A S 6 8R C In t r o d u c t i o n
6 Speed
Presented by: Mike Souza ATRA Senior Research Technician AS68RC-Introduction Webinar ©2016 ATRA. All Rights Reserved.
AS68RC I ntro du ctio n The Aisin Seiki TR80 referred to as AS68RC by Chrysler is manufactured in Japan. The AS68RC (AS6) (AS6) is a six speed transmission found in many 2007 and later medium duty trucks such as Dodge, Isuzu NPR cab over (tilt cab), Mitsubishi Fuso. There are two versions of this transmission. The information presented will mostly cover Isuzu and Dodge 3500, 4500, and 5500 model trucks equipped with the Cummins 6.7L diesel engine, which is very similar to the functions and operation found f ound in Mitsubishi Fuso. The AS68RC consist of: 3 Driving Clutches. 2 Brake Clutches. 1 One-Way Sprag Clutch (sprag). 3 Planetary Gear Assemblies. 1 Multi-Disc Lock-up Clutch Torque Converter (applied from 2nd gear to 6th) 4 Linear (PWM) Solenoids. 4 On/Off Shift Solenoids 5 Pressure Switches with a 1/8” NPT thread 3 Pressure Switches with a 1/4” NPT thread Also capable of adapting several different Power Take Off (PTO) units.
A S 6 8 R C In t r o d u c t i o n When ordering parts use the serial number found on the identification tag (just below, on, above the PTO cover and bellhousing) to prevent any mismatches during rebuild. AS68RC: AS = Aisin Seiki 6 = Six Forward Speeds 8 = Torque Capacity (0 low / 9 high) R = Rear Wheel Drive C = Commercial Application Application Available in 2WD & 4WD with Tow Haul Mode. Serial Number:
4 = Year 2004 J = Month October 0192 = Serial #
PTO Cover
ID Tag
Bellhousing
In t e r n a l C o m p o n e n t I d e n t i f i c a t i o n
1 = K2 Driving Clutch (C1) 2 = K1 Driving Clutch (CO) 3 = K3 Driving Clutch (C2)
4 = B1 Brake (holding) Clutch (BO) 5 = B2 Brake (holding) Clutch (B1) 6 = F1 One Way Clutch (sprag) (FO)
K = Kinetic
In t e r n al C o m p o n e n t A p p l y C h a rt
In t e r n a l C o m p o n e n t I d e n t i f i c a t i o n
1 = Input Shaft 2 = Front Planetary (P1) 3 = Intermediate (Sun Gear) Shaft
4 = Mid Planetary (P2) 5 = Rear Planetary (P3) 6 = Output Shaft
Inp ut (Turbin e) Speed Senso rs There are two speed sensors, one input (turbine) and one output. Both are two wire hall effect. They share a common 8 volt supply from the TCM and generate a DC square wave signal. The Input (Turbine) Speed Sensor (ISS) measures the speed of the sun gear of the P1 planet. The P1 sun gear and the PTO drive gear are one assembly. The ISS monitors the PTO drive gear teeth as an exciter wheel and generates 69 pulses per revolution. The ISS signal to the TCM is mainly used to monitor torque converter clutch apply and slip. The TCM uses this input signal to regulate torque converter clutch pressure. The TCM also uses the ISS signal along with the Output Speed Sensor (OSS) signal to determine gear ratio and slip. The Turbine speed sensor is found on the top center of the transmission case on Isuzu and on the right hand middle side of the case on Dodge vehicles.
O u t p u t S p ee d S en s o r s The Output Speed Sensor (OSS) is located on the driver side of the extension housing, and monitors the speed of the parking gear teeth. The OSS produces 16 pulses per output shaft revolution. This signal is sent to the TCM to determine vehicle speed. The ABS system compares the OSS signal to vehicle speed, to verify actual vehicle speed. If the OSS were to fail the ABS system provides vehicle speed as a backup. The TCM also uses the OSS signal along with the Input Speed Sensor (ISS) signal to determine gear ratio and slip.
