2 2007 TECHNICAL SEMINAR...• Data Acquisition Computer System with color printer-the most advanced...

© 2007 ATRA. All Rights Reserved.

2007 TECHNICAL SEMINAR2

This manual has been developed by the Automatic Transmission Rebuilders Asso-ciation (ATRA) Technical Department to be used by qualified transmission techni-cians in conjunction with ATRA’s technical seminars. Since the circumstances ofits use are beyond ATRA’s control, ATRA assumes no liability for the use of suchinformation or any damages incurred through its use and application. Nothingcontained in this manual is to be considered contractual or providing some formof warranty on the part of ATRA. No part of this program should be construed asrecommending any procedure which is contrary to any vehicle manufacturer’srecommendations. ATRA recommends only qualified transmission techniciansperform the procedures in this manual.

This manual contains copyrighted material belonging to ATRA. No part of thismanual may be reproduced or used in any form or by any means — graphic,electronic or mechanical, including photocopying, recording, electronic or infor-mation storage and retrieval — without express written permission from the ATRABoard of Directors.

Public exhibition or use of this material for group training or as part of a schoolcurriculum, without express written permission from the ATRA Board of Directorsis strictly prohibited.

ATRA and the ATRA logo are registered trademarks of the Automatic TransmissionRebuilders Association.

Portions of materials contained herein have been reprinted with permission ofGeneral Motors Corporation, Service Technology Group Agreement # 0610228.

Portions of materials contained herein have been reprinted with permission ofFord Motor Company.

Portions of materials contained herein have been reprinted with permission ofDaimler Chrysler Corporation.

The

Automatic Transmission Rebuilders Association2400 Latigo AvenueOxnard, CA 93030

Phone: (805) 604-2000 Fax: (805) 604-2005http://www.atraonline.com


2007 TECHNICAL SEMINAR 3

Dennis MaddenChief Executive Officer

Dennis Madden,ATRA, CEO

Welcome to the 2007 ATRA Technical Seminar!Lance Wiggins and the ATRA Technical staff have really worked hard to get youthe most up-to-date and relevant technical information that you can put to workright away… and again, in full color!

For those of you who have attended past ATRA seminars you’ll be delighted toknow this seminar material is just what you expected from ATRA, or even more. Ifyou’ve never attended an ATRA seminar before you’re in for a treat.

This seminar, along with everything else at ATRA is a group effort, with a lot ofpeople working in the background to make this seminar a success. I am honoredto 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 technicalmaterial, but in almost every area where we serve our members, and the industryat large.

On behalf of the ATRA staff, and the ATRA Chapters that work so hard to bringyou this seminar, welcome.Sincerely,



Lance WigginsTechnical Director

The ATRA Technical Department is pleased to present its 2007 Technical Semi-nar. Packed with countless hours of research and development, writing, editing,photography and layout, this year’s seminar will stand out as one of the mostdemanding and useful technical training programs ever developed for this indus-try.

Once again, this year’s technical manual has been produced in full color. Withover 250 pages of up-to-the-minute technical information, the 2007 TechnicalSeminar Manual will remain a valuable resource long after the seminar is just amemory.

We’re confident that you’ll find this year’s seminar presentation and technicalmanual both informative and profitable. In fact, we’re so sure you’ll be satisfiedwith what you learn in this program, we guarantee it!

On behalf of the entire ATRA staff, the International Board of Directors, and all ofthe ATRA members worldwide, we’d like to thank you for helping to make everyday memorable.

Lance WigginsATRA Technical Director


2007 TECHNICAL SEMINAR 5

ATRA Technical Team (continued)

Pete HuscherTechnical Advisor

David SkoraSenior Technician,Seminar Speaker

Mike VanDykeTechnical Advisor andSeminar Speaker

Mike BrownTechnical Advisor

Randall SchroederSenior Technicianand Seminar Speaker

Steve GarrettService Engineer, TechnicalAdvisor, and SeminarSpeaker

Weldon BarnettTechnical Advisor andSeminar Speaker

Bill BraytonTechnical Advisor andSeminar Speaker

Chris OndersmaTechnical Advisor

The most advanced features for the most affordable price! Upgrade Features include:

