0798 P0766 P2716 P0982 P0983 P0771 P0985 P0986 P0741 P2769 P2770

Pressure Control Solenoid “A” Performance (Shift Solenoid Valve SL1) Pressure Control Solenoid “A” Electrical (Shift Solenoid Valve SL1) Pressure Control Solenoid “B” Performance (Shift Solenoid Valve SL1) Pressure Control Solenoid “B” Electrical (Shift Solenoid Valve SL1) Pressure Control Solenoid “C” Performance (Shift Solenoid Valve SL1) Pressure Control Solenoid “C” Electrical (Shift Solenoid Valve SL1) Pressure Control Solenoid “D” Performance (Shift Solenoid Valve SL1) Pressure Control Solenoid “D” Electrical (Shift Solenoid Valve SL1) Shift Solenoid “D” Control Circuit Short (Shift Solenoid Valve S4) Shift Solenoid “D” Control Circuit Open (Shift Solenoid Valve S4) Shift Solenoid “E” Performance (Shift Solenoid Valve SR) Shift Solenoid “E” Control Circuit Short (Shift Solenoid Valve SR) Shift Solenoid “E” Control Circuit Open (Shift Solenoid Valve SR) Torque Converter Clutch Solenoid Performance (Shift Solenoid Valve DSL) Torque Converter Clutch Solenoid Short (Shift Solenoid Valve DSL) Torque Converter Clutch Solenoid Open (Shift Solenoid Valve DSL)


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193


194


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Table of Contents

Mercedes

195

Mercedes 722.9 Introduction ...........................................................196 Limp Mode ..............................................................197 Electronic Control Components...............................198 Shift Sequences ......................................................200 Fluid Level Float Function ......................................201 Speed Sensor Function ...........................................202 Clutch Component Location and Apply Chart .........203 Torque Converter ....................................................204 Power Flow 1st Gear ...............................................205 Power Flow 2nd Gear ..............................................206 Power Flow 3rd Gear ...............................................207 Power Flow 4thGear ................................................208 Power Flow 5th Gear ...............................................209 Power Flow 6th Gear ...............................................210 Power Flow 7th Gear ...............................................211 Power Flow Reverse Gear “S” Mode .........................212 Power Flow Reverse Gear “C” Mode .........................213 Vehicle Towing and Fluid Types ..............................214 722.6 2-3 Drag, Bind or No 2-3 Shift then Failsafe ...........215


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Mercedes

722.9 Introduction The 722.9 transmission can be found in the Mercedes 2004-06 SL500, 2005 & up CL500, E500, S430, 500, SLK350, 55 AMG, 2006 & up C230, 280, 350, CLK350, CLS500, E350, E63 AMG, R350, 500, SLK280 and 2007 & up CLK550, CLS550, CL600, CLS63 AMG, E550, E63 AMG, GL320, 450, ML350, 500, ML63 AMG, R63, and S550. This 5th generation transmission is the rst 7 speed automatic produced by Mercedes Benz. The Mercedes designation for this transm ission is New Automatic Gearbox 2 (NAG2) or 7G – Tronic. Along with 7 forward speeds this unit also has 2 reverse gears ratios (similar to the 722.6) depending on whether it's in the Sport or Comfort mode. Shift Strategy • Shift strategy improvements include: • Shorter computer reaction time by 0.1 second • Downshifts shortened by up to 0.2 seconds • Coasting downshifts shortened by 0.4/2.5 seconds • 37-47 MPH acceleration times shortened by 23-28% (model dependant) • Fuel consumption reduced by up to 4% • Noise levels reduced, due to lower engine speed in 5th, 6th & 7th gear at constant vehicle speed • Flexible adaptation to vehicle and engine Variable Shift Programming There are two basic shift programs that can be varied by the customer (similar to the 722.6) using the S or C button on the Electronic Shifter Module (ESM). “S” ( Sport) • 1st gear starts • Normal shift points • Reverse gear 1 (-3.416:1) “C” (Comfort) • 2nd gear starts • Earlier up-shifts and later downshifts • Reverse gear 2 (-2.231:1) Note: Transmission will start in rst gear if any of the following conditions apply: • 1st gear is manually selected • 3/4 to full throttle acceleration from start • Cold engine temp (pre-catalytic warm up)