S p e e d S en s o r L o c a t i o n s
ISS (turbine) Isuzu (top)
OSS ISS (turbine) Dodge (RH side)
R a n g e S en s o r Continuity Pin Check. To perform a voltage test just ground the meter at the battery and back probe each pin while moving the shifter. Pins 10 and 6 are for the starting system. 6 1
10 5
1
5
6
10
(Black)
(Black)
Drivers Side
S o l en o i d F u n c t i o n There are 3 "Normally-Vented“ and 1 “Normally Applied” linear PWM solenoids and 4 “On/Off” type solenoids. The 3 normally vented (NV) are: Linear (PWM) Solenoid "A“ which controls clutch pressure to the B1, K1 and K2 clutches. Linear (PWM) Solenoid "C" which controls pressure for Forward and Reverse engagements as well as torque converter clutch apply circuit. Linear (PWM) Solenoid "D" which controls main line pressure. •
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The 1 normally applied (NA) solenoid is: Linear (PWM) Solenoid "B" which controls pressure to B2 and K3 clutches. The snout on this solenoid has a smaller diameter than the other 3 and requires a smaller sized o-ring identified by a different color than the others. •
The 4 on/off solenoids (1, 2, 3 & 4) are "Normally Closed“ (NC) and operate in
conjunction with the linear (PWM) solenoids to control the shifts based on road conditions.
L i n e a r (P W M ) S o l e n o i d s A , B , C & D Solenoids A, C, & D "Normally Vented“
Solenoid B “Normally Applied”
5.5-7.5 Ohms
5.5-7.5 Ohms
Red
Exhaust
.667” (16.94mm)
Brown
.647” (16.43mm)
Solenoid Feed
Shift So lenoi ds 1, 2, 3 & 4 On/Off All the shift solenoids 1 – 4 are on/off normally closed (NC). With the same size snout and do not require an oring. "Normally Closed“
14-16 Ohms
To Control Valves No O-ring Required
Solenoid Feed
S o l e n o i d I d e n t i f i c a t io n
Solenoid 1 (on/off) Lt Green
Solenoid B (linear) Tan/Pink
Solenoid A (linear) Yellow/Black
Solenoid C (linear) Dk Blue/White
Solenoid A (linear) Solenoid B (linear) Solenoid C (linear) Solenoid D (linear) Shift Solenoid 1 (on/off) Shift Solenoid 2 (on/off) Shift Solenoid 3 (on/off) Shift Solenoid 4 (on/off)
Wire Colors May Vary
Solenoid 4 (on/off) Orange
Solenoid 2 (on/off) Black
Solenoid 3 (on/off) Yellow
Solenoid D (linear) Dk Blue/White
5.5-7.5 Ohms 5.5-7.5 Ohms 5.5-7.5 Ohms 5.5-7.5 Ohms 14-16 Ohms 14-16 Ohms 14-16 Ohms 14-16 Ohms
S o l en o i d A p p l y C h a rt
C a s e & H a r n e s s C o n n e c t o r P i n I d e n t i f i c at i o n s . 1 6
5 10
5 10
1 7
7 1
6 12 12 6
P r es s u r e S w i t c h F u n c t i o n There are 8 "Normally Open” pressure switches located on the valve body. The pressure switches close under a certain pressure, the TCM uses this switch signal to monitor the hydraulic circuits and verify shift valve operation. There are 3 switches that have a 1/4" NPT (National Pipe Thread) and 5 switches with a 1/8" NPT. These two thread types close at different pressures. Many times during assembly the connectors get mixed up. Use the information on the next page to identify the correct wire color for each pressure switch. Keep in mind wire colors may vary for different makes and models. Part numbers: 1/8" NPT pressure switch #68019699AA (5). 1/4" NPT pressure switch #68019700AA (3).
1/4" NPT
1/8" NPT
P r es s u r e S w i t c h L o c a t i o n s 1/8” (5) 1/4” (3)
Lower Valve Body
Upper Valve Body
PS8 Black
PS4 Light Green PS6 Yellow
PS3 Black
PS7 White
PS2 Pink
PS5 Orange
PS1 Tan Wire Colors May Vary
P r es s u r e S w i t c h C h e c k It has been known to have brand new pressure switches right out of the box from O.E. that would not work properly. Just use a unregulated shop air (at least 150 psi) to blow into the switch and loosen it up, then it should work fine.