• Motorized tailstock and lift hoist -add safety and efficiency while lifting and mounting heavy transmissions • Optional Adjustable eddy current load cells -simulate “real-world” load applications and are always consistent

regardless of wear or ambient air conditions • Air Load Cells - Up to 1,000 lbs of torque, adjustable, and less cost to maintain • TRUE FIND Laser Alignment Tool -now easier than ever to insure a perfect motor-to-torque converter align-

ment; even takes the guess work out of accurate alignment of FWD style transmissions • Data Acquisition Computer System with color printer -the most advanced and affordable transmission diag-

nostic aid available - The ALL NEW G-TEC Data Acquisition Computer System precisely monitors temperature, cooler pressure, input/output RPMs, and gear ratios using 4 included pressure ports with the option to add 4 more. - The AUTO-RUN Test automatically controls RPMs and shift patterns using pre-loaded data for all available trans-missions. Simply mount the transmission, put it in Drive, and press start! - The AUTO-RUN and manual test modes allow full solenoid testing including current and amperage testing and ma-nipulation for up to 8 solenoids. - The ALL NEW G-TEC Data Acquisition Computer System displays the transmission’s information on a cutting edge interface of virtual gauges, dials, color-coded pass/fail indicators, and real-time moving graphs.

Contact us:800-725-6499 Phone:417-725-6400 Fax: 417-725-3577

www.g-tec.com



ATRA Staff

A lot of work goes into producing the ATRA Seminar Manuals each year. TheATRA staff pulls togather with research, writing, photos, and the editing process.

Chief Executive Officer: Dennis Madden

GEARS Magazine: Rodger Bland, Managing EditorFrank PasleyJeanette Troub

Events Cordinator: Vanessa Velasquez, ManagerKim Paris

Membership Services: Kelly Hilmer, DirectorKim BrattinDeon OlmosLori FortuneTom FortuneTom HallJim Spitsen

Accounting Services: Jody WintermuteRosa SmithValerie Mitchell

ATRA Bookstore: Shaun Velasquez, ManagerRon Brattin

Without the ATRA team, it would be very hard to accomplish the task at hand.Please enjoy the seminar.

Lance WigginsATRA Technical Director

151CHRYSLERCHRYSLERCHRYSLERCHRYSLERCHRYSLER


Chrysler Table of Contents

Chrysler TOC ................................ 15145RFE/545RFENew Solenoid Assembly ................ 152Stalls The Engine In Drive............. 154

RE Series Governor DiagnosisGovernor Diagnosis ....................... 156Pressure Testing the GovernorCircuit........................................... 157Computer Conectors ..................... 158Case Connectors ........................... 159Output Speed Sensors .................. 160Governor Solenoid ........................ 161Governor Pressure Sensor............. 162Vehicle Speed Sensor ................... 163Throttle Position Sensor ................ 164Engine RPM Sensor ...................... 165ECT and TFT Sensors .................... 166Park Neutral Sensor ...................... 167Transmission Range Sensor .......... 168Wiring Diagrams ........................... 169Quick Reference Signal VoltagesFor The Governor Control.............. 171In-Shop Testing............................. 173Volt Meter Test Procedures ........... 174

62TEIntroduction .................................. 176Accumulator ID ............................. 177Solenoid ID and Function ............. 178Check Ball ID and Location........... 179

48REOut of Park Sense Alarm ............... 180

42LETransfer Gear Whine ..................... 181

42RLEAdapter Shaft Retaining Clip ........ 182

152 CHRYSLERCHRYSLERCHRYSLERCHRYSLERCHRYSLER


This kit contains the following 45RFE/545RFE transmission components:

Kit P/N 68002342AB (1999-2003) contains the following 45FRE/454RFEtransmission components:

1 Solenoid assembly 52119435AB1 TRS cam plate assembly 04799654AC

Kit P/N 05170877AC (2004-2006) contains the following 45RFE/545RFEtransmission components

1 Solenoid assembly 52119435AB

A “quiet” (NVH) solenoid assembly was released for 2004 MY (and later) RFEtransmissions. This new solenoid requires a revised TRS cam plate assembly,which includes a deeper “trough” for TRS pin clearance in the Reverse PRNDLposition. The “deep trough” cam plate assembly (04799654AC) has also been inproduction since 2004 MY.

A new version of the NVH solenoid (52119435AB) may now be used to serviceprior model (1999-2003) transmissions, ONLY if the “deep trough” cam plateassembly is installed along with the solenoid.