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197

722.9 Limp Mode Emergency function or Limp-home mode: There are a variety of failsafe modes; • If a solenoid is defective, the gear affected is blocked, example: (solenoid Y3/8y7-B3 clutch is defective: no 1st, 7th or Reverse in “S” mode) • If hydraulic fault prevents a gear from engaging then the previous gear will be applied. • If the computer defaults while driving, all solenoids will be turned off. Solenoids that are normally open will allow full pressure to selected clutches and the transmission will be in 6th gear. After shifting to “P” oil pressure from K2 solenoid is redirected to B2/BR solenoid via emergency operation valves and the transmission will now achieve 2nd in “D” and Reverse.


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Mercedes

722.9 Electronic Control Components Transmission Control Module (Y3/8n4) (ash capable) Working Pressure Control Solenoid (Y3/8y1) (line/normally open) • K1 Clutch Solenoid (Y3/8y2 ) (normally closed) • K2 Clutch Solenoid (Y3/8y3) (normally open) • K3 Clutch Solenoid (Y3/8y4) (normally open) • B1 Brake Clutch Solenoid (Y3/8y5) (normally open) • B2 Brake Clutch Solenoid (Y3/8y6) (normally closed) • B3 Brake Clutch Solenoid (Y3/8y7) (normally closed) • Torque Converter Lock Up Solenoid (Y3/8y8) (normally closed) Note: Normally Closed: high current high pressure/no current n o pressure Normally Open: no current high pressure/high current low pressure Normally Open solenoids are used for Limp Mode w/no current to transmission. Two Oil Floats • Oil Control Float 1 (31) • Oil Control Float 2 (32)

Three Speed Sensors (3) (The following components are integral to the valve body assembly) • Turbine RPM Sensor (Y3/8n1) (front) • Internal RPM Sensor (Y3/8n2) (center) • Output RPM Sensor (Y3/8n3) (rear/hall affect) Range Sensor • Selection Range Sensor (Y3/8s1)Y3/8s1 Range sensor: Soldered to ECM ribbon cable/ not replaced separately/Permanent Magnetic Linear Contactless Displacement (PLCD) sensor/Permanent magnet on manual valve changes magnetic eld and output voltage/ if not relearned or faulty will cause limp mode.

Transmission Fluid Temperature • The TFT sensor is integral to the TCM.


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199

722.9 Electronic Control Components (continued)


200

Mercedes

722.9 Shift Sequences Shift Sequences In addition to sequentially shifting through gears, the 722.9 downshift programming will allow the transmission to skip gears. Provided that only one member is released and one member is applied.


Mercedes

201

722.9 Fluid Level Float Function To prevent oil foaming from the geartrain rotating in the uid, oats were designed to be installed between the case and the valve body. When the uid sloshes or uid level is increased the oats block off oil from entering the geartrain area.


202

Mercedes

722.9 Speed Sensor Function The Front speed sensor Y3/8n1; monitors Turbine speed (input shaft/small ring gear). The Center speed sensor Y3/8n2 monitors Ravigneaux carrier speed (ring gear of rear planet). The Rear speed sensor Y3/8n3 monitors Park Pawl gear (exciter ring/2 hall effect)

Note: Magnets are molded in a plastic ring and secured inside Non Ferrous anges.


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Mercedes

722.9 Clutch Component Location and A pply Chart Gear ratios are achieved with one Ravigneaux and two Simple planetary assemblies. • 4 Multi-Disc Brakes • 3 Multi-Disc Clutches • No Sprag


204

Mercedes

722.9 Torque Converter The torque converter operates in an open slip mode in all seven forward gear. In other words lock up is never fully achieved. The converter is open in 1st and 2nd gear if the throttle and the output shaft speed are in “Zone A”. The converter is in slip-control in all seven (7) forward gears if the throttle and the output shaft speed are in “Zone B”. Oil feed pressure to the converter is varied depending on the amount of slip. The lock-up clutch will turn off and the transmission will shift to a lower gear at oil temperatures of 140°C or higher. The Torque converter holds four (4) liters of uid and incorporates damper springs integral to lock up clutch to reduce vibration.