P r e s s u r e S w i t c h Te s t i n g Check the switches using regulated shop air and a multimeter; open (no shop air) the meter should read O.L. (out of limit) no continuity and 0 ohms closed (with shop air). The 3 1/4” NPT switches should close at 65 -70 psi. and the 5 1/8” NPT at 45-50 psi.
P r es s u r e S w i t c h A p p l y C h a rt The pressure switches can be monitored with a capable scan tool or back probe the connector using a multi-meter.
Tr an s m i s s i o n S u m p Te m p e r at u r e S en s o r The transmission sump temperature sensor is a typical thermistor type (negative thermal coefficient NTC higher temp lower resistance) located on the valve body under the solenoid bracket. The TCM measures the oil temperature in the sump (cooler than converter oil) to control shift strategy based upon high, low or normal temperatures. Pink/Tan Wire
Sump (pan) Temperature
To r q u e C o n v e r t e r Te m p e r at u r e S e n s o r Some vehicles may have a torque converter temperature sensor (typical thermistor type also) located on the “to cooler” line fitting. The TCM monitors the torque converter fluid temperature (hotter then sump oil) t o control lockup strategy.
Torque Converter Temperature Sensor
P o w e r Fl o w
P o w e r Fl o w R e v e r s e
P o w e r Fl o w 1 s t G e ar
P o w e r Fl o w 2 n d G e ar
P o w e r Fl o w 3 r d G e ar
P o w e r F l o w 4 t h G e ar
P o w e r F l o w 5 t h G e ar
P o w e r F l o w 6 t h G e ar
F ai l s a f e (L i m p In M o d e ) Only gears available in "Limp-In" mode are 5th gear, 3rd gear and reverse. If a fault occurs when the transmission is in 4th, 5th or 6th gear, the TCM will remain in 5th gear until conditions are safe enough to downshift to 3rd. If a fault occurs when the transmission is in 1st, 2nd or 3rd gear, the TCM will remain in 3rd gear and no upshifts will occur to a higher gear. Reverse is available in all default ranges. The MIL lamp will become illuminated and line pressure will be command to maximum pressure. At this point diagnostic trouble codes (DTC) will be stored in memory. The shifts from park to reverse and/or drive (garage shifts) will become extremely harsh.
D i ag n o s t i c T r o u b l e C o d e s DTC P0475 (Flash Code 37) Exhaust Brake Cut Request Circuit DTC P0503 (Flash Code 24) Vehicle Speed Sensor (VSS) Circuit I ntermittent DTC P0561 (Flash Code 71) System Voltage Unstable DTC P0562 (Flash Code 72) System Voltage Low DTC P0563 (Flash Code 73) System Voltage High DTC P0602 (Flash Code 63) Transmission Control Module (TCM) Not Programmed DTC P0707 (Flash Code 17) Transmission Range (TR) Switch Circuit Low Voltage DTC P0708 (Flash Code 17) Transmission Range (TR) Switch Circuit High Voltage DTC P0711 (Flash Code 18) Transmission Fluid Temperature (TFT) Sensor Performance DTC P0712 (Flash Code 15) Transmission Fluid Temperature (TFT) Sensor Circuit Low Voltage DTC P0713 (Flash Code 16) Transmission Fluid Temperature (TFT) Sensor Circuit High Voltage DTC P0717 (Flash Code 14) Input Speed Sensor (ISS) Circuit Low Voltage DTC P0722 (Flash Code 11) Output Speed Sensor (OSS) Circuit L ow Voltage DTC P0723 (Flash Code 11) Output Speed Sensor (OSS) Circuit I ntermittent DTC P0727 (Flash Code 13) Engine Speed No Signal DTC P0730 (Flash Code 81) Incorrect Gear Ratio DTC P0741 (Flash Code 15) Torque Converter Clutch (TCC) System-Stuck Off DTC P0742 (Flash Code 92) Torque Converter Clutch (TCC) System-Stuck On DTC P0746 (Flash Code 45) Pressure Control (PC) Solenoid 1 Performance DTC P0748 (Flash Code 35) Pressure Control (PC) Solenoid 1 Control Circuit DTC P0751 (Flash Code 41) Shift Solenoid (SS) 1 Valve Performance - Stuck Off DTC P0756 (Flash Code 42) Shift Solenoid (SS) 2 Valve Performance - Stuck Off DTC P0761 (Flash Code 43) Shift Solenoid (SS) 3 Valve Performance - Stuck Off DTC P0766 (Flash Code 44) Shift Solenoid (SS) 4 Valve Performance - Stuck Off