Using the new NVH solenoid (52119435AB) with the original (1999-2003) camplate assembly may result in improper (intermittent or no) backup light function.Using the previous NVH solenoid (52119435AA) in 1999-2003 MY transmissions,EVEN WITH the new cam plate assembly, may cause invalid DTCs, limp-in, etc.and is not allowed. The “deep trough” cam plate assembly may be used with anystyle solenoid in any MY.

This kit contains the new NVH solenoid and the “deep trough” cam plateassembly. When servicing 1999-2003 MY transmissions, install BOTHcomponents from this kit as a set. The solenoid in this kit may be usedindividually ONLY in 2004 MY and later transmissions. Both parts in this kit arealso available as a separate service parts for use in 2004 MY and later units.

45RFE/545RFENew Solenoid Assembly



OEM Part No: 68002342AB (Solenoid w/ black connector OEM #4799934AD)also availible from the aftermarket

DESCRIPTION: Solenoid Assembly Chrysler/Jeep 45RFE/545RFE IncludesRange Sensor & EPC Solenoid (Black Connector) (Replaced by the late Solenoidw/ white connector) (99-03 must use the adapter plate)

45RFE/545RFENew Solenoid Assembly (continued)

Replaced by white connector solenoid & adapter plate (1999-03)

OEM Part No: 5170877AA

DESCRIPTION: Solenoid Assembly Chrysler/Jeep 45RFE/545RFE2004-Up (1999-03 requires an adapter plate included in

D72420)Includes Range Sensor & EPC Solenoid (White Connector)

1999-03 Adapter Plate



A missing #4 CK Ball will cause the oil in the O/D Circuit to leak into the switchvalve circuit (following page).

Off the manual valve, oil feed that is normally blocked by the #4 check ball feedsinto the O/D circuit. This oil ends up between the switch valve pucks forcingthem to separate and move the solenoid switch valve into the TCC position. Thiscauses the L/R sol signal oil to feed the Converter Clutch Regulator Valve causingthe TCC to apply.

45RFEStalls the Engine in Drive

A missing #4 CK Ballwill cause the oil inthe O/D Circuit toleak into the switchvalve circuit(following page).



45RFEStalls the Engine in Drive

(continued)



RE Series AllGovernor Diagnosis

Finally, a complete guide to the RE Series electronic Governor diagnosis.

Although the system seem complex, it truly is not. With a brief understanding ofeach of the circuits as inputs we can understand how the computer responds incontrolling the regulation of Governor pressure. The system hydraulically is basi-cally the same as the RH (mechanical governor) when it controls movement of theshift valves. Line oil feeds the governor solenoid and is converted into governorpressure as the module regulates flow through voltage control.



Pressure testing the Governor: Chrysler uses a series of 6 tests to check thehydraulic circuits in the transmission. The governor test is 5 in the order. Whentesting, remember that governor pressure is used to move shift valves, (electroni-cally controlled) = road speed (diesel higher than road speed after 20 mph). Mustbe less than 5 psi standing still!

Test 5Checks governor operation by measuring governor pressure response to changein wheel speed (signaled by the OSS). It is usually not necessary to check gover-nor operation unless shift speeds are incorrect or if the transmission will notdownshift.

Drive vehicle on the road (important, make sure that the hose will not hit againstanything as the vehicle is being driven.)Idle in drive - Less than 3 psi.

Slowly increase vheicle speed. Pressure should rise in proportion of vehicle speed.Diesel applications will increase in a higher increment above 20 mph (almostdoubling wheel speed).

RE Series AllGovernor Diagnosis (continued)

Governor Port - 0-100 psi gauge



RE Series AllComputer Connectors

1993 1/2 to 1995 Jeep TCM

1996 - On PCM

2005 -On Diesel ECM



Case Connector Pins

Transmission Solenoid Assembly

POWER (+) and GROUND (-)

RE Series All



Generates about1.25 to 1.4 volts ACAt 55% duty cycle

10 mph……..150Hz20 mph……..300Hz30 mph……..450Hzand so on and so on… continual climb

RE Series AllOutput Shaft Speed (OSS) Sensor

This sensor is the primary input to the controller for governor control based onthe output speed. The output speed is a generator signal voltage to the module.