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Mercedes

722.9 Power Flow 1st Gear

2 Turbine wheel 3 Stator 4 Impeller 5 Small internal-geared wheel 6 Dual planet carrier 7 Sun gear 8 Large internal-geared wheel 9 Internal-geared wheel 10 Planet carrier 11 Sun gear 12 Internal-geared wheel 13 Planet carrier 14 Sun gear 16 Torque converter lockup clutch

A Input B Output BR Multi-disk brake BR B1 Multiple-disc brake B1 B2 Multiple-disc brake B2 B3 Multiple-disk brake B3 K1 Multi-disk clutch K1 K2 Multi-disk clutch K2 K3 Multi-disk clutch K3 PL2k Short planet gears PL2l Long planet gears PL6 Planet gears PL9 Planet gears

The Ravigneaux Planet Small Ring Gear (5) is driven by the Input Shaft. The Long Planet Gears (PL2l) drive the Short Planet Gears (PL2k) to rotate inside the Large Ring Gear (8) held by the B3 Brake Clutch. An increase in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The Single Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically connected to the Dual Planet Carrier. The Planet Gears (PL6) rotate around the Sun Gear (11) held by the K3 Clutch and rotate the Planet Carrier (10). The Single Front Planet Ring Gea r (12) is mechanically connected to the Planet Carrier (10) and rotates at the same speed. Planetary Gears (PL9) rotate around the Sun Gear (14) which is held by the B2 Brake Clutch and transfers the increased torque and reduced rotational speed to the Output Shaft through the Planet Carrier (13). The Output Shaft rotates with reduced input speed in the direction of engine rotation at a ratio of 4.377:1. © 2009 ATRA. All Rights Reserved.

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Mercedes

722.9 Power Flow 2nd Gear



The Ravigneaux Planet Small Ring Gear (5) is driven by the Input Shaft. The Long Planet Gears (PL2l) rotate around the Sun Gear (7) which is held by the B1 Brake Clutch. An increase in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The Single Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically connected to the Dual Planet Carrier. The Planet Gears (PL6) rotate around Sun Gear (11) held by the K3 Clutch and rotate the Planet Carrier (10). The Single Front Planet Ring Gear (12) is connected mechanically to the Planet Carrier (10) and rotates at the same speed. Planetary Gears (PL9) rotate around Sun Gear (14) which is held by the B2 Brake Clutch and transfers the increased torque and reduced rotational speed to the Output Shaft through Planet Carrier (13). The Output Shaft rotates with reduced input speed in the direction of engine rotation at a ratio of 2.859:1. © 2009 ATRA. All Rights Reserved.

Mercedes

207

722.9 Power Flow 3rd Gear

2 Turbine wheel A Input 3 Stator B Output 4 Impeller BR Multi-disk brake BR 5 Small internal-geared wheel B1 Multiple-disc brake B1 6 Dual planet carrier B2 Multiple-disc brake B2 7 Sun gear B3 Multiple-disk brake B3 8 Large internal-geared wheel K1 Multi-disk clutch K1 9 Internal-geared wheel K2 Multi-disk clutch K2 10 Planet carrier K3 Multi-disk clutch K3 11 Sun gear 12 Internal-geared wheel PL2k Short planet gears 13 Planet carrier PL2l Long planet gears 14 Sun gear PL6 Planet gears 16 Torque converter lockup clutch PL9 Planet gears With the K1Clutch engaged, the Ravigneaux Planetary Gear set components (5, 6, 7, 8, PL2l & PL2k) are locked together and send Input Torque and Input Speed unchanged to the Ring Gear (9). The Single Rear Planet Ring Gear (9) drives the Planet Gear (PL6) to rotate around the Sun Gear (11) held by the K3 Clutch and rotate the Planet Carrier (10). The Single Front Planet Ring Gear (12) is connected mechanically to the Planet Carrier (10) and rotates at the same speed. Planetary Gears (PL9) rotate around the Sun Gear (14) which is held by the B2 Brake Clutch and transfers the increased torque and reduced rotational speed to the Output Shaft through Planet Carrier (13). The Output Shaft rotates with reduced input speed in the direction of engine rotation at a ratio of 1.921:1. Note: In 3rd gear the Ravigneaux gear set is locked as one. If a gear noise is being diagnosed and it goes away when in 3rd gear, then check front gear set. © 2009 ATRA. All Rights Reserved.

