ATRA Seminar Manual 2006 PDF

2
2006 TECHNICAL SEMINAR
The
Automatic Transmission Rebuilders Association
2400 Latigo Avenue
Oxnard, CA 93030
Phone: (805) 604-2000 Fax: (805) 604-2005
http://www.atra.com
This manual has been developed by the Automatic Transmission Rebuilders Association
(ATRA) Technical Department to be used by qualified transmission technicians in conjunction with ATRAs technical seminars. Since the circumstances of its use are beyond
ATRAs control, ATRA assumes no liability for the use of such information or any damages incurred through its use and application. Nothing contained in this manual is to
be considered contractual or providing some form of warranty on the part of ATRA. No
part of this program should be construed as recommending any procedure which is
contrary to any vehicle manufacturers recommendations. ATRA recommends only
qualified transmission technicians perform the procedures in this manual.
This manual contains copyrighted material belonging to ATRA. No part of this manual
may be reproduced or used in any form or by any means graphic, electronic or mechanical, including photocopying, recording, electronic or information storage and
retrieval without express written permission from the ATRA Board of Directors.
Public exhibition or use of this material for group training or as part of a school curriculum, without express written permission from the ATRA Board of Directors is strictly
forbidden.
ATRA and the ATRA logo are registered trademarks of the Automatic 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.
2006 ATRA, Inc. All Rights Reserved. Printed in USA.
2006 ATRA. All Rights Reserved.
Dennis Madden
Chief Executive Officer
Welcome to the 2006 ATRA Technical Seminar!
Lance Wiggins and the ATRA Technical staff have really worked hard to get you the
most up-to-date and relevant technical information that you can put to work right
away and again, in full color!
For those of you who have attended past ATRA seminars youll be delighted to know this
seminar material is just what you expected from ATRA, or even more. If youve never
attended an ATRA seminar before youre in for a treat.
This seminar, along with everything else at ATRA is a group effort, with a lot of people
working in the background to make this seminar a success. I am honored to be part of
such a worthy organization and to work with such great people.
ATRA is changing all the time. Not only with the way we distribute technical material,
but in almost every area where we serve our members, and the industry at large.
On behalf of the ATRA staff, and the ATRA Chapters that work so hard to bring you this
seminar, welcome.
Sincerely,
Dennis Madden,
ATRA, CEO
Lance Wiggins
Technical Director
ATRA is proud to be celebrating another year serving the automatic transmission repair
industry. Many changes have taken place over the last year and its because of those
changes that technical training has become an integral part of todays transmission
repair industry.
To that end, ATRA is pleased to present its 2006 Technical Seminar. Packed with countless hours of research and development, writing, editing, photography and layout, this
years seminar will stand out as one of the most demanding and useful technical training programs ever developed for this industry.
Once again, this years technical manual has been produced in full color. With over 325
pages of up-to-the-minute technical information, the 2006 Technical Seminar Manual
will remain a valuable resource long after the seminar is just a memory.
Were confident that youll find this years seminar presentation and technical manual
both informative and profitable. In fact, were so sure youll be satisfied with what you
learn in this program, we guarantee it!
This past year ATRA lost one of our own, Jim Lambos pasted away in December of 2005
from a vehicle accident. As a reminder of his countless hours speant helping our members, we have deticated this 2006 Technical Seminar Manual to him and his family.
On behalf of the entire ATRA staff, the international board of directors, and all of the
ATRA members worldwide, wed like to thank you for helping to make every day memorable.
Lance Wiggins
ATRA Technical Director
ATRA Technical Team (continued)

Jim Lambos
Technical Advisor
Steve Garrett
Technical Advisor, Seminar
Speaker, Service Engineer
Randall Schroeder
Senior Technician
and Seminar Speaker
Weldon Barnett
Technical Advisor
David Skora
Senior Technician,
Seminar Speaker
Mike VanDyke
Technical Advisor
and Seminar
Speaker
Mike Brown
Technical Advisor
Larry Frash
Technical Editor
Seminar Speaker,
Design Artist
Pete Huscher
Technical Advisor
Reese Blalock
Spanish Technical
Advisor
Bill Brayton
Technical Advisor
In Memory Of Jim Lambos

Jim Lambos had been
promoted to the rank
of Master Sergeant,
and he had received
several awards and
decorations for
meritorious service.
IN MEMORY OF
JIM LAMBOS
by Paul Morton
James J. Jim Lambos joined the
technical staff of ATRA in April of this
year, following a distinguished 25-year
career with the U.S. Air Force. While
in the Air Force, Jim held a number
of increasingly responsible positions
related to the repair and maintenance
of vehicles. Not surprisingly, one
of his specialties was the repair and
rebuilding of transmissions. In fact,
this skill was put to good use while he
was stationed at the remote outpost of
Shemya, Alaska, where Jims ability
to rebuild transmissions saved the Air
Force thousands of dollars in unneeded
shipping costs. At the time of his
retirement, Jim had been promoted to
the rank of Master Sergeant, and he had
received several awards and decorations
for meritorious service.
In 1985, Jim married the former
Ronda McIntire, and together they had
two sons; Jimmy, 14, and Zane, 10.
Following his retirement, Jim
walked into the ATRA IBO and spoke
with ATRAs Technical Director, Lance
Wiggins. Though Lance will recall his
relationship with Jim in his own words,
he realized that Jim was someone he
wanted on the ATRA Technical team.
From the beginning, Jim began to make
a contribution. In fact, his rst technical
article appears in this issue, with a
forward written by Technical Editor
Larry Frash.
On the evening of
December 7, 2005, Jim
was driving his GTO in
nearby Ventura, when
he was involved in an
accident and killed. His
contribution and his loss
may best be described by
Lance Wiggins, in his own
words:
I try to learn from
my mistakes, and
the knowledge and
opinions of others. It
helps me grow into
the person I want to
become. Jim Lambos
is one person who
helped me in many
different ways, in a
short period of time.
Jim came to the ofce
about eight months
ago, looking for a job
after many years in the
Air Force. His traits
and qualities were
clear and obvious; you dont nd many
people like that, just walking in off the
street for an interview.
Jims military background denitely inuenced my decision to hire
him, and what a good decision that was.
He was a complete team player; always
asking for more work and never complaining about a thing. For those of you
who talked to Jim on the Technical Help
line, you know how he always went out
of his way to x your problems.
I can tell you two things about Jims

character that sums it up for me. One,
he was a Chicago Bears fan, and two,
he was a Cubs fan. And if you support
those two teams, you have to be special
as well as brave! If I could, I would
thank Jim for the time he spent with us,
for his loyalty and sense of team play,
and for being the person he was. I know
I speak for the entire ATRA family,
of which he will always be a part, the
Tech Department, and for me as well
we will miss you. Rest in peace, my
friend.
AtraNews106.indd 158
1/5/06 4:38:41 PM
In Memory of Jim Lambos:

Husband
Father
Friend
Airman
ATRA T
ech
Tech
Thank you for allowing the ATRA F
Family
amily to know
you. Rest in P
eace my Friend
Peace
ATRA Staff
Its difficult enough getting the seminar book researched, written, pictured, edited, and printed let alone getting it out to the
seminar attendees. This is where the ATRA Staff comes in.
Chief Executive Officer:
GEARS Managing Editor:
GEARS Magazine:
Dennis Madden
Rodger Bland
Frank Pasley
Jeanette Troub
Paul Morton
Supplier Services and

Events Cordinator:
Vanessa Velasquez
Director of Online and Membership:
Kelly Hilmer
Membership Department:
Kim Brattin
Angela Kimball
Didi Danial
Accounting Services:
Jody Wintermute
Rosa Smith
Valerie Mitchell
Jim Spitsen
Bookstore Manager:
ATRA Bookstore:
Kim Paris
Ron Brattin
Without the ATRA team, it would be very hard to accomplish

the task at hand. Please enjoy the seminar.
Lance Wiggins
ATRA Technical Director
ATRA would like to thank the following

companies for their continued support!
iv
GM
14
Table of Contents
GM TOC ............................................ 27
GM All
Body Style Identification ...................... 28
Dexron VI
New Fluid Introduced .......................... 32
AF23-5
Whine Noise in 4th Gear ....................... 34
4L60E/65E, 4T40E/45E, AF33-5
APP Signals and DTC Applications ....... 35
81-40LE
No 4th Gear ........................................... 36
5L40/50E
Downshift Related Concerns ............... 37
5L40/50E, 4T60E
Shared 5-Volt Reference Circuit ......... 38
4T40/45E
No Upshift ............................................ 41
A Car Transaxle Characteristics ....... 43
APP Sensor DTCs ................................. 45
4T65E
W-car P2138 and/or P1125 Set ...........
P0741 or P2761, TCC Related
Concerns ..............................................
Intermittent Speedometer,
Erratic Shifts .......................................
Intermittent Hard Garage Shift ...........
2006 Updates .......................................
46
47
49
50
51
4T80E
3rd Gear Start, No 3rd Gear or
Shift Related Concerns ....................... 54
4L60E/65E, 4L80E/85E NP236/246
4-Wheel Drive Service Lamp On
DTC C0327 Set ..................................... 55
4L60E/65E, 4L80E, LCT 1000

PRNDL Inoperative .......................... 58
4L60E/65E
Flare on the 2-3 Shift ..................... 59
Lack of Communication .................. 61
2006 Updates .................................. 63
1-2 Shift Shutter ............................. 65
4L80E/80EHD/85E
Planetary Carrier Service ............... 66
Updated Pump Cover ....................... 67
6L80
Introduction .................................... 68
Checking the Fluid Level ................ 70
Component Application Chart ......... 71
Control Solenoid Operation ............ 72
Shift and Control Solenoids ............ 73
IMS Operation ................................. 74
Transmission Manual Shaft
Switch ............................................. 75
Transmission Fluid Pressure
Switch ............................................. 76
Solenoid and Valve Body
Diagnosis ......................................... 77
Adaptive Learning ........................... 79
Pass-thru Connector ID .................. 80
Pass-thru Connector Location ........ 81
4L70E
Introduction .................................... 82
LCT 1000
Misfire, Surge, Chuggle .................. 84
PTO Applications ............................. 85
2006 Updates .................................. 86
LCT 1000 6-Speed
Introduction .................................... 88
Features .......................................... 89
Updates .......................................... 90
Ford
Table of Contents
Ford TOC .......................................... 103
Torqshift/4R100
4x4 Transfer Case Jumps
Out of 4H or 4L ..................................... 104
Torqshift
Shift Scheduling, Slipping,
Bangs on Downshifts ............................ 106
Introduction .......................................... 108
DTCs P0756, P0761, P0771 ................... 109
Calibration Example .............................. 110
DTC P0488 or/or P1334 ........................ 111
Stalling in Reverse or When
Coming to a Stop ................................... 112
TR-P Sensor Introduction ..................... 113
TR-P Sensor Diagnosis .......................... 114
Pump Valve Identification ..................... 117
Bleed Screen ......................................... 118
Pump Failure ......................................... 119
Pump Alignment and Assembly ............ 120
Center Support Assembly ..................... 122
Valve Body Solenoid ID ......................... 123
Valve Body Solenoid Interchange ......... 124
Lube Orifice and Case .......................... 125
Planetary Failure, Lack of Lube ........... 126
Air Checking the Case .......................... 127
Insufficient Line Pressure From the
Transmission ......................................... 128
15
4F27E
Neutrals on the 3-4 Shift
DTC P0750 ......................................... 132
4R/5R55E
TCC Modification ............................... 134
PTO Operation and Diagnosis ......... 137
AF21-B/Ford 6-Speed
Introduction ......................................
Apply Components .............................
Operational Strategies ......................
Electronic System Description .........
TFT
................................................
Three Way Shift Solenoids ................
Shift Control Solenoids .....................
Pressure Control Solenoid ................
Torque Converter Solenoid ...............
Adaptive Learning .............................
142
143
144
146
147
148
149
150
151
152
4F50N
No 1-2 Upshift and DTC P0732 ............. 129
DTCs P0760 and P0763 ......................... 130
4F50N, AX4N, AX4S
Erratic Fluid Level, Possible
Fluid Leak ............................................. 131
Chrysler
16
Table of Contents
Chrysler TOC ................................ 163
Transmission ID
Making Your Job Easier ................... 164
Diamler/Chrysler
Autos and Truck Designations ......... 165
40TE
Updates ............................................ 166
40TE, 41TE/AE, 42LE, 42RLE
Dual Cyclodial Pump ........................
Pistons ..............................................
L/R Belleville Return Spring ...........
UD Accumulator Spring ...................
Accumulator Pistons ........................
Pinion Shaft Clip ..............................
167
169
171
172
173
174
42RLE
Bearing Failure ...............................
Line Pressure Solenoid ....................
Pressure Regulator Valve ................
Variable Line Pressure Operation ...
Module Strategy ...............................
175
176
177
178
179
45RFE/42RLE
Replacement For Small
Engine Applications ......................... 180
42RLE
Transfer Case Adaptor .....................
2-wheel Drive Adaptor .....................
Transmission Case Seepage ............
New Parking Pawl ............................
Input and Output Speed Sensors .....
Output Shaft on 4WD Applications ..
Transmission Case, Pan and Filter .
Output Flange ..................................
Solenoid/Pressure Switch Codes ....
181
182
183
184
185
186
187
188
189
41TE, 42LE, 42RLE

Code P1776 ..................................... 190
Delayed Engagements ................... 192
Harsh 4-3 Downshift ...................... 193
45/545RFE Updates
Tow/Haul OD Off Changed .........
Revised Valve Body for 2005 ..........
C2 Check Valve Added to
Pump Valve Body ............................
2C Clutch Piston ............................
4C Clutch Piston ............................
L/R Clutch Piston ..........................
ERS Added on WK Vehicles ...........
48RE Updates
Introductions ..................................
Throttle Valve Actuator .................
Adjustments ...................................
Transmission Throttle
Valve Motor Circuit ........................
Valve Potentiometer ......................
TTVA Transmission Circuit
Diagram .........................................
194
195
196
197
198
199
200
201
202
203
204
205
206
Honda 2006 TECHNICAL SEMINAR

Table of Contents
17
Honda ................................................. 211

Honda/Acura
Factory Warranty Extensions ................. 212
Diagnostics/First Approach .................... 213
Scan Tool ................................................. 214
Information .............................................. 216
PO740 ...................................................... 219
Collision Damage .................................... 223
Carrier Bearings ..................................... 224
Venting Fluid .......................................... 225
1998 BAXA, B6VA
Control Shaft Collar ................................ 227
5-Speed V6 Units
Oil Jet Kit ............................................... 231
BMXA
Feed Pipe Locations ................................
Valve Body Rebuild Tips ..........................
O-Ring End Plugs ....................................
Checking CPC Valves and
Center Springs ........................................
234
235
236
237
SZCA Civic Hybrid CVT

Valve Body ............................................... 238
Air Testing ............................................... 241
Delayed Upshifts After Cold Start .......... 242
Signal Monitor Hook Up .......................... 243
4 Speed Units ......................................... 243
5 Speed V6 Units .................................... 244
Solenoid and Pressure Switch Guide ..... 245
Toyota
18
Table of Contents
Toyota TOC .......................................... 257
U140/U241E
Identification ............................................ 258
No 4th, No TCC .......................................... 259
Slips in 4th, No 4th,
Falls Out of 4th, P0765 ............................. 260
3 rd/Reverse Concerns .............................. 261
Rear Planet Failure ................................. 264
Pressure Taps and Specifications ............ 265
External Component Location .................. 266
Valve Body Break Down ........................... 267
Lower Valve Body ..................................... 268
Upper Valve Body ..................................... 270
Case Accumulators .................................. 274
Solenoid Identification ............................. 275
Case Connector Identification
and Solenoid Resistance ......................... 276
Case Passage Identification ..................... 277
Solenoid Function and
Apply Chart ............................................... 278
(F1) Sprag Rotation .................................. 279
(F2) Sprag Rotation .................................. 280
Pump Differences .................................... 282
Adaptive Learn ......................................... 283
TOYOTA
257
Toyota
Table Of Contents
U140/U241E
Identification ................................................... 258
No 4th, No TCC ................................................. 259
Falls Out of 4th, P0765 ..................................... 260
3rd/Reverse Concerns ..................................... 261
Rear Planet Failure ........................................ 264
Pressure Taps and Specifications ................... 265
External Component Location ......................... 266
Valve Body Break Down .................................. 267
Lower Valve Body ............................................ 268
Upper Valve Body ............................................ 270
Case Accumulators ......................................... 274
Solenoid Identification .................................... 275
and Solenoid Resistance ................................. 276
Case Passage Identification ............................ 277
Apply Chart ...................................................... 278
(F1) Sprag Rotation ......................................... 279
(F2) Sprag Rotation ......................................... 280
Pump Differences ............................................ 282
Adaptive Learn ................................................ 283
2006 ATRA, All Rights Reserved
TOYOTA
258
U140E/U241E
Identification
Shift Lever Position Gear Position

P
Parking
R
Reverse
N
Neutral
1st
2nd
D
3rd
4th
1st
2
2nd
L
1st
C1
C2
C3
B1
X
X
X
X
X
X
X
X
B2
X
X
X
X
B3
X
X
X
X
X
X
F1
F2
X
X
X
X
X
X
X
X
X
X
X
X
X
TOYOTA
259
U140E/U241E
No 4th, No TCC
A No command for 4th gear or TCC, no detent downshifts above 30 mph. The cause
of this may be a Knock Sensor
A Knock Sensor DTC may be present (P0330). Whenever a knock sensor DTC is
set 4th gear and TCC are inhibited and engine management goes into reduced
power strategy and detent downshift timing is affected. It is common for the
knock sensors themselves to fail.
To repair the concern replace the knock sensor.
Notes: If knock sensor DTC is cleared normal shifting and

operation will be restored until PCM performs knock sensor test
routine and DTC is set again. There are two PIDs in scan data:
OD CUT1 and OD CUT2. OD CUT1 responds to OD cancel switch
(switches from YES to NO). OD CUT2 indicates PCM OD inhibit
strategy.
TOYOTA
260
U140E
Slips in 4th, No 4th, Falls Out of 4th,
P0765
During dissassembly the UD/Direct clutch feed pipe brackets can be damaged.
Any abnormal bends or cracks can cause the pipe to push out. If the Pipe is not
installed correctly a leak in the 4th gear circuit will occur.
Retainer
UD Direct
Feed Pipe
TOYOTA
261
U140E/U241E
3rd/Reverse Concerns
2-3 Flare, 2-3 Neutral, Slip in 3rd , No 3rd, Slips in Reverse, No
Reverse
Replace molded piston on every overhaul.
It is common for the Direct clutch drum to ring groove.

Always replace
the molded piston
262
TOYOTA
U140E/U241E
3rd/Reverse Concerns (continued)
Reverse
During reassembly always check the sealing ring side clearance. The clearance
should be between 0.003-0.005.
TOYOTA
263
U140E/U241E
Reverse
Check for worn ring lands
Check for ring grooving

TOYOTA
264
U140E/U241E
Rear Planet Failure
Pinion gear shafts get loose in carrier, causing uneven gear tooth loading. Pinion
shafts can eventually come out. Weld pinion shafts to carrier on early planets.
Early (Light/Shiny)
Late
Hardened and Heat
Treated (Dark)
TOYOTA
265
U140E/U241E
Pressure Taps and Specifications
Lube- UD
Geartrain
Lube 2
(Located on the
back side)
Main Line
UD-Direct
Clutch (C3)
Lube
Direct
Clutch (C2)
Pressure Specifications
Range
Idle
Stall
Drive
54-59 psi
134-139 psi
Reverse 97-107 psi 255-284 psi
266
TOYOTA
U140E/U241E
External Component Location
Input Turbine
Speed Sensor
(560-680 ohms)
Case
Connector
(Solenoid)
Gear
Position
Switch
Counter Gear
Speed Sensor
(560-680 ohms)
TOYOTA
267
U140E/U241E
Valve Body Breakdown
Lower Valve Body
Some service information shows this steel ball and location incorrectly and in
some cases the picture is unidentifiable. Use the following picture as the correct
location and ID.
Steel Ball
0.394
(10mm)
TOYOTA
268
U140E/U241E
Valve Body Breakdown (continued)
Lower Valve Body
Record PR
Setting Before
Disassembly
ID
1
2
3
4
5
6
Description
C2 Control Valve
Primary Regulator Valve Line-up
B2 Control Valve
B1 Control Valve
3-4 Shift Valve
Manual Valve
TOYOTA
269
U140E/U241E
Lower Valve Body
Plastic
Checkballs
0.217 (5.5mm)
If the
separator
plate HAS a
hole in it it
WILL require
a checkball.
If the
separator
plate DOES
NOT have a
hole in it DO
NOT install a
checkball
270
TOYOTA
U140E/U241E
Upper Valve Body
Steel Ball
0.250
(6.35mm)
1.
2.
3.
4.
5.
C2 Lock valve
Secondary Regulator Valve
Lock-up Control valve
Lock-up relay Valve
Check Valve #2/3 Assembly
6. C2 Exhaust Valve
7. Clutch apply Control Valve
8. B1 Lock Valve
9. B3 Orifice Control Valve
10. Solenoid Modulator Valve
TOYOTA
271
U140E/U241E
Upper Valve Body
5 Plastic Checkballs
0.217 (5.5mm)
TOYOTA
272
U140E/U241E
Upper Valve Body
B1 Accumulator
Shorter
Springs
C2 Accumulator
Longer
Springs
TOYOTA
273
U140E/U241E
Upper Valve Body
Steel Ball
0.394
(10mm)
TOYOTA
274
U140E/U241E
Case
A ccumulators, Seals, Check Valve
B3
C3
C1
Cooler send check valve
TOYOTA
275
U140E/U241E
Solenoid Identification
1
6
2
5
4
Repair Manual
Solenoid Name
1
S4
2
SL2
3
DSL
4
SL1
5
SLT
6
TFT
Part Catalog Description

Solenoid Assembly, Transmission 3-Way (No. 2)
Solenoid Assembly, Clutch Control No. 2
Solenoid Assembly, Transmission 3-Way
Solenoid Assembly, Line Pressure Control
Transmission Fluid Temperature
NOTE: Part numbers have not been added due to the constant changing of part
numbers. Check with your local parts distributors for the most recently updates
TOYOTA
276
U140E/U241E
Case Connector Identification and
Solenoid Resistance
5
10
Case Connector & Solenoid Resistance

Solenoid
Terminals Resistance
SL1
5 & 10
5.1 - 5.5
SL2
4&9
5.1 - 5.5
SLT
2&7
5.0 - 5.6
DSL
3 & GND
11 - 15
S4
8 & GND
11 - 15
TFT
1&6
3.5K at 77F (25C)
231 - 263 at 231F (110C)
TOYOTA
277
U140E/U241E
Case Passage Identification
2
7
ID
1
2
3
4
5
6
7
8
9
10
11
12
10
11
12
Decription
Lube
Direct Clutch (C2)
2nd Brake (B1)
UD Brake (B3)
UD Direct Clutch (C3)
Line Pressure Tap/Accumulator Shoulder
Cooler send
Forward Clutch
TCC Release
1st and Reverse brake (B2)
Lube
TCC Apply/Converter Charge
TOYOTA
278
U140E/U241E
Solenoid Function and Apply Chart
In the chart shown below, notice there is no application for SL1 in 3rd and 4th
gear. This is because of the internal hydraulics, the SL1 solenoid can be ON or
OFF, it is NOT Applicable to the operation of the transmission in these gears.
GEAR
1
2
3
4
SL1
ON
OFF
SL2
ON
ON
OFF
OFF
S4
OFF
OFF
OFF
ON
Solenoid Operation
SL1: Controls the B1 Brake
SL2: Controls the C2 clutch
SLT: Controls Line Pressure
S4: Controls the 3-4 Shift
DSL: Controls Lock-Up clutch
N-D Engagement: 3rd Gear is
commanded during the
engagment then 1st after the
engagment is complete.
TOYOTA
279
U140E/U241E
(F1) Sprag Rotation
Hold the
outter race
Notches
FREELOCK
WHEEL
Turn the
inner race
280
TOYOTA
U140E/U241E
(F2) Sprag Rotation
Dots must be facing you after installation
Clip
TOYOTA
281
U140E/U241E
(F2) Sprag Rotation (continued)
Freewheel
Turn the UD
Clutch Drum
Lock
TOYOTA
282
U140E
Pump Differences
(2 different pumps)
Make sure the pumps are assembled as a matched set. They can be interchanged
as a complete assembly. However, the Pump halves CAN NOT be inchanged between cresent and non-cresent.
Cresent Type
NON-Cresent Type
TOYOTA
283
U140E
Adaptive learn
Harsh Shifts After Overhaul
Reset adapts with factor scan tool. Battery disconnect or extensive driving may
not be successful.
Whenever an automatic transmission is replaced, overhauled or indivdual components are replaced, use this procedure to erase the Engine Control Module (ECM,
SAE term: Powertrain Control Module, PCM)Learned Values and minimize subsequent performance concerns.
Caution:
Failure to follow the following procedures may lengthen the time
to readjust the Learned Values, potentially resulting in
performance concerns.
Procedure 1
1999-2003 ES 300 and RX 300
2003-2005 GX 470
2004-2005 RX 330
1. Connect the Lexus Diagnostic Tester to the vehicle.
2. Reset the ECM (PCM). Refer to the procedures below.
3. Start the engine and warm it up to normal operating temperature

4. Perform a thorough test drive with several accelerations from a stop with light
throttle application until proper tranmission shifting is verified.
284
TOYOTA
Mercedes
Table of Contents
19
Mercedes TOC ..................................... 287

722.6/NAG1 Vehicle Identification ......... 288
Transmission Identification ..................... 291
Model Designation ................................... 293
Chrysler and Jeep Application ................. 294
Mercedes Transmission Application ........ 295
Transmission Ranges and Operation ...... 296
Component Application Chart .................. 298
Solenoid Operation .................................. 299
Solenoid Application Chart ...................... 301
Torque Converter Operation .................... 302
Torque Converter Shudder ...................... 303
Air Checking the Torque Converter ......... 304
Case Connector Removal and
Installation ............................................... 305
Updated Connector O-Rings .................... 306
Transmission Fluid .................................. 307
Air Checking the Case ............................. 310
Air Checking the B2, B3 and C Drum ..... 311
Geartrain End Play .................................. 312
Oil Pump Assembly .................................. 313
B1 Break Clutch ...................................... 316
F1 Sprag Installation ............................... 317
F1 Sprag Rotation .................................... 318
Output Shaft Planetary Failure ............... 319
Output Shaft Sealing Rings ..................... 320
K2 Drum Assembly .................................. 321
F2 Sprag Assembly ................................... 322
F2 Sprag Rotation .................................... 324
B2 Break Disassembly and Reassembly . 325
Binds During the Shift ............................ 327
Park Linkage Retainer ............................. 328
Valve Body ................................................ 329
Solenoid Valves ........................................ 330
Valve Body Screen and Latch Point ......... 331
Valve Identification .................................. 332
Check Ball Location ................................. 334
Filter and Pressure Feed Locations ........ 335
GENERAL MOTORS
27
GM
Table Of Contents
GM All
Body Style Identification .................... 28
4L60E/65E, 4L80E, LCT 1000