0 mph………4.6 volts DC15 mph………4.4 volts DC20 mph………4.2 volts DC25 mph………4.0 volts DC30 mph………3.7 volts DC35 mph………3.4 volts DC40 mph………2.9 volts DC45 mph………2.7 volts DC50 mph………2.5 volts DC55 mph………..0 volts DCResistance in solenoid 3.8 to 4.0 ohms

Engine running ignition battery voltage is the main supply, the ground side ofsolenoid varies to control pressure.1993 1/2 to 1995 this power was supplied by the module. 1996- on the modulecontrolled the relay ground and power was supplied by a fused relay.

RE Series AllGovernor Solenoid



Works just like a Throttle Sensor. Has a 5 volt reference, ground, and varyingvoltage signal sent back to controller.

0 psi ………… .6 volts 5 psi ………… .8 volts10psi …………1.0 volts15psi …………1.2 volts20psi …………1.4 volts25psi …………1.6 volts30psi …………1.8 voltsand so on and so on upto 100 psi at 4.85 volts.

If the pressure exceeds105 psi a code will set.

Increases in 0.2 volt increments.

RE Series AllGovernor Pressure Sensor

(Transducer)



Vehicle speed must be greater than 25 mph before the transmission will up shiftto overdrive. Sensor is a Hall effect device. Sensor pulses 8,000 times per mile.Used for lock up and 4th gear, as well as a back-up signal for the OSS.

Sensor input is 2.5 volts DC10 mph—16Hz20 mph—36Hz30 mph—46Hz40 mph—56Hz

Starting in 1998 the Vehicle Speed Signal was moved from a direct input to ashared input. The signal from the VSS now goes directly to the ABS Module be-fore being shared via the Network with the other modules.

RE Series AllVehicle Speed Sensor (VSS)

1993 1/2 thru 1997the sensor is locatedin the tail housing orin the 4X4 Transfercase

1998 - On theVSS is locatedat the reardifferential



The TP Sensor determines what the load (driver demand) on the engine is. Sensorhas a 5 Volt reference, 0 volt ground, and a varying voltage signal sent back to thecontroller.

Gas:1 volt or less at idle 4.50 at full throttle

Diesel:1 volt or less at idle 3.50 volts at full throttle

Diesel 1998-on: TPS signal originates from the engine module (mounted on theside of the engine block) known as APPS voltage. From the engine module thissignal is mirrored and sent out as TPS voltage to the powertrain module.

RE Series AllThrottle Position Sensor



RPM sensor is a typical Hall-Effect sensor that sends a pulse signal to the modulein reference to engine RPM is. The sensor can be located in a wide range of areasfrom the front of engine such as a Diesel which is mounted in the side of theengine block reading a pulse wheel mounted onto the crank shaft. Signal voltageis similar to Vehicle Speed signal.

RE Series AllEngine RPM Sensor

Diesel RPM Sensor



RE Series AllTemperature Sensors (ECT & TFT)

These sensors are variable resistance sensors. As fluid temperatures increase anddecreases a signal voltage wire advises the module as to what the temperature is.Early sensors had a decrease in resistance as temperature increased and startingin 2000 on the transmission sensor it was opposite. Resistance increases as tem-perature increases. Very important DO NOT mix these sensors up. Earlier yearsthese signals helped to determine when the transmission could go into TCC andOD. With the RE units these signals are still important for TCC and OD but alsofor governor control (part of the governor curve strategies). The TOT sensor origi-nally was riveted to the solenoid block (1993 1/2). Because of ease in manufac-turing and sharing the ground circuit with the transducer, the sensor was movedinto the governor sensor.



RE Series AllPark Neutral Switch

This is a safety switch that allows the vehicle to be started in Park and Neutral.Other responsibilities of the switch are to supply a signal voltage to the reverselights and also to inform the module when the shifter has been moved from parkor neutral into drive range. In Park and Neutral signal voltage in low (grounded)in Reverse and Drive ranges the signal voltage is high (battery voltage) allowingthe computer to recognize forward movement and governor control. If the moduledoes not get a correct signal from this switch, governor control is prevented aswell as shifts into OD and TCC.



RE Series AllTransmission Range Sensor

The Transmission Range sensor has 6 pins in which only 5 are used. Pins twoand five are used to signal the computer for each of the shifter positions. This newswitch works off of resistors to drop or raise voltage supply to the module inform-ing these actual positions.



RE Series AllWiring Diagrams

1993 1/2 to 1995 Jeep



RE Series AllWiring Diagrams

1996 -On Jeep and Chrysler



RE Series AllQuick Reference Signal Voltages for

Governor ControlNote: When doing electrical testing, save yourself valuable time. Always discon-nect and clean battery terminals before doing any electrical testing.