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Mercedes

722.9 Power Flow 4th Gear



With the K1 Clutch engaged, the Ravigneaux Planetary Gear set components (5, 6, 7, 8, PL2l & PL2k) are locked together and send Input Torque and Input Speed unchanged to the Ring Gear (9). With the K2 Clutch engaged the Single Rear Planet Ring Gear (9) and Single Front Planet Ring Gear (12) rotate at the same speed. The Single Rear Planetary system is locked and not involved in the gear ratio. The engaged K2 Clutch drives the Single Front Planet Ring Gear (12) at Input Speed. The Planetary Gears (PL9) rotate around Sun Gear (14) which is held by the B2 Brake Clutch and transfers the increased torque and reduced rotational speed to the Output Shaft through Planet Carrier (13). The Output Shaft rotates with reduced input speed in the direction of engine rotation at a ratio of 1.368:1. Note: In 4th gear the Ravigneaux and rear gear sets are locked as one. If a gear noise is being diagnosed and it only goes away when in 4th gear, then check rear gear set. © 2009 ATRA. All Rights Reserved.

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Mercedes




With the K1, K2 and K3 Clutch engaged, the Power Flow runs from the Input Shaft via the locked Ravigneaux Planetary Gear set components (5, 6, 7, 8, PL2l & PL2k) and the locked Front Single Planetary Gear set (12, 13, 14 & PL9) to the Output Shaft and rotate at the same speed as the Input shaft in the direction of engine rotation at a ratio of 1.000:1. Note: In 5rd gear, all gear sets are locked as one. If a gear noise is being diagnosed and it only goes away when in 5th gear, then check center gear set.


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Mercedes




The Ravigneaux Planet Small Ring Gear (5) is driven by the Input Shaft. The Long Planet Gears (PL2l) rotate around Sun Gear (7) which is held by the B1 Brake Clutch. An increase in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The Single Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically connected to the Dual Planet Carrier. The Planet Gears (PL6) rotate the Sun Gear (11) which rotates the Sun Gear (14) by the engaged K3 Clutch. Input Torque and Input Speed are transmitted to the Single Front Planet Ring Gear (12) by the engaged K2 Clutch. The speed difference between the Sun Gear (14) and Ring Gear (12) produces an increased speed and reduced torque to the Output Shaft through Planet Carrier (13). The Output Shaft rotates with reduced input speed in the direction of engine rotation at a ratio of 0.820:1. © 2009 ATRA. All Rights Reserved.

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The Ravigneaux Planet Small Ring Gear (5) is driven by the Input Shaft. The Long Planet Gears (PL2l) drive the Short Planet Gears (PL2k) to rotate inside the Large Ring Gear that is held by the B3 Brake . An increase in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The Single Rear Planet Ring Gear (9) rotates a t the same speed as it is mechanically connected to the Dual Planet Carrier. The Planet Gears (PL6) rotates the Sun Gear (11) which in turn rotates Sun Gear (14) by the engaged K3 Clutch. Input Torque and Input Speed are transmitted to the Single Front Planet Ring Gear (12) by the engaged K2 Clutch. The speed difference between the Sun Gear (14) and the Ring Gear (12) produces an increased speed and reduced torque to the Output Shaft through Planet Carrier (13). The Output Shaft rotates with reduced input speed in the direction of engine rotation at a ratio of 0.728:1. © 2009 ATRA. All Rights Reserved.