PRNDL Inoperative ......................... 58
Dexron VI
New Fluid Introduced ........................ 32
4L60E/65E
Flare on the 2-3 Shift .................... 59
Lack of Communication ................. 61
2006 Updates ................................. 63
1-2 Shift Shutter ............................ 65
AF23-5
Whine Noise in 4th Gear ..................... 34
4L60E/65E, 4T40E/45E, AF33-5
APP Signals and DTC Applications ..... 35
81-40LE
No 4th Gear ......................................... 36
5L40/50E
Downshift Related Concerns ............. 37
5L40/50E, 4T60E
Shared 5-Volt Reference Circuit ....... 38
4T40/45E
No Upshift .......................................... 41
A Car Transaxle Characteristics ..... 43
APP Sensor DTCs ............................... 45
4T65E
W-car P2138 and/or P1125 Set .......... 46
Concerns ............................................ 47
Intermittent Speedometer,
Erratic Shifts ...................................... 49
Intermittent Hard Garage Shift ......... 50
2006 Updates ..................................... 51
4T80E
3rd Gear Start, No 3rd Gear or
Shift Related Concerns ...................... 54
4L60E/65E, 4L80E/85E NP236/246
4-Wheel Drive Service Lamp On
DTC C0327 Set ................................... 55
4L80E/80EHD/85E
Planetary Carrier Service .............. 66
Updated Pump Cover ...................... 67
6L80
Introduction ................................... 68
Checking the Fluid Level ............... 70
Component Application Chart ........ 71
Control Solenoid Operation ............ 72
Shift and Control Solenoids ........... 73
IMS Operation ................................ 74
Transmission Manual Shaft
Switch 75
Transmission Fluid Pressure
Switch 76
Solenoid and Valve Body
Diagnosis ........................................ 77
Adaptive Learning .......................... 79
Pass-thru Connector ID ................. 80
Pass-thru Connector Location ....... 81
4L70E
Introduction ................................... 82
LCT 1000
Misfire, Surge, Chuggle ................. 84
PTO Applications ............................ 85
2006 Updates ................................. 86
LCT 1000 6-Speed
Introduction ................................... 88
Features ......................................... 89
Updates .......................................... 90
28
GENERAL MOTORS
GM All
Body Style Identification
Several shops have indicated the need for an identification chart for GM body
styles. Listed below are the body style codes for the various 2005/2006 GM applications. On passenger cars the body style is indicated by the 4th digit of the VIN.
On truck applications the 5th digit indicates the body style.
2006 Models
CARS
A= CHEVROLET COLBALT, PONTIAC PURSUIT, SATURN ION
D= CADILLAC CTS, CADILLAC STS
H= BUICK LUCERNE
J= CHEVROLET OPTRA
M= CHEVROLET MATIZ, PONTIAC SOLTICE
K= CADILLAC DEVILLE
S= PONTIAC VIBE
T= CHEVROLET AVEO, PONTIAC WAVE
U= CHEVROLET U-100
V= CHEVROLET EPICA, PONTIAC GTO
W= CHEVROLET IMPALA, MONTE CARLO, PONTIAC GRAND PRIX, BUICK
LACROSSE, BUICK ALLURE
Y= CHEVROLET CORVETTE, CADILLAC XLR
Z= CHEVROLET MALIBU, PONTIAC G6
GENERAL MOTORS
29
GM All
2006 Models
TRUCKS
A= CHEVROLET HHR, BUICK RENDEZVOUS 2WD
B= BUICK RENDEZVOUS 4WD
C= CHEVROLET SILVERADO 2WD, GMC SIERRA 2WD, CADILLAC ESCALADE,
DENALI 2WD,
E= CADILLAC SRX
G= CHEVROLET EXPRESS VAN 2WD, GMC SAVANA VAN 2WD
H= CHEVROLET EXPRESS VAN AWD, GMC SAVANA VAN AWD
K =CHEVROLET SILVERADO 4WD, GMC SIERRA 4WD, CADILLAC ESCALADE,
DENALI 4WD
L= CHEVROLET EQUINOX, PONTIAC TORRENT
N= HUMMER H2
S= 2WD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,
2WD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 2WD
T= 4WD/AWD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,
4WD/AWD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER
4WD, SAAB 9-7, HUMMER H3
U= CHEVROLET UPLANDER 2WD, PONTIAC MONTANA
V= CHEVROLET UPLANDER EXPRESS/APV, PONTIAC AWD/EWB, BUICK
TERRAZA, SATURN RELAY
X = SATURN RELAY AWD, BUICK TERRAZA AWD, CHEVROLET UPLANDER AWD
Z= SATURN VUE
30
GENERAL MOTORS
GM All
2005 Models
CARS
A= CHEVROLET COLBALT, PONTIAC PURSUIT, SATURN ION
C= BUICK PARK AVENUE
D= CADILLAC CTS, CADILLAC STS
H= BUICK LESABRE, PONTIAC BONNEVILLE
J= CHEVROLET CAVALIER, OPTRA, PONTIAC SUNFIRE, SATURN L300
N= CHEVROLET MALIBU CLASSIC, PONTIAC GRAND AM
M= CHEVROLET MATIZ
K= CADILLAC DEVILLE
S= PONTIAC VIBE
T= CHEVROLET AVEO, PONTIAC WAVE
U= CHEVROLET U-100
V= CHEVROLET EPICA, PONTIAC GTO
W= CHEVROLET IMPALLA, MONTE CARLO, PONTIAC GRAND PRIX,
BUICK
LACROSSE, BUICK ALLURE, BUICK CENTURY CUSTOM
Y= CHEVROLET CORVETTE, CADILLAC XLR
Z= CHEVROLET MALIBU, PONTIAC G6
GENERAL MOTORS
31
GM All
2005 Models
TRUCKS
A= BUICK RENDEZVOUS 2WD, PONTIAC AZTEK 2WD
B= BUICK RENDEZVOUS 4WD, PONTIAC AZTEK 4WD
C= CHEVROLET SILVERADO 2WD, GMC SIERRA 2WD, CADILLAC ESCALADE,
DENALI 2WD,
E= CADILLAC SRX
G= CHEVROLET EXPRESS VAN 2WD, GMC SAVANA VAN 2WD
H= CHEVROLET EXPRESS VAN AWD, GMC SAVANA VAN AWD
K= CHEVROLET SILVERADO 4WD, GMC SIERRA 4WD, CADILLAC ESCALADE,
DENALI 4WD
L= CHEVROLET EQUINOX, PONTIAC TORRENT
M= CHEVROLET ASTRO, GMC SAFARI
N= HUMMER H2
S= 2WD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER,
2WD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 2WD
T= 4WD/AWD CHEVROLET COLORADO, SSR, BLAZER, TRAILBLAZER, 4WD/
AWD GMC ENVOY, CANYON, SONOMA, BUICK RAINER, ISUZU ACENDER 4WD,
SAAB 9-7, HUMMER H3
U= CHEVROLET UPLANDER 2WD, PONTIAC MONTANA
V= CHEVROLET UPLANDER EXPRESS/APV, PONTIAC AWD/EWB, BUICK
TERRAZA, SATURN RELAY
X = SATURN RELAY AWD, BUICK TERRAZA AWD, CHEVROLET UPLANDER AWD
Z= SATURN VUE
32
GENERAL MOTORS
Dexron VI
New Fluid Introduced
Beginning in April 2005 a new fluid was introduced into the GM line. Designed for
the new 6 speed automatic transmissions, Dexron VI has become the factory fill for
GM applications. Dexron VI is designed to replace Dexron III as the service fill for
GM applications. Dexron VI was developed by GM in conjunction with Petro
Canada and Afton chemical company. Dexron VI is a significant advancement
when compared to its counterpart Dexron III.
The following chart represents the improvement over Dexron III.
GENERAL MOTORS
33
Dexron VI
New Fluid Introduced
In addition Dexron VI also offers the following advantages over Dexron III:
Reduces TCC shudder in PWM applications
Improved low temperature operation
Lower viscosity
More consistent viscosity profile
99.9 % pure base stock profile
The following are the standards Dexron VI is designed to meet and maintain in
production:
Dexron VI is required for clutch to clutch shift transmissions like the 6 speed
applications released for the 2006 model year. Dexron VI is designed to back
service all Dexron applications but it is not currently certified to meet the Mercon
standard.
34
GENERAL MOTORS
AF23-5 Saturn ION

Whine Noise in 4th
A gear noise which is amplified by the drive axle may sound like a whine type
noise while in 4th gear under light throttle, light load. This condition is most
pronounced when the transaxle is warm.
To repair the concern install a new transfer driven gear, output gear and
differential assembly.
GENERAL MOTORS
35
4L60E/65E, 4T40E/45E,
AF33-5
APP Signals and DTC A pplications
Technicians that use a snap shot feature on their meter or use an oscilloscope to
aid in diagnosis may misdiagnose the cause of APP DTCs. Your scan tool may
register DTCs P0122, P0123, P0220, P0222, P1120, P1220, P1221, P1271, P1275,
P1280, P1512, P1514, P1515, P1523, P2101, P2120, P2122 or P2123 on GM T,
Z, L trucks and GM A and Z car applications. This may lead the technician
to replace components that are not faulty.
NOTE: The body styles are as follows:
T= Trailblazer, Envoy, Colorado, Canyon, H3, Bravada

Z= Vue
L= Equinox
A= Cobalt, Pursuit
Z= Malibu, G6, Ion
These applications utilize a special software algorithm that is used to locate faults
in the APP and TP systems. When monitoring some APP or TP sensors the technician may notice that the voltage drops on the circuit. This condition only lasts for
about 6.5ms. This test is performed to determine if there is a short in the sensors
or the wiring is present. By monitoring the signal for the other sensors at the
time the sensor signal is shorted to ground, the PCM can determine if a short to
any of the other circuit are present. If APP, TP DTCs are not set, no repairs
should be attempted. If a TP or APP DTC is set, refer to the service information to
assist with diagnosis for the DTCs that are set.
36
GENERAL MOTORS
81-40LE
No 4th gear
Chevrolet A veo, Pontiac Wave
Chevrolet Aveo or a Pontiac Wave equipped with an Aisin Warner 81-40LE (RPO
MV6) automatic transmissions may exhibit a no shift into 4th gear at times. The
customer may indicate that this is an intermittent condition and generally happens after a cold start.
The 81-40 LE is programmed to inhibit 4th gear anytime transmission temperature is below 59F (15C). This feature is designed to lower emissions and enhance heater operation during engine warm up. This should be considered a
normal condition.
GENERAL MOTORS
37
5L40/50E
Downshift Related Concerns
Intermittent or Unwanted downshifts while operating the vehicle in a coast condition set, may be caused by a weak internal brake booster vacuum spring that
prevents the brake booster pedal position sensor from returning to the released
position. The pedal position sensor can be monitored using ABS data. The EBCM
signals the PCM which then signals the TCM regarding the brake pedal sensor
position via the scan data, causing the condition to occur. To repair replace the
brake booster. This condition will not set a DTC.
38
GENERAL MOTORS
5L40/50E, 4T60E
3.6L (LY7) or 2.8L (LP1)
Shared 5-Volt Reference Circuit
Several GM vehicles equipped with a 3.6L (LY7) or 2.8L (LP1) engine share the PCM
5 volt reference circuit among several different sensors. Some vehicle families
include the Cadillac CTS/SRX/STS as well as the Buick Lacrosse and Rendezvous
to name a few.
The PCM/ECM is not equipped with a DTC for a 5 volt reference problem on the
engine families listed above. Therefore, the computer will not set an individual DTC
related to the 5 volt reference circuit if a short to ground or an open occur in the
circuit. It is likely a low voltage DTC for one of the shared circuits will set a DTC
but the problem may not necessarly be located in that circuit or component. As an
example, it is likely a P0102 MAF DTC could set even though there is no problem
with the sensor or its circuit. The P0102 may set simply because it was the 1st
diagnostic to run.
As an example lets look at a Cadiallic STS, 3.6L
The shared 5 volt reference A circuit includes the following circuits:
MAF sensor
IAT sensor
BARO sensor
Engine oil pressure sensor, EOP
APP sensors
A/C pressure sensor
Fuel tank pressure sensor, FTP
GENERAL MOTORS
39
5L40/50E, 4T60E
3.6L (LY7) or 2.8L (LP1)
The shared 5 volt reference B circuit includes the following circuits:
Cam sensor bank 1 intake
Cam sensor bank 1 exhaust
The shared 5 volt reference C circuit includes the following circuits:
APP sensor
TP sensor
To show you how this might vary lets look at a Buick Rendezvous 3.6L
The shared 5 volt reference A circuit includes the following circuits:
Baro sensor
EOP engine oil pressure sensor
APP sensor
The shared 5 volt reference B circuit includes the following circuits:
APP sensor
MAF sensor
AC pressure sensor
FTP fuel tank pressure sensor
Reference C Includes:
TAC monitor
40
GENERAL MOTORS
5L40/50E, 4T60E
3.6L (LY7) or 2.8L (LP1)
GENERAL MOTORS
41
4T40E/45E
No Upshift
1996-2003
The transmission will not upshift when the shift lever is placed in OD range. If the
selector is placed in another gear range the transmission may shift but it may not
have all of the shifts desired. As an example, if the shifter is placed in M3 the
transmission may only shift as high as 2nd gear.
Like other GM transmission applications, the pressure switch assembly is a major
input to the PCM regarding shift patterns. If circuit 1226 pin C becomes shorted to
ground the voltage on the circuit will remain low all the time. This will be interpreted by the PCM as M1 range even though the range selector is in OD range.
When placed in M3 range the PCM will interpret the range as M2. This type of
failure will not set a DTC as the sequence is considered a valid PSA sequence.
When monitoring the values with a scan tool you will note that the value remains
low for all ranges selected. By comparing to the chart below, you will see the voltage should be high when M3 or OD ranges are selected. If you encounter the condition disconnect the transmission electrical connector while monitoring the PSA
scan values. If circuit C goes to a HI status, the short to ground is located within
the transmission internal harness or the PSA. If circuit 1226 pin C stays LOW,
the short to ground is located between the transmission electrical connector and
the PCM. Repair as necessary.
42
GENERAL MOTORS
4T40E/45E
No Upshift (continued)
1996-2003
Circuit 1226 is for the reverse pressure switch and is connected

to Pin P
GENERAL MOTORS
43
4T40E
A Car Transaxle Characteristics
The A body style was introduced in 2005 as the Chevrolet Cobalt, Saturn Ion
and Pontiac Pursuit. These applications are equipped with a 4T40E transaxle.
The programming for this transmission varies slightly from some of the 4T40E
applications. The transaxle is programmed to perform as follows:
The low traction light will illuminate (if the car is equipped with ABS)
anytime the transaxle is placed in M1 position
The transaxle will upshift out of M2 into third at speeds above 40 MPH
The transaxle will upshift out of M1
44
GENERAL MOTORS
4T40E
A Car DTC P2138 Set
Some Chevrolet Cobalt, Pontiac Pursuit applications may experience any or all of
the following concerns:
APP DTC P2138 set
Possible DTCs P0532 (A/C), P1681 (TP/ECM) may be set
Low power message
Poor drivability
Limp home mode
Transmission shift timing complaints
A/C compressor may be inoperative
P2138 will set if:
DTCs P0641, P0651, P2120, P2125 are not set
APP is above idle position
A voltage correlation condition exists between APP 1 and APP 2 for longer
than 2 seconds
P0532 will set if:
ECM detects A/C pressure less than 34 Kpa (4.93 psi) (less than .25 volts)
P1681 will set if:
A control module throttle position performance issue exists
If the A/C compressor is inoperative the problem is not likely to be repaired by
replacing the APP sensor pedal assembly. If the compressor is inoperative the
cause is generally the A/C high pressure switch. The ECM shares the 5 volt reference circuit with the APP and A/C system. Therefore a short to ground in the A/C
pressure switch or its circuit will also pull the APP 5 volt reference circuit low.
Inspect the A/C pressure switch circuit and if no problem is found replace the A/C
pressure switch. If an A/C problem does not exist, follow the DTC chart for the
P2138 code.
GENERAL MOTORS
45
4T40E/45E
APP Sensor DTCs
Some Z car applications (Chevrolet Malibu, Pontiac G6) may exhibit various electrical related concerns including any or all of the following APP DTCs P2119,
P2120, P2125, P2135, P2138 as well as possible codes related to the ETC or SVS
system. In addition the SES light may be illuminated. Other electrical concerns
such as head lamp, data bus, windshield wiper and radio problems may occur if
the condition has been present for a long period of time, but generally the APP
DTC s will be the first to set.
Inspect connector C206 located on the left side of the instrument panel, A pillar
area for corrosion or contamination. Inspect the top of the A pillar area for signs
of water intrusion at the ditch molding or sunroof drain areas. If moisture has
penetrated the connector, the terminal pins will need to be removed and cleaned or
replaced.
1= Radio antenna connector

2= C206
3= C208
46
GENERAL MOTORS
4T65E
W-Car P2138 and/or P1125 Set
Pontiac Grand Prix, Chevrolet Impala, Monte Carlo, Buick Lacrosse applications
equipped with the 3.8L may set a P2138 and/or P1125. In addition, the engine
may be operating in the reduced power mode which can lead to transmission shift
timing complaints. On some applications the DIC (Driver Information Center) may
display TCS and/or VSES messages to the driver.
P2138 will set if:
DTCs P2107 or P2108 are not set
The PCM determines the difference between APP 1 and APP 2 values are too
great. (Greater than .269 volts)
P1125 will set if:
DTCs P0606, P2108 and U0107 are not set
APP values are out of range
If both the P1125 and the P2138 are set, replace the APP sensor pedal assembly
If the P1125 or the P2138 are set by themselves or if both are set in conjunction
with a P2120 or P2125 inspect the wiring harness for damage. Generally the damage to the wiring harness occurs at the point where the harness is clipped to the
ABS/EBCM bracket.
GENERAL MOTORS
47
4T65E
Concerns
Buick LaCrosse/Allure, LeSabre, Park Avenue Buick Rendezvous, Terraza/Terraza
EXT Chevrolet Impala, Monte Carlo, Uplander, Venture Pontiac Aztek, Bonneville,
Grand Prix, Montana, Montana SV6 Saturn Relay.
Several items can cause a P0741 DTC to set. In the above scenario either a P0741
or P2761 may be set. If only P0741 is set proceed with the information listed
below, if that is not successful refer to the information in the previous 2002 and
2004 ATRA seminar manuals. If a P2761 is set refer to the information described
below.
P0741 will set if:
NO VSS, ISS DTCs are set
P0742, P1887, P2761 DTCs are not set
Engine speed greater than 500 RPM , torque greater than 21 lb ft
TFT 68-266f (20-130c)
TP 4-99%
IMS indicates range is D4, D3 or D2
TCC duty cycle greater than 50%
Slip speed greater than 180 RPM for longer than 7 seconds, this condition
must occur twice during the key cycle
P2761 will set if:
Engine speed is greater than 500 RPM
The PCM commands the TCC PWM duty cycle to 70% or greater and
feedback voltage remains high
The PCM commands the TCC PWM duty cycle to 10% or less and the
feedback voltage remains low
The above conditions are present for longer than 5 seconds
48
GENERAL MOTORS
4T65E
Concerns (continued)
If the vehicle sets just a P2761 inspect the transmission harness for signs of damage. P2761 is typically set due to an open or short to ground in the TCC PWM
circuit or solenoid. One area that has been common for this type of concern is an
open in circuit 418 (Brown wire). If you remove the internal wiring harness, TPA
(Terminal Position Assureance) clip and tug on circuit 418 you will generally see
the terminal is loose and may it even come out of the connector.
On applications that are setting a P0741 it is highly unlikely that an electrical
condition will cause the DTC to set, but it is possible if a high resistance condition
is present. If you are unable to address the concern by inspecting the items high
lighted in previous ATRA seminar manuals inspect circuit 418 for the condition
described above.
If circuit 418 is found to be defective replace the terminal or the harness. Harness part number 24229643 is available from GM.
GENERAL MOTORS
49
4T65E
Intermittent Speedometer, Erratic
Shifts
W Car A pplications
Some W car (Monte Carlo, Impala, Grand Prix) applications may exhibit a condition
that causes the speedometer to fluctuate or drop out intermittently. In addition,
the transmission may intermittently change gears in response to the change in
VSS value. VSS related DTCs may or may not be set
The VSS connector/wiring may come into contact with the power steering hose.
As the engine moves in its mounts the connector may develop an open circuit,
resulting in the above condition.
Reposition the power steering hose so it can no longer come into contact with the
vehicle speed sensor connector/wiring. Check the condition of the connector, pin
tension, wiring and repair as necessary.
50
GENERAL MOTORS
4T65E
Intermittent Hard Garage Shift
Owners of 1999-2005 GM vehicles equipped with the 4T65E may complain
regarding an aggressive garage shift engagement, especially when the engine is
cold.
Starting with the 1999 model year the software was changed to increase idle
speed for the engine to 1100-1300 rpm for the first 30 seconds of engine run time.
After the engine run timer has expired the engine speed will drop to approximately
650 RPM and the garage shift engagement will be much smoother. The update was
done to reduce emissions during cold start conditions. This should be considered a
normal condition and corrective action should not be attempted.
GENERAL MOTORS
51
4T65E
2006 Updates
1-2 and 2-3 accumulator housing bore machining process has been updated. One
of the areas that can cause clutches to burn/slip or shudder during apply is the
chamfer depth and angle machined into the accumulator housing. The updated
accumulator housings have changed the angle of the chamfer from 15 degrees to
10 degrees. In addition, the depth of the chamfer has been changed from 2.7mm
deep to 1.8 mm deep. The updated housing will back service previous model year
applications.
52
GENERAL MOTORS
4T65E
2006 Updates (continued)
A new input sun gear bearing and lube dam will be released in 2006 to enhance
lube flow to the planetary and lower the stress on the race from axial load. The
updated bearing no longer has 3 lube notches in its inner race. The updated lube
dam contains three lube slots and is designed to be used with the updated bearing. The updated lube dam part number is 24225905.
Previous
New
GENERAL MOTORS
53
4T65E
Another running change will be availible for the 4T65E. This change includes
both an update to the spacer plate as well as an update to the temperature sensor
mounting clip. The updated mounting clip is designed to make assembly easier.
To install the updated clip an updated spacer plate must also be installed. The
updated spacer plate is identical to the previous design except for the area where
the clip mounts.
54
GENERAL MOTORS
4T80E
3rd Gear Start, No 3rd Gear or Shift
Related Concerns
4T80E transmissions may exhibit one or more of the following concerns:
3RD gear starts, even though the PCM is commanding the transmission to
start in 1st gear
No 3rd gear, even though the PCM is commanding the transmission to shift
to 3rd gear
No 2nd or 3rd gear even though the PCM is commanding the transmission to
those gears
Incorrect Ratio DTCs set
Remove the 2-3 shift valve and inspect the bore and valve for signs of wear. In
most instances the bore starts to score which leads to the shift valve related
concerns. To repair the condition, the Lower valve body will require replacement.
At this time no one is making service tools to address this issue. Prior to
replacement, contact the various companies to be sure service kits are not
available to address this concern.
GENERAL MOTORS
55
4L60E/65E, 4L80E/85E, NP
236/246
4wd Service Lamp On, DTC C0327
Set
One of the most common problems with the NP126/NP136/NP 236/NP 246/
NP263 transfer case applications is a loss of 4wd and T- case operation. In
addition to an inoperative 4wd system the service 4wd lamp may be illuminated.
The customer may also comment that the LEDs located in the selector switches
are blinking and they may hear a grinding noise coming from the front axle area.
Any combination of DTCs may/may not be set such as P0452, P0453, P0461,
P0462, P0464, P0836, P0500, P1875, U1088, B0790, CO186, C0196, C0300,
C0305, C0306, C0321, C0327, C0359, C0374, C0379, C0455, or C0550 which
can be stored in various modules such as the PCM, TCM, TCCM or BCM. Typically
the DTC that is most common is a C0327 and it can be accessed by
communication with the TCCM via a scan tool.
A C0327 will be set if:

The TCCM expects to see a valid voltage sequence from the Transfer case encoder
motor sensor based on the input it receives from the range selector buttons. The
DTC will set if the value falls outside of the value it expects to see.
If a C0327 sets the TCCM will:
Lock the T case in the position it was in at the time the problem occurred as
the TCCM will no longer command shifts to occur. This condition may lead
to a lack of 4wd operation.
Illuminate the Service 4WD lamp for the remainder of the key cycle
56
GENERAL MOTORS
4L60E/65E 4L80E/85E NP
236/246
Set (continued)
Multiple items can cause the above related concerns including any of the following:
AREA OF CONCERN
INSPECT FOR
Software Mode Lockout
REPAIR
Remove the Fuse, generally
called out as the TREC
located in the engine
compartment fuse block
Reinstall the fuse after 30
seconds
Software update
Updates
Updates have been released

for some applications
Moisture intrusion
(C/K truck)
Corrosion on the
TCCM connector
pins
Replace the damaged

pins, Locate the leak,
generally the windshield
seal and repair
Internal T- case
Damage
Metal in the fluid
Repair as necessary
Inspect bearings, and shift
lever closely. Inspect for
shift lever over travel
Inspect clutches for wear
TCCM Harness
Damaged/pinched
Inspect for damage

in the park brake
cable release spring
area
Repair the harness
Encoder motor
Terminals
Inspect the condition

and pin tension for
the encoder motor
connector
Replace the terminal
TCCM, Body and