At that time confirm that battery surface voltage is at least 12.45 volts (70% capac-ity of battery ability). Any ground locations, make sure that there is no voltage inthe ground wires (redundant visible grounds).

For testing, it is important to know that volt meter leads will be moved for testing.All controller tests with the exception of two (2) of the tests will be done with thenegative lead of the DVOM on the negative battery post and the module will beback probed with the positive lead.

The governor solenoid test will be done with the positive (+) lead of the DVOM onthe positive battery post and the module will be back probed with the negativelead to determine the working voltage on the governor solenoid. The output speedsensor (AC generator) will need both the DVOM leads on the two (2) computerwires recieving a signal from this sensor. Important, this is AC voltage.

Keep alive battery voltage should not be below 12.45 volts. Running voltages needto be no more than 14.6 volts (generally around 13.2). Computer grounds musthave no more than 0.02 volts. Sensor grounds can be a little higher than systemgrounds about 0.04. The Switches change state when a button is pushed (ODCancel). Normally there is voltage at the computer pin for the switch, and whenswitch is pushed (grounded) voltage will be pulled low and then will return tosystem voltage when released.

TCC and OD Solenoids Both the TCC and OD Solenoids will have battery voltagepresent up to the point that the module supplies the ground to energize thesolenoid. At this point, voltage will be pulled low as the solenoid is turned ON.



RE Series AllQuick Reference Signal Voltages for

Governor Control



1. Raise Vehicle off Ground

2. Install pressure gauge on GOVERNER pressure tap.

3. Lower vehicle; Check for battery voltage. (Must be no lower than 12.4).Diesel – Check Both Batteries

4. Make appropriate tests for circuit concerns (document findings).

5. Repair problem - Retest to confirm that system is ok.

Note:Keep a running log of vehicles tested for future reference.

RE Series AllIn-Shop Testing

Note:Clean battery Posts and Clamps before testing.



General Tests:Test with the negative lead of the volt meter connected to negative battery, back-probing controller with the positive lead. (DC voltage)

Output Speed Generator Tests:Test with both leads of the volt meter hooked to the controller. (AC Voltage andFrequency)

Governor Solenoid Test:Test with the positive lead of volt meter hooked to positive battery, back-probecontroller with negative lead. (DC voltage)

RE Series AllVolt Meter Test Procedures

Computer Pin Test Lead



• A = Applied• H = Holding• * = Limp-in Mode• ^ = Applied in coast only

62TEIntroduction

GEAR RATIO UD OD R 2-4 L-R LC DC ORC1 4.127 A A A ^ H2 2.842 A A A

3 * 2.284 A A A ^ H4 1.573 A A A4 1.452 A A A ^ H5 1 A A A6 0.689 A A AR 3.215 A A A

CLUTCH APPLICATION CHARTELEMENTS APPLIED

In total, the 62TE provides seven forward ratios and one reverse.

The underdrive compounder assembly has two modes of operation: Direct andReduction.

The 2-3, 3-2, and 4-2 shifts require a “double swap” shift. This occurs when twoelements are turned off while two different elements are engaged.

The clutch-to-clutch synchronization takes place within 40 – 70 milliseconds,producing a smooth shift. If the underdrive compounder assembly shifts too early(in relation to the shifts taking place in the main centerline), a shudder or harshshift results. If the underdrive assembly shifts to late, the driver experiences a“double bump” sensation.

To avoid a double swap shift in a 6-4 downshift, the transaxle shifts into 4th prime,which requires the deactivation of the OD clutch and the simultaneousapplication of the UD clutch.



62TE

1 UD Accumulator 4 LC Accumulator2 2/4 Accumulator 5 DC Accumulator3 L/R accumulator 6 OD Accumulator

Accumulator ID

Accumulator ID



62TE

The 62TE transaxle has eight solenoids. Six solenoids use ON/OFF or PWM op-eration and are part of the solenoid/pressure switch assembly. The TCC solenoidhas a VFS design and is mounted on the solenoid/pressure switch assembly. ThePCS mounts on the valve body and is a separate component.

In the event of a transmission/transaxle electrical fault, a “limp-in” mode proce-dure is programmed in the transmission controller. To achieve “limp-in” mode,the normally applied 2/4 and UD solenoids only allow fluid flow to obtain Park,Reverse, Neutral and Third in Drive.