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Mercedes

722.9 Power Flow Reverse Gear in “S” Mode



The Ravigneaux Planet Small Ring Gear (5) is driven by the Input Shaft. The Long Planet Gears (PL2l) rotate around the Sun Gear (7) held by the B1 Brake Clutch. An increase in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The Single Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically connected to the Dual Planet Carrier. The Planet Gears (PL6) rotate around the Sun Gear (11). The rotational direction of the Sun Gear is Reversed by Planet Carrier (10) which is held by the BR Brake Clutch. The applied K3 Clutch connects Sun Gear (14) to Sun Gear (11). This causing both Sun Gears to rotate at the same speed and direction and drive Planet Gears (PL9). This increases torque and reduces rotational to the Output Shaft through Planet Carrier (13). The Output Shaft rotates at a reduced input speed opposite to the direction of engine rotation at a ratio of - 3.416:1.


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Mercedes

722.9 Power Flow Reverse Gear in “C” Mode



The Ravigneaux Planet Small Ring Gear (5) is driven by the Input Shaft. The Long Planet Gears (PL2l) drive the Short Planet Gears (PL2k) which rotate inside the Large Ring Gear (8) held by the B3 Brake Clutch. A decrease in rotational speed is transmitted to the Dual Planet Carrier (6) The Single Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically connected to the Dual Planet Carrier. The Planet Gears (PL6) rotate around Sun Gear (11). The rotational direction of the Sun Gear is Reversed by Planet Carrier (10) which is held by the BR Brake Clutch. The applied K3 Clutch connects Sun Gear(14) to Sun Gear (11). This causes both Sun Gears to rotate at the same speed and direction and drive the Planet Gears (PL9). This increases torque and reduces rotational speed to the Output Shaft through Planet Carrier (13). The Output Shaft rotates at a reduced input speed opposite to the direction of engine rotation at a ratio of -2.231:1.


214

Mercedes

722.9 Vehicle Towing and Fluid Types Vehicle Towing If vehicle must be towed, it should be transported by use of a at bed trailer. Alternate towing can be achieved with vehicle drive axle removed or lifted. If either afore mentioned options are not available a tow bar (preferred) will sufce under the following conditions/limitations: 1. Turn key to position 2 2. Selector lever to”N” position 3. Max. towing speed 31 mph 4. Max. towing distance 31 miles Note: If towing distance or speed exceeds pre mentioned values damage may occur to transmission.

Fluid Type This is a newly developed suggested use “only” transmission uid, referred to as “ATF 3353 with higher friction consistency, thermal stability and temperature rating. Can also be used on previous model 722.3/.4/.5/.6 transm issions. No scheduled maintenance required (ll for life) and available at Sh ell & OE oil suppliers in 1 liter bottles under Mercedes Benz part number A001 989 45 03 10.


Mercedes

215

722.6 2-3 Drag, Bind or No 2-3 Shift then Failsafe A drag or bind during a 2-3 shift or no 2-3 and then failsafe after rebuild. This is caused by installing the incorrect K2 clutch during the transmission rebuild. There are two different internal tooth diameters, one measuring 5.480” and the other 5.690.


216

Mercedes

722.6 2-3 Drag, Bind or No 2-3 Shift then Failsafe (continued) This difference in diameter was designed for a 3 pinion rear planet with a K2 clutch hub size of 5.455” for smaller engine vehicles along with a larger 4 pinion hub size of 5.670” for larger engine vehicles.


217

Mercedes

722.6 2-3 Drag, Bind or No 2-3 Shift then Failsafe (continued) The outside diameter along with friction thickness is the same for both K2 clutches. Always check the internal diameter t of the K2 clutch over the rear planetary hub during every rebuild to prevent a mistake. The part numbers and friction information listed below will aid in selecting the correct K2 clutch when rebuilding a 722.6 transmission whether the unit has a 3 or 4 pinion planet. 722.6 K2 Clutch (.085") 36 Teeth (6 1/2"OD) 1996-Up (With 5.480” ID Fits a 3 Pinion Rear Planet) quantity 6 Mercedes part # 210-272-00-25 722.6 K2 Clutch (.085”) 36 Teeth (6 1/2”OD) 1996-Up (With 5.690” ID, Fits a 4 Pinion Rear Planet) quantity 6 Mercedes part #140-272-01-25

Incorrect

Correct


2009 ATRA Seminar Manual

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