Chassis Grounds
Inspect/measure voltage
drop/clean the following:
faulty grounds
Pay special attention
to G110 and G203. Also
inspect the following,
G101, G102, G103, G105
G106, G107, G108, G109
G201, G302, G303, G304
G305, G306, G401, G402
A ground problem in
another circuit can cause
TCCM problems as the
other circuit may seek
ground through the TCCM
and its circuits.
Clean/ Repair/ Replace
GENERAL MOTORS
57
4L60E/65E 4L80E/85E NP
236/246
Set
AREA OF CONCERN
INSPECT FOR
REPAIR
TCCM and
Under hood
Relay center
Check pin tension and terminal

condition at the TCCM
connectors Pay close attention to
Terminal A7 in connector
C1. Inspect relay center pins
Repair, replace damaged terminals
C-151
(Some
Applications)
Inspect connector C151

for corrosion/damage
Located at Left fender well area
Repair/replace terminals
C-101
(Some
Applications)
Inspect connector C101

for corrosion/backed out
Located in the under hood
Fuse block area
Repair/replace terminals. Reroute

the harness to remove stress
Encoder
Signal voltages
Measure encoder voltages

compare to the charts
in the service manual.
Measure voltage for each
range.
Repair the circuit, wiring or replace the

Encoder assembly
Encoder/sensor
installation
Encoder was not properly

timed or sensor was installed
incorrectly
Properly time and

install sensor or
encoder motor
correctly
Front axle damage
Inspect the front axle
Repair/replace the
Shift fork, shift sleeve
58
GENERAL MOTORS
4L60E/65E, 4L80/85E, LCT

1000
PRNDL Inoperative
The PRNDL may be inoperative or it may only operate intermittently. On some
applications such as the LCT 1000 you will not be able to communicate with the
TCM when using a scan tool.
Circuit 2470 (Yellow wire) may be damaged or the terminal may be backed out of
connector C-100. Circuit 2470, terminal R may be pulled partially out of the
connector.
Locate connector C-100 terminal R (Located in the IP to engine harness under
the fuse block) (UBEC). Install the terminal back into the connector and inspect
the wiring for damage. Reposition the harness to eliminate the strain on the
wiring.
GENERAL MOTORS
59
4L60E/65E
Flare On the 2-3 Shift
4L65E/60E applications may exhibit a 2-3 shift flare. This condition may be
present prior to you working on the vehicle or it may develop after you have
replaced hard parts during a rebuild. Some of the items that can cause a flare will
also lead to 3rd clutch damage while others will not cause clutch damage. Some of
the items listed will also lead to 2-4 band failure as well as 3-4 clutch distress.
Several items may cause this concern including:
Leaking clutch piston seals
Leaking input shaft seal rings
Incorrect clutch clearance
Debris in orifice #7
The sleeve in the pump stator support may have rotated slightly
Leak in the 2-4 band release circuit
Incorrectly assembled 3-4 clutch assembly
Orifice cup plug missing/damage in input housing or the servo bore
Check ball capsule not sealing in input housing
Cracks in the input shaft seal ring area
Damaged/faulty/leaking 3rd accumulator check valve
Leaking check ball located in the end of the input housing
Incorrect pump or pump parts
Damaged/warped case or valve body
Incorrect spacer plate or gaskets
Sticking 2-3 shift valve or damaged/cracked 2-3 shift solenoid
3-4 clutch feed hole in the input housing may be incorrectly machined.
The chamfer for the hole may be too large which exposes it to the area
where the seal groove is machined in the housing. This will cause the
clutch to leak. This is fairly common on some of the later model applications
and you should inspect for this condition as part of your rebuild or prior to
installing a new input housing.
Incorrect Pressure rise
60
GENERAL MOTORS
4L60E/65E
Flare On the 2-3 Shift (continued)
3-4 Clutch feed Hole
3-4 clutch feed hole in the input

housing may be incorrectly
machined. The chamfer for the hole
may be too large which exposes it to
the area where the seal groove is
machined in the housing. This will
cause the clutch to leak. This is
fairly common on some of the later
model applications and you should
inspect for this condition as part of
your rebuild or prior to installing a
new input housing.
GENERAL MOTORS
61
4L60E
Lack Of Communication
ECM or TCM, Possible DTCs Set
T- Truck (Rainier, Trailblazer, Envoy, Saab) V-8 applications with the adjustable
brake pedal feature, may experience scan tool communication concerns. This
may include no or intermittent communication with the PCM and/or TCM. If you
are able to scan the vehicle you may find any/all of the following DTCs set:
P0700
U0101
U0073
U0001
U2100
U2105
Inspect the 121 ohm GM LAN terminating resistor located in the harness near the
DLC. Locate the terminating resistor and inspect the insulating tape. In many
instances the resistor may become damaged from the movement of the adjustable
brake pedal. If the resistor is touching ground, or if the resistor appears as though
the pedal linkage has been hitting it, relocate the resistor and cover it with fresh
tape.
62
GENERAL MOTORS
4L60E
Lack Of Communication (continued)
ECM or TCM, Possible DTCs Set
GENERAL MOTORS
63
4L60E/65E
2006 Updates
A new design bearing in position #31 (Input sun gear to carrier) will be availible
as a running change for the 4L65E/60E applications. The new bearing offers a
significant reduction in race/retainer stress while improving bearing life. The
updated bearing will back service previous applications.
64
GENERAL MOTORS
4L60E/65E
A new design extension housing seal is planned as a running change for the 2wd
applications. This new seal is designed to improve high mileage dependability and
will back service the previous applications. The updated seal coating is tan in
color.
GENERAL MOTORS
65
4L60E/65E
1-2 Shift Shudder
4L60E/65E applications may exhibit a shudder on the 1-2 shift. Generally you will
not notice this condition during the 3-4 shift and if it does occur it will be less
pronounced. This condition may get worse with use and may not have occurred
until you replaced hard parts during and overhaul.
Several items may cause the above condition including:
Valve body face warped
Defective PCS
Worn boost valve and sleeve
Leaking/cracked 1-2 solenoid
1-2 shift valve sticking, sediment is a common issue
Accumulator valve sticking
Accumulator sleeve rotated in the valve body
1-2 accumulator piston cracked, damaged, leaking seal, worn pin hole
Accumulator housing damaged, Porous
Servo apply pin length incorrect
Servo seals damaged leaking
Servo bore damaged, porous
4-3 sequence valve, 3-4 relay valve sticking
3-2 downshift valve sticking/leaking
Gasket or spacer plate mispositioned or incorrect
Wrong band material
Warped/out of round reverse input housing. We have been seeing some
with as much as .030" warpage/out of round. Replacing the drum and
band will generally fix the concern. Common on 2003-2005 models
Accumulator
Valve and Sleeve
66
GENERAL MOTORS
4L80E/80EHD/85E
Planetary Carrier Service
2001 and earlier 4L80E/4L80E HD/4L85E applications utilized an output planetary carrier that may appear different in appearance when compared to later
applications or the service replacement part.
Early applications were machined to fit a steel thrust washer that utilized 4 tabs.
The later model and service part was manufactured to accept a 2 tab thrust
washer. The new thrust washer is plastic rather than steel.
NOTE: Both parts are interchangable, however you will have to

remove 2 of the tabs from the steel washer in order to adapt it to
updated carrier. If you install the plastic washer no changes will
be required.
Steel Washer: Part # 8626372
Plastic Washer: Part #24214809
GENERAL MOTORS
67
4L80E/85E
Updated Pump Cover
An update to the pump cover occurred for 2004-06 model years on all 4L80E/85E
applications. The pump cover part number was changed to accommodate interim
case changes that occurred. The following part numbers for the pump cover based
on model year.
These parts are not interchangable.

1997-2003
2004-2006
24204303
24232405
68
GENERAL MOTORS
6L80 (RPO MYC)

Introduction
The first of ten 6 speed automatics has been introduced for the 2006 model year.
The 6L80 (RPO MYC) is currently available in the Chevrolet Corvette, Cadillac
XLR-V and the Cadillac STS-V applications. The 6L80 will be introduced into
several up level SUV applications for the 2007 model year. The 6L80 is built in
the Willow Run plant in Ypsilanti Michigan. The new plant utilizes several
industry first technical innovations and production processes and is unlike any
other assembly plant in the world.
GENERAL MOTORS
69
6L80 (RPO MYC)

Introduction (continued)
The 6L80 is equipped with the following features:
RPO MYC
Input torque capacity 430 lb ft ( 583 Nm)
Output torque capacity 664 lb ft ( 900 Nm)
Ratios
1st 4.02-1
2nd 2.36-1
3rd 1.53-1
4th 1.15-1
5th - .85-1
6th - .67-1
Maximum shift speed 6500 RPM
Maximum GVW 8600 lb
Maximum GCVW 14000 lb
PRNDL positions P, R, N, D, (S or M)
2 shift solenoids used (On/Off Design), SS1,SS2
6 PWM controlled pressure control solenoids, PCS, PCS1, PCS2, PCS3,
PCS4, PCS5, TCC
32 bit TCM mounted internal to the transmission on the valve body (Referred
to as the control solenoid valve assembly) TCM incorporates Solenoids,
pressure switches, TFT and it is bolted to the valve body using 6 bolts.
EC3 Converter 300mm (Corvette) 258mm twin plate ( XLR-V and STS-V)
Fluid required, Dexron VI
Fluid capacity, 9.5L (10 qts.) model 6CDA, 9.7L (10.2 qts.) model 6CZA, 11.9
L (12.6 qts.) model CYA
Clutch to clutch shifts, 5 clutches, 1 sprag
Planetary assemblies, input (Simpson) Output ( Dual pinion design)
Vane style oil pump
Internally mounted TISS and TOSS hall effect type speed sensors
Internal Mode Switch (IMS) equipped
Performance Algorithm Shifting (PAS) programming
Performance Algorithm Lift foot (PAL) programming
Sport mode and TAP shift equipped
Adaptive Strategies with fast learn capabilities
75 transmission only DTCs Learn diagnostic process used
70
GENERAL MOTORS
6L80 (RPO MYC)

Checking the Fluid Level
The 6L80 transmission utilizes a very unique process for checking the fluid levels.
Most 6L80 applications do not utilize a dipstick. Instead a plug has been placed
into the dipstick hole. The plug can be removed and the hole can be used as a fill
point for transmission fluid. To check the fluid level the following procedure
should be followed:
The transmission temperature must be between 86-122 F (30-50C) a scan
tool, the driver information center or the transmission gauge can be used to
verify the temperature
Start the engine and let it idle, Shift the transmission in and out of range
pausing in each range for approximately 3 seconds
Place the transmission in park range
With the vehicle level, remove the level control plug located in the
transmission oil pan.
If fluid does not drip from the level control hole, add Dexron VI fluid until
fluid starts to drip from the hole. If fluid runs from the hole wait until the
fluid stops running from the hole. The level is correct when fluid drips
slightly from the hole. If a steady stream is present or no flow is present the
fluid level is incorrect. Install the fill plug and the level control plug.
NOTE: Fluid may be added through the dipstick hole or through the level control
hole.
Fill Plug
Level Control Plugs

GENERAL MOTORS
71
6L80 (RPO MYC)

Component A pplication Chart
72
GENERAL MOTORS
6L80 (RPO MYC)

Control Solenoid Operation
SHIFT PRESSURE CONTROL SOLENOID ON=PRESSURIZED, OFF= NO PRESSURE

SHIFT SOLENOIDS, ON= PRESSURIZED, OFF= NO PRESSURE
GENERAL MOTORS
73
6L80 (RPO MYC)

Shift and Control Solenoids
74
GENERAL MOTORS
6L80 (RPO MYC)

IMS Operation
NOTE: High= 12 volts, Low= 0 volts

NOTE: Not all applications utilize all ranges shown
GENERAL MOTORS
75
6L80 (RPO MYC)

Transmission Manual Shaft Switch
76
GENERAL MOTORS
6L80 (RPO MYC)

Transmission Fluid Pressure Switch
GENERAL MOTORS
77
6L80 (RPO MYC)

Solenoid and Valve Body Diagnosis
Solenoid and valve body diagnosis requires the following tools:
A quality scan tool capable of communicating and commanding the TCM and
its solenoids.
Tool number J 47825-1 Solenoid test plate and jumper harness
Remove the Control Solenoid Valve Assembly from the transmission. Install tool
J47821-1 onto the Control Solenoid Valve Assembly (5Nm 44 Lb In). Apply
regulated shop air (90-100 psi) to the tool. Connect the scan tool to the Control
Solenoid Valve Assembly.
Command the solenoid ON/OFF air pressure should be present on the gauge
and then it should exhaust as the solenoid is cycled. If the solenoid or valve
are malfunctioning the gauge pressure will not change as you cycle the
solenoid. If a malfunction is determined to be present, replace the complete
Control Solenoid Valve Assembly.
If the solenoid checked OK, install the gauge on another solenoid port and
command that solenoid ON/OFF with the scan to repeat the process.
78
GENERAL MOTORS
6L80 (RPO MYC)

Solenoid and Valve Body Diagnosis
(continued)
NOTE: The TCM will normally cycle several of the solenoids ON/OFF to help keep
the solenoids and the valves free of debris. Therefore this cleaning function (Dither)
may cause the gauge to flicker when the TCM is cleaning the solenoid you are
testing.
GENERAL MOTORS
79
6L80 (RPO MYC)

Adaptive Learning
Adaptive Learning
The 6L80 is fully equipped with several adaptive learning strategies. As with some
other GM applications you will need to erase the adaptive values and perform a
Fast Learn prior to operating the vehicle. Adapts and fast learn procedures
should be perform if any of the following occur:
Internal Transmission repairs have been performed
The valve body was replaced
The Control Solenoid valve assembly was replaced
The TCM was recalibrated
Internal repairs were performed that could effect shift quality
NOTE: Fast learn is not required if a GM New or Rebuilt 6L80 is used. The
transmission is fast learn prior to it being shipped from the plant
To perform a fast learn:
Use a scan tool capable of performing the fast learn procedure
TFT 158-230F (70-110C)
Select Fast learn process from the scan tool menu
Place the transmission in Drive with the vehicle stationary. The TCM will
individually apply the clutches and calculate the clutch volume
Place the transmission in Reverse with the vehicle stationary. The TCM will
individually apply the clutches and calculate the clutch volume
Shut off the engine, power off the scanner
The process is now complete
The fast learn procedure will not run if:
DTCs are set
TFT is not between 158-230 F (70-110C)
The brake switch is not working
TP is 0% but engine RPM increases during the test
P/N switch is improperly adjusted or is not functioning correctly
Line pressure control system is malfunting
80
GENERAL MOTORS
6L80 (RPO MYC)

Pass-thru Connector ID
Pin
Wire
Color
Circuit
No.
1-2
--
--
OG/BK
1786
Park/Neutral Signal
RD/WH
2440
Battery Positive Voltage
BK/WH
451
WH
17
Brake Pedal Apply Signal
PU
5526
Tap Up/Tap Down Switch
--
--
Not Used
YE
43
Accessory Voltage Power
10
TN/BK
2500
CAN Hi
11
TN
2501
CAN Lo
12
PK
1339
Run/Crank Voltage
13
TN
2501
CAN Lo 2
14
TN/BK
2500
CAN Hi 2
15-16
--
--
Not Used
Function
Not Used
Ground
GENERAL MOTORS
81
6L80 (RPO MYC)

Pass-thru Connector Location
The pass through connector is located on the valve body and is a hard connection
to the solenoids. During disassembly of the valve body, use care in the removel of
the hard wire harness and connector.
82
GENERAL MOTORS
4L70E
(M70) Introduction
The 4L70E was introduced in the 2006 Chevrolet Trailblazer SS equipped with
the 6.0L (LS2). The 4L70E (M70) is a heavy duty version of the 4L65E (M32) that
was introduced a few years ago. The 4L70E will be used in some full size pickup
applications equipped with the 6.0L (LQ9) engine during the 2006 model year.
GENERAL MOTORS
83
4L70E
(M70) Introduction
The 4L70E specifications/features are as follows:
RPO M70
Engine horsepower capacity 400 HP
Input torque capacity 430 Lb ft
Gear ratios 1st 3.06-1, 2nd 1.63-1, 3rd 1-1, 4th .7-1, Rev 2.29-1
Converter 300mm, EC3
SUV application model codes SKD or TKD
Pickup application model codes CMD, CWD or KMD
Some applications are equipped with and input speed sensor assembly
(Models SKD & TKD use an ISS)
5 Pinion planetaries
7 plate 3-4 clutch (7 friction, 6 steels) Premium frictions
2-4 Band with Premium friction material. .64 ratio servo
Updated HD rear internal gear assembly
Shot peened HD output shaft (8620 Steel)
HD Low roller clutch
HD input gear and input sprag assembly
Input shaft equipped for an input speed sensor
Pump stator support passages updated for input speed sensor design
Pump casting changes updates, relocation of S3 bore for pressure regulator
valve train.
HD heat treated stator support splines
84
GENERAL MOTORS
LCT 1000
Misfire, Surge, Chuggle
6.6L Duramax
Duramax Diesel applications may develop a misfire, surge or chuggle related concern that is difficult to diagnose and repair using current techniques and procedures. The complaint is sometimes misdiagnosed as being transmission related.
6.6L Duramax applications have experienced problems with coolant getting into
the ECM and/or the ECM connector. The coolant wicks up the surge tank coolant
level sensor and into the wiring. If other attempts to repair the concern have been
unsuccessful, remove the ECM connector and inspect the connector and the ECM
pins for evidence of corrosion or Dexcool contamination. If contamination is found
the ECM may need to be replaced if there is evidence of any corrosion or damage. If
only light residue is found you can generally clean the connector and ECM pins
with electric circuit board cleaner. If coolant contamination is found, the wire and
the coolant switch must be replaced. Make sure to replace the wire and the terminals.
GENERAL MOTORS
85
LCT 1000
(RPO M74) PTO A pplications
If the PTO option was not ordered when the vehicle was new, you may need to add
additional hard parts to the transmission to allow for PTO operation on some
applications. On those applications the transmissions may not be equipped with a
rotating housing that has the PTO gear installed. Instead they may have a tone
ring for the turbine sensor mounted to the housing. Use the chart below to identify your application:
If a customer wants to install a PTO on an application that is not equipped with a

PTO it will be necessary to install a PTO equipped rotating assembly part number
29540518. In addition to the transmission hardware that will need to be added, a
PTO, PTO relay, PTO solenoid, a PTO switch, an updated floor pan section as well
as updated calibrations for the PCM/ECM may need to be installed to make the
PTO system operational.
86
GENERAL MOTORS
LCT 1000
2006 Updates
Several areas have been updated for the 2006 model year. The changes were primarily designed to accommodate the higher torque capacity engine applications
that were released for 2006. The 2006 part numbers are not designed to be interchangeable with the previous applications. They include the following:
Part Changed
Previous part
number
P1 Carrier Assembly
29531096
P1 Carrier/Bushing
29531249
P1 Carrier
29536583
P2 Ring Gear
29536863
Snap Ring
29531104
P2 Carrier Assembly
29536971
P2 Carrier/Bushing
29536961
P2 Carrier
29536959
P2 Pinions
29531113
P2 Spindle
29537889
P2 Bearing
29531116
P3 Ring
29537311
T-5 Bearing
29531095
P2 Sun Gear
29536960
Sun Spacer
29536128
P3 Sun Gear
29540499
P3 Carrier and Race Assembly 29540500
2006 Part
number
29541704
29541705
29541708
29541707
29541011
29539510
29539509
29539502
29541700
29541703
29541706
29539499
29541702
29541701
29541728
29539498
29539512
P3 Carrier Assembly
P3 Pinion
P3 Roller Bearing
29539511
29539497
29539500
29539575
29531126
29531127
GENERAL MOTORS
87
LCT 1000
2006 Updates
****This Kit allows 2006 pump assembly to be used in prior model year applications. Kit includes Main pump 29542796, Wear plate 29542799, O-Ring
29537620, Instruction Sheet 29543308 (Pump and wear plate must be used
together)
Part Changed
Previous part
number
Rotating Clutch/Shaft PTO 29539507
2006 Part number

29542801
29540518
29542802
29539508
29542803
29536097
29543232
29543233
29539653
29536101
29536103
29536104
29537993
29536109
29536203
29542804
29542699
29542700
29542807
29542809
29542808
29542810
29542811
29542812
29543239
29542815
Retaining ring
C1 Return Spring
P1 Ring Gear
P2 Ring Gear
P3 Ring Gear
Detent Spring
Detent Lever
Front Support Assembly
Front Support Assembly
Ground Sleeve/Bearing
Pump
29536204
29536198
29531055
29536863
29537311
29536922
29537169
29541134
29541135
29541011
29542814
29541008
29541818
29541010
29542698
29542692
29542792
29542793
29541145 (31
Tooth)
Pump Body/Gear Assembly 29541146
29542796 (22
Tooth)
29542797
Pump body
Pump Wear Plate
Pump Kit ****
29541147
29541149
29542798
29542799
29543078
Housing and PTO Gear

Assembly
Rotating Clutch/Shaft
NO PTO
Housing with tone wheel
Housing and Bushing
Housing
C2 Piston
Seal C1/C2 Outer
Seal C2 Inner
C2 return spring
C1 Housing
Seal ring C1, OD
C1 Piston
C1 Piston with Balance hole
88
GENERAL MOTORS
LCT 1000 6 Speed

(RPO MW7) Introduction
New Product Introduction
A new 6 speed LCT 1000 was added to the General Motors lineup for the 2006
model year. Available in the 2500HD and 3500/3600 series trucks equipped with
either the 8.1L V8 gas or 6.6L Duramax diesel the MW7 LCT 1000 offers some
advancements over the 2005 and earlier applications. The updates for the MW7
LCT 1000 include the following:
* 6 Speeds, uses the current LCT 1000 clutch design, No new clutches added
* Tap shifts
* Increased torque capacity
* Internal Mode switch replaces the NSBU switch
* A new transmission control module, 80 pin connector
* A updated valve body with a revised design TCC solenoid
* A 20 pin pass through harness
* An updated pump design for quieter operation
Specifications
The LCT 1000 MW7 applications offers the following ratios:
1st-3.10-1
2nd-1.81-1
3rd-1.41-1
4th- 1-1
5th- .71-1
6th- .61-1
Rev- 4.49-1
Maximum shift speed 4850 RPM
Input Torque capacity 650 lb-ft, 2005 applications 565 lb-ft
Maximum GCWR 23,500 lb
PRNDL positions: PRNDM1
Fluid capacity: 13qt (12 Liter) Dexron VI only
GENERAL MOTORS
89
LCT 1000 6 Speed

(RPO MW7) Features
Features:
Tap shifts
Grade Braking
Cruise control grade braking (Diesel only)
Tow/Haul Mode
Shift Stabilization and adaptive shift control algorithm
Heater Performance mode (Diesel only)
Low Traction Mode (Diesel only)
Gear
Range
1-2/3-4
4-5-6
Clutch
Clutch
P/N
REVERSE
rd
th
3 /5 /Rev
Clutch
2/6 Clutch
X
X
X
ST
2ND
3RD
4TH
Low/Rev
clutch
X
X
X
5TH
6TH
X
X
90
GENERAL MOTORS
LCT 1000 6 Speed

(RPO MW7) Updates
2006 Valve body Updates
On the 2005 applications the valve body utilized the following solenoids:
Trim A
Trim B
Shift solenoid C
Shift solenoid D
Shift solenoid E
TCC-PWM
Modulated main solenoid
On the 2006 MW7 applications the following solenoids/components are used:
The trim solenoids were replaced by PCS 1 and PCS 2 solenoids
The modulated main pressure solenoid
Modulated detent spring contacts to the internal mode switch
IMS replaces the NSBU switch
PWM TCC solenoid was replaced by a PCS variable bleed solenoid
20 way connector which includes a different harness design and part
number
6 Speed feed pipe
2006 TCM updates include:
* Model A40-1000 TCM
* Class 2 data communications for gas applications
* GM LAN communications for diesel applications
* 80 Pin Connector with a cam lock as part of the connector
* TCM mounted on the radiator fan shroud
GENERAL MOTORS
91
LCT 1000 6 Speed

(RPO MW7) Updates (continued)
Tap Shifts (Range Selection Mode)
Like several other GM applications, the MW7 features tap shifts are standard
equipment. Unlike other applications the tap shift function is controlled by a
thumb activated switch mounted on the gear shift lever. The range selection
feature will hold the vehicle in the gear selected unless the driver commands a
gear change or the TCM determines that engine damage may occur and
commands a shift to occur. To activate the tap shift feature the shift selector lever
must be in the M position.
Tow/Haul/Grade Braking
As with other GM applications, the tow haul feature is activated by a button
located in the end of the shift lever. Tow/Haul should be selected anytime the
vehicle load exceeds 75% of the GCWR for the application. Tow/Haul mode
changes the shift points of the transmission to reduce shift cycling and improve
vehicle performance. Tow/Haul mode also changes the TCC apply, which enables
TCC in 2nd and 3rd gears as well as commands TCC to stay applied during
deceleration. This prevents heat build up due to oil shear within the converter.
In addition spark timing is retarded more during the shifts to lower the impact of
the shift. The Grade braking feature or the cruise grade braking feature can only
be activated if the tow haul feature is active and the shift lever is not in the M
position. Grade braking can command downshifts to ranges as low as 2nd gear.
Heater Performance Mode

In the diesel applications the heater performance mode is designed to shorten the
length of time it takes for the engine/transmission to reach operating
temperature. This algorithm improves heater performance by decreasing the
warm up time. The PCM/TCM monitors ambient temperatures and when the
vehicle is being operated in cold weather the TCM will raise the 2-3,3-4,4-5 and 56 shift points to increase engine speed resulting in quicker warm up.
Low Traction Mode

Diesel power applications are equipped with a Low Traction Algorithm to improve
traction during slippery conditions. By selecting a manual range while at a stop
the TCM will command the transmission to start and stay in 2nd gear
92
GENERAL MOTORS
LCT 1000 6 Speed