Solenoid ID and Function

1. Solenoid/Pressure Switch Assembly2. Pressure Control Solenoid



62TECheck Ball ID and Location

The 62TE valve body has nine checkballs in total, four are used in the hydrauliccircuit and the other five are used as plugs:

L/R Clutch circuit: Prevents L/R clutch application in Drive-Third gear, Fourthgear, Fifth gear and Sixth gear.

UD Clutch circuit: Allows an orifice to control fluid flow during UD clutch applica-tion

OD Clutch: Allows an orifice to control fluid flow during OD clutch application

Reverse clutch: Allows an orifice to control fluid flow during reverse clutch appli-cation



Vehicles with a diesel engine and an automatic transmission are equipped withan alarm that warns the customer, upon exiting the vehicle, that the transmissionis not in the “Park” position. This feature will only be functional under followingconditions:

• Engine running• Foot off the brake pedal• Driver’s seat belt is unbuckled• Driver’s door is open

When this feature is triggered the horn will sound, the high beams and turnsignal lamps will flash. This will continue until one of the following conditions ismet:

• Engine is turned off• Transmission is in “Park”• Driver’s seat belt is buckled• Brakes applied

NOTE: This feature is standard equipment and cannot be disabled.

48REOut of Park Sense Alarm2006 (DH/D1) Ram Truck



Vehicle operator may experience a transfer gear whine sound while vehicle iseither accelerating or coasting down between 68 mph (109 kph) and 84 mph (135kph). This condition may also be described as a whistling sound.

Repair Procedure:1. Raise Vehicle on a hoist.2. Inspect the lower steering column boot to see if it is sealed properly against thebulkhead. The lower steering column boot should be pressed against the bulk-head (Fig. 1). If the lower steering column boot is installed properly further diag-nosis is required. If lower steering column boot is not installed properly continueto Step #3.

1 Lower Steering Column Boot)

42LETransfer Gear Whine2003-2005 (JR) Sebring Convertible/Sebring Sedan/Stratus

Sedan

1 – Clips (Clip #6 not shown)2 – Steering Column Boot3. Lower Vehicle.4. Pull back carpet from around lower steering column boot.5. Using a rubber mallet, tap boot on the perimeter until all six (6) clips are seated.6. Re-install carpeting.



42RLEAdapter Shaft Retaining Clip

The retaining clip is often destroyed and or distorted when the output shaft isremoved. The new part number is 528 52916-AA

T: 419.499.2502 • F: 419.499.3337 • www.TransTec.com • Milan, OH 44846

ORIGINALORIGINALInside every TransTec kit you’ll always find the highest quality components,most complete technical information and logical sub-packaging. Nobodymakes transmission parts more dependable. Better parts and betterperformance means less chance of a comeback, so insist on rebuildingwith the best. TransTec transmission kits from Corteco, the O.E.supplier with aftermarket vision.

Inside every TransTec kit you’ll always find the highest quality components,most complete technical information and logical sub-packaging. Nobodymakes transmission parts more dependable. Better parts and betterperformance means less chance of a comeback, so insist on rebuildingwith the best. TransTec transmission kits from Corteco, the O.E.supplier with aftermarket vision.

transtec-new.indd IFC2 4/25/06 10:38:52 AM

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Synapse Prepare Typical Printer Inc:CMYK Composite QuarkXPressª Settings: Incl_NoOv_Mrks_CompUser may modify QuarkXPressª settings prior to sendingInDesignª Print Style: Incl_NoOv_Mrks_CompDistiller Job Options: Creo PDF Pages.joboptionsPitStop Profile: W_Images_CMYK.pppPitStop Actions: Convert Color to CMYK.eal SynapseLogo.ealUser can add info annotations into resulting PDFDistiller annotations will be added into resulting PDFJob Info annotations will be added into resulting PDFDirective annotations will be added into resulting PDF�

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LUBEGARD® Representative Alan Smithdemonstrates just how easy seal-fittingis with Seal-E-Zee.

Simply fit the seal in the cone, spray it

with Seal-E-Zee, and the seal falls right

in place. Instantly.

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Z Pak® is the patented, single-sided design clutch system that outperforms OE in torque and heatcapacity without coning. Z Pak is just one way Raybestos is aggressively leading the industry inintroducing innovative technologies. www.raybestospowertrain.com.

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