D i ag n o s t i c T r o u b l e C o d e s DTC P0776 (Flash Code 46) Pressure Control (PC) Solenoid 2 Performance DTC P0778 (Flash Code 36) Pressure Control (PC) Solenoid 2 Control Circuit DTC P0796 (Flash Code 48) Pressure Control (PC) Solenoid 3 Performance DTC P0798 (Flash Code 38) Pressure Control (PC) Solenoid 3 Control Circuit DTC P084B (Flash Code 78) Transmission Fluid Pressure (TFP) Sensor H Circuit DTC P0880 (Flash Code 25) Transmission Control Module (TCM) Power Input Signal DTC P0973 (Flash Code 31) Shift Solenoid (SS) 1 Control Circuit Low Voltage DTC P0974 (Flash Code 31) Shift Solenoid (SS) 1 Control Circuit High Voltage DTC P0976 (Flash Code 32) Shift Solenoid (SS) 2 Control Circuit Low Voltage DTC P0977 (Flash Code 32) Shift Solenoid (SS) 2 Control Circuit High Voltage DTC P0979 (Flash Code 33) Shift Solenoid (SS) 3 Control Circuit Low Voltage DTC P0980 (Flash Code 33) Shift Solenoid (SS) 3 Control Circuit High Voltage DTC P0982 (Flash Code 34) Shift Solenoid (SS) 4 Control Circuit Low Voltage DTC P0983 (Flash Code 34) Shift Solenoid (SS) 4 Control Circuit High Voltage DTC P1382 (Flash Code 19) Anti-Lock Brake Communication Malfunction DTC P1790 (Flash Code 61) Transmission Control Module (TCM) ROM DTC P1791 (Flash Code 62) Transmission Control Module (TCM) RAM DTC P2716 (Flash Code 39) Pressure Control (PC) Solenoid 4 Control Circuit DTC P2741 (Flash Code 28) Transmission Fluid Temperature (TFT) Sensor 2 Performance DTC P2742 (Flash Code 26) Transmission Fluid Temperature (TFT) Sensor 2 Circuit L ow Voltage DTC P2743 (Flash Code 27) Transmission Fluid Temperature (TFT) Sensor 2 Circuit High Voltage DTC U2104 (Flash Code 65) CAN Bus Counter O verrun DTC U2105 (Flash Code 67) Lost Communications with the Engine Control Module (ECM)
R e le ar n P r o c e d u r e s The relearn procedure on Dodge vehicles is performed through the Chrysler DRB, capable scan tool or software. On NPR vehicles, you can do it manually, without a scan tool. IMPORTANT: You should perform the relearn after any major work to the transmission. Follow all the following steps in order. The vehicle must remain stopped and the transmission temperature has to be between 104º – 194ºF. If you skip any steps, the AT over temp light will blink and you’ll have to turn the ignition off and start the relearn procedure over . 1. Make sure all accessories A/C, headlights, etc. are turned off. 2. Set the parking brake. 3. Check the fluid level and adjust if necessary. 4. Make sure transmission temperature is between 104º – 194ºF. 5. Start the engine. 6. Move shifter from neutral to drive 5 times.
R e le ar n P r o c e d u r e 7. Connect a jumper wire between pins 4 and 11 in the data link connector (DLC). The CHECK TRANS light should start blinking (on one second and off two seconds). 8. Apply the brake pedal with your left foot. IMPORTANT: You must keep the brake pedal applied for the rest of this procedure. 9. Verify the engine is at idle and the OD switch is pressed in (OD enabled). 10. Move the shifter from drive to manual 2, three times. 11. Make sure the CHECK TRANS light flashes on and off every 0.4 seconds. 12. Pull the OD switch out (OD disabled). 13. Verify the CHECK TRANS light blinks. This is Learning step 1.
R e le ar n P r o c e d u r e 14. When the CHECK TRANS light blinks fast, increase the engine speed to 1000-1500 rpm. 15. Push the OD switch in (OD enabled). Verify the CHECK TRANS light blinks slowly. 16. Wait until the CHECK TRANS light goes out. Now let the engine rpm return to idle. This is Learning step 2.