Shift Stabilization
Like other GM applications, the shift stabilization algorithm monitors VSS and
load inputs to minimize upshift/downshift cycling. If the current speed cannot be
maintained in a higher range, the TCM will command the transmission to hold
the gear and the PCM will lower the engine torque output.
Cold Operation
When operating in cold temperatures the TCM will prevent specific operations to
prevent damage to the transmission. When the cold mode is active the DIC will
display the message Trans in Warm Up. The modes of operation are as follows:
-13f or above transmission temp, transmission operates normally
-13 to -31f transmission temp, 2nd and 3rd gears available only
-31f or below transmission temp, 2nd gear available only
On diesel powered applications TCC will be inhibited based on both transmission
and ambient air temperatures. The modes of operation are as follows:
IAT below 32f, TCC will not apply until Transmission temperature is above
88F
IAT 32-50f, TCC will not apply until Transmission temperature is between
50-80f
IAT above 50f, TCC operates normally
Gas Applications:
Transmission temperature below 68f, TCC inhibited
MODES OF OPERATION
Range Selection Mode
Grade Braking
Cruise Grade Braking
Tow/Haul
Shift Stabilization
Adaptive shifts
Heater Performance
Low Traction
6.6L Duramax
X
X
X
X
X
X
X
X
8.1L Gas
X
X
X
X
X
GENERAL MOTORS
93
LCT 1000 6 Speed

Pump
The gear style pump used in the MW7 LCT 1000 is a gear style unit with 22 teeth
as opposed to the 31 tooth design used in the previous application. This new
design lowers the frequency of the pump noise into a range that can be masked
by the engine
LCT 1000 6 speed pass through connector ID Harness
PIN
Wire Color
Circuit #
A
B
C
D
E
F
G
H
J
K
L
M
N
P
R
S
T
U
V
W
LTGRN
YEL/BLK
OR/WHT
PK
RED
DK BLUE
YEL/BLK
BK
BRN
LTGRN/BK
RED/BLK
LT BLU/WHT
BRN
BRN/WHT
OR/BLK
DK BLUE
GRAY
YEL
BLK/WHT
WHT
1222
1223
2557
1224
1226
1225
1227
2762
418
2529
1228
1229
323
2469
1786
1530
773
772
771
776
Function of the Circuit

SS1 SHIFT SOL 1
SS2 SHIFT SOL 2
SS3 SHIFT SOL 3
PS1 PRESS SW
PS3 PRESS SW
PS2 PRESS SW
TFT SIGNAL
TFT LOW
TCC PCS
PS4 PRESS SW
HSD1 ACTUATOR SUPPLY
PCS2 PCS LOW
PCS1 PCS LOW
P/N SIGNAL
MOD MAIN LOW
IMS SIGNAL C
IMS SIGNAL B
IMS SIGNAL A
IMS SIGNAL P
94
GENERAL MOTORS
LCT 1000 6 Speed

LCT 1000 6 speed pass through connector ID Transmission
PIN
A
B
C
D
E
F
G
H
J
K
L
M
N
Wire Color
DKGRN
LT GRN
PURPLE
OR
GRAY
WHT
TAN
BK
PK
BRN
RED
DK BLU
RD/BK
Circuit #
1222
1223
2557
1224
1226
1225
1227
2762
418
2529
1228
1229
323
Function of the Circuit

SS1 SHIFT SOL 1
SS2 SHIFT SOL 2
SS3 SHIFT SOL 3
PS1 PRESS SW
PS3 PRESS SW
PS2 PRESS SW
TFT SIGNAL
TFT LOW
TCC PCS
PS4 PRESS SW
PCS2 PCS LOW
P
R
S
T
U
V
W
LT BLU
PURPLE
YEL
BLK
PK/BLK
YEL/BLK
WHT
2469
1786
1530
773
772
771
776
PCS1 PCS LOW

P/N SIGNAL
MOD MAIN LOW
IMS SIGNAL C
IMS SIGNAL B
IMS SIGNAL A
IMS SIGNAL P
FORD
103
Ford
Table Of Contents
Torqshift/4R100
4x4 Transfer Case Jumps
Out of 4H or 4L ................................ 104
4F27E
Neutrals on the 3-4 Shift
DTC P0750 ...................................... 132
Torqshift
Shift Scheduling, Slipping,
Bangs on Downshifts ....................... 106
Introduction ..................................... 108
DTCs P0756, P0761, P0771 ............. 109
Calibration Example ......................... 110
DTC P0488 or/or P1334 ................... 111
Stalling in Reverse or When
Coming to a Stop .............................. 112
TR-P Sensor Introduction ................. 113
TR-P Sensor Diagnosis ..................... 114
Pump Valve Identification ................. 117
Bleed Screen .................................... 118
Pump Failure ................................... 119
Pump Alignment and Assembly ........ 120
Center Support Assembly ................. 122
Valve Body Solenoid ID .................... 123
Valve Body Solenoid Interchange ..... 124
Lube Orifice and Case ...................... 125
Planetary Failure, Lack of Lube ........ 126
Air Checking the Case ...................... 127
Insufficient Line Pressure
From the Transmission .................... 128
4R/5R55E
TCC Modification ............................. 134
PTO Operation and Diagnosis ....... 137
AF21-B/Ford 6-Speed
Introduction ....................................
Apply Components ..........................
Operational Strategies .....................
Electronic System Description .........
TFT ...............................................
Three Way Shift Solenoids ...............
Shift Control Solenoids ...................
Pressure Control Solenoid ...............
Torque Converter Solenoid ..............
Adaptive Learning ...........................
142
143
144
146
147
148
149
150
151
152
4F50N
No 1-2 Upshift and DTC P0732 ........ 129
DTCs P0760 and P0763 ................... 130
4F50N, AX4N, AX4S
Erratic Fluid Level, Possible
Fluid Leak ........................................ 131
104
FORD
Torqshift/4R100
4X4 Transfer Case Jumps Out of
4H or 4L
2004-2005 F-Super Duty
Manual Shift Transfer Cases Only
2004-2005 F-Super Duty 4x4 vehicles equipped with the Torqshift or 4R100
transmission and manual transfer case, may exhibit the transfer case jumping out
of 4H or 4L and into 2H or neutral position.
Use the following Service Procedure to adjust the transfer case shift linkage. It
may be necessary to replace the shifter bracket assembly as well.
1.
Remove the transfer case control rod at its connection with the shift linkage
pivot pin.
2.
Loosen the two (2) 9/16 bolts connecting the shift bracket to the
transmission.
3.
Move the bracket as far rearward as possible, torque the bolts to 85 lb-ft .
4.
Move the shifter into the 4H position and hold the linkage against the 4H
detent wall of the shift gate.
5.
Without applying any further force rearward on the transfer case lever, try
to reconnect the transfer case control rod to the shifter pivot pin.
a.
If the transfer case control rod can be reattached to the shifter pivot pin,
return the vehicle to the customer.
b.
If the control rod cannot be reattached to the shifter pivot pin, remove the
shifter bracket assembly and replace with new.
FORD
105
Torqshift/4R100
4X4 Transfer Case Jumps Out of
4H or 4L (continued)
2004-2005 F-Super Duty
Manual Shift Transfer Cases Only
PART NUMBER
4C3Z-7210-BA
106
FORD
Torqshift
Shift Scheduling, Slipping, Bangs on
Downshifts
2004 2005 E-450 series and especially the commercial chassis applications like
ambulances. The concern begins with intermittent transmission issues like shift
scheduling, slipping, bangs on downshifts, etc. As the concern progresses, it flags
a DTC P0960 / PCA Open Circuit and illuminates the MIL. The root cause of the
concern can be traced to the main connector (C-195) laying across the top of the
trans.
If you remove the engine cover (doghouse) which is no easy task, pull apart the
connector and look for overheated or burned wires. If this is what you find, look at
the inside of the engine cover. Youll see where the connector has been rubbing.
Depending on the connector and wiring damage, repair as necessary taking steps
to ensure that the connector doesnt rub again. Reset the KAM (Keep alive
Memory), perform the Adaptive Learning procedure and test drive.
Courtesy of Test Research Center and Stevie Lavallee
FORD
107
Torqshift
Shift Scheduling, Slipping, Bangs on
Downshifts (continued)
Pull apart the connector and look
for overheated or burned wires.
108
FORD
Torqshift
Introduction
The Torqshift transmission is a 6 speed fully computer-controlled transmission.
Externally it looks like its cousin the E4OD and internally the stack up is much
the same, however there are no parts that interchange between the two units. also
the TR sensor is internal and the solenoid connector is up front rather then in the
rear. There have been several changes made to the planetary gear sets for increased durability in the 2005 version. The PCM has gone through several updates
to the programming and it is highly recommended that the computer be reprogrammed with every transmission rebuild.
FORD
109
Torqshift
DTC P0756, P0761 or P0771
2003-2004 Excursion, F-Super Duty
2004 E-Series
Some vehicles equipped with a 6.0L diesel and the Torqshift transmission, may
exhibit the malfunction indicator lamp (MIL) illuminated with diagnostic trouble
code (DTC) P0756, P0761 or P0771. This condition will occur if the powertrain
control module (PCM) and transmission control module (TCM) are not reprogrammed after installing a 2005-level replacement transmission, installing transmission rebuild kit 5C3Z-7A398-SA, or after overhauling the transmission with
2005-level components.
To repair this problem reprogram the PCM and TCM to the latest calibration using
Calibration files may be obtained at www.motorcraft.com.
110
FORD
Torqshift
Calibration Example
EXAMPLE:
Find Vehicle, Model, Engine Size, and Engine Type = Explorer, MY '02, 4.0L, V6 SOHC
Find Catchword = LAE0
Engine
Engine
Module
Model
EXPLORER
Year
Size
MY02 4.0L
PartNum
Type
V6_SOHC 1L2F-AGL
NewPartNum Catchword
DN
1L2F-AGM
LAE0
PCM
Find associated New Part Num = 1L2F-AGM

Engine
Engine
Model
EXPLORER
Year
Size
MY02 4.0L
Module
PartNum
Type
V6_SOHC 1L2F-AGL
DN
1L2F-AGM
LAE0
PCM
Find this new part number in the "PartNum" column

Engine
Engine
Model
EXPLORER
EXPLORER
Size
Year
MY02 4.0L
MY02 4.0L
Type
PartNum
V6_SOHC 1L2F-AGL
V6_SOHC 1L2F-AGM
Module
DN
1L2F-AGM
LAE0
PCM
1U7A-BZA
LAE1
PCM
Determine if there is a new part number associated with this part number = 1U7A-BZA
Engine
Engine
Module
Model
EXPLORER
EXPLORER
Size
Year
MY02 4.0L
MY02 4.0L
Type
PartNum
V6_SOHC 1L2F-AGL
V6_SOHC 1L2F-AGM
DN
1L2F-AGM
LAE0
PCM
1U7A-BZA
LAE1
PCM
Continue the process until there is no new part number listed.

Most recent calibration for this vehicle = 1U7A-GMA
Engine
Engine
Model
EXPLORER
EXPLORER
EXPLORER
EXPLORER
Year
MY02
MY02
MY02
MY02
Size
4.0L
4.0L
4.0L
4.0L
Type
V6_SOHC
V6_SOHC
V6_SOHC
V6_SOHC
PartNum
1L2F-AGL
1L2F-AGM
1U7A-BZA
1U7A-GMA
NewPartNum
1L2F-AGM
1U7A-BZA
1U7A-GMA
-
Module
Catchword
LAE0
LAE1
ZPZ0
MGT0
DN
PCM
PCM
PCM
PCM
TSB
TSB
Part
Num Num
-
TSB
TSB
Part
Num Num
-
TSB
TSB
Part
Num Num
-
TSB
TSB
Part
Num Num
-
TSB
TSB
Part
Num Num
-
FORD
111
Torqshift
DTC P0488 and/or P1334
2004 F-Super Duty2004-2005 Excursion
Vehicles exhibiting no driveability symptoms but have harsh shift and/or transmission engagments. 2004 F-Super Duty vehicles built after 9/29/2003 and
2004-2005 Excursion vehicles built 9/29/2003 through 1/10/2005, all equipped
with the 6.0L engine, may exhibit any of the following:
1.
Diagnostic trouble code (DTC) P0488 and/or P1334 with no driveability

symptoms.
2.
Exhaust smoke while operating in elevated idle operation/PTO, charge

protect, or cold idle kicker mode.
3.
Harsh 3-2 grade load braking downshifts in Tow/Haul mode due to shift
initiating on boost pressure.
4.
Shift busyness in Tow/Haul mode.
5.
Harsh lock-up during the 5-6 shift.
6.
Harsh 3-5 upshift during light throttle acceleration.
To repair this problem reprogram the powertrain control module (PCM) to the
latest calibration. Calibration files may be obtained at www.motorcraft.com.
112
FORD
Torqshift
Stalling in Reverse or When Coming
to a Stop
2005 E-Series, Excursion, F-Super Duty
2005 Super Duty, Excursion, or E-Series vehicles built between 10/1/2004 and
11/30/2004 equipped with the Torqshift transmission, may exhibit an engine
stalling or quits upon engagement into drive or reverse, or when coming to a stop.
Diagnostic trouble codes (DTCs) P1744, P0740, P0741, P0743, or P0744 may also
be present. This may be due to a stuck torque converter clutch (TCC) solenoid.
Verify the condition exists. Replace the TCC solenoid.
This could also be a cooler issue. Make sure you flush the cooler lines, replace the
remote filter element and check the cooler flow. Clear codes, if any, and verify
repair. Do not replace the torque converter or the pump assembly for this concern.
PART NUMBER
3C3Z-7J136-BA
PART NAME
TCC Solenoid
FORD
113
Torqshift
TR-P Sensor Introduction
The Transmission Range (TR-P) sensor assembly is an internally mounted sensor
that includes the detent spring, rooster comb and bracket, located next to the
solenoid body. The components of the TR-P sensor are factory adjusted and the
sensor must be installed as a calibrated assembly. The TR-P sensor contains
electronic circuitry that provides the PCM a fixed frequency at a duty cycle for
each of the various positions of the manual lever (PARK, REVERSE, NEUTRAL,
DRIVE, M3, M2 and M1) to the PCM. The PCM uses the TR-P sensor signal for
engine functions (start, reverse lamps) and for line pressure control, shift
scheduling and TCC operation.
114
FORD
Torqshift
TR-P Sensor Diagnosis
There are only two reasons youd be diagnosing the TR-P sensor:
1. Codes
2. No Start
Codes are caused by the TR-P Frequency being out of range or circuit duty cycle
being too low or too high, which can also cause a no start condition, or during the
KOEO test the shifter was not in the Park or Neutral position.
Using your scan tool enter the Diagnostic mode function. Enter TR_DC and
TR_FREQ. Once this is entered you will be able to see the following information:
Position Min % Duty Cycle

P
7.13
R
23.77
N
38.47
D
48.56
3
58.83
2
68.09
1
77.97
Max % Duty Cycle

23.76
38.48
48.55
58.82
68.08
77.96
90.34
If your Duty Cycle is out of range, replace the TR Sensor

assembly.
FORD
115
Torqshift
TR-P Diagnosis (continued)
Internal Connector View
External Connector View
116
FORD
Torqshift
TR-P Diagnosis (continued)
FORD
117
Torqshift
Pump Valve Identification
Remove and inspect the valves in the stator support. Note: Do not use
abrasives on the teflon coated valves. This will damage the valves and can
cause premature valve wear.
7
8
9
ID
1
2
3
4
5
6
7
8
9
Description
TCC Control Valve Sleeve
TCC Control Plunger
TCC Control Valve
Thermostat Control Valve Bore Plug
Thermostat Control Valve
Cooler Bypass Valve
Converter Pressure Limit Valve and Spring
Converter Drainback Valve and Spring
Mainline Pressure Regulator Valve and Spring
118
FORD
Torqshift
Bleed Screen
The end plugs in the pump can be hard to remove. To make this job easier Ford
has threaded the end plugs. Use a 4.0 X 0.7 mm bolt to pull the plugs out of the
bore.
Carefully inspect the bleed screen. The stator support may need to be replaced if
this
screen is missing.
FORD
119
Torqshift
Pump Failure
Thoroughly Clean and dry the remaining pump components. Check the pump
body, pump gears and pump plate for wear and scoring. Check all mating surfaces
for burrs or distortion. Inspect the stator bushings and replace as neccassary. In
some cases a machine problem from the factory may cause a sliver of metel to
lodge into the pump casting. Always disassemble an ordered pump and check the
clearances and the machine cut.
Check for
wear and
scoring
Check for
wear and
scoring
120
FORD
Torqshift
Pump Alignment and Assembly
Place the pump plate onto the pump body. Place the stator support half down onto
the pump body. Install (5) pump bolts finger tight only.
FORD
121
Torqshift
Pump Alignment and Assembly
(continued)
Install a pump alignment band tool onto the pump assembly. Use 2 extention
housing bolts to align the pump halve. This is the same procedure as the E4OD
and 4R100.
122
FORD
Torqshift
Center Support Assembly
Check the inner bore for sealing ring grooves and bushing wear. Closely inspect
the orifice filter.
Check for wear
FORD
123
Torqshift
Valve Body Solenoid ID
The solenoids are different so it is very important that they are not mixed
up.
ID
1
2
3
4
5
6
7
8
9
Description
PC-A (line pressure control)
TCC (torque converter clutch)
SSPC-B (overdrive clutch)
SSPC-A (coast clutch)
SSPC-E (low/reverse clutch)
SSPC-D (direct clutch)
SSPC-C (intermediate clutch)
TFT (transmission fluid temperature)
TR position (transmission range sensor)
124
FORD
Torqshift
Valve Body Solenoid Interchange
If you suspect a problem with a particular solenoid you can interchange some of
the solenoids to help you with your diagnosis. As an example you can interchange
the Intermediate, Low/Reverse and Overdrive solenoids with each other marked
with a RED square. You can also interchange the Coast Clutch and Direct Clutch
solenoids marked with a RED circle. The only two solenoids you can NOT interchange are the TCC and the PCA
Intermediate
Direct
L/R
PCA
Not
Interchangable
TCC
O/D
Coast
Clutch
Notice the difference between the Coast/Direct Clutch solenoids and the
EPC solenoid.
Smaller orifice
Larger orifice
FORD
125
Torqshift
Lube Orifice and Case
Carefully inspect all mating surfaces for nicks and burrs. There are two things to
look for here, the Lube orifice and the Bleed orifice. Make sure that during
dissassembley and reassembley that both Bleed orifice and Lube orifice are
installed correctly.
Bleed Screen
Lube Orifice
126
FORD
Torqshift
Planetary Failure, Lack of Lube
Rear Case Lube Seals
A common cause of planetary failure is a missing or damaged rear case seal.
These seals are located behind the rear bushings and may be missed during
disassembly.
During disassembly and reassembly pay close attention to the rear bushing area,
make sure you replace these seals during every overhaul. Use a small amount of
assembly gel to secure the (2) output shaft seals in the grooves.
FORD
127
Torqshift
Air Checking the Case
OD
Clutch
Coast
Clutch
Intermediate
Clutch
Direct
Clutch
Forward
Clutch
Low/Reverse
Clutch
128
FORD
Torqshift with PTO

Insufficient Line Pressure from the
Transmission
2005 F-Super Duty
2005 Super Duty F-Series vehicles equipped with a 6.0L diesel engine, TorqShift
transmission and power take off (PTO) option, built before September 22, 2004,
will exhibit insufficient transmission line pressure supplied during PTO operation.
Symptoms include lack of torque converter lock up and transmission line pressure
below 150 psi while in stationary PTO mode. PTO operation under this condition
may result in PTO unit damage, and subsequent TorqShift transmission damage
is possible.
Reprograming the powertrain control module (PCM) and transmission control
module (TCM) to the latest calibration using release B33.6 or higher. Calibration
files can be obtained at www.motorcraft.com. If transmission damage occurs due
to improper PTO function, follow normal procedures to diagnose and repair. Clear
diagnostic trouble codes if any, and verify the repair.
FORD
129
4F50N
No 1-2 Upshift and DTC P0732
2004-2005 Taurus, Freestar
2004-2005 Sable, Monterey
2004-2005 Taurus/Sable and Freestar/Monterey vehicles, may exhibit a no 1-2
upshift condition and a diagnostic trouble code (DTC) P0732. This concern may
also cause a no 3rd or no 4th condition. This may be due to an intermediate
clutch piston seal becoming torn or loose (de-bonded) from the piston.
If the cause is determined to be internal to the transaxle, inspect the intermediate
clutch piston seal. The outer clutch seal is bonded to the piston. If the seal is torn
or loose replace the piston. Inspect the intermediate clutch plates and replace if
necessary.
PART NUMBER
PART NAME
4F1Z-7E005-AA
XF2Z-7B442-AA
XF2Z-7B164-CA
Piston - Intermediate Clutch

Clutch Plate (Steel)
Clutch Plate (Friction)
130
FORD
4F50N
DTCs P0760 and P0763
2005 Taurus, Freestar
2005 Sable, Monterey
2005 Taurus/Sable, Freestar/Monterey vehicles built before 3/15/2005, may
exhibit diagnostic trouble codes (DTCs) P0760 and P0763. This may be due to a
shorted transaxle internal harness, caused by a sharp edge on the inside of the
side cover casting.
Remove the side cover of the transaxle. Inspect the insulation on the yellow wire of
the internal transaxle harness near shift solenoid C (SSC). Replace the internal
harness if damaged, also replace the side cover.
PART NUMBER
PART NAME
4F1Z-7G276-AA
1F2Z-7G004-AB
Harness
Side Cover
FORD
131
4F50N, AX4N, AX4S

Erratic Fluid Level, Possible Fluid
Leak
2000-2005 Taurus, 2000-2003 Windstar, 2004-2005 Freestar
2000-2005 Sable, 2004-2005 Monterey
2000-2005 Taurus/Sable, 2000-2003 Windstar and 2004-2005 Freestar/
Monterey vehicles, equipped with a 4F50N, AX4N or AX4S transaxles, may exhibit
an erratic fluid level reading on the transaxle dipstick and possible leaks around
the filler tube and grommet. The condition may be due to the transaxle vent assembly. The vent has a rubber disk under the metal cap to prevent water from
entering the transaxle. This rubber disk may intermittently stick and cause improper venting.
Replace the vent with the previous design vent stem, and rubber vent cap.
NOTE: Leaks may be misdiagnosed as coming from the pan

gasket. Always follow the proper procedures to locate the source
of the leak.
PART NUMBER
PART NAME
YF1Z-7035-AA
XS4Z-7L282-AA
Vent Stem
Vent Cap
132
FORD
4F27E
Neutrals on the 3-4 Shift, DTC P0750
A neutraling condition on the 3-4 shift maybe caused by Solenoid A not releasing
properly. Solenoid B controls the TCC apply and release. Solenoid A controls the
3-4 shift valve which is used to drain the servo release oil to apply the band.
The computer may have DTC P0750 (sol. A electrical fault) that comes back as
soon as the key is turned on.
Replace SSA Ford Part # XS4Z-ZH148-AA
SSD
(Mazda SSB)
SSE
(Mazda SSC)
SSC
(Mazda SSA)
SSB
(Mazda SSE)
EPC
SSA
(Mazda SSD)
FORD
133
4F27E
Neutrals on the 3-4 Shift, DTC P0750
(continued)
The SSA internal ground strap is the cause of this concern. The iinternal graound
strap breaks and causes the code and the failure.
134
FORD
4R/5R55E
TCC Modification
To improve lock-up, use the following modifications. Make sure you use the correct solenoid. Failure to do so may cause TCC, and Ratio ratio codes.
Always use
assembly grease
in the spring
pocket to prevent
the spring from
popping out
during assembly
Torque Converter
Clutch Modulator
Valve
95-96 Models
Part# F5TZ-7F037-AA
97-up Models
Part# ZL2Z-7G136-AA
FORD
135
4R/5R55E
TCC Modification (continued)
During reassembly as a normal rebuild procedure, always drill the exhaust hole.
This should be done with all the modifications listed. This modification is done to
create an additional exhaust hole to help prevent unwanted pressure from the
converter release circuit.
Drill a 0.062 exhaust hole in this circuit. The hole should

protrude through the outside of the casting.
136
FORD
4R/5R55E
TCC Modification (continued)
When you add the exhaust hole by drilling the valve body casting, you must plug
the seperator plate at the location shown. This is to prevent converter drain back.
This should be done with all the modifications listed.
When performing this modification, always plug this hole
FORD
137
PTO
Operation and Diagnosis
Ford Super Duty F-Series Truck Powertrains are designed principally to provide
vehicle motivation and short term auxiliary power needs. Power activation of hydraulic or mechanically driven devices such as wrecker lift, snowplow blade lift
and movement, power tailgate lift, or dump body lift, are a few examples. The
variety of available air circulation, temperature environment, vehicle maintenance
level, and other conditions existing with the range of auxiliary horsepower and
torque demands that may be placed upon a vehicle in PTO usage, make it difficult
to assess the ultimate performance of a vehicle subjected to extended duration
usage as an auxiliary power source. The guidelines in this book are intended to
assist the PTO equipment installer in avoiding inadvertent vehicle performance
and safety concerns. These guidelines should not be considered all inclusive, and
it is the responsibility of the PTO equipment installer, to choose and install a PTO
system that the vehicle operators will be able to use in a safe manner with the
necessary precautions to ensure safe operation and customer satisfaction.
WARNING:
Do not subject the Excursion to any auxiliary power take-off
application as this could overheat the fuel tank and increase the
risk of personal injury.
Vehicle
F250/350/450/550
F250/350/450/551
F250/350/450/552
Enigine
5.4L Gas / 6.8L Gas
7.3L Diesel
6.8L Gas / 7.3L
Transmission
M60D-HD
M60D-HD
Gas 4R100 Automatic
PTO Port Location

Manual LH only
Manual LH only
LH only
Auxiliary Idle Control

The Ford 7.3L diesel engine has two Auxiliary Idle Control kits are available to
elevate the engine idle speed. The kit offered as Regular Production Option Code
96P for
F-Series (option Code 961 for E-Series) contains a full function Auxiliary
Powertrain Control Module or APCM. A limited function APCM is included in the
kit that is part of the Ambulance Prep Option. For gas engines, the PTO installer
will need to obtain high idle throttle control from an aftermarket source.
Elevated Idle Feature

For 7.3L diesel engine and 4R100 with PTO provision only. Activating the PTO
Circuit will automatically elevate the engine idle to 1200 rpm in PARK or NEUTRAL regardless of the parking brake being set. This feature does not require use
of the Auxiliary Idle Control option or the APCM.
138
FORD
PTO
(continued)
General Guidelines / Warnings
1. Additional transmission lubricant may be required with addition of the PTO.
2. Follow severe-duty vehicle maintenance schedules, including transmission fluid
changes.
3. Route PTO hydraulic lines away from the vehicle exhaust system.
4. Diesel engines are recommended for stationary PTO operation of extended duration.
5. Do not block air flow circulation to the engine coolant radiator, engine and
transmission.
6. Monitoring the following powertrain fluid temperatures to avoid excessive heat
build up.
NOTE - If any of the above temperatures are exceeded, disengage

the PTO operation and return vehicle engine speed to normal
idle. Allow the temperature to stabilize at a lower level before reengaging the PTO.
7. The M60D manual transmission case will require a slight modification to package PTO pumps that are mounted directly to the PTO and facing rearward.
Refer to Figure 1 for instructions on removing a small tab on the case to obtain
clearance for the pump.
FORD
139
PTO
(continued)
4R100 Transmission
The 4R100 with a PTO port must be ordered as a separate option. Option Code
62R is available for SD FSeries only. It includes a PTO drive gear and in the case
of gas engines, has a unique electronic engine control module (EEC) that the nonPTO 4R100 does not have. The PTO port is a non-standard, 6-bolt hole pattern,
threaded for M10 metric fasteners, and comes with a reusable controlled compression gasket to control gear mesh installation. The PTO drive gear is functional in
all gear ranges: D1, D2, Drive, Reverse, Park, Neutral (except Overdrive). This
accommodates both stationary and mobile PTO operation. However, the PTO drive
gear is NOT functional in any drive gear when vehicle speed is zero. The OverdriveCancel light is designed to illuminate when operating in PTO mode.
1. The PTO drive gear is rated at 170 lb-ft torque peak, 120 lb-ft torque continuous use.
2. Automatic transmission PTO applications intended for stationary operation
must comply with the following engine rpm limitations: Reference PTO
manufacturers owners manual for recommended PTO pump operating speeds.
(1) High idle throttle control required. (Electronic Throttle Kicker) and not provided
by Ford. (2) Automatically controlled by the PCM.
Engine RPM
Max RPM
Max RPM
6.8L Gas Engine

1300
2500
7.3L Diesel Engine

1200
2500
3. The 4R100 line pressure tap thread is 1/8-27 Dryseal N.P.S.F. normal line
pressure is approximately 50 to 60 psi at normal engine idle; and approximately
180 psi at 1200 rpm with torque converter clutch applied and PTO circuit activated.
4. If the vehicle battery has been disconnected, the powertrain control strategy
may forget PTP logic and may not respond to commands for elevated idle. To
remedy this, a sensor in the transmission needs to count the teeth on the PTO
gear.
140
FORD
PTO
(continued)
5. Simply drive the vehicle a short distance. Typically, less than a mile will be
sufficient to prepare the strategy to respond properly. Driving the automatic transmission in 1st gear may also speed up this memory. Do not rush to drive, but also
avoid excessive delay. Once the ignition goes through the ON, CRANK and START
cycle the strategy cycle that looks for PTO only lasts a relatively short
time. Repeat the cycle if the first drive attempt is ineffective.
6. A temperature monitor internal to the 4R100 is designed to disengage the PTO
drive gear clutch in an over-temperature condition. High torque demand at low
vehicle speed can trigger this safeguard. Spreading fertilizer in farming or
snowplowing are typical examples. If this occurs, disengage the PTO operation and
rest the vehicle in Park or Neutral at normal engine idle to cool the
powertrain.
7. New for 2002 model year Super Duty F-Series, and placed in the instrument
cluster, is a Transmission Fluid Temperature Gauge for automatic transmission
only. A complete description is located in the Owner Guide.
Here in brief explains what the needle readings mean.
Cold Range: 50 F or colder.
White Area [Normal]: Normal operating range,
51 to 248 F.
Yellow Area [Warning]: Stop driving the vehicle or remove auxiliary loads at the
earliest convenience. Typically, leave the engine running at normal idle will aid
cooldown. Allow to cool into the normal range before starting to drive again or
operate the PTO. The transmission fluid is not overheating, but operating in the
Yellow Range for extended periods of time may cause internal transmission damage.
Red Area [Over-Temperature]: The transmission fluid is over-heating. Stop the
vehicle, do not drive, and allow to cool into normal range.
FORD
141
PTO
(continued)
For readings in the Red and Yellow areas make sure that snow or debris is not
blocking airflow to the radiator and transmission fluid cooler, that cooler lines are
not kinked or restricted, and that vehicle load capacities or duty cycles are not
excessive.
Front End Accessory Drive(Fead) Mounted PTO (Clutch

Pumps)
1. An auxiliary crankshaft bearing support is required on all modular gas engine
applications where the clutch pump is drawing power from the engine
crank pulley. This further applies to all tangentiallymounted auxiliary equipment
in general.
Log on to www.fleet.ford.com/truckbbas/ and select QVM Bulletin List, to obtain
bulletin Nos. Q-62 and Q-74 for a complete description.
2. Always maintain the clearance relationship between the Ford OEM fan, radiator
and shroud to help maintain optimum engine cooling performance.
3. Always consider engine roll and body/frame torsion when packaging clearances.
4. Restrict application to 5.4L/6.8L gas and 7.3L diesel engines.
5. Temperature monitoring of powertrain fluids as noted in the General Guidelines
SPLIT-SHAFT PTO 4R100 automatic transmission is not recommended.
Restrict application to manual transmission only. QVM Bulletin No. Q-14, Guidelines for Modifying Light Truck Drivelines is available by calling (877) 840-4338.
NOTE: The 4x4 transfer case does not have a PTO port. The F-Super Duty
Motorhome Stripped Chassis does not accommodate a PTO. Temperature monitoring of powertrain fluids as noted in the General Guidelines Warnings in the owners manual.
142
FORD
AF21-B/Ford 6-Speed
Introduction
This transaxle is a compact, lightweight, next generation electronically controlled,
6-speed automatic transaxle that employs a Ravigeneaux-type planetary gear.
This transaxle contains a high precision clutch hydraulic control system for a
smooth, highly responsive gear shift feel.
All hydraulic functions are directed by electronic solenoids to control:
1. Engagement feel.
2. Shift feel.
3. Shift scheduling.
4. Modulated torque converter clutch (TCC) applications.
5. Engine braking utilizing the coast clutch.
FORD
143
AF21-B/Ford 6-Speed
A pply Components
C-1 Clutch
The C1 clutch connects the front planetary carrier to the rear sun gear of the rear
planetary set. The C1 clutch is applied in 1st (typical operation during engine
braking), 2nd, 3rd and 4th gears.
C-2 Clutch
The C2 clutch connects the intermediate shaft to the rear planetary carrier. The
C2 clutch is applied in 4th, 5th and 6th gears.
C-3 Clutch
The C3 clutch connects the front planetary carrier to the middle sun gear of the
rear planetary set. The C3 clutch is applied in 3rd and 5th gears, and also in
reverse when the vehicle speed is 7 km/h (4 mph) or less.
B-1 Brake
The B1 brake locks the middle sun gear of the rear planetary gear set. The B1
brake is applied in 2nd and 6th gears.
B-2 Brake
The B2 brake locks the rear planetary carrier in reverse gear when the vehicle
speed is 7 km/h (4 mph) or less.
F-1 One-Way Clutch
The F1 one way clutch locks the counterclockwise rotation of the rear planetary
carrier during 1st gear operation (during both normal operation and engine braking).
Hydraulic Systems
Valve Body
The valve body supplies fluid by switching the fluid circuit for the hydraulic pressure that is generated by the fluid pump. Based on the hydraulic pressure generated by the fluid pump the TCM sends control signals to the solenoid valves in
accordance with vehicle conditions. Upon activation of the solenoid valve, the
control hydraulic pressure to the clutch and brakes is determined (according to
the equilibrium with the obtained hydraulic pressure) and gear shift and lockup
are accomplished. In addition, an appropriate amount of fluid is supplied to the
torque converter, planetary gears and lubricating parts.
144
FORD
AF21-B/Ford 6-Speed
Operational Strategies
Automatic Gearshift Control
In automatic gearshift control, based on each gearshift pattern, SSA and SSB turn
ON or OFF and SSC, SSD, SSE and SSF are operated linearly according to information that includes vehicle speed, the degree to which the accelerator is open
and brake signal.
Driver Adaptive Shift Control
This automatic transaxle does not have a driving mode selection switch that allows drivers to select a mode themselves. The vehicle is ordinarily in adaptive
mode. However, when specific conditions are met, the transmission control unit
(TCU) selects a shifting pattern appropriate to driving conditions from all of the
shifting patterns and switches automatically.
Green Mode 1 Switched from mode 2 to warm up the transmission fluid.
This mode acts to protect the transaxle before the adaptive mode.
Green Mode 2 After engine start-up, warm-up speed is increased for a certain period when transmission fluid temperature is low and the vehicle speed is 0.
High Temp When fluid temperature becomes too high, this mode activates
lock-up at an earlier timing to stop the temperature rise and lower the temperature.
Down Slope When driving down a slope, the transmission control module
(TCM) detects a down slope based on the engine control unit signal and output
rpm. TCM switches to down slope mode to alleviate the load to the brake by down
shifting.
FORD
145
AF21-B
Operational Strategies (continued)
Gear Shift Control
When the shift lever is moved from N to D or from N to R, after the engine is
started, a shift control solenoid assembly (SSC, SSD, SSE) is used for the fluid
pressure required by C1 clutch or C3 clutch and appropriately regulated fluid
pressure is supplied to the clutch, engaging smoothly without shock.
Reverse Converter Control
If the shift lever is moved from N to R while the vehicle is moving forward and the
transaxle shifts into REVERSE, the wheels will be locked, which is extremely
dangerous. In order to avoid this, the TCM inhibits the transaxle from shifting into
REVERSE while moving forward.
Torque Converter Control
Based on output rpm signals, signals from the engine control unit (engine rpm
and throttle opening) and vehicle speed, a smooth engagement is carried out
through linear control of the torque converter clutch (TCC) solenoid. Also, the slip
rate is detected by adding input rpm signals and slip control is carried out.
Engagement Control
Control is carried out using a TCC solenoid. The TCC solenoid is linearly turned
ON and OFF. The clutch inside the torque converter is operated and the pump
impeller and turbine runner are connected. Through this the engine and the
transaxle are coupled and engine output is connected directly to the transaxle,
eliminating transaxle loss and enhancing fuel economy
Slip Control
Control is carried out using a TCC solenoid. The TCC solenoid is linearly turned
ON and OFF and the clutch within the torque converter is operated outside of the
engagement range. The clutch slides without being in a completely coupled condition, increasing transaxle efficiency and enhancing fuel economy.
146
FORD
AF21-B
Electronic System Description
The transmission control module (TCM) and its input/output network controls the
following operations:
1. Shift timing
2. Line pressure (shift feel)
3. Torque converter clutch (TCC)
The transaxle control is separate from the engine control strategy in the
powertrain control module (PCM), although some of the input signals are shared
between the TCM and PCM. When determining the best operating strategy for
transaxle operation, the TCM uses input information from certain engine-related
and driver-demand related sensors and switches supplied by the PCM.
In addition, the TCM receives input signals from certain transaxle-related sensors
and switches. The TCM also uses these signals when determining transaxle operating strategy.
Using all of these input signals, the TCM can determine when the time and conditions are right for a shift, or when to apply or release the torque converter clutch.
It will also determine the best line pressure needed to optimize shift feel. To accomplish this the TCM uses output solenoids to control transaxle operation.
The following provides a brief description of each of the sensors and actuators
used to control transaxle operation.
Transmission Control Module (TCM) Control Function
In automatic gear shift control, based on each gear shift pattern, SAA and SBB
turn ON or OFF and SSC, SSD, SSE and SSF are operated linearly according to
information that includes vehicle speed, the degree to which the accelerator is
open and brake signals. For the gear and solenoid operation chart, refer to the
general specification tables in this section.
The transmission range (TR) sensor is built in the transmission control module
(TCM), it detects the automatic transmission range information via the Hall-effect
sensor and outputs the information to the TCM. The TCM reads the voltage and
adjusts the automatic transmission range.
Brake Pedal Position (BPP) Switch
The brake pedal position (BPP) switch tells the powertrain control module when
the brakes are applied. The torque converter clutch disengages when the brakes
are applied and the BPP switch closes when the brakes are applied and opens
when they are released
FORD
147
AF21-B
TFT
The transmission fluid temperature sensor, which is integrated within the transmission wiring, is installed on the front of the valve body. It directs the fluid temperature within the hydraulic pressure control circuit and transmits a signal
based on that temperature to the TCM. Through this it controls gear shift, lockup
and slip in response to changes in fluid temperature for smooth shifting across
wide fluid temperature zones.
TFT
C
10
25
110
TFT
F
50
77
230
Ohms
6.445
3.5
0.247
148
FORD
AF21-B
Three Way Shift Solenoids
The transaxle 3-way solenoid assembly (SSA) is installed on the middle valve body.
The transmission 3-way solenoid assembly (SSB) is installed on the front valve
body. The solenoids turn ON and OFF in response to signals output from the TCM.
According to the ON or OFF status of SSA or SSB, the 1st gear engine brake operates or the gear shifts into REVERSE. As a fail-safe function, if any transmission
3-way solenoid assembly abnormality occurs, the TCM will disable the current to
the solenoids.
SSA
(11-15 ohms)
SSB
(11-15 ohms)
FORD
149
AF21-B
Shift Control Solenoids
The shift control solenoid assembly (SSC, SSD, SSE, SSF) is installed on the front
valve body. The solenoids linearly control hydraulic pressure in response to signals, output from the TCM. Through this, it controls hydraulic pressure to the
clutch (C1, C2, C3) and brakes (B1) for smooth shifting. According to the combination of ON or OFF status of the shift control solenoid assembly, the transmission
shifts from 1st gear into 6th gear and vice versa. As a fail-safe function, if any
shift control solenoid assembly abnormality occurs, the TCM will disable the current to the shift control solenoids.
SSD
(5-5.6 ohms)
SSF
(5-5.6 ohms)
SSC
(5-5.6 ohms)
SSE
(5-5.6 ohms)
150
FORD
AF21-B
Presure Control Solenoid
The pressure control solenoid (PCA) is installed on the front valve body. Based on
a signal indicating the degree to which the throttle is opened, engine torque, and
according to a duty ratio predetermined in the TCM, the solenoids control line
hydraulic pressure by linearly changing the comparable throttle hydraulic pressure. Through this, it controls operating hydraulic pressure to the clutch and
brakes for smooth shifting. As a fail-safe function, if any shift control solenoid
assembly abnormality occurs, the TCM will disable the current to the shift control
solenoids. The line pressure is maximized, if the shift control solenoid assembly
current is disabled when any abnormality other than locking occurs.
PCA (5-5.6 ohms)
FORD
151
AF21-B
Torque Converter Solenoid
The torque converter clutch (TCC) solenoid is used in the transaxle control system
to control the application, modulation and release of the torque converter clutch.
The TCC control solenoid is installed on the front valve body. Based on engine
rpm, throttle opening degree signals and speed sensor signals, it linearly controls
clutch hydraulic pressure. Through this, engagement and slip are controlled. As a
fail-safe function, if any control solenoid assembly abnormality occurs, the TCM
will disable the current to the TCC solenoid.
TCC (5-5.6 ohms)
152
FORD
AF21-B
Adaptive Learning
Adaptive Shift Control
The TCM has an adaptive learning strategy to electronically control the transaxle
which will automatically adjust the shift feel. The first few hundred miles of operation of the transaxle may have abrupt shifting. This is a normal operation. If the
battery has been disconnected for any reason it will need to be kept disconnected
for approximately 20 minutes to reset the adaptive shift pressure strategy or use
the diagnostic tool to carry out the keep alive memory (KAM) reset.
Driver Adaptive Shift Control
This automatic transaxle does not have a driving mode selection switch that allows drivers to select a mode themselves. The vehicle is ordinarily in adaptive
mode. However, when specific conditions are met, the transmission control unit
(TCU) selects a shifting pattern appropriate to driving conditions from all of the
shifting patterns and switches automatically.
GREEN Mode 1 Switched from mode 2 to warm up the transmission fluid.
This mode acts to protect the transaxle before the adaptive mode.
GREEN Mode 2 After engine start-up, warm-up speed is increased for a
certain period when transmission fluid temperature is low and the vehicle speed is
0.
HIGH TEMP When fluid temperature becomes too high, this mode activates
lock-up at an earlier timing to stop the temperature rise and lower the temperature.
DOWN SLOPE When driving down a slope, the transmission control module
(TCM) detects a down slope based on the engine control unit signal and output
rpm. TCM switches to down slope mode to alleviate the load to the brake by down
shifting.
CHRYSLER
163
Chrysler
Table Of Contents
Chrysler TOC ................................ 163
Transmission ID
Making Your Job Easier ................ 164
Diamler/Chrysler
Autos and Truck Designations ...... 165
40TE
Updates ......................................... 166
40TE, 41TE/AE, 42LE, 42RLE
Dual Cyclodial Pump ..................... 167
Pistons ........................................... 169
L/R Belleville Return Spring ........ 171
UD Accumulator Spring ................ 172
Accumulator Pistons ..................... 173
Pinion Shaft Clip ........................... 174
42RLE
Bearing Failure ............................. 175
Line Pressure Solenoid ................. 176
Pressure Regulator Valve ............. 177
Variable Line Pressure Operation 178
Module Strategy ............................ 179
45RFE/42RLE
Replacement For Small
Engine Applications ....................... 180
41TE, 42LE, 42RLE

Code P1776 .................................... 190
Delayed Engagements .................. 192
Harsh 4-3 Downshift ..................... 193
45/545RFE Updates
Tow/Haul OD Off Changed ......... 194
Revised Valve Body for 2005 ......... 195
C2 Check Valve Added to
Pump Valve Body ........................... 196
2C Clutch Piston ........................... 197
4C Clutch Piston ........................... 198
L/R Clutch Piston ......................... 199
ERS Added on WK Vehicles .......... 200
48RE Updates
Introductions ................................. 201
Throttle Valve Actuator ................. 202
Adjustments .................................. 203
Valve Motor Circuit ....................... 204
Valve Potentiometer ...................... 205
TTVA Transmission Circuit
Diagram ........................................ 206
42RLE
Transfer Case Adaptor .................. 181
2-wheel Drive Adaptor .................. 182
Transmission Case Seepage ......... 183
New Parking Pawl ......................... 184
Input and Output Speed Sensors .. 185
Output Shaft on 4WD Applications 186
Transmission Case, Pan
and Filter ...................................... 187
Output Flange ............................... 188
Solenoid/Pressure Switch Codes . 189
164
CHRYSLER
Transmission ID
Making Your Job Easier!
Electronically controlled transmissions and their functions can be broken down
into three (3) areas of control. Understanding these areas will greatly reduce diagnostic time and prevent premature failures when repairing these units. These
areas are:
The mechanical portion - Mechanical components allow the transfer of

torque through gears, clutches, and rotating shafts.
The hydraulic portion Hydraulic fluid supplies the necessary pressure to

move a piston or valve in the transmission to link the electric portion to the mechanical portion.
The electrical/electronic portion The electrical/electronic portion provides the means to give a full and direct control of the clutches. The use of electronics optimizes the shift quality, fuel economy, adaptation for conditions, and
driver preference.
Understanding these three areas completely will give the technician confidence
when faced with diagnostics rebuilding repairs that they are faced with day by
day.
Each character in the name of the transmission has a specific meaning and helps
identify the transmission type:
41TE
41AE
42LE
4 Four forward speeds

1 Duty rating
T Transverse
E Electronically controlled
1 Duty rating
A All wheel drive
E - Electronically controlled
2 Duty rating
L Longitudinal mounted
42RLE
2 Duty rating
R Rear wheel drive
L Longitudinal mounted
45RFE
4 Forward speeds
5 Duty rating
R Rear wheel drive
FE Fully electronic
545RFE
5 Forward speeds
4 Forward speeds
5 Duty rating
R Rear wheel drive
FE Fully electronic
CHRYSLER
165
Diamler/Chrysler
A utos and Truck Designations
BODY
AA
AB
AC
AD
AG
AH
AJ
AK
AL
AM
YEAR
MAKE
1989 - 1995 Spirit/Acclaim/Lebaron Sedan
1989 - 2003 Ram Van/Wagon
1989 - 1993 Dynasty/New Yorker/New Yorker Sedan
1989 - 1993 Ram Truck
1989 - 1994 Daytona
1989 Lancer/Lebaron GTS
1989 - 1995 Lebaron Coupe/Lebaron Convertible
1989 - 1990 Aries/Reliant
1989 - 1990 Horizon/Omni
1989 Diplomat/Gran Fury/New Yorker Fifth Avenue
AN
AP
AQ
AY
BR/BE
CS
DN
DR
1989 - 2004
1989 - 1994
1990 - 1991
1990 - 1993
1994 - 2003
2004 - 2005
1998 - 2003
2002 - 2005
FJ
GS
HB
JA
JR
JX
KJ
LH
LX
ND
NS
PS
PG
PT
PR
RG
RS
TG
WG
WJ
YJ
ZB
ZG
ZH
ZJ
Dakota
Shadow/Sundance
Maserati
Imperial/New Yorker Fifth Avenue
Ram Truck
Pacifica
Durango
Ram Truck 1500/2500/3500 (Including Diesel)
1995 - 2000 Sebring/Avenger/Talon

2000 Chrysler Voyager (International Market)
2004 - 2005 Durango
1995 - 2000 Cirrus/Stratus/Breeze
2001 - 2005 Sebring Sedan & Convertible/Stratus Sedan
1996 - 2000 Sebring Convertible
2002 - 2004 Liberty
1993 - 2004 Concorde/Intrepid/Vision/LHS/New Yorker/300M
2005 Chrysler 300/Magnum
2005 Dakota
2000 Town & Country/Caravan/Voyager
1995 - 2005 SRT-4/Neon
2002 - 2003 PT Cruiser (International Markets)
2001 - 2005 PT Cruiser
1997 - 2002 Prowler
2001 - 2005 Chrysler Voyager (International Markets)
2001 - 2005 Town & Country/Caravan/Voyager
1997 - 2004 Wrangler
2001 - 2004 Grand Cherokee (International Markets)
1999 - 2004 Grand Cherokee
1989 - 1995 Wrangler
2005 Viper
1996 - 1998 Grand Cherokee (International Markets)
2005 Crossfire
1994 - 1998 Grand Cherokee/Grand Wagoneer
166
CHRYSLER
40TE
Updates
Several changes have been made to the FWD electronic transaxle family. These
changes include:
1.
New 40TE transaxle used on small engine packages
2.
Stamped steel/bonded seal pistons
3.
DC pump, new to the 40TE and modified for other transmissions
4.
L/R Belleville spring changes
CHRYSLER
167
40TE, 41TE/AE, 42LE,

42RLE
Updates
Dual Cyclodial Pump
In 2003, the pump design changed to improved performance and fuel economy.
The design of this pump helps to prevent loss of prime, which can delay
engagement and cause a rough 4-3 downshift. Codes associated with pump
problems can include P0841 (L/R pressure switch) or P0944 (loss of prime). If a
fault occurs in Reverse only, there will be no code set. Previous design pumps had
a tilted gear pocket for the pump gears. The Dual Cyclodial pump has a square
design gear pocket to prevent drain back issues that were associated with the early
design pump. If the torque converter fails, this new pump can be easily damaged.
168
CHRYSLER
40TE, 41TE/AE, 42LE,

42RLE
Updates (continued)
Dual Cyclodial Pump (continued)
Early pumps had a tilted pocket that was machined with a difference of 55 microns
air gap across the face of the pump gears and pump face, allowing the torque
converter to drain. This machining issue resulted in air, rather than fluid, being
drawn into the pump causing the loss of prime condition to occur. The cressent
and gears on the Dual Cyclodial pump are narrower than the first design pump.
Early pump was tilted
Late pump in straight
CHRYSLER
40TE, 41TE, 42TE
169
(except JR)
Updates (continued)
2004 model year (except JR) Pistons
The UD, 2-4, and L/R pistons changed to stamped steel with bonded reusable
seals. These replaced the cast aluminum pistons that use D-ring seals.
The new L/R piston is not back serviceable as the vent orifice was removed for
durability issues (this reduced warranty-related issues due to the vent orifice
becoming unseated).
170
CHRYSLER
40TE
Updates (continued)
Pistons
The 40TE (introduced in 2004) is used in smaller engine applications. Because of
this the load capacity of this unit does not require the same amount of friction
clutch plates that the 41TE uses. The UD, 2-4, and L/R pistons are taller to make
up the difference for eliminating one friction and one steal plate from the stack
ups.
41TE
Shorter
41TE
Shorter
40TE
Taller
40TE
Taller
41TE
Shorter
40TE
Taller
CHRYSLER
171
40TE, 41TE, 42RLE

Updates (continued)
L/R Belleville Return Spring.
The L/R Belleville return spring had to be made taller and larger in diameter for
the stamped steel/bonded piston. The new spring has 10 fingers, compaired to the
8 on the old return spring. This spring will not back service on aluminum piston
designs.
Early
Late
(Bonded Piston)
172
CHRYSLER
40TE, 41TE
Updates (continued)
UD A ccumulator Spring
The UD accumulator spring for the 2.0L, 2.4L, and 2.7L UD clutch has a higher
spring rate to accommodate a smoother 2-1 kickdown shift. The spring is blue in
color to differentiate it from the old green accumulator spring. The reason for this
increase is due to the logic which requires the SSV to actuate.
UD Accumulator Spring
CHRYSLER
173
40TE, 41TE, 42LE/RLE

Updates (continued)
A ccumulator Pistons
The Rev (and reverse accumulator cover), 2-4, OD, and UD clutch accumulator
pistons are now made of stamped steel with a bonded seal material. This was to
improve production and performance of the accumulators. Improved performance
is now a Zero Leak accumulator.
Factory recommendation is to NOT back service these steel accumulators with
earlier aluminum pistons. Early pistons should be serviced with the D-ring seals.
174
CHRYSLER
40TE, 41TE
Updates (continued)
Pinion Shaft Clip
In 2000, the use of a pinion shaft retainer is being used on the one piece differential assembly for all light duty transaxles. A different retainer is used on the
two-piece differential for the 3.3L and 3.8L applications. This clip is available from
OE as well as the Aftermarket.
CHRYSLER
175
42RLE
Bearing Failure
The 42RLE replaces the 45RFE in smaller engine applications. The extension
housing bearing requires a special lube tube to lubricate the rear bearing. Always
use a brand new seal.
176
CHRYSLER
42RLE
Updates (continued)
Line Pressure Solenoid
The 42RLE applications will adopt the use of a variable line pressure solenoid in
2005 model year. The valve body will be revised to incorporate the Pressure Control
Solenoid/Variable Force Solenoid and also house the line pressure sensor.
New VFS (Intergrated connector on pressure transducer) Modified 45RFE VFS (New
MCM VFS for 2006 model year)
New pressure transducer

New VLP header
New solenoid switch valve
New regulator spring
Anodized valve body and transfer plate
CHRYSLER
177
42RLE
Updates (continued)
Pressure Regulator Valve
The line pressure regulator valve has been revised to accommodate the Variable
Line Pressure Control capability. To add this feature, the design of the case had
to also change to allow for the new connectors.
178
CHRYSLER
42RLE
Updates (continued)
Variable Line Pressure Operation
How the system works:
The Variable Line Pressure (VLP) feature requires changes to the 42RLE transmission control system. This feature uses the basic 45RFE line pressure control
logic with modifications to accommodate the hardware differences. The 42RLE
transmission with the VLP feature has a line pressure sensor to monitor the
actual line pressure and a Variable Force Solenoid (VFS to control the line pressure).
The basic control strategy reduces line pressure during in-gear conditions to
lower transmission oil pump load and other parasitic losses, and it, thereby, improves fuel economy. During shifts, the line pressure is raised to a programmed
level to provide good hydraulic response and consistent shift quality; this also
allows shifts to be made at higher input torques than were possible with fixed line
pressure.
The following changes are being added to Module Strategy.