17. Move the shifter to reverse. 18. Pull the OD switch out (OD disabled). Verify that the CHECK TRANS light blinks.
R e le ar n P r o c e d u r e This is Learning step 3.
19. When the light blinks quickly, increase the engine speed to 1000-1500 rpm. 20. Push the OD switch in (OD enabled). The CHECK TRANS light will start to blink slowly. 21. When the CHECK TRANS light starts blinking 1 second on and 2 seconds off, let the engine return to idle. Use the following light blinking pattern to verify this.
R e le ar n P r o c e d u r e This is Learning step 4.
22. Place the transmission in park and release the brake. 23. Disconnect the jumper wire from the data link connector. 24. Turn the ignition off and on again. Make sure no warning lights are on. The relearn procedure is done.
Pump Issues Spun pump bushing and/or pump gear welded to the stator support. These problem have been occurring quite often on this transmission and many like it. We have seen this issue in the past on the earlier model Aisin Seiki 450-43LE for example. There have been articles and bulletins written on the Mercedes 722.9 with this problem. Here are some tips that will help prevent these issues: The converter pilot is a tight fit with the crankshaft, so make sure it doesn’t have any paint on it. Make sure the journal is smooth and free of any burrs or nicks. Check the crankshaft, make sure it’s clean and free of any corrosion or debris that can bind the pilot. Take some extra time to slide the converter up to the flexplate and make sure the pilot fits smoothly into the crankshaft. When you bolt up the converter to the flexplate during installation, make sure you pull the converter all the way toward the crankshaft, and then tighten the converter bolts gradually as you turn the converter. Make sure the converter pilot doesn’t bind as you tighten the bolts. Clean the engine block and bellhousing of any paint, debris or corrosion. Check the dowel pins, make sure their extended out far enough. Check the dowel pin holes on the bellhousing, make sure they are not worn out. •
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Pump Issues •
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Add a ground strap from the engine block to the battery to prevent electrolysis. When your putting the pump together instead of squirting oil onto the pump gears pack it with trans jell.
Here are a couple of tips that we used on the technical hotline when calls came in on the earlier Aisin Seiki units failing on the lift. We are now seeing more calls with the same problem on the Ford TorqShift 6 transmission welding the pump gears to the pump plate. •
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With the engine off and the first 4 quarts or so have been poured into the unit. Have another 4 quarts ready. Don’t wait, have someone ready to add it right away after you start the vehicle. If it fills too slow it may be better to turn off the engine and add more and then restart engine. You can also start out with more than 4 quarts instead start out with 8 quarts or more.
R an g e S e n s o r C o n n e c t o r S w a p The shift indicator has boxes around all the gears not just the gear selected, setting codes P0706 Trans range sensor rationality & P2806 TRS Alignment. The 10 pin (black) range sensor harness connector & 10 pin (grey) solenoid harness connector A were swapped. Due to harness routing it’s very easy to cross these connectors.
5 10
1 6
Swapped
Range Sensor Harness Connector Black 10 Pin Goes Here
1
5
6
10 Range Sensor
1
5
6
10 Solenoid Harness Connector A Grey 10 Pin Plug Goes Here
5 10 12 Pin Solenoid Case Connector B
Solenoid Case Connector A
Cod e P0707 and P2806 Code P0707 indicates a Transmission Range sensor issue. There are three reasons this code will set: 1. If the Transmission Control Module (TCM) detects no shift lever position for the period of 2.0 seconds for two consecutive key cycles. 2. If the Transmission Control Module (TCM) detects shift lever positions P, R, D, 3, 2, or 1 up or down past N but does not detect N position for 4 or more times in one ignition cycle for the period of 500 msec. 3. If the Transmission Control Module (TCM) detects shift lever positions P, N, D, 3, 2, or 1 up or down past R but does not detect the R position for 4 or more times in one ignition cycle for the period of 500 msec. Code P2806 indicates the Transmission Control Module (TCM) detects all of the Shift Lever positions registering “OPEN” for the period of two seconds, the most common failure is the MLPS. Replace the MLPS.