1: Line pressure targets are added to support different shifts, ensure adequate
torque capacities of the clutches (both the element clutches and the torque converter clutch), and ensure adequate lubrication of the transmission.
i.
Line pressure targets for shifts: The pressure targets are adapted from
the line pressure values used in the current 41TE/42RLE
transmissions. This allows keeping most of the previous calibrations
for the transmissions with the VLP feature.
ii.
Line pressure target in-gear: The drive gear pressure target is based
on the clutch torque required to carry the input torque. The pressure
target in Neutral is balanced between the fuel economy and the
transmission lubrication.
iii.
Line pressure target upper limits: the upper limits for the line
pressure target are adapted from the fixed line pressure values used in
the 41TE/42RLE transmissions.
iv.
Line pressure target lower limit: The lower limits for the line pressure
target are established to provide the desired torque capacity of the
clutches and adequate lubrication for the transmission.
CHRYSLER
179
42RLE
Updates (continued)
Module Strategy
The following changes are being addedto Module Strategy.
(continued)
2: A closed-loop line pressure control algorithm is added: The algorithm compares
the actual pressure with the target pressure and controls the actual pressure to
the desired value. In order to maintain drivability with the faulty pressure sensor,
an open-loop control algorithm is also implemented.
3: A clutch-slip correction and line pressure adjustment algorithm is added.
When either an element clutch or the torque converter clutch slips unexpectedly,
the VLP feature raises the closed-loop control target pressure to its upper limit
temporarily to stop the slip and then adjusts the line pressure target calculation
to prevent future slip. In the event of a faulty line pressure sensor where openloop control is activated, this feature adjusts the open-loop VFS duty cycle
calculation to correct and prevent future slip.
4: New and revised control logic is added to adapt the existing logic to variable
line pressure.
5: A VLP enable bit is added to allow selection of VLP feature on an engine
application basis.
6: Failsafe logic is added to detect a VLP system failure, activate alternative control
strategies to maintain drivability, prevent possible further damage to the
hardware, and provide diagnostic information about the fault.
7: Torque Management logic is added to ensure stable torque converter CC-On
operation with throttle tip-ins. Throttle tip-ins during Torque converter CC-On
operation could cause unexpected torque converter slip until the converter clutch
pressure stabilizes.
8: Desired line pressures are being modified to improve the clutch capacities for
certain shifts and in-gear conditions, to improve shift consistency, or to
accommodate recent lab test results. Some logic is modified to improve reliability.
180
CHRYSLER
45RFE/42RLE
Updates (continued)
Replacement for Small Engine A pplications
In 2003 the 42RLE replaced the RFE in smaller engine applications. The change
was for cost savings due to weight and fuel economy. the 42RLE ia a proven quality 42LE that has gone rearwheel drive. The vehicles that use the 42RLE are as
follows:
Year
2003
2003.5
2004
2004.5
2005
Body Model
TJ
KJ
HB and AN
LX
ND
Engine Size
4.0L and 2.4L
3.7L
3.7L
2.7L and 3.5L
CHRYSLER
181
42RLE
Updates (continued)
Transfer Case Adapter
The 4WD transfer case adapter and oil lube tube changed when the 42RLE was
initially launched in the 2003 TJ with the 2.4L engine and on the 2003.5 KJ with
the 3.7L. The TJ transfer case adapter has a 10 mm difference in length, but a
common intermediate shaft. The lengths differ for proper fit in the different platforms.
10mm
Longer
182
CHRYSLER
42RLE
Updates (continued)
2WD Adapter
In the middle of 2003 the 42RLE introduced the extension assembly with shaft,
bearing, and housing assembly necessary to adapt on the 2WD vehicles. The
parts on this extension housing are serviced separately. A lube tube extends from
the front of the extension housing to the output shaft seal to lubricate the seal
and bearing.
This extension housing is used on the AN, KJ, and HB two wheel drive applications. The seal, bearing and snapring are all common.
CHRYSLER
183
42RLE
Updates (continued)
Transmission Case Seepage
In the 2003 KJ and TJ, transmissions, fluid may seep at the input or output
sensor to case fasteners, the adapter housing bolts, and extension to lower case
fasteners. If any of these fasteners are seeping, replace all fasteners with the new
patch bolts. Leaks have also been found at pan bolts under the pressure tap
locations and these bolts also must be replaced with the new patch bolts. The
replacement bolts have a pre-applied sealer designed for a one-time use.
184
CHRYSLER
42RLE
Updates (continued)
New Parking Pawl
2003 TJ applications with the 4.0L or 2.4L and the KJ with a 3.7L had modifications so the transmission could hold the 10,000 gross combined vehicle weight
(GCVW) rating tow capacity rated vehicles in the park position. To achieve this, a
wider 2.5 mm parking sprag was installed as well as a different parking pawl,
narrower spacer, parking guide, and wider park rod. On these applications the
case has been modified to make room for the larger parking assembly. If a new
case is ordered, the upgraded parking assembly is included with this setup.
CHRYSLER
185
42RLE
Updates (continued)
Input and Output Speed Sensors
The input and output speed sensors were changed on the 42RLE and they are not
backward compatible with any other model. The input speed sensor is common
with the 45RFE, but the output speed sensor is unique. Make sure when ordering
you specify which sensor you want.
Neither sensor will interchange with one another, their mounting surfaces are
different.
186
CHRYSLER
42RLE
Updates (continued)
Output Shaft on 4WD applications
The rear spline was lengthened and the snapring groove became wider and deeper
to house a locking ring for the stub shaft. This was necessary for the 4WD applications starting with the 2003 TJ with the 2.4L and the KJ with the 3.7L engines.
The shaft can be hard to remove because of this locking ring. Always install a new
ring when servicing the shaft removal.
CHRYSLER
187
42RLE
Updates (continued)
Transmission Case, Pan and Filter
The transmission case was changed by adding a sump. The filter added an elliptical circle snorkel for added fluid pickup that was optimized so the filter is not
starved during extreme maneuvers.
188
CHRYSLER
42RLE
Updates (continued)
Output Flange
LX Applications
In the middle of 2004, the 42RLE used in the LX 2.7L and 3.5L applications
required a fixed output flange. When servicing the yoke always install a new
locking nut.
CHRYSLER
189
42RLE
Solenoid/Pressure Switch Codes
2004 Dakota (AN), 2004-2005 Durango (HB), 2003-2005 Liberty (KJ), 2003-2005
Cherokee International Models (KJ), 2005 300/Magnum (LX), 2005 Dakota (ND),
2003-2005 Wrangler (TJ) models may experience any of the following codes:
P0750
P0755
P0760
P0765
P0846
P0871
P0841
This condition can be caused by moisture in the solenoid/switch assembly
connector. Inspect for any signs of corrosion and moisture in the connector. Many
times this corrosion will damage the pins on the solenoid/switch assembly and
both may need to be replaced. Part #s are:
Wiring 10-Way Pigtail Harness 05102405AA
Solenoid/Pressure Switch Assembly 05143151AA
190
CHRYSLER
41TE, 42LE, 42RLE

Code P1776
2004 Dakota (AN), 2004-2005 Pacifica (CS), 2003-2004 Seabring Convertible/
Seabring Sedan/Stratus Sedan (JR), 2003-2004 Liberty (KJ), 2003-2004 Cherokee
International Markets (KJ), **2002**-2004 300M/Concorde/Intrepid (LH), 20032004 Neon/SX 2.0 (PL), 2003-2005 PT Cruiser (PT), 2003-2005 Chrysler Voyager
International Markets (RG), 2003-2005 Town & Country/Voyager/Caravan (RS),
and 2003-2004 Wrangler (TJ)
Code P1776 (Solenoid Switch Valve Latched in the LR position) may be caused by
one of the following concerns:
NOTE: The solenoid switch valve is not in the solenoid pack, it is in the valve body.
TRS Code Reads TR2
If the TRS Code displays TR2 it is an indication that the manual valve was not
fully in the OD position at the time the DTC was set. Check the shifter cable
adjustment and adjust if necessary. Also Check the shift control system for
excessive friction and/or routing issues.
TRS Code Reads OD
If the TRS Code displays OD then a sticky solenoid switch valve is the primary
cause. Perform the proper diagnosis for the valve body. Inspect for foregn material
in the solenoid switch valve and plugs.
Model
AN
CS
JR
KJ
LH
PL
PT
RS/RG
TJ
Engine
Transmission
3.7L
42RLE
3.5L
41TE
2.4L or 2.7L
41TE
3.7L
42RLE
2.7L or 3.5L
42LE
2.0L
41TE
2.0L or 2.4L
41TE
2.4L, 3.3L or 3.8L
41TE
4.0L
42RLE
CHRYSLER
191
41TE, 42LE, 42RLE

Code P1776 (continued)
2002-2004 LH Models Only
FOR 2002-2004 LH MODELS ONLY
If replacing the valve body assembly for DTC P1776 Solenoid Switch Valve Latched
in LR Position first inspect the build date on the solenoid pack. If the build date
range falls in between 3001 and 0603 replace the solenoid pack not the valve
body**
Solenoid identification build date numbers.
192
CHRYSLER
41TE, 42LE, 42RLE

Delayed Engagements
The transaxle/transmission may experience a long delay or temporary loss of
transmission engagement after initial start up. This condition usually happens
after an extended soak (several hours) and may be accompanied by a harsh 4-3
downshift. DTC P1791/P0944 (loss of prime) may also be present at time of service.
To correct the concern replace the front pump and check the TCM for the latest
software revision level
Refer to the following table for specific applications:
Model Engine Transmission

CS
3.5L
41TE
JR
2.4L or
2.7L
3.7L
2.7L or
3.5L
2.0L
41TE
KJ
LH
PL
2.0L or
2.4L
RS/RG 2.4L,
3.3L or
3.8L
4.0L
TJ
PT
42RLE
42LE
41TE
41TE
41TE
**Build dates**
**Built on or before** July 10, 2003
(MDH 0710XX)
**Built on or before** July 2, 2003 (MDH
0702XX)
**Built on or after June 2, 2002 (MDH
0602XX)**
0602XX)**
0602XX)**
0602XX)
42RLE
Part Number:
41TE Oil Pump ..................................... 05127197AA
42LE Oil Pump ..................................... 05127198A
42RLE Oil Pump................................... 05127199AA
CHRYSLER
193
41TE, 42LE, 42RLE

Harsh 4-3 Downshift
On 2004 Pacifica (CS), 2003-2004 Sebring Convertible/Sebring Sedan/Stratus
Sedan (JR), **2003** Liberty (KJ), **2003** Cherokee International Markets (KJ),
2003-2004 300M/Intrepid (LH), 2003 Neon/SX 2.0 (PL), 2003 PT Cruiser (PT), 2003
Chrysler Voyager International Markets (RG), 2003 Town & Country/Caravan/
Voyager (RS), and 2003 Wrangler (TJ) vehicles that experience a harsh 4-3
downshift under normal driving, after an extended soak (several hours), confirm
the following in diagnoses:
Fluid level correct
Proper fluid installed in the unit
Engine does not have any performance issues (codes)
If the following is experienced and the basics have been covered, the fix is in
reprogramming the transmission control module (TCM)
Model
Engine
Transmission
CS
JR
3.5L
2.4L or 2.7L
41TE
41TE
KJ
LH
3.7L
2.7L or 3.5L
42RLE
42LE
PL
PT
2.0L
2.0L or 3.5L
41TE
41TE
RS/RG
2.4L, 3.3L or 3.8L
41TE
TJ
4.0L
42RLE
Built On or
Before
July 10, 2003
July 2, 2003
194
CHRYSLER
45/545RFE
Updates
Tow/Haul (OD OFF) Changed
For reasons of fuel economy, driveability, and customer satisfaction, the HB, WK,
and DR line of vehicles with 4.7L and 5.7L 545RFE Tow/Haul was added. These
features include:
Provides a replacement to the OD off feature
Enables the vehicle to up-shift to 4th gear under certain conditions to provide
NVH and fuel economy benefits
Delays up-shifts to avoid shift hunting while towing
Automatic downshifts during grade descent provide engine braking
On past vehicles, when the OD OFF was activated the transmission would not shift
into overdrive. The OD OFF switch is now the Tow/Haul switch and uses a
different strategy for operation. Unlike the OD OFF switch, the Tow/Haul switch
allows the RFE transmission to operate in 4th gear when certain conditions are
met. When activated, the transmission upshifts are delayed and the instrument
panel indicator is illuminated to notify the driver. Also, when the Tow/Haul feature
is active the vehicle can shift back into third gear for engine braking automatically.
This occurs when the Tow/Haul logic detects a closed throttle and a vehicle speed
increase of 5 mph, or if the brake is applied for more than 2 seconds. Vehicles
other than the WK, HB, and DR will retain the OD OFF function.
CHRYSLER
195
45/545RFE
Updates (continued)
Revised Valve Body for 2005
In 2005 a new valve body was released with a revised separator plate to improve
reverse shift quality. The R1 (reverse orifice) is now smaller to improve reverse
shift quality which eliminated a bump feel going into reverse. This new valve body
is not backwards compatible to 2004 model year. Torque management was
added in the transmission software to accommodate the smaller orifice and there
at this time is no reflash to compensate for the changes. NOT Interchangeable.
Early
Late
196
CHRYSLER
45/545RFE
Updates (continued)
C2 Check Valve added to Pump Valve Body
A running change to the oil pump valve body involved the installation of the C2
check valve. The spring loaded check valve is threaded into the pump valve body
housing. The purpose of this new valve is to prevent converter drainback. Casting
changes happened before the valve was introduced so not all castings that have
the open passage will have the C2 valve installed. This pump body will NOT interchange with earlier models.
CHRYSLER
197
45/545RFE
Updates (continued)
2C Clutch Piston
The 2C Clutch Piston is now made of stamped steel with a bonded rubber lip seal.
The change was a cost saving issue. This piston is compatible and can be used to
back service all RFE transmissions.
198
CHRYSLER
45/545RFE
Updates (continued)
4C Clutch Piston
In 2005 the 4C clutch piston was changed to improve a higher torque capacity.
The 4C piston has been modified in 2005 from the aluminum casting design to a
stamped steel piston with bonded lip seal. This piston is not backward compatible because of a recess in the 2C/4C clutch retainer that will not allow full travel
of the piston. If the 2C/4C retainer, as an assembly, is replaced than the use of
this new design piston can be back serviced.
CHRYSLER
199
45/545RFE
Updates (continued)
L/R Clutch Piston
For reasons of higher torque capacity the L/R piston and Belleville spring are both
new for the 2005 model year. The L/R piston is now stamped steel with bonded
rubber lip seals. The Belleville spring is also unique. The diameter of the spring is
larger and the fingers are longer than original early designed return spring. As an
assembly this new piston is backward serviceable as long as the correct return
spring is used. Parts can not be mixed when changing designs.
200
CHRYSLER
45/545RFE
Updates (continued)
ERS Added on WK Vehicles
The WK model has a newly designed shifter assembly (same as used in the NAG1
applications). This new Electronic Range Select (ERS) shifter allows the driver to
select the desired top gear range providing more control. The WK offers two different powertrain packages: NAG1 in 3.7L applications and the 545RFE behind the
4.7L and 5.7L engines. To provide a common feel, the shifters share a common
base assembly. Since there are different strategies used to control these transmissions, some of the components inside the shifter assembly are different.
CHRYSLER
201
48RE
Updates
Beginning in 2005 there were changes made in the 48RE applications. These
changes included:
A new case with two extra bosses to except a Throttle Actuator Motor (Diesel
Applications)
Software changes in the Tow/Haul Strategy
202
CHRYSLER
48RE
Updates (continued)
Throttle Valve A ctuator
The transmission Throttle Valve Actuator (TTVA) is a new motor/actuator that is
mounted to the side of the transmission case and used to drive the throttle shaft.
This component eliminates the previous under hood actuator and linkage. The
Transmission case had 2 bosses added to the side for the actuator to mount to.
The detent feel was removed from the valve body and the throttle shaft was made 2
mm longer. The change was required for Diesel applications only. The V10 transmission will not have the actuator.
The new transmission will not service past designs.
The TTVA has a six pin connector, that supplies 12 volts to drive a motor from the
Cummins engine controller and uses 2 feedback potentiometers to report position
back to the controller to identify the correct position.
The TTVA consists of an electric DC motor, tow potentiometers, and a gear drive
system. The TTVA is mechanically connected to the transmission throttle valve in
the valve body by the D shaped o pening n the pottom of the TTVA shaft.
Changes in the TTVA position are therefore transferred to the throttle valve and
cause changes in the transmission throttle pressure. All changes in the throttle
valve position are controlled by the Engine Control Module (ECM)
CHRYSLER
203
48RE
Updates (continued)
Adjustments
The Transmission Throttle Valve Actuator (TTVA) does not require any mechanical
adjustments. All changes in throttle valve position are controlled by the Engine
Control Module (ECM). The TTVA does require an initialization period after the
actuator has been removed or replaced. After the actuator has been removed or
replaced, move the ignition to the ON position for thirty (30) seconds. This will
allow the ECM sufficient time to perform the internal calibration procedures to
learn the TTVAs current zero position. Once this is done, check the ECM for
diagnostic trouble codes (DTCs). If no DTCs are set relating to the TTVA, the TTVA
is fully calibrated and ready for use.
204
CHRYSLER
48RE
Updates (continued)
Transmission Throttle Valve Motor Circuit
The motor circuit reverses polarity to drive the transmission throttle TTVA) shaft to
either the full (TTV) shaft position or the closed TTV shaft position. The TTVA connector pin 5 is the Pulse Width Modulated side of the motor circuit. The motor
circuit is completed through Pin 3. Most of the time, circuit polarity causes the
actuator motor to either move the TTV shaft to full throttle position or hold the
TTV shaft in the closed throttle position against spring tension. To do this, Pin 3 is
grounded and Pin 5 is powered. To reverse the motor and rapidly change the position of the TTV shaft, the circuit reverses polarity. Pin 3 supplies 12V and Pin 5
supplies ground.
CHRYSLER
205
48RE
Updates (continued)
Transmission Throttle Valve Potentiometer
Two potentiometers are built into the TTVA body and provide two tranmission
throttle valve shaft position signals to the PCM. Two sensors are used for failsafe
redundecy and error checking. The sensors output analog signals to inform the
PCM that the TTV shaft moves as expected.
Two three-wire potentiometer sensors are used. The sensors use a common 5V
reference and sensor return. Each sensor ouputs and analog signal in proportion
to TTV shaft position, but one sensor uses reverse logic. As the TTV shaft rotates
to full throttle, the signal voltage from potentiometer #1 increases, and the signal
voltage from potentiometer #2 decreases. The sum of the two potentiometer signal
voltages should always qual approximatly 5V. the PCM monitors this value to
check the system integrity.
206
CHRYSLER
48RE
Updates (continued)
TTVA Transmission Cicuit Diagram
HONDA
211
Honda
Table Of Contents
Honda/Acura
Factory Warranty Extensions .....................
Diagnostics/First Approach ........................
Scan Tool .....................................................
Information ..................................................
PO740 219
Collision Damage ........................................
Carrier Bearings .........................................
Venting Fluid ..............................................
212
213
214
216
223
224
225
1998 BAXA, B6VA

Control Shaft Collar .................................... 227
5-Speed V6 Units
Oil Jet Kit ................................................... 231
BMXA
Feed Pipe Locations ....................................
Valve Body Rebuild Tips ..............................
O-Ring End Plugs ........................................
Checking CPC Valves and
Center Springs ............................................
234
235
236
237
SZCA Civic Hybrid CVT

Valve Body ................................................... 238
Air Testing ................................................... 241
Delayed Upshifts After Cold Start .............. 242
Signal Monitor Hook Up .............................. 243
4 Speed Units .............................................. 243
5 Speed V6 Units ........................................ 244
Solenoid and Pressure Switch Guide ......... 245
212
HONDA
Honda/A cura
Factory Warranty Extensions
Warranty extended on transmissions and torque converters to 7 years or 100,000
miles. whichever comes first.
Honda
1999-2001 Odyssey - ALL
2000-2001 Accord - ALL
2000-2001 Prelude - ALL
Acura
1999-2002 3.2TL - ALL
2003 3.2TL (except Type S):
From VIN 19UUA5...3A000001 thru 19UUA5...3A019556
2003 3.2TL Type S:
From VIN 19UUA5...3A000001 thru 19UUA5...3A019061
2001-2002 3.2CL - ALL
2003 3.2CL (all models):
From VIN 19UYA42...3A000001 thru 19UYA42...3A005203
HONDA
213
Diagnostics
First A pproach
Road Test and Lift Inspection
Get a description of the symptoms from the customer. Ask when the symptoms
occur (cold, first startup in the morning, after the vehicle is driven for a while and
warmed up, etc).
1.
Road test vehicle and note any symptoms and when they occur (cold, hot,
long drive, etc.)
2.
Note any howling or gear whine noises.
3.
Put vehicle up on a lift. Check axles and seals and note if there are signs of
leakage and/or excessive radial axle movement.
4.
Drain fluid through a paint strainer into a clean container.

Dark or black fluid indicate possible clutch failure.
5.
Note the amount and type of metal debris on the drain plug magnet Fine
black metal is normal. Shiny, flaky metal particles are a red flag for hard
parts failure.
Note: New solenoids are expensive and can be ruined if they are
installed and run on a contaminated unit. It is recommended
that you carefully check for signs of contamination or internal
failure before replacing solenoids.
Beware of vehicles that have had a miracle service, or have been flushed and
had the fluid changed before they came to your shop. Evidence of contamination
and internal failure may have been temporarily removed.
214
HONDA
Diagnostics
Scan Tool
Scan Tool Functions
DATA LIST: Order and number of PIDs displayed can be customized
LEDs can be selected to inicate 4 ON/OFF PIDs
BAR GRAPH can be selected to indicate 4 PIDs
LINE GRAPH can be selected to graph two PIDs
SNAPSHOT: Records data from -12.6 seconds to+12.6 seconds with 0.2 second
resolution. Trigger point can be changed to give more time before or after trigger.
Can be set to trigger when any DTC sets, or trigger manually.
FREEZE DATA: A single frame of engine PIDs that are stored when a DTC is set.
DTC/DATA CLEAR: Clears codes and freeze data.
TCM/PCM RESET: Resets PCM adaptive memory, fuel trim, and transaxle adaptive
memory.
LOCKUP SOL TEST: Cycles lockup solenoid on and off for 15 seconds (engine must
be off).
SHIFT SOL TEST: Cycles Shift Solenoid A, B, or C on and off for 15 seconds
(engine off).
HONDA
215
Diagnostics
Scan Tool (continued)
Scan Tool functions
Note: You can change the type of data on some PIDs in the
SETUP/UNIT CONVERSION menu
ENGINE SPEED
VSS
C SHAFT SPD
M SHAFT SPD
2ND PRES SWITCH
3RD PRES SWITCH
A/T 1 SWITCH
A/T 2 SWITCH
A/T D3 SWITCH
A/T D4 SWITCH
PNP SWITCH
A/T R SWITCH
SCS
A/C CLUTCH
BRAKE SWITCH
CRUISE CONTROL
A/T SHIFT SOL A
A/T SHIFT SOL B
A/T SHIFT SOL C
D4 INDICATOR
A/T LOCKUP SOL A
SHIFT LOCK SOL
ECT SENSOR
TP SENSOR ANGLE
SHIFT CONTROL
LINEAR SOL A COM
LINEAR SOL A ACT
LINEAR SOL B COM
LINEAR SOL B ACT
SOL SUPPLY
MAP SENSOR
RPM
km/h, MPH (selectable)
MPH
MPH
ON/OFF
ON/OFF
ON/OFF
ON/OFF
ON/OFF
ON/OFF
ON/OFF
ON/OFF
OPEN/CLOSED
ON/OFF
ON/OFF
ON/OFF
ON/OFF
ON/OFF
ON/OFF
ON/OFF
ON/OFF
ON/OFF
DEGREESC or F, or VOLTS (selectable)
DEGREES, %, or VOLTS (selectable)
0-4
AMPS
AMPS
AMPS
AMPS
VOLTS (PCM terminal D5)
kPa, VOLTS, mmHg, inHg (selectable)
216
HONDA
Advanced Diagnostics
Information
Factory service manual information on Honda/Acura transaxle performance DTCs
can be vague, making them difficult to diagnose or verify repair. Here are the DTC
definitions and conditions the PCM is looking for to set these codes:
P0730:
Problem in Shift Control System
Conditions for setting DTC:
Engine coolant temperature: between 158F (70C) and 212F (100C)

Engine speed: 500 rpm or higher
Vehicle speed: 10 mph (17 km/h) or higher
Selector in D3 or D4 position
No other sensor or transmission solenoid DTCs active
Actual gear ratio (calculated with mainshaft and countershaft speed) is less
than 80% or more than 125% of the commanded gear for 12 seconds
Single drive cycle, MIL ON
P0740:
Problem in Lockup Control System
Conditions for setting DTC:
Engine coolant temperature: between 158F (70C) and 212F (100C) for 4
cylinder applications between 167F (75C) and 212F (100C) for V6
applications
Vehicle speed: between 49 mph (79 km/h) and 73 mph (117 km/h)
Selector in D4 position 4th gear
Torque converter clutch is commanded to Full Apply
The mainshaft speed is 95% - 98% of engine speed or less for 20 seconds or
longer
Single drive cycle, MIL on
HONDA
217
Information (continued)
P0780:
Mechanical Problem in Hydraulic Control System for Shift
Solenoid A and Clutch Pressure
Control Solenoids A and B, or Problem in Hydraulic Control
System
Conditions for Setting DTC:
ATF temperature: -13F (-25C) or above

One of the following conditions is present:
A 1-2 shift is commanded and the actual gear is 1st
A3-4 shift is commanded and the actual gear is 3rd
A 3-4 shift is commanded and the actual event is a 3-2 shift
4th gear is commanded and the actual gear is 2nd
The condition is present for 20 seconds when ATF temperature is below

32F (0C)
The condition is present for at least 13 seconds when the ATF temperature
is above 32F (0C)
Single drive cycle, MIL on, D4 light flashes
P1750
Mechanical Problem in Hydraulic Control System for Clutch
Pressure Control Solenoids A and
B, or Problem in Hydraulic Control System
Engine Coolant Temperature: 50F (10C) or higher

Vehicle Speed: 2 mph (3 km/h) or higher
Throttle Position: 6.3% or higher
Throttle variation: 5.2 degrees / 0.2 seconds or less
ATF temperature: 32F (0C) or higher
No other sensor or transmission DTCs active
One of the following conditions is present:
A 1-2, 2-3, or 3-4 upshift is commanded, and a sudden increase in engine
speed is detected
218
HONDA
Information (continued)
P1751:
Mechanical Problem in Hydraulic Control System for Shift
Solenoid B and A/T Clutch Pressure
Control Solenoids A and B, or Problem in Hydraulic Control
System
ATF temperature: -13F (-25C) or above
A 2-3 upshift is commanded and the actual gear is 2nd
The condition is present for 20 seconds when ATF temperature is below 32F (0C)
The condition is present for at least 13 seconds when the ATF temperature is
above 32F (0C)
HONDA
219
P0740
Problem in the Lockup Control
System
P0740:
Problem in Lockup Control System
P0740 is set when the PCM/TCM sees excessive TCC slip or no TCC apply by
comparing engine speed and mainshaft speed when full TCC apply is
commanded. It can be difficult to diagnose and verify repair of P0740 because
TCC slip parameters are not displayed in scan data, and there is no easy
way to accurately monitor TCC slip.
There are several possible causes for P0740. In this section we will outline how
the TCC is controlled, the common failures, and what needs to be addressed to
successfully repair and prevent P0740.
Common Causes for P0740:

1. TCC lining failure
2. Filter clogging from clutch or other internal failure
3. Sticky valves / solenoids
4. Valve body wear / leaking end plugs
5. Valve body misassembly
6. Worn Pump; excessive gear side clearance
7. Damaged, deteriorated, or wrong torque converter hub o-ring
8. Low fluid level
Converter Hub O-Ring (32mm x 1.9mm)

Honda Part Number:
91302-P7A-003
220
HONDA
P0740
Problems in the Lockup Control
System (continued)
TCC Control: Partial Lockup Oil Circuit Diagram
HONDA
221
P0740
System (continued)
TCC Control: Full Lockup Oil Circuit Diagram
222
HONDA
P0740
System (continued)
Listed are the critical valves that affect lock-up control and close attention should
be paid to these valves during overhaul.
Valve Body and TCC Related Valves
HONDA
223
Collision Damage
Common Concerns/Problems
Common Transmission Problems Caused by Collision Damage

Honda/Acura automatic transmissions have all of their solenoids located externally. This makes them vulnerable to being damaged when the vehicle is involved
in a collision and surrounding body parts are crushed in on the transaxle.
1.
Poor shift quality, flares, bindups, neutralizing, delayed and or harsh

engagements, P0715, P0730, P0740, P0780, P1750, P1751: check for bent/
damaged solenoids
2.
Damaged wire harnesses, improperly repaired wiring.
3.
Grounds left loose, dirty, damaged, painted over, or left off.
3.
Kinked cooler lines
224
HONDA
Carrier Bearings
Identifications and Part Numbers
Part Number
91121-P7T-305
91124-PGH-305
91122-P7V-J02
91121-P6H-013
91122-P6H-013
91121-P7V-J02
Inside Diameter
1.772" (45mm)
1.772" (45mm)
1.574" (40mm)
1.574" (40mm)
1.574" (40mm)
1.574" (40mm)
Outside Diameter
3.150" (80mm)
3.189" (81mm)
3.189" (81mm)
3.150" (80mm)
2.922" (76.25mm)
3.150" (80mm)
Outer Race Thickness

0.549" (13.95mm)
0.490" (12.45mm)
0.490" (12.45mm)
0.539" (13.70mm)
0.510" (12.95mm)
0.549" (13.95mm)
HONDA
225
Venting Fluid
End Cover Gasket Mismatch
226
HONDA
Venting Fluid
End Cover Gasket Mismatch
(continued)
HONDA
227
1998 BAXA, B6VA

Control Shaft Collar
Some 1998 year model 4 cylinder Accords and 2.3CLs had a problem with the
transaxle side cover casting. A selective collar was fitted behind the control lever
on the control shaft to repair the affected vehicles.
It is important to note the installation of this collar whenever the transaxle is
removed or transaxle service work is performed and make sure the collar is
reinstalled correctly.
If you are replacing the transaxle side cover, or the selective collar has been lost,
use the following page to identify the side cover and/or order the correct selective
collar.
228
HONDA
1998 BAXA, B6VA

Control Shaft Collar (continued)
Identifying the Side Cover
Affected 1998 side covers can be identified by the casting date code on the side
cover. The date code can be cast in any position (upside down, sideways, etc.) so
look carefully at the numbers to determine which way is up. The affected casting
date codes are 10/19 thru 11/18. These will require the installation of the selective
control shaft collar.
If the side cover is replaced with a used part, you want to inspect the replacement
side cover to determine if it requires the installation of a control shaft collar. Also
check for casting roughness at the ridge shown below.
HONDA
229
1998 BAXA, B6VA

Selecting the Correct Collar
Install collar B behind the control lever, then check the clearance between the
collar lip and control lever using a feeler gauge. The desired clearance is 0.004 to
0.018. If the clearance is not correct, select a thicker or thinner collar from the
chart on the following page.
230
HONDA
1998 BAXA, B6VA

Identifying the Collars
Part Number
90401-PAX-305
90402-PAX-305
90403-PAX-305
90404-PAX-305
90401-PAX-305A *
Designation
"A"
"B"
"C"
"D"
"AA"
ID Groove Locations
1
None
2
1 and 2
3
Thickness
0.172 (4.37 mm)
0.161 (4.09 mm)
0.149 (3.79 mm)
0.137 (3.48 mm)
Not available at this time
* Note: this is a controlled part and will have to be ordered through the Controlled
Parts Ordering (CPO) system and a VIN will be required to order.
HONDA
231
5 Speed V6 Units
Oil Jet Kit
An oil jet kit was added to certain 5 speed V6 applications to address a problem
with insufficient cooling and lubrication of 2nd gear.
Oil Jet Kit Part Numbers:

Honda
Accord:
P/N 06250-RDG-315
Odyssey and Pilot:
P/N 06250-PGH-305
Acura
3.2CL and 3.2TL:
2004 TL:
MDX:
P/N 06250-P7W-305
P/N 06250-RDG-315
P/N 06250-PGH-305
Note: Honda/Acura remanufactured units have been modified

internally to eliminate the need for the external oil jet kit.
232
HONDA
5 Speed V6 Units
Oil Jet Kit (continued)
Affected Vehicles:
2003 Accord V6 2 door and 4 door: ALL
2004 Accord V6 2-Door:
From VIN 1HGCM82..4A000001 thru 1HGCM82..4A007538
2004 Accord V6 4-Door

From VIN 1HGCM66..4A000001 thru 1HGCM66..4A030387
VIN 1HGCM66..4A032783
VIN 1HGCM66..4A036643
VIN 1HGCM66..4A039356
VIN 1HGCM66..4A040381
2002-2003 Odyssey: All

2004 Odyssey:
From VIN 5FNRL18..4B000001 thru VIN 5FNRL18..4B051620
2003 Pilot: ALL

2004 Pilot:
From VIN 2HKYF18..4H500001 thru VIN 2HKYF18..4H546877
2001-2003 3.2CL (including Type S): All

2000-2003 3.2TL (including Type S): All
2001-2002 MDX: All
2004 TL:
From VIN 19UUA66..4A000001 thru VIN 19UUA66..4A014224
HONDA
233
5 Speed V6 Units
Oil Jet Kit (continued)
234
HONDA
BMXA
Feed Pipe Locations
Use the following diagram to identify the p[ipes and their correct locations.
HONDA
235
Valve Body
Rebuild Tips
Emphasize CLEAN!. VB has to be clean, especially after a
bearing / hard parts failure.
1. Remove and clean all valves, make sure they are free in their bores
2. Air check CPC valves
3. Check end plugs
4. Center springs
5. Flush cooler thoroughly
6. Install inline filter
7. Scrub sump, drums, and geartrain parts with brush and solvent, then wash in
parts washer.
236
HONDA
Valve Body (continued)

O-Ring End Plugs
Install the end plug and scribe two lines with a sharp pin (one line on each side of
the partition closest to the valve/spring)
Use these lines as a guide for cutting the o-ring groove. The
groove should be offset toward the valve/spring to help compensate for flexing of
the retainer clip and movement under pressure.
HONDA
237

Checking CPC Valves and Center
Springs
Center Springs
Checking CPC Valves

Blow air Into
Pipes
Watch for
CPC
Valves A &
B to Move
Freely
238
HONDA
SZCA
Civic Hybrid CVT
Valve Body
Solenoid
Drive Pulley Control Solenoid
Driven Pulley Control Solenoid
Start Clutch Control Solenoid
Reverse Inhibitor Solenoid
Measure Between
Terminals 3 and 7
Termnals 2 and 6
Terminals 4 and 8
Terminal 5 and the valve body
Resistance Specification
3.8 - 6.8 ohms
3.8 - 6.8 ohms
3.8 - 6.8 ohms
11.7 - 21.0 ohms
HONDA
239
SZCA
Civic Hybrid CVT
240
HONDA
SZCA
Civic Hybrid CVT
HONDA
241
SZCA
Civic Hybrid CVT
Air Testing
242
HONDA
Delayed Upshifts After

Cold Start
Affected Vehicles:
1998
1996
1997
1999
1999
2001
2001
and newer Accord

and newer Civic
and newer CR-V
and newer Odyssey1997 and newer 3.0CL
and newer 3.2TL
and newer 3.2CL
and newer MDX
Cause:
It is normal to have delayed 1-2 and 2-3 upshifts immediately after a cold engine
startup. The PCM is programmed to shift at higher engine RPM when the engine is
cold in order to help warm up the catalytic converter and reduce exhaust
emissions.
HONDA
243
Signal Monitor Hookup

4 Speed Units
Terminal Identification and Signal Monitor Connections:
244
HONDA
Signal Monitor Hookup

5 Speed V6 Units
Terminal Identification and Signal Monitor Connections:
This is the pattern you should see with your signal monitor:
HONDA
245
Solenoid and Pressure

Switch Guide
Honda Part Number: 28250-P6H-024
Linear Solenoids
Note: 4 speed units and 5 speed V6 units; Accord,
Odyssey, Prelude, TL, CL, MDX: CPC A and B Solenoids
246
HONDA

Switch Guide (continued)
Honda Part Number: 28250-P7W-003
Linear Solenoid
Note: 5 speed V6 units Lockup pressure control
Honda Part Number: 28250-PLX-305

Linear Solenoids
HONDA
247

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

Brown Connector
248
HONDA

Black Connector
Honda Part Number: 28300-P24-J01

Lockup Solenoids
Notes: Civic ( thru 2000), CRV (thru 2001)
HONDA
249

Honda Part Number 28200-P4R-003
Shift Solenoids
Notes: Civic (thru 2000), CRV (thru 2001)
Honda Part Number: 28200-PLX-003

Shift Solenoids
Note: BMXA Shift Solenoid A and B assembly
250
HONDA

Honda Part Number: 28300-PX4-003
Lockup / Shift Solenoid A assembly
Notes: 4 cyl. 4 speed units; Accord, 2.3CL
Honda Part Number: 28200-P0Z-003

Lockup / Shift Solenoid A assembly
(V6 4 speed unit)
HONDA
251

2nd clutch pressure switch: (Green Connector)
Honda Part Number: 28600-P7Z-003

3rd clutch pressure switch (black connector)
TOYOTA
257
Toyota
Table Of Contents
U140/U241E
Identification ................................................... 258
No 4th, No TCC ................................................. 259
Falls Out of 4th, P0765 ..................................... 260
3rd/Reverse Concerns ..................................... 261
Rear Planet Failure ........................................ 264
Pressure Taps and Specifications ................... 265
External Component Location ......................... 266
Valve Body Break Down .................................. 267
Lower Valve Body ............................................ 268
Upper Valve Body ............................................ 270
Case Accumulators ......................................... 274
Solenoid Identification .................................... 275
and Solenoid Resistance ................................. 276
Case Passage Identification ............................ 277
Apply Chart ...................................................... 278
(F1) Sprag Rotation ......................................... 279
(F2) Sprag Rotation ......................................... 280
Pump Differences ............................................ 282
Adaptive Learn ................................................ 283
TOYOTA
258
U140E/U241E
Identification
Shift Lever Position Gear Position

P
Parking
R
Reverse
N
Neutral
1st
2nd
D
3rd
4th
1st
2
2nd
L
1st
C1
C2
C3
B1
X
X
X
X
X
X
X
X
B2
X
X
X
X
B3
X
X
X
X
X
X
F1
F2
X
X
X
X
X
X
X
X
X
X
X
X
X
TOYOTA
259
U140E/U241E
No 4th, No TCC
A No command for 4th gear or TCC, no detent downshifts above 30 mph. The cause
of this may be a Knock Sensor
A Knock Sensor DTC may be present (P0330). Whenever a knock sensor DTC is
set 4th gear and TCC are inhibited and engine management goes into reduced
power strategy and detent downshift timing is affected. It is common for the
knock sensors themselves to fail.
To repair the concern replace the knock sensor.
Notes: If knock sensor DTC is cleared normal shifting and

operation will be restored until PCM performs knock sensor test
routine and DTC is set again. There are two PIDs in scan data:
OD CUT1 and OD CUT2. OD CUT1 responds to OD cancel switch
(switches from YES to NO). OD CUT2 indicates PCM OD inhibit
strategy.
TOYOTA
260
U140E
Slips in 4th, No 4th, Falls Out of 4th,
P0765
During dissassembly the UD/Direct clutch feed pipe brackets can be damaged.
Any abnormal bends or cracks can cause the pipe to push out. If the Pipe is not
installed correctly a leak in the 4th gear circuit will occur.
Retainer
UD Direct
Feed Pipe
TOYOTA
261
U140E/U241E
3rd/Reverse Concerns
Reverse
Replace molded piston on every overhaul.
It is common for the Direct clutch drum to ring groove.

Always replace
the molded piston
262
TOYOTA
U140E/U241E
Reverse
During reassembly always check the sealing ring side clearance. The clearance
should be between 0.003-0.005.
TOYOTA
263
U140E/U241E
Reverse
Check for worn ring lands
Check for ring grooving

TOYOTA
264
U140E/U241E
Rear Planet Failure
Pinion gear shafts get loose in carrier, causing uneven gear tooth loading. Pinion
shafts can eventually come out. Weld pinion shafts to carrier on early planets.
Early (Light/Shiny)
Late
Hardened and Heat
Treated (Dark)
TOYOTA
265
U140E/U241E
Pressure Taps and Specifications
Lube- UD
Geartrain
Lube 2
(Located on the
back side)
Main Line
UD-Direct
Clutch (C3)
Lube
Direct
Clutch (C2)
Pressure Specifications
Range
Idle
Stall
Drive
54-59 psi
134-139 psi
Reverse 97-107 psi 255-284 psi
266
TOYOTA
U140E/U241E
External Component Location
Input Turbine
Speed Sensor
(560-680 ohms)
Case
Connector
(Solenoid)
Gear
Position
Switch
Counter Gear
Speed Sensor
(560-680 ohms)
TOYOTA
267
U140E/U241E
Valve Body Breakdown
Lower Valve Body
Some service information shows this steel ball and location incorrectly and in
some cases the picture is unidentifiable. Use the following picture as the correct
location and ID.
Steel Ball
0.394
(10mm)
TOYOTA
268
U140E/U241E
Lower Valve Body
Record PR
Setting Before
Disassembly
ID
1
2
3
4
5
6
Description
C2 Control Valve
Primary Regulator Valve Line-up
B2 Control Valve
B1 Control Valve
3-4 Shift Valve
Manual Valve
TOYOTA
269
U140E/U241E
Lower Valve Body
Plastic
Checkballs
0.217 (5.5mm)
If the
separator
plate HAS a
hole in it it
WILL require
a checkball.
If the
separator
plate DOES
NOT have a
hole in it DO
NOT install a
checkball
270
TOYOTA
U140E/U241E
Upper Valve Body
Steel Ball
0.250
(6.35mm)
1.
2.
3.
4.
5.
C2 Lock valve
Secondary Regulator Valve
Lock-up Control valve
Lock-up relay Valve
Check Valve #2/3 Assembly
6. C2 Exhaust Valve
7. Clutch apply Control Valve
8. B1 Lock Valve
9. B3 Orifice Control Valve
10. Solenoid Modulator Valve
TOYOTA
271
U140E/U241E
Upper Valve Body
5 Plastic Checkballs
0.217 (5.5mm)
TOYOTA
272
U140E/U241E
Upper Valve Body
B1 Accumulator
Shorter
Springs
C2 Accumulator
Longer
Springs
TOYOTA
273
U140E/U241E
Upper Valve Body
Steel Ball
0.394
(10mm)
TOYOTA
274
U140E/U241E
Case
A ccumulators, Seals, Check Valve
B3
C3
C1
Cooler send check valve
TOYOTA
275
U140E/U241E
Solenoid Identification
1
6
2
5
4
Repair Manual
Solenoid Name
1
S4
2
SL2
3
DSL
4
SL1
5
SLT
6
TFT
Part Catalog Description

Solenoid Assembly, Transmission 3-Way (No. 2)
Solenoid Assembly, Transmission 3-Way
Solenoid Assembly, Line Pressure Control
Transmission Fluid Temperature
NOTE: Part numbers have not been added due to the constant changing of part
numbers. Check with your local parts distributors for the most recently updates
TOYOTA
276
U140E/U241E
Case Connector Identification and
Solenoid Resistance
5
10
Case Connector & Solenoid Resistance

Solenoid
Terminals Resistance
SL1
5 & 10
5.1 - 5.5
SL2
4&9
5.1 - 5.5
SLT
2&7
5.0 - 5.6
DSL
3 & GND
11 - 15
S4
8 & GND
11 - 15
TFT
1&6
3.5K at 77F (25C)
231 - 263 at 231F (110C)
TOYOTA
277
U140E/U241E
Case Passage Identification
2
7
ID
1
2
3
4
5
6
7
8
9
10
11
12
10
11
12
Decription
Lube
Direct Clutch (C2)
2nd Brake (B1)
UD Brake (B3)
UD Direct Clutch (C3)
Line Pressure Tap/Accumulator Shoulder
Cooler send
Forward Clutch
TCC Release
1st and Reverse brake (B2)
Lube
TCC Apply/Converter Charge
TOYOTA
278
U140E/U241E
Solenoid Function and Apply Chart
In the chart shown below, notice there is no application for SL1 in 3rd and 4th
gear. This is because of the internal hydraulics, the SL1 solenoid can be ON or
OFF, it is NOT Applicable to the operation of the transmission in these gears.
GEAR
1
2
3
4
SL1
ON
OFF
SL2
ON
ON
OFF
OFF
S4
OFF
OFF
OFF
ON
Solenoid Operation
SL1: Controls the B1 Brake
SL2: Controls the C2 clutch
SLT: Controls Line Pressure
S4: Controls the 3-4 Shift
DSL: Controls Lock-Up clutch
N-D Engagement: 3rd Gear is
commanded during the
engagment then 1st after the
engagment is complete.
TOYOTA
279
U140E/U241E
(F1) Sprag Rotation
Hold the
outter race
Notches
FREELOCK
WHEEL
Turn the
inner race
280
TOYOTA
U140E/U241E
(F2) Sprag Rotation
Dots must be facing you after installation
Clip
TOYOTA
281
U140E/U241E
(F2) Sprag Rotation (continued)
Freewheel
Turn the UD
Clutch Drum
Lock
TOYOTA
282
U140E
Pump Differences
(2 different pumps)
Make sure the pumps are assembled as a matched set. They can be interchanged
as a complete assembly. However, the Pump halves CAN NOT be inchanged between cresent and non-cresent.
Cresent Type
NON-Cresent Type
TOYOTA
283
U140E
Adaptive learn
Harsh Shifts After Overhaul
Reset adapts with factor scan tool. Battery disconnect or extensive driving may
not be successful.
Whenever an automatic transmission is replaced, overhauled or indivdual components are replaced, use this procedure to erase the Engine Control Module (ECM,
SAE term: Powertrain Control Module, PCM)Learned Values and minimize subsequent performance concerns.
Caution:
Failure to follow the following procedures may lengthen the time
to readjust the Learned Values, potentially resulting in
performance concerns.
Procedure 1
1999-2003 ES 300 and RX 300
2003-2005 GX 470
2004-2005 RX 330
1. Connect the Lexus Diagnostic Tester to the vehicle.
2. Reset the ECM (PCM). Refer to the procedures below.
3. Start the engine and warm it up to normal operating temperature

4. Perform a thorough test drive with several accelerations from a stop with light
throttle application until proper tranmission shifting is verified.
MERCEDES
287
Mercedes
Table Of Contents
722.6/NAG1 Vehicle Identification .......................... 288
Transmission Identification ..................................... 291
Model Designation ................................................... 293
Chrysler and Jeep Application ................................. 294
Mercedes Transmission Application ........................ 295
Transmission Ranges and Operation ....................... 296
Component Application Chart .................................. 298
Solenoid Operation ................................................... 299
Solenoid Application Chart ....................................... 301
Torque Converter Operation .................................... 302
Torque Converter Shudder ....................................... 303
Air Checking the Torque Converter ......................... 304
Installation 305
Updated Connector O-Rings .................................... 306
Transmission Fluid .................................................. 307
Air Checking the Case ............................................. 310
Air Checking the B2, B3 and C Drum ..................... 311
Geartrain End Play .................................................. 312
Oil Pump Assembly ................................................... 313
B1 Break Clutch ...................................................... 316
F1 Sprag Installation ................................................ 317
F1 Sprag Rotation .................................................... 318
Output Shaft Planetary Failure ............................... 319
Output Shaft Sealing Rings ..................................... 320
K2 Drum Assembly ................................................... 321
F2 Sprag Assembly ................................................... 322
F2 Sprag Rotation .................................................... 324
B2 Break Disassembly and Reassembly .................. 325
Binds During the Shift ............................................. 327
Park Linkage Retainer ............................................. 328
Valve Body 329
Solenoid Valves ........................................................ 330
Valve Body Screen and Latch Point ......................... 331
Valve Identification .................................................. 332
Check Ball Location ................................................. 334
Filter and Pressure Feed Locations ........................ 335
288
MERCEDES
722.6/NAG 1
Vehicle Identification
MERCEDES
289
722.6/NAG 1
Vehicle Identification (continued)
North American Mercedes Vehicle Identification Number (VIN)
290
MERCEDES
722.6/NAG 1
Vehicle Identification (continued)
A = 1980
B = 1981
C = 1982
D = 1983
E = 1984
F = 1985
G = 1986
H = 1987
J = 1988
K = 1989
L = 1990
Chart 3, Model Year Codes

M = 1991
2 = 2002
N = 1992
3 = 2003
P = 1993
4 = 2004
R = 1994
5 = 2005
S = 1995
6 = 2006
T = 1996
V = 1997
W =1998
X = 1999
Y = 2000
1 = 2001
MERCEDES
291
722.6/NAG 1
Transmission Identification
Transmission ID Locations
Transmission Bar Code Label Interpretation
1. Traceability
2. Supplier Code
3. Component Code
4. Build Day (Julian Date)
5. Build Year
6. Line/Shift Code
7. Build Sequence
8. Last Three Part Number Digits
9. Revision Level
10. Transmission Part Number
11. Part Number Prefix
292
MERCEDES
722.6/NAG 1
Transmission Identification
(continued)
Julian Calendar
Day
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
Jan
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
Feb
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
Mar
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
Apr
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
Julian Calendar
May June July
121
152
182
122
153
183
123
154
184
124
155
185
125
156
186
126
157
187
127
158
188
128
159
189
129
160
190
130
161
191
131
162
192
132
163
193
133
164
194
134
165
195
135
166
196
136
167
197
137
168
198
138
169
199
139
170
200
140
171
201
141
172
202
142
173
203
143
174
204
144
175
205
145
176
206
146
177
207
147
178
208
148
179
209
149
180
210
150
181
211
151
212
Aug
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
Sept
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
Oct
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
Nov
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
Dec
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
251
252
253
254
255
256
257
258
259
360
361
362
363
364
365
MERCEDES
293
722.6/NAG 1
Model Designation
Mercedes: With 722.6
Chrysler: Sprinter and Crossfire.
Engineering Designation
722.
81
Transmission Matched to Vehicle and Engine

Sales Designation
Automatic Transmission for Passenger Vehicles
Sales Designation
580
Maximum Input Torque 280, 300,

330, 380, 400, 580, 900 (N-m)
Version A=Automatic, J=Jeep 4X4
Number of Forward Gears
Hydraulic Torque Converter
294
MERCEDES
722.6/NAG 1
Chrysler/Jeep A pplications
Chrysler/Jeep Transmissions Applications
Year
Vehicle Family
Market
2002 Grand Cherokee
BUX*
(WG)
2003 Grand Cherokee
BUX*
Engine
Trans Sales Code
Application Sales Description
Sales Code Code
2.7L 5-Cyl.
Diesel
(ENF)
2.7L 5-Cyl.
Diesel
(ENF)
2.7L 5-Cyl.
Diesel
(EX9)
2.7L 5-Cyl.
Diesel
(EX9)
3.2L 6-Cyl.
Gas (EGX)
DGJ
DGJ
2003
(WG)
Sprinter (VA)
U.S.
2004
Sprinter (VA)
U.S.
2004
Crossfire (ZH)
U.S., Canada,
Mexico, and BUX*
2005
Sprinter (VA)
U.S.
2005
Chrysler 300C
and Dodge
Magnum (LX)
U.S., Canada,
Mexico, and BUX*
2.7L 5-Cyl.
Diesel
(EX9)
5.7L 8-Cyl.
Gas (EZB)
2005 Grand Cherokee