K3 Clutch Burnt Out This condition can be caused by a linear solenoid B failure. You can use a 2006 and earlier (later solenoid different connector) Allison trim solenoid A to replace the damaged one. Allison trim solenoids A & B ($120 each) work well in place of linear solenoids just match the snout size. Dodge sells the AS68RC linear solenoids with the valve body only ($3500). Pressure switches and on/off solenoids ($200 for either) sold separately.
Shift Iss ues P0796 Code P0796 indicates a problem with the Pressure Control Solenoid “C” or Linear
Solenoid #3. The TCM verifies the operation of the Control Valve 3 by monitoring the Pressure Switch 7. If a fault is detected, the transmission will go into limp in mode, the Torque Converter Clutch (TCC) will be disabled, the limp in gear will vary based on the current gear and other conditions, and the MIL will be illuminated. Three things will cause this code to set: 1. Pressure Switch 7 is Closed for more than 160 ms. after the transition of the Control Valve 3 from off to on 3 times. The electric fault of the Solenoid has not been detected after the above condition has been established within 10 seconds. 2. Pressure Switch 7 is Open for Control Valve 3 at maximum commanded pressure. The electric fault of the Solenoid has not been detected after the above condition has been established within 10 seconds. 3. Pressure Switch 7 is Closed for more than 160 ms. The electric fault of the Solenoid has not been detected after the above condition has been established within 10 seconds.
Shift Iss ues P0796 You can monitor the Pressure Switch 7 voltage signal with a multimeter to verify if the sensor is operating correctly. But, what if there is a leak in the circuit that could also cause the switch not to close.
Shift Iss ues P0796 One area to look at is the sealing rings on input shaft. There are two different diameter input shafts and sealing ring sizes, a smaller seal used on the larger shaft (too small) will cause code P0796.
Different Diameters
Make sure to check the rings for proper fit.
Pressure Specifications and Tap Locations
Lube Pressure
Line Pressure
TCC In Pressure
Pressure Specifications and Tap Locations TCC Return B1 Brake
To Cooler TCC Apply & Release
From Cooler
B2 Brake K3 Clutch
K2 Clutch (just below fitting)
K1 Clutch (between fittings)
Pressure Specifications Chart
Service Information Service Intervals are 30,000 miles. Change Filter only if oil is contaminated. Use ONLY AS68RC Fluid Part Number #05189977AA Fluid level is set by monitoring transmission temperature and setting level according to the chart.
Drain Plug
Service Information Filler Tube Isuzu
Filler Tube Dodge
A S 6 9 RC C o m p a r i s o n As an upgrade for the more powerful 6.7L Cummins High Output I-6 Turbo Diesel, the Dodge 3500/4500/5000 series Ram cab and chassis received the new Aisin Seiki AS69RC for the 2013-2014 models. The upgraded Powertrain generates 385 HP and 850 lb. ft. of torque. The AS69RC features a slight gear ratio change in reverse and 1st, split left/right side or split shaft PTO mounting, several internal component changes and dual transmission coolers. Previous Ratios: Reverse = 3.54:1 1st = 3.74:1 2nd = 2.00:1 3rd = 1.34:1 4th = 1:1 5th = .77:1 6th = .63:1
2013-14 Ratios 3.45:1 3.75:1 2.00:1 1.34:1 1:1 .77:1 .63:1
A S 6 9 RC C o m p a r i s o n The accumulators are now located in the valve body (AS68RC they were mounted in the case)
A S 6 9R C C o m p a r i s o n Updated valve body, wiring and connectors.
A S 6 9 RC C o m p a r i s o n Check ball and small parts locations/functions.
A S 6 9 RC C o m p a r i s o n Larger Shafts, Gears and bearings.
A S 6 9 RC C o m p a r i s o n The input speed sensor is mounted under the valve body. The AS68RC mounted on right hand side (Dodge) or top of the case (Isuzu).
AS69RC Updated ISS Location, Valve Body Wiring and Case
A S 6 9 RC C o m p a r i s o n The F1 roller clutch has been removed. The B2 clutch was splined to the F1 roller clutch on the AS68RC. It provided engine braking in manual low. On the AS69RC the B2 clutch stays applied throughout 1st gear ranges (D or M1)
AS68RC
AS69RC
AS68RC-Introduction Webinar ©2016 ATRA. All Rights Reserved.
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