(WK)
U.S., Canada,
Mexico
3.5L Gas
AWD
3.7L 6-Cyl.
Gas (EKG)
2005 Grand Cherokee

(WH)
BUX*
3.7L 6-Cyl.
Gas (EKG)
or 3.0L 6Cyl. Diesel
DGJ
U.S., Canada,
Mexico, and BUX*
3.2L 6-Cyl.
Gas (EGX)
DGU
2005
Crossfire (ZH)
* Built Up For Export
DGJ
DGJ
DGU
DGJ
DGJ
DGJ
Five Speed
Auto Trans
(W5J400)
Five Speed
Auto Trans
(W5J400)
Five Speed
Auto Trans
(W5A380)
Five Speed
Auto Trans
(W5A380)
Five Speed
Auto Trans
(W5A330)
Five Speed
Auto Trans
(W5A380)
Five Speed
Auto Trans
(W5A580)
Five Speed
Auto Trans
(W5A580)
Five Speed
Auto Trans
(W5A580
or W5J400)
Five Speed
Auto Trans
(W5A330)
MERCEDES
295
722.6/NAG 1
Mercedes Transmission A pplications
Mercedes Transmission Applications
Engineering
Designation
722.600 722.619
Sales Designation
722.620 722.645
W5A 580
722.646 - 722.647
Not Available 8/14/05
722.648 722.649
W5A 900
722.661 722.622
W5A 300
722.663
W5A 400
722.664 722.665
W5A 300
722.666
W5A 400
722.667 722.668
W5A 300
722.669 722.670
W5A 400
722.671 722.672
W5A 580
722.673 722.676
W5A 400
722.69
W5A 300
722.695 722.699
W5A 330
W5A 330
296
MERCEDES
722.6/NAG 1
Transmission Ranges and Operation
Touch Shifter Transmission Ranges

Shift
Lever
Position
P
R
N
D
D (1 time)
D (2 times)
D (3 times)
D (4 times)
Gear
Selection
Description
Parking and starting position

Reverse Reverse gear, Standard mode, Winter mode, and
default reverse
Neutral and starting position. No transmission of
power. The vehicle can be moved freely. Allows
starting engine with the vehicle in motion.
D
Shifts 1,2,3,4,5. TCC is available in 3 rd, 4th, and 5 th
gear.
4
Shifts 1,2,3,4, engine braking available
3
Shifts 1,2,3, engine braking available
2
Shifts 1,2, engine braking available
1
First gear only, maximum engine braking
MERCEDES
297
722.6/NAG 1
Transmission Ranges and Operation
(continued)
Daimler-Chrysler has many different shifter part numbers but there are only two
basic types that a driver would notice. One is a common shifter like all other cars
and the second one is the Touch shifter as shown. When the shifter is in the D
range the shifter will also move side to side. If you push the shifter handle sideways toward the driver, or to the Minus sign, ( - ) for a moment the transmission
will down shift to the next lowest range. If you push the shifter side ways away
from the driver, or to the Plus sign, ( + ) it will up shift to the next highest gear.
The shifter can be used this way for sporty manual shifting. If you want it to go
back to full automatic shifting, push the shifter sideways away from the driver and
hold it for at least one second.
On most Daimler-Chrysler vehicles the Transmission Control Module will not let
the engine RPM exceed a safe operating speed so it may up shift to a higher gear
than the driver has selected. Also it may prevent or delay a down shift that has
been requested by the driver if a safe engine RPM will be exceeded.
The shifter shown on the opposite page has a Standard Mode/Winter Mode switch.
(Not all shifters will have a mode switch). In the Standard Mode all shifts will be
normal. The Winter Mode is for better traction on slippery roads in both forward
and reverse, it will take off in second gear and will shift earlier. It will also take off
in a higher ratio reverse than in the Standard Mode.
Gear Range
Ratio
W5A580
W5J400
W5A380
Ratio
W5A330
First
Second
Third
Fourth
Fifth
Reverse
Reverse
3.59
2.19
1.41
1
0.83
3.16
1.93
3.95
2.423
1.486
1
0.833
3.147
1.93
4X4 low or Winter

mode
298
MERCEDES
722.6/NAG 1
Component A pplication Chart
Power Flow
Component Application
The Mercedes 722.6 uses six multi-plate clutches and two sprags (freewheels) to
achieve its five forward and two reverse ranges (standard and winter modes). The
following chart shows which elements are used for each gear.
Gear B1 F1
1
X(1) X
2(2)
3
4
5
X X(1)
N
X
R X(1) X
R(2)
K1 K2 F2 B3 K3
X
X(1)
X
X
X(1)
X X
X X
X
X
X
X
X X
X
X X
(1) For engine braking

(2) When in 4X4 low (if equipped) or Winter mode (if
equipped)
B2
X
X
X
MERCEDES
299
722.6/NAG 1
Solenoid Operation
Solenoid Overview
The Mercedes 722.6 transmission uses six solenoids on the valve body to control
transmission operation; three shift solenoids, a converter clutch solenoid, a pressure control solenoid, and a shift pressure control solenoid. Mercedes uses terms
for their solenoids that may not relate to an obvious function. The three shift
solenoids: the 1-2/4-5 shift, 2-3 shift, and 3-4 shift solenoids are obvious. However, the lock up solenoid is referred to as a PWM solenoid, the pressure control
solenoid is referred to as the modulating pressure regulator solenoid. The shift
pressure control solenoid is somewhat unique and well cover its function later.
Solenoid Operation
The modulating pressure regulating solenoid controls line rise by raising pressure to the spring side of the pressure regulator. This is a standard function like
most all computer-controlled transmissions. It also controls oil to three other
valves.
The PWM solenoid is also a fairly standard solenoid in that it controls converter
clutch operation.
Where the Mercedes transmission is radically different in solenoid operation is
with the shift solenoids. Because each shift releases one clutch while applying
another, timing is very important so you dont get a flare or bind-up during the
shift transition. Each shift solenoid uses a bank of four valves to control the shift
transitions. These valves are called:
1.
2.
3.
4.
Command Valve
Holding Pressure Shift Valve
Shift Pressure Shift Valve
Pressure Overlap Control Valve
300
MERCEDES
722.6/NAG 1
Solenoid Operation (continued)
Keep in mind that each shift solenoid uses four of these valves, so in total there
are 12 valves that control all of the shift transitions.
The basic operation of these four valves is the same for each shift. To initiate a
shift transition the computer turns on one of the shift solenoids. For example, for
a 1-2 shift the computer turns on the 1-2/4-5 shift solenoid. This strokes the
command valve and initiates a shift transition. The other three valve control the
release rate of the B1 brake and the apply rate of the K1 clutch. Once the transition is complete, the 1-2/4-5 shift solenoid is turned off. To make a 2-1 down shift
the computer again turns on the 1-2/4-5 shift solenoid to initiate a transition. In
this case, since the transmission is in second gear the transmission transitions
back to first gear.
For a shift from second to third the 2-3 shift solenoid is energized to initiate the
transition. And just like to 1-2 shift, once the transition is complete the solenoid
is turned off. For a 3-2 downshift, the 2-3 shift solenoid goes through this cycle
again. Each shift works in this fashion.
During each transition apply pressure is controlled by the shifting pressure control solenoid. The release rate is controlled, in part, by the modulating pressure
regulator solenoid. These two solenoids work together to control the overlap for
each shift transition.
MERCEDES
301
722.6/NAG 1
Solenoid Application Chart
Gear
1-2 /4-5
Shift
2-3
Shift
3-4
Shift
Modulating
Pressure
Shift
Pressure
TCC
Pressure
Solenoid
Solenoid
Solenoid
Control
Solenoid
Control
Solenoid
Control
Solenoid
Modulate Regulate
Regulate
Modulate Modulate
Modulate
Park
P-to-R
Reverse
R-to-N
Neutral
Regulate
st
N-to-D (1 )
1st
1st to 2nd
Modulate
2nd
nd
rd
Modulate
to 3
3rd
rd
th
4th
4th to 5th
Modulate
5th
5th to 4th
Modulate
4th
4th to 3rd
rd
Modulate
3 to 2nd
2nd
2
st
to 1
1st
Modulate
Modulate Regulate
Regulate
Modulate Regulate
Modulate
Modulate
On
Modulate
Modulate
Modulate
On
Modulate
Modulate
Modulate
On
Modulate
Modulate
Modulate
Modulate
On
Modulate
Modulate
Modulate
Modulate
Modulate
On
Modulate
Modulate
Modulate
Modulate
On
Modulate Modulate
3rd
nd
Modulate Regulate
Modulate Modulate
to 4
Modulate
On
Modulate
Modulate
On
Modulate
Modulate
Modulate
On
Modulate
Modulate
Modulate
On
1st to N
Modulate Regulate
Regulate
Neutral
Modulate Regulate
Regulate
N to R
Modulate Regulate
Modulate
Reverse
R to P
Park
Modulate Regulate
Regulate
Modulate Regulate
Regulate
Modulate
On
The shift solenoids are off electrically when the transmission is in any gear.
The shift solenoid is on for 1.5 seconds when shifting.
ON =Regulated line pressure
Regulate = Constant Pressure
Modulate = Pulse Width Modulated (PWM)
302
MERCEDES
722.6/NAG 1
Torque Converter Operation
The Torque Converter Clutch (TCC) is hydraulically operated and electronically
controlled. The TCC consists of a piston and friction discs that provide a mechanical link between the impeller and turbine. When pressure is applied to the rear of
the TCC piston, TCC engagement is obtained. The torque converter clutch is never
fully engaged. The TCC when engaged, is always slipping at a rate of somewhere
between 5% and 95%. This reduces excess heat build-up, engine vibration and
pulse transmission through the torque converter and improves fuel economy.
TCC operation can be activated in 3rd, 4th or 5th gear ranges, depending on
transmission model, application, shift lever position, transmission temperature
and other factors.
The hub of the torque converter housing drives the transmission oil pump at
engine speed.
NOTE: Dont be fooled by the dis-coloration of the torque

converter, a blueish tint color is normal. When the factory
furnace brazes the fins in the torque converter, the color of the
metal takes on the look of a failed or burnt converter. Do NOT
replace the converter on its look alone without a proper test to
verify a failure.
MERCEDES
303
722.6/NAG 1
Torque Converter Shudder
TCC shudder or Ratio codes may be caused by installing the wrong torque converter. The torque converter can have one, two or three friction clutches. It can
also be equipped with or without a spring dampner. Always match the torque
converter to the vehicle application. The two common areas to look for the proper
application are the torque converter and the transmission ID tag on the side of
the transmission.
304
MERCEDES
722.6/NAG 1
Air Checking the Torque Converter
The torque converter air checks just like an internal clutch pack and drum assembly. To air check the torque converter install the K2 drum and turbine shaft
into the torque converter locking the splines of the turbine shaft to the splines of
the converter.
K1
Apply
TCC
Apply
MERCEDES
305
722.6/NAG 1
Installation
The wiring harness connectors have an internal worm track that splines to one
another. In order to remove the wiring harness, you must turn the external connector tab counterclockwise and then pull forward on the wiring harness towards
the bell housing.
Case Connector Bolt

7mm Head
306
MERCEDES
722.6/NAG 1
Updated Connector O-Rings
Early connector seals can be red or black in color. New updated seals are white in
color.
O-Ring Part# A026 997 41 48

O-Ring Part# A026 997 40 48
Case connector Part# A203 540 00 53
MERCEDES
307
722.6/NAG 1
Transmission Fluid
Transmission fluid serves a number of purposes including application of hydraulics, lubrication, cooling, cleaning and seal conditioning. Transmission shift quality, heat dissipation and Transmission Control Module (TCM) calibration all dictate
the type of transmission fluid that is used. Transmission fluids are similar but
have different characteristics such as viscosity and the additives in the fluid,
which is why there will be different fluids used in Crossfire, Sprinter and 300C.
Drain and refill the transmission fluid at the recommended service interval of
80,000 miles. Most other models are life time fill.
The transmission has varying capacities depending on vehicle application. Transmission fluid capacity includes the transmission, the torque converter and the
transmission fluid cooler.
The fill tube in Sprinter, Crossfire, Jaguar, and Mercedes vehicles is sealed from
the factory and requires a special service dipstick tool (#8863A) to check the fluid
level. A special cap is used for sealing the transmission dipstick tube. When the
locking pin is removed it will break off. The locking pin part number is A 140 991
00 55 when ordered from a Mercedes dealer. The 300C (LX) requires a special
service dipstick tool (9336). Grand Cherokee (WJ) comes equipped with a dipstick.
Dipstick tools are availible from miller tools for Chrysler vehicles.
Dipsticks are also availible

from Mercedes under part
number 140 589 15 21 00
1.
2.
3.
Locking Pin
Fill Tube Cap
Fill Tube
308
MERCEDES
722.6/NAG 1
Transmission Fluid
When checking the fluid level, always check it in the Park position.
Full
77F (25C)
Full
176F (80C)
MERCEDES
309
722.6/NAG 1
Transmission Fluid
For ALL Mercedes and
Chrysler Sprinter and
Crossfire applications
Part#
A 001 989 07 03
Meets Spec 236.10
For ALL Jeep and other

Crysler applications
(EXCEPT Sprinter and
Crossfire)
Chrysler Part#
05013457AA
(Type 9602)
310
MERCEDES
722.6/NAG 1
Air Checking the Case
When applying air to the clutch packs, use a maximum of 30 psi.
4
3
6
7
1.
2.
3.
4.
5.
6.
7.
8.
K1 Clutch Apply Port

B1 Brake Apply Port
Torque Converter Clutch Apply Port
B3 Clutch Apply Port
B2 Brake Counter-Pressure Port (Do Not Air Test This Port)
B2 Brake Apply Port
MERCEDES
311
722.6/NAG 1
Air Testing the B2, B3, and C-Drum
Apply
B2
K3
Hold
B2
B3
Before disassembly, use a punch to make alignment dots on both conponents as

shown. This will allow you to realign the components during reassembly.
312
MERCEDES
722.6/NAG 1
Geartrain End-Play
Geartrain end play is a very critical pre-disassembly check to help determine the
condition of the transmission. End play readings greater than specification (larger
gap) indicate that a bearing or thrust plate is either missing, worn or has
disintegrated, in which case there will be debris in the oil pan. End play readings
that are below specification (smaller gap) indicate that a bearing is out of position
or that the transmission might have been previously set-up incorrectly.
Support the transmission in a vertical position, DO NOT rest the transmission on
the output shaft. Attach the tools as shown to measure end play. The gear train
end play is measured differently when the transmission is being reassembled.
Measure the end play between the park pawl gear and the end of the housing
and between the rear of the bearing contact surface and the end of the housing.
The difference between the two measurements is the gear train end play. Select
the appropriate shim so that the end play is between 0.3-0.5 mm (0.012-0.020
in.).
MERCEDES
313
722.6/NAG 1
Oil Pump Assembly
The oil pump assembly supplies fluid under pressure to the transmission hydraulic
circuits and to the torque converter. The version of the gear pump used in the
transmission is called a crescent gear pump. The crescent gear pump consists of
an externally toothed gear that meshes with an internally toothed gear inside the
pump housing. The inner gear, driven by the engine through lugs on the rear of
the torque converter, drives the outer gear. A crescent-shaped piece extends into
the pumping chamber and lies between the two gears. The crescent separates the
inlet and outlet ports. As the gears rotate, the clearance increases at the inlet port,
creating the low pressure that allows atmospheric pressure to push in the fluid.
The gear teeth carry the fluid to the outlet port to discharge the fluid under
pressure.
The oil pump is mounted in the transmission converter housing. The oil pump can
only be serviced by disassembling the transmission. The bolts securing the oil
pump in the housing are inside the transmission through the B1 brake assembly.
Dowel Pin Location
It is normal for the

holes not to line-up
314
MERCEDES
722.6/NAG 1
Oil Pump Assembly (continued)
Inspection
Before measuring any oil pump components, perform a thorough visual inspection of all the components. If any sign of scoring, scratches, or other damage is
seen, replace the oilpump as an assembly.
Side Clearance
Side clearance is the difference between the thickness of the pump gears and the
depth of the pocket in the pump housing. Side clearance can be measured by
laying a flat plate across the mounting surface of the pump housing, and measuring the distance between the plate and the gears.
Chanffer always goes down into the pump body
MERCEDES
315
722.6/NAG 1
Oil Pump Assembly (continued)
Measure the pump gears.
Tip Clearance
Tip clearance is the difference between the tip diameters of the gear teeth and the
corresponding diameters of the pocket in the pump housing.
Tip clearance for the inner gear can be checked by moving the inner gear into
tight mesh (2) (Oil Pump Measurement) with the outer gear as shown. Clearance
between the ID of the crescent feature of the housing and the OD of the teeth of
the inner gear (3) should then be measured at a point 37 mm from the corner of
the cresent (1) feature as shown.
1.
2.
3.
Measure 37mm (1.4578) from the corner of the cresent.

Tight mesh here.
Measure Tip clearance here.
Acceptible tip
clearance for the inner
gear is 0.85mm
(0.033) max
Acceptable side
clearance for the
inner gear is
0.064mm (0.0025)
max. Outer gear
0.069mm (0.0027)
max.
3
316
MERCEDES
722.6/NAG 1
B1 Brake Clutch
The B1 brake clutch assembly is secured to the torque converter housing from the
outside with 11 bolts. The oil pump assembly is retained from the inside through
the B1 brake. Remove the oil pump bolts to remove both the oil pump and the B1
brake assembly. With the B1 brake assembly removed, the separator plate can be
lifted from the torque converter housing. Special tools are used to disassemble the
B1 brake. With the B1 brake selective snap ring, disc pack and spring removed, a
multiple use spring compressor (8900) availible from Miller tools, is used to remove the B1 piston snap ring. Remove the spring and the, blow the piston out
using 20 psi air pressure at the port (A) shown.
MERCEDES
317
722.6/NAG 1
F1 Sprag Installation
When installing the F1 sprag, use the arrow to determine the direction of the installation. the arrow always goes towards the front of the transmission. When
replacing the sprag assembly, always update it to the twenty (20) element sprag
assembly.
NOTE: Disregard all information stamped on the brass end-caps.

Mercedes Sprag Part# A 220 270 01 31
Always install the sprag

with the ARROW pointing
towards the front of the
transmission
318
MERCEDES
722.6/NAG 1
F1 Sprag Rotation
Install the K1 Drum assembly onto the stator support, rotate the drum
Freewheels counter clockwise
MERCEDES
319
722.6/NAG 1
Output Shaft Planetary Failure
Rear Planet Assembly
Planetary failure may be caused by installing the wrong planetary assembly.
There are two types of planetary assemblies: Three pinion and Four pinion.
The design of the planetary gears have been changed to have less thrust loads on
the needle bearings. There are two designs currently availible, however there are
many different ratios. Never install a three pinion planet in place of a four pinion
planet. Make sure you order the correct part using the vehicle VIN number.
Nose Diameter:
1st Design:
0.906 in
2nd Design:
0.865 in
Inspect the
bearing race
area for damage.
(pitting)
NOTE: If planetary damage is visable you MUST replace the

Output planetary, Sun gear and Ring gear as an asssembly.
320
MERCEDES
722.6/NAG 1
Output Shaft Sealing Rings
Some manuals say there are six sealing rings on the output shaft. There are only
five. There are two types of sealing rings, the first design is gray teflon scarf-cut
sealing rings. The second design seals are yellow interlocking plastic type rings.
NOTE: The #1
ring is behind
the planetary
2 3
MERCEDES
321
722.6/NAG 1
K2 Drum Assembly
Input to Output Shaft Bushing/Bearing
Mercedes requires you to replace the K2 drum assembly when the bushing/bearing
is damaged. An aftermarket bushing/bearing assembly is available.
NOTE: Always install the

needle race on the K2 drum
assembly
322
MERCEDES
722.6/NAG 1
F2 Sprag Assembly
Always replace the early 14 element sprag assembly with the new updated 20
element sprag assembly.
Mercedes Sprag part # A 220 270 01 31
The Early Model has

14 elements with
the bronze bushing
support.
The Late model has a 20

elements with ball
bearing support.
MERCEDES
323
722.6/NAG 1
F2 Sprag Assembly (continued)
There are four ways the element can go into the cage, only one way is correct. With
the brass cap end facing down against the work bench, install elements as shown.
Narrow End
Concaved Side
Wide End
324
MERCEDES
722.6/NAG 1
F2 Sprag Rotation
MERCEDES
325
722.6/NAG 1
B2 Brake Disassembly and
Reassembly
The B3 brake is located in front of the B2 brake at the rear of the case. The B3
brake disc is comprised of five (5) double-sided friction discs and five (5) steel discs.
Mark the drums with

an alignment dot to
ensure proper
alignment during
assembly.
326
MERCEDES
722.6/NAG 1
B2 Brake Disassembly and
Reassembly (continued)
To compress the Belleville return spring use a Ford AX4S Sprag race. Install the
Race against the Belleville spring as shown.
Ford AX4S
Sprag Race
MERCEDES
327
722.6/NAG 1
Binds During the Shift
When assembling the Belleville spring, make sure it does not cover the air bleed
check ball.
12 OClock
Position
328
MERCEDES
722.6/NAG 1
Park Linkage Retainer
The park linkage guide has a clip installed in it. If the clip is missing and you
install the retainer you may not be able to remove the linkage out of the park
position
MERCEDES
329
722.6/NAG 1
Valve Body
Make sure during reassembly that you have the Solenoid covers installed. Failure
to install the covers may cause Solenoid codes. The covers protect the solenoids
from short circuiting from metal particles
Always replace the Circuit board on models built before 2003

330
MERCEDES
722.6/NAG 1
Solenoid Valves
8
10
2
ID
1
2
3
4
5
Description
Ohms
TCC Solenoid
2.5
2-3 Shift Solenoid
4
P-N Start ATF Temp
Float
3-4 Shift Solenoid
4
ID
Description
6
1-2/4-5 Shift Solenoid
7
Shift Pressure Regulating Solenoid
8
Modulating Pressure Solenoid
9
N2 Speed Sensor
10
N3 Speed Sensor
Ohms
4
5
5
MERCEDES
331
722.6/NAG 1
Valve Body Screen and Latch Point
Screens
During reassembly, check balls should only be retained using Vaseline or TransGel. DO NOT use inappropriate greases (such as wheel bearing or white lithium
grease).
Latch
Point
Latch
Point
332
MERCEDES
722.6/NAG 1
Valve Identification
1
2
8
3
9
10
4
1-2/4-5
Bank
2-3
Bank
5
6
11
12
7
13
ID
1
2
3
4
5
6
7
8
9
10
11
12
13
Lower Valve Body Identification

Shift Valve Pressure Regulating Valve
Pressure Regulating Valve
Shift Pressure Regulating Valve
1-2/4-5 Overlap Regulating Valve, Sleeve and Piston
1-2/4-5 Shift Pressure Shift Valve
1-2/4-5 Holding Pressure Shift valve
1-2/4-5 Command Valve
B2 Shift Valve
2-3 Holding Pressure Shift Valve
2-3 Command Valve
2-3 Shift Pressure Shift Valve
TCC Damper Valve
TCC Lock-up Regulating Valve
MERCEDES
333
722.6/NAG 1
Valve Identification
1
2
3
3-4
Bank
4
ID
1
2
3
4
5
6
7
8
5 6
8
3-4
Bank
Upper Valve Body

Operating Pressure Regulating Valve
Lubricating Pressure Regulating Valve
2-3 Overlap Regulating Valve, Sleeve and Piston
3-4 Overlap Regulating Valve, Sleeve and Piston
3-4 Shift Pressure Shift Valve
3-4 Command valve
3-4 Holding Pressure Shift valve
Manual Valve
334
MERCEDES
722.6/NAG 1
Check Ball Locations
Plastic Balls
Steel
Balls
Steel
Balls
MERCEDES
335
722.6/NAG 1
Filter and Pressure Feed Locations

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2006 TECHNICAL SEMINAR

2006 TECHNICAL SEMINAR

2006 ATRA. All Rights Reserved.

2006 TECHNICAL SEMINAR

2006 ATRA. All Rights Reserved.

2006 TECHNICAL SEMINAR

ATRA Technical Team (continued)

2006 ATRA. All Rights Reserved.

2006 TECHNICAL SEMINAR

In Memory Of Jim Lambos

I can tell you two things about Jims

2006 ATRA. All Rights Reserved.

2006 TECHNICAL SEMINAR

In Memory of Jim Lambos:

2006 TECHNICAL SEMINAR

Supplier Services and

Director of Online and Membership:

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

2006 ATRA. All Rights Reserved.

2006 TECHNICAL SEMINAR

ATRA would like to thank the following

2006 ATRA. All Rights Reserved.

2006 ATRA. All Rights Reserved.

4L60E/65E, 4L80E, LCT 1000

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2006 ATRA. All Rights Reserved.

41TE, 42LE, 42RLE

Honda 2006 TECHNICAL SEMINAR

Honda ................................................. 211

SZCA Civic Hybrid CVT

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2006 ATRA. All Rights Reserved.

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Shift Lever Position Gear Position

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Notes: If knock sensor DTC is cleared normal shifting and

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2006 ATRA, All Rights Reserved

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

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2006 ATRA, All Rights Reserved

Check for worn ring lands

Check for ring grooving

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2006 ATRA, All Rights Reserved

2006 ATRA, All Rights Reserved

2006 ATRA, All Rights Reserved

2006 ATRA, All Rights Reserved

2006 ATRA, All Rights Reserved

2006 ATRA, All Rights Reserved

2006 ATRA, All Rights Reserved

2006 ATRA, All Rights Reserved

Cooler send check valve

2006 ATRA, All Rights Reserved

Part Catalog Description

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Case Connector & Solenoid Resistance

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2006 ATRA, All Rights Reserved

2006 ATRA, All Rights Reserved

2006 ATRA, All Rights Reserved